“An approach to explore and outline alternative
sustainable urban development pattern for new
towns and urban extensions in Saudi Arabia”
Dr. Jayprakash Chadchan
Assistant Professor
City and Regional Planning Department
College of Environmental Design
King Fahd University of Petroleum and Minerals,
KFUPM Box 1737
Dhahran 31261, Saudi Arabia
E-: jpchadchan@kfupm.edu.sa and jpchadchan@gmail.com
CONTEXT
• Globalization has affected urban land and housing markets of
major cities across the globe including MENA region
•In MENA region more than US$300 billion is being invested in
building urban residential, commercial, tourism, leisure, and
entertainment projects.
•Rapidly expanding population - Urban share of total population
grew from 48% in 1980 to close to 60% in 2000 and is expected
to exceed 70% by 2015 (World Bank, 2008).
•Cities are in the midst of restructuring space, in terms of both
use and form.
•Migration of the population from rural hinterlands into urban
areas, coupled with large scale immigration of foreign labour.
•Poor governance reforms and absence of dynamic private sector.
•High cost of land and housing in the formal sector coupled with
poor land management.
Map showing MENA region
Source : Arab Construction World
•Increase in the ownership of private automobiles and lack of
efficient urban public transport systems.
URBAN GROWTH TRENDS IN KSA
• Saudi Arabia is one of the most rapidly urbanizing countries in
the world in general and MENA region in particular.
•Saudi Arabia’s free market economy has undergone remarkable
changes in a relatively short period of time. It has evolved from a
basic agricultural society into a regional and global economic
power with a modern infrastructure.
•The current Country’s population is around 29 million and is
growing annually at the rate of 2.8 percent. At present, the
population residing in urban areas is 82 percent.
•As per Ministry of Municipal and Rural Affairs (MMRA)
forecast, 88 percent of the Kingdom’s population will be living in
urban areas by 2025, exerting severe social, economic and
environmental consequences.
•The key urban problems witnessed in the major cities of the
KSA are:
 Uncontrolled low density sprawled urban expansion
 Absence of adequate public urban transport system
 Poor supply of residential land and shortage of affordable
housing units.
Map showing KSA
KEY OBJECTIVES AND TARGETS REFLECTED IN THE
NINTH DEVELOPMENT PLAN (2010 -2014) - KSA
• Providing
decent and adequate housing for citizens (construction of one million housing
units to meet 80% of expected demand for housing).
•Increasing supply of houses and residential lands (Provision of around 266 million square
meters of land to establish housing projects expected to be constructed by the public and
private sectors).
•Providing highly efficient transport services.
•Upgrading safety standards in various transport means.
•Protecting the environment against emissions of transport means.
•Supporting the process of socio-economic development.
•Providing infrastructure and expanding IT applications in both public and private sectors.
URBAN HOUSING SCENARIO IN KSA
mismatch between supply and demand has caused a crisis in the Country’s Housing
market spurred by rapid population growth, the high cost of land and housing units,
increasing urbanization and limited role of private players.
•A
•The scarcity of affordable housing is one of the major social problems the country has been
facing.
•Estimates indicate that, the country needs at least 15000 housing units annually for
residential property (AlMunajjed, 2012). On the other hand, there is a serious mismatch
between high prices of housing units and lower salaries.
•According to Jeddah Municipality estimates, by 2015 the housing shortfall in the Kingdom
will be around 2 million.
•Most Saudis live in rented accommodation and it is estimated that only 30 percent of Saudis
own their houses.
•The most pressing challenges in the provision of affordable housing are inadequate housing
finance, socio-cultural factors, access to public transport services and use of “green” building
concepts.
URBAN TRANSPORT SCENARIO IN KSA
•Despite robust growth of the Saudi economy, developments in the transport sector have not
been forthcoming. The poor state of public transport infrastructure is a fall-out of years of
neglect.
•Easy accessibility to private automobiles and low fuel prices have steadily increased
automobile traffic levels leading to rise in congestion and accidents in urban areas.
• Statistics indicate that, the average number of accident related fatalities in the Kingdom is
about 6,400 cases annually which translates to a daily average of 18 deaths/day. The number
of those injured is almost 68,000 annually (Al-Sughair, 2013).
PUBLIC TRANSPORT CHALLENGES IN KSA
The deterioration in public transport facilities in Saudi cities can be attributed to various
economic, social and regulatory challenges facing the sector. Table below lists key challenges
impeding the development of public transport facilities in urban areas.
Regulatory
Lack of appropriate policies and legislation to regulate services and
facilitate shifting demand from private transport modes to public
transport.
Economic
The low financial attractiveness of the public transport
sector deters private investors.
Social
Lack of awareness on the benefits of public
transport
Differences in priorities of executive and legislative authorities
responsible for setting up public transport infrastructure and
administering transport services.
Removal of government subsidy to public transport
concessionaire.
High preference for privacy (especially for
women) in sharing rides makes public
transport socially unacceptable.
Absence of special infrastructure provisions for public transport (such
as dedicated bus/tram corridors or bus priority at traffic signals),
especially in cities with a high density of private vehicles.
