Air pollution, traffic congestion, litter, noise, and patchwork concrete – elements synonymous with the concept of a city and simultaneously at odds with the conception of what a city could be – green spaces, intuitive and efficient public transport, cycleways and walkways. Though form follows function, it seems most of our urban spaces are not optimised for pedestrians, business, social engagement, nor vehicular traffic, and instead constitute a fairly ‘unhappy middle’ for all. Part product of poor design, part product of inadequate foresight, and part product of necessity during development (from the Main streets of a horse-drawn cart era), the urban landscape is often seen to represent an inevitable inconvenience (or ‘necessary evil’) (1) as an evolved compromise between these competing requirements for different users. Though all urban design must balance such factors as local demography, local industry requirements, commuter demands, continually evolving technology, and population shifts, present conditions are of languorous and reactionary tendencies towards meeting the needs of urban dwellers and commuters, and the ever pressing need for climate action.
From another perspective it is important to consider the two-way influence the urban landscape of cities on inhabitants, and the manner in which decisions around city design can impact and influence populations in positive ways; leading the very direction in which cities develop, rather than simply reacting to the purported needs of users. As a case study, though ostensibly inseparable in the minds of many international jetsetters, Amsterdam and bicycle riding have not always experienced a loving relationship and given the turbulent politics and protests of the 1970s. Examining the forces at play during this period, it is apparent that for Amsterdam, the transition from an automobile-centric to active transport friendly city would perhaps not have eventuated without the combination of both strong grassroots activism and bold top-down leadership on cycling infrastructure (2), leading the city in a very different direction to the urban and social landscape we see today. In essence, though an impetus for change existed in the hearts of a vocal cycling population, Amsterdam represents a city that grew into a cycling utopia and not simply as the perpetuation of an inherent and established status quo.
Though construction of a cycling-centric CBD is not appropriate for a great many cities due to factors ranging from local topography to climatic demands, capitalising and building on sustainable modes of transportation that aim to increase social capital and make urban centres safer and more accessible places for work and leisure is the important underlying principle. No single rigid solution and no pre-specified set of rules exists to guide this kind of change and development; cities must engage with the structures already on the ground and actively work with and respect the existing complexities (27). Though what is the right fit for one city or neighbourhood will unlikely suit another, we can always learn from the successful examples already deployed around the globe. Practical and pragmatic approaches to this somewhat nebulous idealism of improved urban design might include upgraded cycling infrastructure (3), the ‘pedestrianization’ of main streets and central areas (4), careful and considered attention to improving the specific pathways and areas of natural people movement in cities (23), and realising the central role that well-designed public transport can play in increasing social capital – including among socially disadvantaged groups (5).
Unfortunately the present paradigm of suburb-living city-commuting with the concomitant protraction of commute time seems suboptimal for health and wellbeing (6), a situation likely exacerbated by the trend towards urban sprawl. Outside direct negative health impacts of the urban environment mediated through exposure to air pollution (7), infectious diseases (a risk especially true for developing and non-OECD nations (8, 9)), motor vehicle accident risk, and unhealthy diets (10), there are implications for the social and preventive health activities that necessarily come second to work commitments. With more time expended commuting, individuals have less time available to invest in their own health - with food preparation, physical activity, and sleep representing the most sacrificed domains (11, 12). Given both current and expected population growth in urban areas, current underdeveloped public transport systems represent a kind of kryptonite exacerbating traffic congestion and reliance on private transport (24).
Additionally, the environmental (13, 25), social, and negative health impacts of urban sprawl (12, 13, 14, 15) represent inextricably related challenges as a case study of Ontario illustrates, linking the urban sprawl land use with higher per-capita energy use, automobile dependence, emphasis on private realms over public space, increased servicing cost, and longer commutes (16). To further emphasise, it can be seen that although a distal factor, the design of urban and build environments represents a central common determinant of both human health and environmental impact, (the latter importantly being critically related to the former) (26).
Though difficult to quantify and spread across a range of sectors certainly inclusive of human health and environmental sustainability, there can be many anticipated benefits in the adoption of a salutogenic approach to the design of the urban landscape that prioritises active commuting, efficient public transportation, social green spaces, and pedestrian activity. Chronic lifestyle diseases of obesity, type 2 diabetes, and hypertension are likely influenced by the walkability of urban environments (17) and even small increases in daily physical activity across a large proportion of the population are likely to yield health benefits (18). Promotion and support of active commuting where possible is also likely to bring population health benefits (19) and self-evident benefits for carbon emissions (20, 21). Furthermore, investment in efficient and inclusive public transport systems that both replace the need for private transport, permit urban intensification (22), and reduce the deleterious health and environmental effects of sprawl (13) represents a true cornerstone of improving urban design.
Clever design of the urban environment holds the potential to concurrently and synergistically improve human health and promote environmental sustainability but at present most of our cities and towns lack the requisite infrastructure and investment. As demonstrated by the Amsterdam case study, a combination of persistent grassroots pressure and bold top-down leadership is likely required to effect change in such a space, but the intersectoral payoff from such a paradigm shift constitutes an undisputably worthwhile cause.
T Michniewicz, 09/09/19
Reference
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