FDTCP INITIATIVE TOWARDS SUSTAINABLE DEVELOPMENT PART 2

Regional Plans

Under sub-section 6A(5)(b) of Town and Country Planning Act, (Act 172) requires the Regional Planning Committee (RPC) to prepare a Regional Plan for areas situated in two or more states where there is an urgent need to tackle significant strategic issues of regional importance, particularly pertaining to cross-border development and joint-facility provision. Each Regional Plan consists of spatial policies and broad development strategies to guide and coordinate development including key regional infrastructure provision, such as highways and airports.

Regional Planning Committees serves to inform and assist the State Planning Committees and the Local Planning Authorities within the region on appropriate development measures for the region aimed at sharing and optimising the use of capital-intensive infrastructure and social facilities, coordinate development, avoid duplication of investments and promote the conservation of natural resources. Regional plan / sub-regional plan may also be prepared for the conurbation covering a number of local authority areas identified in the NPP.

To reduce the wide income disparities between the less-developed and more-developed regions as well as between the rural and urban areas, Corridor Development Plans (CDP) for the various designated regional growth corridors that is, the Eastern Corridor Economic Region (ECER), the Northern Corridor Economic Region (NCER) and Iskandar Malaysia, have been prepared and completed recently.

Malaysian Urban Indicators Network (MURNInet)

In 2002, the FDTCP has taken an initiative to promote sustainable development concept for urban area by introducing the Malaysian Urban Indicator Network (MURNInet). MURNInet is a system of evaluating and

monitoring the sustainability of cities in Malaysia through the performance of a set of sustainable development indicators identified.

MURNInet was created based on a computer network that was designed to analyze current urban conditions; effects of development, survey temporal change and formulate sustainable urban scenarios for the future based on fixed standards. This program is continued until today with continuous improvement from time to time. Subsequently, with the changing respectives and including of sustainable development issues in governments future policies and strategties, MURNInet is being reviewed and updated to keep up with current needs and future aspirations of the country such low carbon society, green township, green neighbourhood and green technology.  There are 6 main MURNInet dimensions which include :

i.        Competitive economy;

ii.      Sustainable environment;

iii.    Well-being community;

iv.    Optimum use of land natural resources;

v.      Efficient  Transportation and infrastructure; and

vi.    Effective governance

The above dimensions are divided into 21 themes and 36 indicators. One of a new indicator in MURNInet is Happiness Index Study. The study is to measure well-being of people living within the city which will take into account people's work-life balance, safety, health, governance, provision of public amenities, spiritual and environment. 

Futher enquiry about this article kindly contact :

DR. AZMIZAM ABDUL RASHID
 Research and Development Division,
 Federal Department of Town and Country Planning,
 Ministry of Housing and Local Government,
 Unit No. 50-12-2B, & 50-13-1, Wisma UOA Damansara,
 No. 50, Jalan Dungun, Damansara Heights,
 50490 Kuala Lumpur,
 Malaysia
 email address : azmizam@townplan.gov.my

Physical Planning Guidelines

Planning guidelines is a written statement which acts as reference for development approval by local planning authorities in controlling land use to achieve uniformity, complacency and safe execution for land use activities. For any development proposal should adhere to the guidelines that have been set. Planning Guidelines are able to create comfortable and liveable environment.

FDTCP has prepared 41 planning guidelines since 1997. However in 2008, subsequently, with the changing respectives of sustainable development issues in governments future policies and strategties, 17 planning guidelines have been reviewed with 7 new planning guidelines. The planning guidelines related to sustainable development are:

i.              Planning Doctrine and Universal Development

ii.            Housing Planning Guidelines

iii.          Industrial Planning Guidelines

iv.          Commercial Area Planning Guidelines

v.            Community Facilities Planning Guidelines

vi.          Open Space and Recreational Planning Guidelines

vii.        Island and Marine Park Physical Development Planning Guidelines

viii.      Environmental Sensitive Area Planning Guidelines

ix.          Theme Park Planning Guidelines

x.            Roof-Top Garden Planning Guidelines

xi.          Universal Design Planning Guidelines

xii.        Green Neighbourhood Planning Guidelines

xiii.      Planning Guidelines of Identification for the Brownfield Redevelopment Area

MY LETTER OF APPRECIATION FROM UKM

Thank you very much to Prof Dr Hazita Azman & FSSK for this award. From bottom of my heart I'm really honored & appreciate it. Your support with encouragement frm PM Dr Hamzah Jusoh & PM Dr Jalaluddin Ab Malek during my prsent for 3 yrs in UKM will be remembered forever. Allah saja dpt membalasnya...Amin

