cities

Talking Place Visioning on The Placemakers Podcast by Tom Oliver Payne

Great time chatting with Stephen Burton of POMO on the Placemakers Podcast recently. Summary written by Stephen:

“What's the relationship between placemaking and property marketing? From a property developer's point of view, placemaking is a often looked at as a way to differentiate their offering in the market. Is there still a role for community in this process? How does it intersect with branding and place visioning? As a leader in this field, Tom helps us understand the way placemaking is defining our privately made public realm.”

Check it out on Spotify here.

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To restore our economy, Australian cities should embrace culture and imagination by Tom Oliver Payne

Covid-19 has sent Australia’s creative industries into distress, and the damage has been severe. More than half of the jobs (53%) in this sector ceased to function during lockdowns, resulting in hundreds of thousands of job losses across Australian cities. But what if we actively invest in making places more unique, exciting and creative? Could we make domestic travel more appealing – or even – make Australian cities the envy of the world?

Thought-piece I’ve written for RobertsDay - you can read online here.

Perth artist Matt Adnate’s work of celebrates Aboriginal culture. Photo courtesy Juddy Roller/Nicole Reed.

Perth artist Matt Adnate’s work of celebrates Aboriginal culture. Photo courtesy Juddy Roller/Nicole Reed.

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Demolition has begun: photos from Robin Hood Gardens by Tom Oliver Payne

Despite years of campaigning from heritage groups and architects, the bulldozers have moved in. The demolition of Robin Hood Gardens is now well underway. The western block is in partial ruins. The eastern block is still occupied and is set to be razed in the new year. 

Completed in 1972 Robin Hood Gardens features rows of elevated walkways, famously known as 'streets in the sky'. The only housing estate designed by husband-and-wife duo Peter Smithson (1923-2003) and Alison Smithson (1928-1993), it's protection was supported by some of the world's most prominent architects including Richard Rogers, the late Zaha Hadid and Toyo Ito. Many, however, including the head of heritage listings and Historic England, considered it 'bleak'.

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Kensington and Chelsea: a microcosm of divided London by Tom Oliver Payne

Camera in hand, I recently explored London's Kensington and Chelsea - home of Grenfell Tower. A distinct socio-economic divide between the north and south, the Borough epitomises the inequality that exists across wider London.

On the 14th of June 2017, West London watched as a 24-storey public housing block was engulfed in flames. Fear and panic gripped the streets below as hundreds screamed for help from inside. 

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At least 71 people have been confirmed dead. A a 2015 study showed that the neighbourhood surrounding Grenfell was among the top 10% most deprived areas in England - those who perished were some of the London’s poorest and most vulnerable.

Just two kilometres south-east of Grenfell sits Victoria Road - Britain’s most expensive street - where house prices average at £8 million ($14,000,000). As I walked past the rows of immaculate terrace houses, security lights clicked on, a tell tale sign that the owners live abroad. Nearby shopping districts epitomise glitzy consumerism - Mercedes Benz cars, shopping bags and botox. With so much money pouring into the local council, it’s no wonder it holds a reserve in excess of £274 million ($466 million).

Kensington and Chelsea is a microcosm of divided London, and unfortunately, the local authority has been a representative of only its most elite residents. Although those in Grenfell had complained about fire safety issues for years, their voices had fallen on deaf ears. It’s recently been argued that had fire extinguishers been installed, 99% of those in the building would have survived. 

Kensington and Chelsea's North

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Kensington and Chelsea's South

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The tragic events of the 14th of June have shocked this beautiful city to its core, yet early indications suggest that it hasn’t been in vain: the council leader soon resigned and an investigation has begun to determine if corporate manslaughter has been committed; we’ve seen conversations regarding deprivation and inequality rise to the forefront of political discussion, Jeremy Corbyn has called the disaster a product of the ‘brutal’ system of inequality; and the city’s Mayor, Sadie Khan, has proposed that the Prime Minister appoint a social housing Tsar.

In the wake of Grenfell commentators have pointed to the resonance of contemporary London with the one Dickens describes in ‘A Tale of Two Cities’. The echoes are hard to ignore, and the city’s wealthy are being warned of a social uprising from classes below. It seems London’s eyes have turned their focused on the government’s response to Grenfell. If systemic housing policy changes are not initiated, social discontent will surely intensify.


