The Organic City - Is the Market Enough?

Out of the hundred-or-so pictures my partner and i took of our Bali holiday, this is the only one that shows a street - the rest show us in the hotel swimming pool, us dining at restaurants, us with monkeys in Monkey Forest, etc. It shows a typical street in Legian, Bali, and the back of my head.

The towns and cities of Indonesia and many other south-east Asian countries have been developed organically; there is little input from the government over the subdivision, development or land use. It is exactly the type of environment urban planners encourage, the city that changes according to the needs of its residents, a land-efficient city (land and buildings are free to change use and will do so based on the economic models of rent), a vibrant city with a mix of uses. It is the solution to the dysfunction of the use-segregated cities built across the western world in the post-war period.

The main tourist area of Kuta/Legian was in the 1930s an agricultural area producing rice or other crops for the Dutch colonists, but as the area became known for tourism the fields were developed. The original movement system was retained, and this consisted of rural roads with ditches on each side, and within the blocks narrow alleys provided access to each field. Usually the only improvement to the movement network was the covering of the ditches so that tourists could get access to the shopfronts.

Walking in Kuta/Legian is a bitch - the footpaths are ridiculously narrow (usually less than a metre), are often about 30 centimetres above the road, and are cut across continuously by crossovers. And motorbikes and cars are often parked on the path, not worrying about the shop vendor's displays being in the way. That each building has a different floor level doesn't help either.

It wasn't long before i made an observation - the locals did not walk anywhere, they all rode motorbikes or cars. And neither did they live locally - many of the shop owners and hotel staff we talked to lived half an hour ride away or more, but were willing to make the journey because of the tourist money they could make.

Nor were there any strong "nodes" or focus points that are found i most cities. And large street-blocks make movement within Kuta and Legian difficult, though alleys provide some possibilities for shortcuts for those who know the area well. Basically, the movement network only encourages motorised travel above other modes, and the pedestrian is severely punished.

In our cities, we must loosen the land use restrictions that were put into place post-war. But we need to retain control of the movement networks arising from the subdivision of fringe areas to ensure quality of public spaces. Only this way will our cities function properly.

Public Spaces and Public Life

Perth recently commissioned Danish architect and urban designer Jan Gehl to revisit his 1994 study into Perth's public spaces & public life. Perth was the first Australian city to have such a study done, and most of Australia's other cities have followed.

Gehl's mantra is that great public spaces make a great City, something that has been neglected by city planners since the Athens Charter of 1933. He claims that public spaces have been considered as an afterthought - the leftover spaces between buildings. Rather, cities should be designed by first contemplating the public spaces, and the buildings follow.

In the 15 years since the 1994 study, Perth instigated some but not all of the study's recommendations - the result has been the improvement of some of Perth's spaces including extensions to the pedestrian network, but there has been shortcomings. In particular, Perth's central area is still devoid of life after business hours, due to the uses continuing to be segregated. There are still office, retail and cultural districts that work during the day, but during night become very unsafe.

Melbourne's central area in the mid-1990s was similar to Perth's at the time - mono-use districts with no life after hours. Gehl undertook a study of Melbourne's public spaces not long after Perth's study was undertaken. The difference between Perth and Melbourne, according to Gehl, was that all of the recommendations were actioned. Melbourne is now renowned as one of the most cosmopolitan (i.e. active and full of life at all hours) cities of the world.

Cities across the world have been implementing improvements to public spaces. Once of the most recent experiment has been to North America's most urbanised city, New York, where Broadway, one of the major thoroughfares that runs through Times Square, has been closed to vehicular traffic for the year. The City claims that vehicular traffic through the area will be improved because Broadway, which cuts diagonally across the City's grid street layout, causes delays at intersections. Cab and delivery drivers are cautious and car owners worry about the reduction in parking, but the response seems positive. If Perth truly wants to become a liveable city, it needs to up its game.

My favourite comment by James Robertson (in the Broadway blog) notes that neighbourhoods have been cut up by interstate highways in the 1950s and 60s. Comparing the pedestrianisation of a street and the construction of a freeway, i know which one i prefer!

Infill development improving our neighbourhoods

Having moved from Mount Lawley - a traditional neighbourhood with everything anyone could need within a 1 minute walk - to the much more suburban Joondanna, my partner and i have a great appreciation of what a diverse, rich and robust neighbourhood can offer. A liquor store and pharmacy are the only things available within a five minute walk.