THE ROLE OF EFFICIENT URBAN GOVERNANCE TO PROMOTE THE INCREASING PUBLIC TRANSPORT UTILISATION

The availability and improvement of public transportation should be looked upon as a consumer right of citizens. Unfortunately, citizens tend to suffer from the uncoordinated, ill planned and profit driven public transport projects that have been developed by private concerns. An example would be the failure to connect the LRT and Monorail lines in KL Sentral itself that brings about such inconvenience to would be users. ‘Sustainability’ is the key word in increasing the utilisation of public transport and this is undertaken by finding out what the general public would like and making sure it is delivered and maintained. The growing success of RAPID Penang has been brought about by its efficiency that encapsulates:

a. Services (affordable, accessible, frequent, conducive, informative with well trained personnel);

b. Enforcement (relevant authorities take responsibility for monitoring and issuing of licences);

c. Hardware (vehicles with good levels of comfort, safety and cleanliness, GPS);

d. Infrastructure (improved road system which includes bus lanes, developing/improving the bus terminals and bus & taxi stops)

The bus operations of most capital cities in developed countries have been reformed via the introduction of the ‘Hub-and-Spoke’ concept which RAPID Penang will emulate once more infrastructure becomes available. The concept entails shortened travelling distances for buses that will increase their frequency and lower the waiting time despite the transfers. RAPID Penang plans to increase the number of buses from 150 to 350 with the goal of achieving a 70:30 (private: public transportation) usage by 2010. As much has been discussed and covered regarding the various problems being faced by Malaysia’s public transport, he concentrated on short and long term recommendations to alleviate and eventually overcome these problems:

The short term steps:

a. Focusing on low/medium income groups and low vehicle ownership settlement corridors to achieve a higher modal split;

b. Lower priority on high-income groups, low density and high vehicle ownership areas as these places would/can be more effectively served by taxis;

c. Choosing suitable vehicles for feeder services with routes penetrating into densely populated settlements;
d. Review and improving the facilities and amenities (bus stop design, waiting comfort, lighting, etc) on priority routes

The long term steps:

a. Policy and strategy in restraining private vehicle usage in the urban centre;

b. Priority on bus operations and enforcement;
c. Balancing land use planning and development

With all the research and recommendations garnered on the issue over the years there should be little or no room for trial and error. An introduction on Department of Railways (DOR) that reports to the Ministry of Transport and is governed by the Railways Act 1991 & Regulations. The duties & functions of the DOR are as follows:

a. Regulating railway operations and services;

b. Prescribing minimal safety standards for railway operations;

c. Prescribing registration/minimal qualification for railway officials;

d. Promoting interest of users of railway facilities/ services (rates, standards, quality, etc);
e. Promoting expansion/improvement of railway systems/facilities/services

In his opinion on the matter on increasing public transport utilisation, there are several ways of achieving this. First and foremost, is to continuously expand the railway network as the backbone of public transport that is complemented with adequate bus line and bus feeder services. The availability of an integrated, accessible and seamless rail network is also needed that possesses a good level of capacity, comfort and reliability. Added to this, will be the need for a common ticketing system and increase in parking space for private vehicle users who would/wish to use public transport like the railway network.

FDTCP INITIATIVE TOWARDS SUSTAINABLE DEVLOPMENT PART 1

Federal Department of Town and Country Planning (FDTCP) is committed to promote an integrated and holistic approach to planning and building sustainable cities through support to local authorities, efficient transportation and communication networks, greener buildings and an efficient human settlements and service delivery system, improved air and water quality, reduced waste, improved disaster preparedness and response and increased climate resilience.FDTCP efforts towards achieving sustainable development in the country can been seen through the following planning instruments and policies 

National Urbanisation Policy (NUP)

The necessity of preparing the National Urbanisation Policy (NUP) was emphasised in the 8th and 9th Malaysia Plans. Its formulation is crucial to improve the effectiveness of urban service quality to create safe, systematic, modern and attractive cities. Urban development must be steered towards the creation of an environment that offers peaceful community living, which requires equilibrium in physical, economic, social and environmental development aspects. The NUP will guide and coordinate the planning and urban development of the country to be more efficient and systematic particularly to handle the increase in the urban population by 2020 with emphasis on balancing the social, economic and physical development within urban areas. 

It also serve as the foundation to encourage racial integration and solidarity for those who will reside in the urban areas. The NUP is the main thrust for all urban planning and development activities in Peninsular Malaysia including development plans at the state and local level. This policy will outline the thrust, policy, measures and implementation plan to coordinate and manage the urbanisation process of the country. The NUP is formulated on six thrusts as follows;

i.        An efficient and sustainable urban development.

ii.      Development of an urban economy that is resilient, dynamic and competitive.

iii.    An integrated and efficient urban transportation system.

iv.    Provision of urban services, infrastructure and utility of quality.

v.      Creation of a conducive liveable urban environment with identity.

vi.    Effective urban governance.