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SMH Article: What Sydney can learn from London's approach to brutalist architecture by Tom Oliver Payne

"The late 20th century was a unique period in architectural history in which buildings where designed to serve a social purpose. Brutalist buildings used the most basic material to keep costs down, and were most commonly built to house low-income residents or institutions.

Unlike 18th-century houses, their importance is about historic interest, rather than an aesthetic interest. Sirius, just like Trellick, Balfron and the Barbican in London, illustrates important aspects of the nation's social and cultural history."

Last week I had an opinion piece published in the Sydney Morning Herald on brutalist architecture in Sydney and London. You can read the full article here. 

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Photo by Jessica Hromas via SMH

Photo by Jessica Hromas via SMH


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From screen to street: the photography project putting imagery in the public eye by Tom Oliver Payne

Photographer

Nicholas Gascoine spent his mid 20's in New York City. There, he would work alongside some of the most prominent fashion photographers, often flying to exotic locations. The move back to Australia had followed an exciting period of work, and Gascoine found the body of water lapping onto Sydney's Eastern beach fronts restorative. 

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A conversation with Jess Cook of Sydney's 107 Projects by Tom Oliver Payne

Jess Cook has been involved in a range of events and creative projects over the last 15 years. From running collaborative art events and helping to manage large-scale festivals, her latest endeavour is arguably the most ambitious. As Founding Member and Managing Director of Sydney’s 107 Projects, she’s been integral in creating an impressive cultural space in central Sydney. In addition to housing exhibitions, dance classes, theatre performances, artists’ in residence, horticulture, cooking and workshops spaces, 107 has become host to some of Sydney’s most prominent creative organisations and projects. Collaborations include FBI’s Ears Have Ears, Heaps Gay, Groove Therapy and The Bower, to name just a few.

Jess recently showed me around 107, talking about the space itself, as well as creative spaces, more generally. 

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Reminding Sydney of Seidler by Tom Oliver Payne

For years, my brother, sister and I would take my grandfather to the beach each Sunday. Arriving early to collect him from his eastern-Sydney flat, he would be perched on his balcony with a tea in his hand, admiring the greenery below.

Built in '66, my grandpa’s building was one of the earliest apartment blocks designed by world-renowned Austrian-Australian architect, Harry Seidler.

Like all of Seidler's buildings, my grandfather's definitely has its imperfections: dead spaces, dark corridors and steep stairwells to name a few. But I can't imagine my Paps would have been happier in any other place.

Horizon Apartments in Darlinghurst, Sydney (1990-1998).

Horizon Apartments in Darlinghurst, Sydney (1990-1998).

The large open-plan living spaces, split levels and north-east facing balconies were bold innovations at the time of its design, and each aided his psychological and physical health right until his final days.

What was important about this building – and any of Seidler's for that matter – was the desire to push engineering boundaries, question planning authorities and pursue modernist design principles in the hope of improving people’s lives. 

Harry followed strict architectural principles under the premise that they were egalitarian, optimised function, or would simply create a beautiful building. And while some of his schemes are, today, viewed as design failures (see Blue Point Tower), each was designed upon a set of values which tried - at least - to make Sydney a better place to live... Even if that meant frustrating his clients and local planning officers in the process. 

Probably the most iconic Harry Seidler building, Australia Square Tower (1961-1967). Photograph by the legendary Max Dupain. 

Probably the most iconic Harry Seidler building, Australia Square Tower (1961-1967). Photograph by the legendary Max Dupain

Harry Seidler in his home office. Photograph by David Moore. 

Harry Seidler in his home office. Photograph by David Moore. 

Since returning to the city from London a couple of months ago, I’ve noticed dozens – or possibly hundreds – of new high-rise developments, which resemble something akin to Ikea furniture, rather than architecture. These cookie-cut designs aren’t only badly built, but very little thought has been given to their design. The core principles which were deeply rooted in Harry Seidler's architecture (as well as other great modernists of the 20th Century) have seemingly been ignored.

Aside from the use of bland materials and repetitive form, which is far from inspiring, the structures are often poorly integrated with the existing urban fabric, don't maximise nature or natural light, and contrary to their promised community benefit, their so-called ‘public spaces’ look and feel like private gardens - dissected from surrounding neighbourhoods.