The above image is a simple 3D model of the 1960s units where we live. There are 11 identical units, ours is at the front on the right. I haven't drawn doors, windows, etc, but the walls fronting the street are completely blank - there are no openings whatsoever, and the units open onto the internal driveway. The 8 metre front setback is maintained by the strata company, who recently spent its entire budget on mulch and new plants for the front setback area.

The problem is that the development offers nothing to the street, in that there is no interaction between the street and the residents, except for when the residents leave (usually in their cars). In the spirit of examining our own neighbourhoods for opportunities, i have looked at the wasted front setback area in more detail, and looked at using the 160m² areas either side of the driveway.

This shows two single bedroom dwellings built in front of the existing units, built up to the front boundary to make best use of the site. A street verandah provides shelter to people walking along the footpath. The carports and courtyards are positioned so that the new dwellings have minimal impact on the existing units (and the owners could make a tidy profit from selling the new dwellings). And a 3.2m high ceiling provides flexibility for the future conversion of part or whole of the dwellings into other uses, once zoning laws are relaxed.

Best of all, the development is completely compliant with the requirements of the local Codes with the exception of front setback requirements. Communities should be lobbying for front setback requirements to be relaxed to allow for this type of infill in their suburbs.

I will look at other ways infill development could be undertaken in your streets in upcoming posts - with enough infill development increased local populations will better the viability of businesses in our suburbs.

An engineer's city - landscape vandalism

Moonscape - the Marmion Avenue extension

photo courtesy of Sun City News

This long weekend we holidayed in Yanchep, 45 minutes north of Perth. To get there is a lesson in the history of planning for suburbs, starting with the 1960s suburbs - roads built through land on which housing is progressively built where the outcome is a mixture of housing types. Next is the 1980s suburbia made of wide curvilinear roads, lined with back fences. We got lost at one point, and had to double-back a few times until we discovered the way out (hint - these road names end in "Entrance" or something similar, but look like all the other roads). Next is the suburbs of the 1990s and early 2000s that are much like the 1980s except that retaining walls make a big appearance everywhere. Here, slopes not visible to the naked eye are severely retained, and combined with sand dunes streets become walled enclosures. Apparently building companies will not build unless the lot is flat.

On the urban fringe main streets are beginning to appear, before a 10km undeveloped coastal landscape separates suburbia from our holiday destination. Marmion Avenue was recently extended across this undeveloped land to the next town.

It is on this newly constructed road that we can see the true reign of the engineer. What would otherwise be a simple road becomes a technical feat. To make the two-lane road, a wide swathe of land is cleared - the road itself is probably 10-12m wide - probably an 80m wide reservation is cleared and flattened. Where sand dunes are encountered, precisely-engineered slopes are constructed either side of the road and the slopes fenced off (there is no other fencing anywhere along the road). Three roundabouts are constructed - two of which have no road connections and the third being a little-used road to the coast. Finally,despite being a 10km long stretch of road with no hazards or side roads, an 80km/h speed limit is maintained, even though the road is so over-engineered that any driver would have no problems travelling at 110km/h (if not for the roundabouts to nowhere).

The landscape around the road is scenic - rolling sand dunes are all that can be seen, there is no other development - other than the massive scar made by the road's construction. There is no other way of looking at this other than the vandalism of a pristine landscape for engineering's sake. Sure the land may be set aside for suburban expansion, but that is no reason to destroy the land in the meantime.

What makes me angry is that the road is obviously designed for development that may not catch up to it for 10-20 years. It is the wrong way of going about things - the road should have been built to rural standards using only the land required for the road - when development happens the road can be upgraded. This line of thought is more consistent with planning to extend networks are required, rather than just assuming that development will continue indefinitely and making provision for it.

The local government i work for is looking at constructing a new entry road into its central area. Instead of acquiring the full 80m wide road reserve, it is instead asking for a 40m wide reserve. If the remaining land is eventually required, it can take the rest at a later stage. If only this thought was applied to Marmion Avenue.

Urban Patterns - Beyoglu, Istanbul

Urban Patterns : Beyoglu, Istanbul

Jessica Judd 2008

Vegetable Pesto Tartlets

Perth is just starting to get cold. The evenings are dark by the time i get home from work, and sitting in office/car means that the body stays cool. But my girfriend is out tonight, so i decide to walk to the local shopping centre, The Mezz, something i have not yet done. Google Earth suggests a 1.2km drive taking 4 minutes - i walk there in 10 minutes exactly.