The National Physical Plan (NPP)

The legal foundation for the National Physical Plan (NPP) is the Town and Country Planning Act 1976 (revised in 2001). FDTCP is responsible for drafting the plan. The NPP concept was introduced as a result of amendments to the Town and Country Planning Act in 2001. The first NPP was approved in 2005. This NPP covers the period from 2006 to 2020. Pursuant to the Town and Country Planning Act, NPP must be reviewed every five years in conjunction with the Five-Year Plan (i.e. the Malaysia Plan).

NPP is developed out of a collaborative process between the federal government and the states. The plan itself is formulated in accordance with the objectives of urbanization and other relevant sectoral policies. The revised NPP (NPP-2) was approved on August 2010. The stated objective of NPP-2 is "to create an efficient, equitable and sustainable national spatial framework to guide the overall development of the country towards achieving a high-income and developed nation status by 2020".

Additional policies and measures formulated in NPP-2 include matters regarding climate change, protection of biodiversity, green and new technology, as well as sustainable tourism. Also included in NPP-2 is the outline measures to achieve goals of six National Key Result Areas (NKRAs) such as reduction of crime rate, widening access to affordable and quality education, raising the living standard of the poor, improving infrastructure in rural areas, improving public transport, which were set out in the course of introducing outcome-based approach into public sector programmes.

NPP-2 sets out a national spatial strategy for Peninsular Malaysia known as “Concentrated Decentralisation”. Its key strategies are to: (1) focus development along potential growth corridors (e.g. urban and industrial development, agriculture, tourism, transportation network, infrastructure and urban services); (2) focus urban development in selected urban conurbations and key urban areas; (3) spread development to lagging and non-urbanised regions; and (4) provide access to ecotourism and agricultural resources; Above (2) takes over and expands the “Selective Concentration” strategy set out in the first NPP which aimed at national development through promoting growth of major conurbations such as Kuala Lumpur, George Town, Johor Bahru, Kuantan.

ARTICLE ON URBAN REGENERATION PROGRAMME IN MALAYSIA

REVITALIZING URBAN DEVELOPMENT IN MALAYSIA THROUGH THE IMPLEMENTATION OF URBAN REGENERATION PROGRAMME

Abstract

Malaysia’s modern urban growth, development and urbanisation experiences may be conveniently periodised into three major periods, based on the form, structure and functions of the urban centres. . In Malaysia, given the growing conditions of neglect and degradation of the cities centers.  Since most Malaysian city centers are very old historical cities and seem to be rediscovering now the economic value of creative industries and culture. Urban revitalization and regeneration together with the issues of energy sustainability and the need to reduce pollutant emissions, are today the major challenges facing the planning of cities. The concept of urban regeneration in Malaysia’s cities to promote a “return to the city”, revitalise the city centre, restore activity in a fiercely competitive international context, and implement initiatives to improve the quality of the environment operating in a wide sense towards a smart growth.  Urban regeneration is more than just upgrading the physical environment of an area to hopefully spark private investment. However one of most critical issue in urban regeneration is gentrification. This should not be happend in the true spirit of urban revitalition. Instead of displacing the existing community, they should be relocated to the same site. Therefore urban regeneration processes accomplishes the growing importance in literature of concepts like territorial governance, institutional relational density, creativity, social capital, city branding, city image and place marketing. Kuala Lumpur City Hall is among the municipalities practices urban regeneration by recognizing it as one of the strategic directions the city will take in an effort to encourage more sustainable lifestyles.

Keywords : urban revitalization, urban regeneration, gentrification, public participation

Introduction

By 2050, the world population is expected to increase by 2.5 billion, passing from 6.7 billion in 2008 to 9.2 billion. At the same time, the population living in urban areas is projected to increase from 3.3 billion in 2008 to 6.4 billion in 2050. Thus, the urban areas of the world are expected to absorb all the population growth expected over the next four decades while at the same time drawing in some of the rural population (OECD, 2005). Most of the population growth expected in urban areas will be concentrated in the cities and towns of the less developed regions. Asia, in particular, is projected to see its urban population increase by 1.8 billion, Africa by 0.9 billion, and Latin America and the Caribbean by 0.2 billion. Population growth is therefore becoming largely an urban phenomenon concentrated in the developing world.