I guess it was Elizabeth Farrelly who put it best, “we used to think '60s apartments were austere and badly built. Now, they appear as paragons of generosity, grace and certitude”

As large-scale residential architecture appears to have creatively stagnated (perhaps as a result of Sydney's muddled planning system), Harry Seidler’s work remains a reminder that this city's tall buildings can be creative, brave and innovative. 

More importantly, his architecture is a reminder that buildings are not just a commodity, but should seek – at the very least - to improve a city, and the wellness of the people within it.


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The best of Oslo's new architecture by Tom Oliver Payne

One of my favourite bars in London is called 'Oslo'. It has a super clean design and generally nice aesthetic and it's always filled with really good looking people... I guess the main reason I travelled to the real Oslo last week is because I figured it would be a bigger version of that bar.

While both of these expectations were surpassed, the city's sense of design in particular, far exceeded my predictions. When I stepped out at Oslo Central Station, I found myself surrounded by incredible new buildings encompassing a mix of interesting shapes and sizes. But of course, all details finished with a subtle air of elegance. In true Nordic fashion. 

After two decades of financial growth and a thriving arts and cultural scene, the city is drawing in buyers and investors from around the world. And fortunately (unlike many cities), they're working with some of the best designers to show off their ideas. 

With half the waterfront still under construction, it quickly became clear to me that Oslo is experiencing an architectural explosion. 

Here are my three favourite contemporary architecture projects in the city.

The Barcode Project

The Barcode Project is a huge area of redevelopment along the edge of Oslo's waterfront. Full of mixed-use high rise buildings, it's home to incredible designs by some of Scandinavia's best architects. 

From west to east, its main buildings include PriceWaterhouseCoopers Building by A-lab Architects, the Kommunal Landspensjonskasse Building by Solheim & Jacobsen, the Deloitte Buidling Building by Snøhetta, Visma designed by Dark Arkitekter and DnB NOR from MVRDV Architects. In addition to these, Barcode includes loads of buildings and hundreds of apartments with designs that architects in many cities around the world are rarely given the creative freedom to explore.

With the tallest heights in the city and over 20,000 of development, the Project has changed the face of Oslo. Suddenly the city does not just sit flat along the water's edge, but this impressive cluster of beautiful towers is now attracting residents, visitors and businesses from around the world. 

THE OSLO OPERA HOUSE (OPERAHUSET)

Designed by Snøhetta and opening in 2008, the Oslo Opera House is the home of Norway's National Opera and Ballet. Located just across from the Barcode Project, the building has helped to completely transform this part of the city. 

Made up of 1,100 rooms and with a main stage which can seat 1,364 people, the Opera House is the largest cultural building in Norway since 1300 - finally taking out Trondheim's Nidaros Cathedra as the top-dog. 

But what I found even cooler than the size or extravagance of the design, is how the building has created an entirely new public urban space for people to check our views of the city. With two sloping ramps on either side of the building, pedestrians are invited to walk onto the rooftop to make the most of this reclaimed section of the harbour.

In addition, its beautiful white materials and clean shapes make it an awesome place for film and photography. While I didn't check out any shows on my visit, I can only imagine the internal auditorium is pretty cool too. 

Tjuvholmen

Once only 5 hectares in size, Tjuvhomen was increased to 33 hectares in the early 1900's to be used as a docking area for ships. After years of disuse the area was bought by private landowners, and since 2005 has been the centre of a huge urban renewal project.

With Renzo Piano's Astrup Fearnley Museum of Modern Art and Skulpurpark being the 2 most incredible architectural pieces on the peninsula, credit should also be given to architectural practices including Kristin Jarmund and Scmidt Hammer Lassen, who've created amazing buildings and public spaces within the neighbourhood.

Similar to Copenhagen's Islands Brygge, as part of the development, the Tjuvholmen water's edge now also includes an amazing swimming area, making a great summer chill-spot...

If only every city did the same.

Get yourself to Oslo and take a wander.