The streets of Mount Hawthorn are based on a rectangular grid layout that is common to pre-war suburbs, with tree-lined streets and footpaths on both sides. It is, however, dark. If there were obstacles or holes they would be difficult to see. There is also little life on the streets. The only people i see are a couple of joggers, a family attempting to fix a broken car by torchlight, and a man harvesting the from lavender bushes in the verge garden outside the shopping centre.

It seems that density and flexibility of land uses would go a long way in improving the walkability of the suburb. Already with a strong main-street, tripling or quadruling the density would significantly increase the number of people in the area, and make the existing shopping strip much more viable. It would also encourage incidental businesses to crop up on local streets around the centre, making walking though the area much more interesting and safe, as well as providing a variety of destinations. Suburbs such as Mount Hawthorn could easily retrofit this kind of development. To achieve this, state government really needs to make a strong stance by encouraging the refurbishment of existing areas.

Back to my walk. Where before i left i had rugged up in an overcoat and cranked up the heater in the house, coming home i was overheating and had to strip layers off - walking sure is a great way to warm up on a cool evening.

For no particular reason, i thought i would share with you my dinner tonight (hey, after doing planning all day in the office, it's great to get away from it in the evening!) - vegetable pesto tartlets (thanks to the Women's Weekly "4 Fast Ingredients"). Cut a pastry sheet in half and fold over the edges, and spread over it sun-dried tomato pesto (if your local walkable supermaket doesn't sell this, tomato paste is an ok alternative). Drain and pat dry some antipasto char-grilled veges (i used capsicum, tomato and olives) and place on the tartlets, and spinkle with feta. Bake for 10 minutes in a hot oven, and top with some fresh basil leaves. At this point, i should mention that any urban dweller with a conscience should have a herb and vegetable garden, no matter how small it is. Looking after a garden is a very satisfying experience!

Networking our cities

Recently Mathieu Helie suggested using networks as a new method of focusing urban development in the right locations - he suggested the following proscriptive standards:

• "For private development: you may build on any available part of the network so long as you replace the part you used up by extending the network around your new block.
• For community development: any time a part of the network becomes too complicated (for example it takes more than 4 steps to get out of a sector), extend the boundary of that part with a higher capacity road (a boulevard)."

Before we look into this, let us first consider the current planning system post 1940s, which is of course based on the zoning of land as a precursor to urban development. Perth is known for having a very successful regional scheme that covers the metropolitan region - it has been very successful in shaping Perth's urban development into corridors well serviced by transport networks and utilities. It has been so successful that Perth is now well known for having one of the lowest densities of any City, and for providing more roads per capita than any other City. The growth is coordinated with a broad-brush at the regional level.

At the district level, structure plans set up the more detailed framework within which development is to occur. Ultimately, development fills in the urban-zoned land to create a contiguous urban district. In the meantime, the half-developed areas look like this:

The result is a series of disconnected developments. There is no focus, the town centre is centred on a main street isolated from the remainder, with poor connectivity. It will be decades before the sections all connect, before an effective public transport system can be set up, and decades before the district attains the kind of population that supports intensification of central areas, and decades before local employment opportunities begin to take over from far-flung employment areas located at the ends of railways and freeways. Even then, it is unlikely that this form of ad hoc urbanisation will form the kind of diverse urban areas found in traditional suburbs.


Pre-1940s, limited access to motor vehicles meant urban development was necessarily constrained to existing transport routes. New development was undertaken in conjunction with extensions to tram networks, such that Cities were more or less developed along the same principles suggested by Mathieu.


Perth already has the framework in place to provide for growth of a network, with only surprisingly-minor tweaking of the existing system. The main changes needed are:

• Get rid of the "Urban" zone. Instead, identify land suitable for urban development (i.e. excluding environmentally-significant areas, main agricultural areas, regional freight routes, and so on;


• Create the rules that only allow subdivision and development where it connects to and extends an existing network (roads, public transport and utilities); and


• Simplify local planning regulations to provide for greater flexibility for land uses, so that extended networks can develop a mix of uses organically.

The benefits of such a system include much greater efficiency of the provision of services, greater certainty for owners and developers, and the development of a flexible City network that has a greater capacity to respond to social and economic changes.