There will be an increasingly large population to accommodate in the context of space requirements for economic and social activities. Malaysia’s population in mid-2009 stood at 28.3 million, and the United Nations projects the nation’s population to grow to 40.4 million by 2050. Projections from Malaysia’s National Physical Plan indicate that the population of Peninsular Malaysia would increase to 26.8 million in 2020, from a total of 18.5 million in 2000. Peninsular Malaysia’s population would largely reside in urban areas of various levels and categories. While Peninsular Malaysia’s urban population stood at 65.4 percent (12.1 million) in 2000, it is expected to increase to 75 percent (20.1 million) in 2020. Spatial requirements for urban and city development would thus continue to be a challenge to meet the needs of the ever increasing population (OECD, 2001).

Cities and towns will expand in size and nature to play very important roles as engines of growth to spur development. Cities are expected to provide economic opportunities, and create conducive social environments for a better quality of life. Cities will grow, evolve and age over time into complex and dynamic systems to meet the needs of evolving businesses, employment, housing needs and lifestyles through generations. However, the urban population’s expansion over the last 50 years has placed excessive pressure upon the limited resources of the environment. Excessive industrial growth, increased motorized transportation movements and social lifestyle expectations, contribute to the expansion and continued sprawling of cities’. This gives rise to the excessive use of energy and carbon burning which affects the environment and the inner cities (OECD,2001).

At the same time, older cities now face deteriorating urban infrastructure and services, inefficient water supply, sanitation, waste management, and transportation problems as well as worsening environmental conditions. Challenges in planning and managing urban and cities development, would therefore escalate in time when land for expansion is scarce. Continued sprawling and expansion of cities into valuable greenfield areas consequently leave areas of inner cities to run down and decay in dilapidated conditions. This adversely affects the physical, economic, and social environments of inner city areas (Paddison,1993). ...to be continued ...

Futher enquiry about this article kindly contact :


DR. AZMIZAM ABDUL RASHID
 Research and Development Division,
 Federal Department of Town and Country Planning,
 Ministry of Housing and Local Government,
 Unit No. 50-12-2B, & 50-13-1, Wisma UOA Damansara,
 No. 50, Jalan Dungun, Damansara Heights,
 50490 Kuala Lumpur,
 Malaysia


 email address : mailto:bpp@townplan.gov.my

40 WORDS THAT AMAZE MY LIFE

1. People who have a life direction, will dominate their fate and lifestyle.

2. To be great, don’t be someone else, be yourself.

3. Worship is not difficulties; it is the most beautiful gift from Allah s.w.t.

4. Sleep with gratitude, do not sleep with grief.

5. Stupid people only know after hit.

6. See what we see, think what we think.

7. Not all we like, will give joy.

8. Patience is easier than not to be patient.

9. Do not ask to ignorance as it will answer.

10. The best is enemy of good. So doing it properly.

11. When the siren sounded desires, may give a kiss and farewell to any good!

12. The heading north, the south is getting away.

13. Desire is the self-deceiver does not require permission to enter.

14. Some blessings come only once but must always be grateful.

15. Gold and gravel cannot be weighed once.

16. Think of death as activating an alarm clock, we woke up to it; without it we continue to sleep.

17. Tired is the last U-turns to return to the correct path.

18. Align what we believe, what we make.

19. Addicted to praise the preamble of destruction.

20. Tongue like a sword, sheath that survived the pieces.

21. When all items have been lost, do not lose hope!

22. More and more emotional mind we do not work.

23. Once we want to learn, the whole world wanted to be teachers.

24. If the advantages we give as cover as ocean, humility should be as wide as Earth.

25. If the heart whispered: Can I change? Say: No! to the question.

26. Between art and title, which earlier? Answer: Point of View!

27. If Hamman Luxor Valley is good, it will fill the mosques.

28. Grateful if we can be grateful.

29. If someone asks about self-esteem, the answer is in loyalty.

30. As the hero takes up arms collide, which will be lost says: I will die today, who would win, said: I want to die today!

31. Puppet funicular. Humans have hidden a drive belt life!

32. A scholar down the valley, conquered the mountain to capture the wisdom, they find it at the top understand.

33. Ask to nature (fitrah), the answer has not been cheating.

34. At each of sand particles, is the hidden of wisdom.

35. If the water is cause of a mirage, it’s will be a sea in the desert.

36. Before climbing, check the ladder standing against the wall.

37. Two things should be combined to obtain a result, seedlings with soil, planning to write.

38. A second look to Allah s.w.t, realized that we ever observed by His love.

39. People who live to give, their live will be flooded with Allah s.w.t’s gifts.

40. Love Allah s.w.t is an instinctive beautiful.

THE ROLE OF EFFICIENT URBAN GOVERNENCE TOWARDS A UNIFIED AND SEAMLESS PUBLIC TRANSPORT NETWORK

When discussing the issue of public transportation (urban, suburban, etc), the topic will always encapsulate the various modes of transportation that are either public or privately owned. When making comparisons between the two that provide almost similar services, the latter has always been considered as having the advantage by providing for example; door to door travel. In his view, in order for the public transportation services (particularly in urban areas) to gain the trust of the public, a seamless and integrated public transport network must be made available. To be ‘seamless’ is to provide almost door to door travel while being ‘integrated’ involves both tangible (such as planning) and intangible (such as sustainability) matters.