- Tom 

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Why Copenhagen is such an incredible city by Tom Oliver Payne

Everyone knows that Copenhagen is the happiest city in the world. But not as many people appreciate just how unique and interesting it is. As a regular visitor, below I've listed out my top reasons why Copenhagen is the world's coolest city. 

Vibrant Neighbourhoods

Nørrebro

Norrebo is one of Copenhagen's trendiest districts: people look amazing, bars and cafes line the streets, and its energetic vibe lasts late into each night.

But this neighbourhood's vibrancy isn't simply a coincidence - Norrebro is the city's most multicultural area. With 26% of its inhabitants from outside of Denmark, it offers an incredible cultural mix of food, music, language and fashion-styles.

Islands Brygge

In contrast to the eclectic urban vibe of Norrebo, Islands Brygge is predominantly residential. But what makes this one of my favourite parts of the city, is its harbourside location and incredible stretches of open space.

Differently to most cities around the world, Copenhagen's government is liberal enough to let people swim in its harbour, and there's probably no better place to do that than Islands Brygge.

In summertime this neighbourhood is crowded with swimmers, drinkers, skaters and chillers - all checking out the beauty of the city... and probably each other. There's no doubt that this is where some of Copenhagen's most attractive people come for some time in the sun. 

MeatPacking District (Kodbyen)

Much like New York City's Meatpacking District, Copenhagen's old cattle markets have seen a recent rejuvenation, as young people embrace its large open spaces and old industrial buildings. 

While parts of the district are still used for the meat industry, since the early 2000s it's also emerged as a creative cluster, attracting galleries, restaurants, design firms and studios.

I recommend grabbing a coffee or beer and simply wandering around the district's streets; the mix of large, small, old and new buildings provide for a seemingly never-ending maze of beautiful hidden streetscapes. 

Out on my bike one afternoon, I spotted this chiller cycling into one of Norrebro's northern streets. It looks empty here, but not so far ahead, the intersections are lined with some of Copenhagen's best city life. 

Out on my bike one afternoon, I spotted this chiller cycling into one of Norrebro's northern streets. It looks empty here, but not so far ahead, the intersections are lined with some of Copenhagen's best city life. 

Doing backflips into harbour pools in most cities will cause some nasty guard to yell and scream. In Copenhagen's Island Brygee, people are respected enough to not be babysat by authority.

Doing backflips into harbour pools in most cities will cause some nasty guard to yell and scream. In Copenhagen's Island Brygee, people are respected enough to not be babysat by authority.

Old warehouses lining the streets of the Meatpacking District, looking south towards the modern harbour edge.

Old warehouses lining the streets of the Meatpacking District, looking south towards the modern harbour edge.

 

Architecture

As soon as you step off the plane into Copenhagen's Kastrup Airport's beautifully designed terminals, you'll realise that this is a city that prides itself on clean, human-focused architecture. 

It's buildings comprise a full range of styles, all the way from the 17th century. In my opinion, however, it's the contemporary buildings which are some of the best: the Copenhagen Opera House and the Axel Towers to name just two.

Unlike the tall and bulky buildings in the US, Asia and the Middle East, Danish designers tend to focus on the details, such as fine shapes, curves and materials. As a result, the city has avery soft, and even feminine, feel to it. 

But my love for Copenhagen architecture is as much about the spaces between the buildings, as it is the buildings themselves. People here are not pushed to the edge of streets to make way for cars, and public spaces are not simply an urban designer's afterthought. This is a city where buildings have been shaped around open spaces - not the other way around. 

 

Fashion

Copenhageners are a stylish bunch of people, but not in some 'edgy' up-your-own-ass-east-London kind of way. Instead, just like Copenhagen's architecture, nice design seems to be deeply embedded into Danish culture.

People on the street - young and old - have a generally distinctive Danish look: cuts are low and slouchy and logos are minimal. And even those who mix it all up and do something totally different still tend to look classy and timeless.

Andrew, the States and Delia, France.... Both spend a lot of time in the city, and love Norrebro for its clothing stores and bars.

Andrew, the States and Delia, France.... Both spend a lot of time in the city, and love Norrebro for its clothing stores and bars.

"Ahh I have a hangover!" .... Live J.  plays the Cello by night and chills with friends in Norrebro by day . Casual hoodie, denim overalls and white sneakers... Copenhagen-style. 