          The question of Malaysia’s public transportation system must be viewed as a matter of considerable urgency that needs to be addressed as soon as possible. As the country strengthens economically, its prosperity and population grows as well thus increasing the number of privately owned modes of transportation i.e. motorcycle, car, van, etc. Today’s traffic congestion (particularly in urban areas) is only temporarily alleviated by otherwise ad hoc and uncoordinated transportation centric projects (like highways) undertaken by various private and public bodies. In the meantime, the nation’s public transportation system bears the brunt of these projects that give would be users limited choices. the development of land especially in urban areas like KL must take into consideration the convenience of the general public. This is done by developing a ‘humane’ city where commuters of a seamless and integrated public transport network are given priority (instead of private vehicle users) in getting to their destinations without much difficulty.

       When touching on the inter relationship between land use and public transport, both aspects do complement each other. Public transport planning must not be done in isolation and should be highly integrated with land use planning/urban development. This is due to the fact that high population density has a direct impact on the capacity of the public transport network. Developing public transport in national strategies goes as far back as 1975 with the recent Ninth Malaysia Plan requiring an integrated and efficient public transport system as part of promoting sustainable human settlement development. Another example is the Principles of National Physical Plan (NPP) where it favours public transport over private vehicle use for inter-urban and intra-city movement. She had also mentioned that a land use planning tool called the Transit Oriented Development (TOD) is used for a mixed-use residential or commercial area designed to maximise access to public transport. This would entail public transport being located in the centre of a relatively high-density development area with progressively lower-density development spreading outwards from it. With regards to the ongoing land use in KL, TOD proposals are always included in its potential development. State Structure Plans (SP) and District Local Plans (LP) also include the need for public transport.

        From this point of view, there is a need to address certain matters in order to achieve the goal of a seamless and integrated public transport network:

a. A lack of clear ownership (as regulations and operations have different owners);

b. The need for an Integrated Transport Authority/Public Transport Commission;

c. Consolidation;

d. The implementation of plans already decided upon;

e. The need for enforcement;

f. Local authority involvement (public transport plans and budget allocation); and

g. Increasing local authority’s role in public transport planning to complement the Integrated Transport Authority/ Public Transport Commission

According a train/bus journey would entail three segments;

a. Access to Service (home to train station/bus stop);

b. Mainline Journey (using a train or bus to the next train station/bus stop); and

c. Connectivity for Dispersal (train station/bus stop to the work place)

         Presently, the overall timing when using the bus services within the Klang Valley (from urban to suburban destinations and visa versa) is between one to two hours. Bus stops are generally overlooked or play a less an important role when public transport planning is concerned. Bus transportation particularly bus stops can play an important role in providing a seamless and integrated public transport network. Examples of bus stops located in Curitiba in Brazil, Nantes and Strasbourg in France and Zurich in Switzerland shows the emphasis of comfortable and sheltered bus stops located very close to bus and train service routes. Accessibility between Malaysia rail and bus service routes leaves much to be desired. There is a need to be ‘people orientated’ when public transport planning is being carried out in Malaysia. The development in Malaysia always gave emphasis to vehicle routes, buildings and other utilities and left out the pedestrian factor i.e. walkways but this is gradually changing. It is estimated that around 2.5 million people commute in and out of KL on a working day. Around 50 to 70% of these commuters walk to their destinations for the last segment of their journey. The following in order to meet the goal for a seamless and integrated public transport network:

a. A shortened journey time;

b. Accessibility to service;

c. Minimising transfer between destinations;

d. Reduce waiting times;

e. A smooth dispersal flow at destination;

f. Affordable cost of travel; and

g. Common integrated ticketing system

The concentrate on the stagnation and progress being experienced in enhancing Malaysia’s public transport and how to move ahead in making it a reality. The goal of a seamless and integrated public transport network has been compounded by a number of significant problems being faced:

a. Poor planning of transport, services & development;

b. Uncoordinated and incomplete planning;

c. Lack of timely investment in public transportation;

d. Overcrowding and network breakdown;

e. KTM Crisis (a shortage of trains while the number of commuters grows);

f. Existing networks have significant missing links and are not properly integrated; and

g. Many options for services i.e. buses that are deemed unreliable, inaccessible and inconvenient for many

On the aspect of organisation and regulation, the significant problems faced are:

a. Lack of interest/authority/ability/willingness to enforce regulations;

b. Incomplete understanding of what public transport can offer to a community;

c. Focusing on the lower-income group that don’t necessarily take public transport;

d. Operator driven competition does not help the public transportation industry; and

e. Operators may sacrifice quality, service, mobility, safety, rights of workers, etc.