"Ahh I have a hangover!" .... Live J.  plays the Cello by night and chills with friends in Norrebro by day . Casual hoodie, denim overalls and white sneakers... Copenhagen-style. 

 

The love for bikes

It'd be virtually impossible to write a post on Copenhagen without a mention of bicycles. 

As soon as you step foot in the city, you'll notice that just about everyone is on two wheels. But riding in Copenhagen is not about being a 'cyclist': it's not about lycra, helmets, bells, or reflectors. Bike riding in Copenhagen is about function, mixed with a bit of your own personal style. 

With lanes separating bikes from cars, moving through the city is a stress-free experience. It won't take you long to realise that every place in the world really should Copenhagenize. 

 
 

Bicycle revolution or urban fad? by Tom Oliver Payne

Cities across the world are seeing a dramatic increase in cycling. Is this a short lived fad, or are we witnessing the start of a revolution in urban transport?

The rise of the car in the 50s and 60s completely transformed cities – first across the USA, and then the world. Once centred around walkable shopping districts and train lines, cities began to spread into vast suburbs and homogenous landscapes.

Cars didn’t only change our cities, but they also changed our way of thinking. The car became a symbol of freedom, a symbol of maturity and a form of identity in the western world.

Today, we are seeing cities across the globe turn to alternative forms of mobility, and trains, trams and buses are back on the planning agenda in a big way. 60 years ago, one of the world’s most extensive tram networks (180 miles) was destroyed in Sydney, Australia, to make way for the private car. Today, the city is once again investing billions into a new light rail system that it hopes will relieve some of the city’s severe congestion.

We’re also seeing (re) investment into bicycle infrastructure in downtown districts across the globe. Over the last few years, cities like New York have constructed hundreds of miles of bike paths and bike share schemes are popping up in every corner of the globe – from Hangzhou’s ‘Public Bicycle’, to Paris’ Vélib’, to Montreal’s ‘Bixi’.

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Pedalling home from work in Stockholm.

Bikes are also having a renewed surge of popularity. Portland hipsters are taking to the streets on fixies, east Londoners are dusting off vintage Raleighs and Sydney corporates are swapping golf clubs for lycra… As a result, the growth in cycling numbers has been immense in many cities worldwide. Italy has recently recorded that bike sales have outstripped car sales for the first time since World War II; the number of commuter cyclists in new York has doubled over the last five years; and for the first time in decades, a London borough (Hackney) has recorded that more people cycle to work (15%) than drive (12%).

Is all of this a revolution, or is it simply an urban fad?

The ‘bike boom’ of the United States saw similar trends in the late 60s and early 70s. Between ‘63 and ‘73 bike sales increased from 2.5 to 15 million, companies such as Union Carbide installed bike racks for employees and more than 50 cities across the country began planning bike paths with funding from the federal government. While there are many assumptions about why the American ‘bike boom’ ended, it’s likely that it had something to do with the end of the fuel crisis and recession.

Sunday morning shopping in the London borough of Hackney. 

Sunday morning shopping in the London borough of Hackney. 

Unlike America in the 70s, today we really are beginning to realise that our growth is unsustainable. We’re aware that we can no longer keep producing without recycling, we can no longer all own large homes, and we can no longer all drive to work – not only do our cars not all fit in our cities, but we are also running out of the very resource that drives them. There are simply too many of us. And yes, some argue that in our highly urbanised world, we could spread our wings by repopulating and revitalising rural areas. But not only do we rely on the economies of scale of cities to compete in the globalised world, but the ‘green’ countryside is also very ‘brown’. Those living in spacious rural areas generally have far greater environmental impacts than those in cities. As a result, we’re seeing transit-oriented housing developments, a move towards cleaner energy sources, urban congestion taxes and rising fuel prices. These are all putting pressure on  drivers and making the move to two wheels seem slightly more practical.

Is the movement global? Not every city is adopting bike use in the same way, and some cities aren’t moving towards bikes at all. An array of factors will determine how, exactly, these changes are occurring. Some cities already have a deeply embedded bike culture (Copenhagen), some cities have stubborn politicians (Sydney), some cities are simply too hot (Phoenix), too cold (Ulan Bator) or too vast (Los Angeles). But across the globe we are beginning to witness a shift in the way we think about urban mobility.

The car will not simply disappear and bicycles will not suddenly take over our streets. But as we look for alternative solutions to our current transport woes, cycling is suddenly looking like a pretty smart option.

Rather than just a fad, I’d argue that today’s boom will be sticking about for a while. Just like the revolution of a wheel, we are perhaps, returning to where it all began.

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The world is going two-wheeled: what's stopping Sydney? by Tom Oliver Payne

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Sydney’s transportation network is in crisis. Decades of dependence on the car have left the roads congested, the air polluted and residents - well – fat. Furthermore, with the city’s cheaper housing stretching out into its vast western suburbs, expensive and lengthy commutes have perpetuated the growing divide between the rich and poor. But we all know that cars in cities really are a thing of the past. Over the past couple of decades there has been mounting evidence that building more roads does not alleviate congestion and traffic within urban areas.

On top of research, dependence on the personal automobile is something that millenials no longer value or desire. Unlike American films of the 1970s, young people don’t want a car for their 18th birthday. In fact, an American study has found that driving by young people decreased by 23 per cent between 2001 and 2009. Today, people want to live in walkable neighbourhoods, close to places of work, education and friends. And surely, no one wants to be the designated driver.

Driving a car simply doesn’t offer a person in the city the freedom that your own two feet or a bicycle does.

For a long time, I dreamed that Sydney would embrace a cycling culture modelled on the success of Copenhagen. Copenhagen’s street design allows children to bike around cruise safely and freely, and encourages spontaneous social interaction during the daily commute.

Unfortunately, I began to give up on that dream sometime in my early 20s. I’m not sure if it was the time I was doored by a taxi on Oxford Street, the time I was thrown to the ground by a cop for riding on the pavement, or the time a guy in an SUV tried to ‘intimidate’ me by actually drive right into me. Or perhaps, it was one of the many other times that I feared for my life because a car driver didn’t see me.

After years of abuse on the roads, it’s become hard to imagine that things will ever change.

While the problems faced by bike riders may seem commonplace in many cities across the world, other cities are changing very quickly. And Sydney is not keeping up.

In many cities, we are seeing an urban transition. New York, LA, London, Paris and Mexico City, to name just a few, are all investing heavily into bicycle infrastructure, lowering speed limits and planning new transit networks. Even China is realising the transformational effects biking and cycling infrastructure can play. Hangzhou recently opened the world’s largest bike share network with over 60,000 bikes and almost 2,500 docking stations.

This is more than just a trend. By incorporating best practices in cycling infrastructure, cities across the world are seeing improved public health, a decrease in congestion and improvement to retail in high streets. Forward-thinking local governments realise this and start building segregated bike lanes and other cycling infrastructure – not more roads.

So, what's stopping Sydney?

In most conversation about bikes in Australian cities, you hear all sorts of strange arguments. ‘It’s too hot’, ‘too hilly’, ‘we aren’t dense like European cities’. In his book, Cycling Space, Tasmanian-based architect and academic Steven Fleming has shown us how ridiculous these arguments really are. Cities with some of the most extreme temperatures or have built environments characterised by massive amounts of sprawl have far higher levels of cycling than Australian cities.

The major problem in Sydney is poor communication. More specifically, the problem with Sydney is the Daily Telegraph.

New York has recently invested in miles of bikes paths and a hugely successful bike share system. Yes, there has been a lot of debate about these changes in the media. But the debate has been relatively balanced and healthy in the media.

Unlike New York, Sydney doesn’t seem to enjoy a very healthy dialogue in mainstream media. Particularly when it comes to a conversation about bikes. It’s not a debate when the media is dominated by Rupert Murdoch.

For months on end, we’ve seen article after article in what is a blatant attack on pro-bike politicians, policies and journalists from the Daily Telegraph. And the problem with any democratic planning system is that poor communication easily leads to poor decision-making.

But it gets much more personal that that. The way in which cycling ‘accidents’ are portrayed in the paper is downright disgusting. Roads were built for bikes and people, not cars. Yet cars take the lives of dozens of riders every year. How dare the telegraph misrepresent cycling deaths by blaming improper safety equipment. Cyclists are vulnerable road users and cars are to blame.