Progress has also been made in some areas such as the establishment of RAPID Penang where the number of users of the service is increasing. In order to meet the goal for a seamless and integrated public transport network:

a. Parliamentary Select Committee;

b. Public Land Transport Commission;

- introducing and maintaining National Standards

- integrated planning across Malaysia

c. Local/Regional Public Transport Authorities;

- Regional and Local Planning

- Control of routes, fares, assets

- Operators under contract to provide services

d. Encouraging and using public feedback

PREPARATION OF OPEN SPACE AND RECREATION AREA : 10 PERCENT OF DEVELOPMENT OR 2 HECTARES PER 1.000 POPULATION

Preparation and distribution of quality open space is important to create a liveable city. Open space shall be provided in accordance with the Guidelines for Open Space and Recreation by Federal Department of Town and Country Planning. Local Authority (LA) should ensure that open spaces can be planned and distributed provided at appropriate locations. Policy provides for ten percent  (10%) of public spaces for each development can only be proven if green spaces are provided at suitable locations and facilities can be enjoyed by all levels of the local community. Local Authorities should take efforts to proclaim the open space so that these areas are not converted to another type of use. Open space and recreational areas have been prepared also to be ensured so that it is clean, safe, functional and can be maintained from time to time. In the development of a residential area, open space facilities are an important facility for the convenience of the public.

Open space is an important aspect in residential, industrial and commercial development. Thereby,  Federal Department of Town and Country Planning has been enforcing the implementation of the provision of open space in land development . It has been amended from time to time as necessary. The Government is deeply concerned with the development of open spaces and green areas in the physical development of the country. The Government believes that the development of quality green spaces not only create a balance of green spaces and areas of development, but also improve the quality of a society. For these reasons the government has decided that the ratio of open space 10 percent of the development area used as an indicator of development areas. This compares with the current indicators of 2 hectares for every 1,000 population. In the property development sector, there are many parties who are directly involved in the role and commitment will contribute to ensure that development goals are to achieve the target. Government plays an important role in shaping the policies, laws, standards or guidelines of government policy, development plans as well as circulars and guidelines in general. This is a responsibility on behalf of the government in implementing, controlling and monitoring the development growth in order to meet the economic, social, political and technology.

This article outlines the basic relation to the definition, principles of planning and open space planning standards to be adhered to by developers. It is the intention of this article can drive the state authorities, local authorities and developers in planning, control and monitor the preparation and development of open space in an effective and sustainable. Although the relevant planning policies and standards of open space and recreation has been drafted and adopted, but many issues and problems in the preparation and development of open spaces still exist. Standards of open space provision of 10 per cent of the development area has been used by developers, local authorities and the State Department of Town and Country Planning. If this standard continues to apply the target in order to achieve developed nation status by 2020 will fail. Thus at the Meeting of National Physical Planning Council (NPPC) No. 1/2005 has been decided that the provision of open space should be in accordance with the target of 2 hectares of public open space per 1,000 population. Accordingly, this article will explore the suitability of current open space standards 10 percent of the development area. In addition, the target of 2 hectares of public open space per 1,000 population was also studied and interpreted the literature review to see the benefits of this target to developers, local authorities and public.

Futher enquiry about this article kindly contact :

DR. AZMIZAM ABDUL RASHID
 Research and Development Division,
 Federal Department of Town and Country Planning,
 Ministry of Housing and Local Government,
 Unit No. 50-12-2B, & 50-13-1, Wisma UOA Damansara,
 No. 50, Jalan Dungun, Damansara Heights,
 50490 Kuala Lumpur,
 Malaysia
 email address : mailto:bpp@townplan.gov.my

THE GLOBAL PERSPECTIVE ON THE ROLE OF URBAN GOVERNANCE IN SUSTAINABILITY CITIES

More than half of today’s global population currently resides in urban areas and this figure is growing. This means that any credible call for sustainable development on a global level must involve urban areas – a fact that finds expression in the concept of sustainable cities. Governing urban areas in a sustainable manner is, however, fraught with contradictions and dilemmas. The keys to understanding these difficulties, we argue, are to be found in the interpretation of good governance and sustainability and in their inherent contradictions. For the last two decades, the Urban Governance agenda has been based on ideas of democratic, decentralized, localized community and participatory approaches, most of which emanate from a development discourse and from experiences in rural and/or semi-rural areas. Sustainability is, ultimately, a global term – especially in the era of global climate change – and it may extend beyond the scope of urban government. Hence, urban areas – and in particular the emerging mega-cities that seem to be becoming an increasingly dominant sign of contemporary urban political economy – do not easily harmonize with either of these processes.