Sydneysiders know what’s good for our city. We know that more roads are a not the solution. So why do we put up with it? The generation before us didn’t.

Sydney’s Green Bans of the 1960s and 70s were a struggle that helped to give people in Sydney the freedoms they have today. Glebe, Redfern, The Rocks and Centennial Park, would not be the beautiful places they are today if it weren’t for Jack Mundey and the BLF.

Throughout the 1970s thousands of people joined a movement to ensure that the physical nature of our city was protected, preserved and enhanced, not destroyed by oversized development and inner city motorways.

If we want to see a better Sydney, it’s time we collectively stood up to bad press and poor planning decision. Write news articles, share experiences, tell planners that you wish to ride your bike safely and freely. It’s time to take the development of our city out of the hands of Murdoch and into our own.

No, Sydney is not a European city. But now is the time to make it just that little bit more like one.

Feature image courtesy Amsterdamized.

What could cities learn from La Défense, Paris? by Tom Oliver Payne

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I've written once or twice before on the glass and steel enclave that is Canary Wharf, in London's east. La Défense could be regarded as the Parisian equivalent. While their histories differ significantly, their purpose is somewhat similar: they offer space to alleviate the cities from the pressure from intense commercial floorspace demand.

Apart from Montparnasse (and of course, the Eiffel Tower), Paris has - throughout history - enforced strict restrictions on building heights. During the 60s and 70s, as the economy became increasingly focused on services sectors, demand for office space boomed. As a result, La Défense attracted large-scale property development because it was able to offer the space for vertical growth.  

With property demand remaining strong across Paris, solutions to the problems facing planners today are not simple. The city juggles the needs of economic and population growth with transport congestion and historic conservation.

La Défense is no quick-fix. In fact, channeling thousands of workers into this major office hub places immense pressure on city systems. However, unlike London which has recently allowed for height increases across the core, Paris refuses to relax downtown height restrictions. As London's large commercial schemes now spread from Canary Wharf right across the West End, Paris remains focused on concentrating its major office developments in La Défense. The government is supporting this with an ambitious 9 year investment plan.

Which model works best? Will Canary Wharf suffer from the inner city developments which act to siphon demand? Will La Défense fail to produce what international investors expect in a world class city? 

Heading over to the La Défense precinct last week, I was impressed with the unique architecture that lines the wide pedestrian plazas. The symmetrical landscape design and interesting building shapes offer an aesthetic touch that many city's don't. But would I want to work there? Probably not. 

While it is beautiful, La Défense lacks the small-grain character that is vital to urban vibrancy - a characteristic that makes central Paris so special in the first place.

Rather than a blank criticism, this is just one simple observation of a district that I believe offers immense opportunity to solve a number of urban growth problems. If Paris can get it right through Project La Defense 2015, the area will act as a wonderful example of how to balance the needs of market-driven growth with historic preservation. As London's skyline looks bound to further fragment, perhaps there are lessons to be shared in both directions.

All photos by Tom Oliver Payne.

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How micro-financing can help create sustainable cities by Tom Oliver Payne

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Cities are experiencing rapid growth across the Global South. With this growth however, also comes economic disparity and environmental degradation. Can micro-finance offer a solution to these growing concerns?

One hundred years ago, just 2 out of 10 people lived in urban areas. By 2010, this figure had climbed to 5 out of 10. The number of residents in cities is now growing by about 60 million per year and is expected to increase from 3.4 billion in 2009 to 6.4 billion in 2050. Almost all of the urban population growth in the next 30 years will occur in cities of developing countries – much of which will be across Asia.

It’s estimated that Bangkok for example, will expand another 200 kilometres from its current centre over the next decade.

Rural to urban migration across Asia is occurring on a scale never seen before. Another 1.1 billion people will live in the continent’s cities over the next 20 years. It’s anticipated that in many places, entire cities will merge together to form urban corridors, or what some refer to as ‘megalopolis’ regions. It’s estimated that Bangkok for example, will expand another 200 kilometres from its current centre over the next decade.

With mass urbanisation has also come significant concern with regard to economics disparity and environmental sustainability.