 

On the contrary, these areas are designed to be the nexuses of various kinds of flow – rural-urban; domestic-global – and they seem ill-suited to territorial decentralization and/or participatory local democracy. Moreover, major cities, which harbour vast numbers of  high-consuming inhabitants in a limited space, are typically the sites of unsustainable processes that exact a price from surrounding areas (ultimately the globe). So, major cities are often not amenable to established governance practices and they often fail to follow basic principles of sustainability. This paper aims to scrutinize the dilemmas involved in governing sustainable cities, and it offers a suggestion for how the challenge might be addressed. In addition to presenting a review of the literature, we will briefly explore some experiences gained from a number of pilot cases of sustainable cities and use these to illustrate the kind of dilemmas involved and to suggest possible solutions.

Finally, we present a discussion about what may be the most appropriate future agendas for research and development agencies alike. One of the questions that is often raised is whether participatory governance is likely to benefit or jeopardize democracy. The failure of representative democracy to govern complex cities and to solve current problems is frequently pointed out. The idea of grassroots democracy and participatory democracy may simply represent the interests of groups with good resources and organizational strengths and may be pushed through at the expense of the common good. From this perspective, participatory governance implies a risk of pseudo-democratic elites with special interests gaining dominance (Raymond 2002:183). Also the increasing complexity of knowledge-based society is used as an argument that elected elites are and should be responsible for representing the public good and they should not be led by the uninformed masses.

On the other hand, successful city management must be concerned with democratic renewal as well as with management innovation and ideally participation transforms citizens who have hitherto pursued selfish interests into responsible citizens who are focused on the public good . Many local authorities in a number of countries have also introduced various forms of area based decision making to increase the participation in planning and budgeting processes. Ward committees in South Africa are one example. The Local Agenda 21 programme was set up on the basis of participatory procedures. Local processes have no decision making authority, but can offer advice to the representative bodies with whom responsibility for making fiscal decisions rest. Within such processes, a high value is placed on incorporating marginalized groups such as youth and women.

When urban governance is successful in mobilizing the necessary support and getting local decision-making structures in place, outcomes - in urban areas – may still fail to yield higher technical standards of governance due to the urban areas’ increasingly complex and interconnected nature. Moreover, even if we accept urban as a partial success (for now) in terms of participation, there is no evidence that sustainable development practices are being pursued or that such policies as are being pursued actually foster sustainable development on a global scale. Instead, we need a locally grounded process that operates not on the basis of voluntary engagement or temporary enthusiasm but within a clear framework that is set at the national level, anchored in the legal system and developed in policy. Such a framework should in turn be in concert with international imperatives and should be outlined in research and at major conferences and UN conventions.

Hence, we need to look for the quality of the local processes, and in this, three links require further attention: i) deepened local government-to-people relations in order to ground any process and establish local advocates; ii) better local government-central government relations so that the local can operate freely, but still within the limitations determined by the central state; and, iii) central government should develop a proactive stance towards global sustainability through engagement in international negotiations and standard setting. Neither the local nor the centre can solve these sorts of problems without the support of the other. Hence, the interaction between the local and the centre is crucial and it is imperative that views are shared about who should do what and with which methods.

THE ROLE OF GOVERNMENT TO INTEGRATE THE PUBLIC TRANSPORT NETWORK IN MALAYSIA’S CITIES

The government is acutely aware of the serious short comings of the country’s public transportation system. Only 16% of residents in the Klang Valley use public transportation where as the majority uses personal transportation. This is due to the fact that the ratio of rail track to population size is just 19km per a million of population, that covers only certain parts of Klang Valley. Klang Valley’s three existing rail systems and stage buses are already overcrowded with 260,000 commuters during morning rush hour. A special task force headed by the Ministry of Transport has already been set up to make the Klang Valley publictransportation system more attractive. The taskforce’s goal is to increase the number of users from 16%to 25% by 2012. Urban areas with high population density such as Penang and Johor Bahru are also being targeted with a similar drive but with yet-to-be-mentioned timeframes. The government’s goal is create a world class public transportation system through enhancing its service, capacity, coverage and connectivity. Special emphasise will be given to rail transportation as the backbone to planned improvement of urban public transportation. Initial moves by the government is already underway with the planned purchase of 10 sets of electric multiple units (EMU) for Keretapi Tanah Melayu and 10 new trains for Kelana Jaya’s Light Rail Transport (LRT) line. The existing LRT lines will also be extended to 32km of track per million of population by 2012. Outside of the Klang Valley, certain segments of the ongoing electric double tracking project for KTM are nearing completion.

WHY MEASURE HAPPINESS AND WELLBEING IN THE CITIES?

More than half of the world’s population is living in cities and urban areas and this is predicted to rise to 70% in 2050. The scale of city growth presents new social, economic and environmental challenges for those who live, work and does business in them. Safety and security, public health, a sense of belonging are just a few of the factors that contribute to the happiness for urban citizens and well-being across the world. How do we create a city for its people and who are the parties that need to come together to do this? Which long-term visions as well as simple next steps can they develop in the face of rapid urbanization? Are we happy with our quality of life? The need to develop and implement systematic measures of wellbeing has become an international priority, largely because of the increasing focus on sustainable develop­ment. For example, in June 2007, the Organization for Economic Co-operation and De­velopment (OECD), the European Commission, the World Bank, the United Nations and the Organization of the Islamic Conference issued a joint proclamation that focused on the fundamental importance of developing new and expanded measurements of prog­ress.

The proclamation affirmed the organization’s…“commitment to measuring and fostering progress of societies in all their dimensions and to supporting initiatives at the country level. We urge statistical offices, public and private organizations, and academic experts to work alongside representatives of their communities to produce high-quality facts-based information that can be used by all of society to form a shared view of soci­etal well-being and its evolution over time. We invite both public and private organiza­tions to contribute to this ambitious effort to foster the world’s progress and we wel­come initiatives at the local, regional, national and international level.” The notion of well-being is also central to our conceptions of health and healthy com­munities. For example, the definition of health that is used by the World Health Organi­zation gives primacy to wellbeing - “Health is a state of complete physical, mental and social well-being, and not merely the absence of disease or infirmity.”

Most definitions of well-being have emphasized the notion of living a happy and sat­isfying life. In recent years, this notion has become the primary theme in the measure­ment of the concept - self-reported happiness and life-satisfaction.  GDP seems to be growing, but most people feel that the quality of life has become a rat race. The GDP as a concept does not measure or under-count what households and civil society produce. They certainly do not incorporate any measure of inequalities, since the average per capita GDP can disguise the sense of growing disparity. Most of all, GDP statistics do not measure at all environmental degradation or the decay of physical infrastructure around us. Nevertheless, as governments and companies prepare for the recovery, it is more timely than ever to think beyond GDP (gross domestic product), namely not the quantity of how much we produce or consume, but its quality.

Thus a new metric of human well-being should capture these dimensions economic and job security, health, education, personal and work environment, a sense of equality and respect, connectivity with family and friends, a pleasant natural environment, and physical security.In many parts of Asia, we are struggling with crumbling social infrastructure, overcrowding, environmental pollution and social disquiet. Social injustice is being expressed even in very wealthy and successful Asian cities. This month, we were stunned by the random and violent shooting of politicians and the crowd in Arizona. All of a sudden, we are reminded that in addition to our material living standards, such as income, most of us care a lot about our personal and physical security. What can governments and civil societies do? The Stiglitz Report is a very useful reminder that we should begin by measuring what people care about, not just in terms of the quantity of production or consumption, but the quality of well-being.T he report reminds us that GDP is a very narrow concept and does not measure many qualitative issues that human beings care about.

As Asia is going through rapid changes in demographics, urbanisation and social change, it is not surprising that the metrics that we are using to measure our economic success or failure is not up-to-date. It is as if we are driving a car whose speedometer shows that we are accelerating at 70 miles per hour, but there is no indication that we may be going into a bad neighbourhood or that the car may be falling apart. Indeed, if we focus on speed, we may neglect the direction that we are heading towards. Speed comes before a crash. Globalisation has created huge opportunities as well as threats. Governments need to appreciate that in the global competition for talent, people can easily walk with their feet. But they will not walk if they love the city or country-side they live in. We all want a sense of liveability clean air, good health, great culture, nice people, no fear of physical security. Well-being is a sense of community that people care for each other, a feeling of being more equal and mutual respect. We should not see strangers as another mugger, nor a policeman as a person to be feared. We want good governance in our society, most of all a caring community that looks after the poor, the weak and the under-privileged. As governments struggle with how to deliver better governance, we need to begin with better measures of social well-being than GDP.