From one perspective, rural to urban migration is thought to be helping to alleviate poverty by pushing more people into the middle class. Additionally, increased urban population density is seen to be ‘green’ because it lowers dependency on private vehicle use and increases resource efficiency. From another perspective however, mass urbanisation also causes a variety of problems across a range of geographic scales: socio-economic inequality, slums, sprawl, deforestation, air pollution, excessive waste and poor water management, to name a few. There is no ‘silver bullet’ for these problems.

While significant research is being conducted into how governments can best manage large-scale rural-urban migration, many troubles resulting from mass urbanisation are largely out of government control. One of which is access to finance. In order to gain a foothold in the city, new migrants require money to look for housing, initiate a business or find a job. With low levels of excess income and no permanent address, this is not as easy as walking down to the local bank branch and asking for a loan.

The inability to obtain capital can place new residents into financial traps. Burdened with huge overheads, people are forced to borrow and operate through the informal sector. While informality is not necessarily a bad thing (providing jobs, housing and networks where they may not normally exist), its unregulated nature can also lead to unethical and unsustainable business practices. In the longer term these practices can exacerbate poverty and environmental degradation.

Lendwithcare.org was launched in late 2010 as a branch of Care International, in association with The Cooperative. Allowing people to make small business loans to entrepreneurs in developing countries, and it gives people the opportunity to climb out of poverty.

Already active in CambodiaTogoBeninThe PhilippinesBosnia and Herzegovina and Ecuador, the programme has experienced particularly high growth in Asia where we’re seeing large scale rural to urban migration. To work with this growth Lendwithcare.org has recently also become operational in Pakistan.

The programme works with a number of partner microfinance institutions (MFIs) in the countries in which it operates. If the MFI is happy with an entrepreneur’s idea or business plan, they approve the proposal and provide the initial loan requested. Once the entrepreneur’s loan is fully funded, the money is transferred to the MFI to replace the initial loan already paid out to the entrepreneur.

The great thing about all of this is that microfinance is in and of itself “green”. Put simply, it promotes businesses that can be sustained indefinitely. When those living in poverty are given the opportunity to earn a living in a legitimate and sustainable manner, they have no need to become involved in unethical or unsustainable practices. Additionally, most organisations involved in microfinance such as Lendwithcare.org, hold sustainability as a precondition for awarding loans. Others may encourage greener businesses by offering lower interest rates to borrowers with sustainability-oriented plans.

Already programmes like Lendwithcare.org are having incredible impacts on the environment in places where it’s needed the most.

Here’s an example. Approximately 84% of people living in The Philippines depend on motorised tricycles for transport – 70% of which have polluting two-stroke engines. As you can imagine this is having a devastating impact on the environment as well as on the health of urban residents. While the local council of Mandaluyong City in Manila has recently enacted legislation requiring all tricycles to switch over to cleaner liquefied petroleum gas (LPG), this requires a significant (and often unaffordable expense) for tricycle taxi drivers.

This is where Lendwithcare.org comes in. Committing to local partner Seedfinance is now raising $25,000 in order to provide smaller loans of $500 to 50 motorized tricycle taxi drivers in Mandaluyong City so that they can pay for their vehicles to be switched over to LPG without crippling their livelihoods.

This highly ambitious project has the ability to alleviate poverty at the local scale, while ensuring that important urban sustainability targets can still be met across the region. By assisting ethical entrepreneurship, microfinance ensures that economic and environmental sustainability go hand in hand.

Writing once before on the innovative business models that are helping to create a more just and sustainable world, I’m quickly beginning to realise that the traditional corporate model is diminishing.

As urbanisation rates continue to soar across the globe we’re beginning to appreciate the incredible networks that are unfolding between the public, private and not-for-profit sectors. These networks are producing outcomes that promise to benefit more than just corporate shareholders.

Feature image by Tom Oliver Payne.

Remaking London: An Interview With Ben Campkin by Tom Oliver Payne

Ben Campkin is the Director of UCL’s cross-disciplinary Urban Laboratory and Senior Lecturer in Architectural History and Theory at the Bartlett School of Architecture. In his new book Remaking London, Campkin focuses on contemporary regeneration areas, places that have been key to the capital’s modern identity but that are now being drastically reconfigured. Rather than simply analysing these tensions in the current political climate, he discusses them in relation to the context of their historical urbanisation.

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