Low population densities in the Saudi cities due to
horizontal expansion, results in a low load and lower
revenue for public transport service.
The social status associated with car
ownership.
Failure to incorporate the physical requirements of public transport in Easy accessibility to car ownership in relation to personal
initial land-use plans.
income, leading to a high ownership rate compared with
other countries.
Low fuel prices (fuel is cheaper than bottled water) make
operation of private automobiles very affordable.
Source: International Association of Public Transport
KEY FINDINGS :
•
Alarming rate of urban population growth.
•
Dispersed and uncontrolled low-density sprawled urban expansion leading to provision of
inadequate and costly infrastructure.
•
Alarming rate of loss of scarce productive land for urban expansion.
•
Low density new urban extensions, unviable for public transport.
•
In-efficient public transport has lead to increasing ownership of private motorized vehicles.
•
Increased private motorized vehicles are causing the problems of congestion, traffic safety, and
Pollution.
•
Increase in real estate prices.
•
High demand for affordable residential land and housing units.
•
If the present pattern of urban development is allowed to continue with business as usual, is most
likely to lead to adverse implications in the near future. In order to reduce, the negative
environmental impacts and the depletion of natural resources mainly land and to make available,
affordable housing units with efficient public transport accessibility and to make urban environment
more livable, it is the need of the hour to explore and adopt an alternative urban development pattern
which is sustainable and relevant.
ALTERNATIVE CONTEMPORARY URBAN GROWTH THEORIES AND
CONCEPTS :
COMPACT CITY
•
Guiding urban development to sustainability.
•
Reduce development costs in providing infrastructure to new development sites as well as transportation
costs (Jenks et. al, 1996).
•
Relatively a high-density, mixed-use city, based on an efficient public transport system and dimensions
that encourage walking and cycling (Burton, 2000).
NEW URBANISM
•
Promotes for neighborhoods with open space for civic opportunities, sidewalks and streets based on the
grid system, an integrated use of mixed-residential, retail, and office space within walking distance from
residential units.
•
Combines elements of the 18th and 19th century American and European towns -- “neighborhood feel
where everyone knows your name” with interconnected streets, easy access to transit, and bicycle and
pedestrian pathways (Hikichi, 2003).
ALTERNATIVE CONTEMPORARY URBAN DEVELOPMENT THEORIES AND CONCEPTS :
SMART GROWTH
•
Smart Growth is an alternative to dispersed, automobile dependent development outside existing urban
areas, often called sprawl.
•
Smart Growth can provide a variety of economic, social and environmental benefits.
Density
Growth
pattern
Land use
mix
Smart Growth
Higher-density,
clustered activities.
Infill (brownfield)
development.
Mixed land use.
Transport Multi-modal
transportation and land
use patterns that
support walking,
cycling and public
transit.
Street
Streets designed to
design
accommodate a variety
of activities. Traffic
calming.
Planning Planned and
process
coordinated between
jurisdictions and
stakeholders.
Public
Emphasis on the public
space
realm (streetscapes,
pedestrian environment,
public parks, public
facilities).
Source. Litman (2006), VTPI
Sprawl
Lower-density,
dispersed activities.
Urban periphery
(greenf ield)
development.
Homogeneous singleuse, segregated land
uses.
Automobile-oriented
transportation and land
use patterns, poorly
suited for walking,
cycling and transit.
Streets designed to
maximize motor vehicle
traffic volume and
speed.
Unplanned, with little
coordination between
jurisdictions and
stakeholders.
Emphasis on the private
realm (yards, shopping
malls, gated
communities, private
clubs).
Economic
Social
Environmental
Reduced
development costs.
Improved transport
options and
mobility, particularly
for non-drivers.
Greenspace &
habitat
preservation.
Reduced public
service costs.
Improved housing
options.
Reduced air
pollution.
Reduced
transportation costs.
Community cohesion.
Increased energy
efficiency.
Economies of
agglomeration.
Preserves unique
cultural resources
(Historic sites,
traditional
neighborhoods, etc.)
Reduced water
pollution.
More efficient
transportation.
Supports industries
that depend on high
quality environments
(Tourism, farming,
etc.).
Reduced “heat
island” effect.
Increased physical
exercise and health.
Source. Burchell, et al, 1998; ICCMA, 1998; Litman, 2006; USEPA, 2004.
MATRIX SHOWING COMPARISON BETWEEN CONTEMPORARY URBAN DEVELOPMENT THEORIES
Theories
Smart growth New urbanism Compact city
Attributes / Characteristics
Mixed use
√
√
√
Compactness
√
√
√
Pedestrian/ Bicycle friendly environment
√
√
√
Public Transport / Transit oriented
√
√
√
Easy Accessibility / Walkable Neighborhood
√
√
√
Compact Spatial / Building Design
√
√
√
Affordable Housing choices
√
√
Sense of place / community
√
√
High Density Development
√
√
Preserving Farmland
√
√
Reduction in Infrastructure Development
√
√
Development
costs
Community / stakeholder collaboration in
√
development decisions
Connectivity / Grid Network
√
Conservation of Natural / Built Environment
√
SPREAD DEVELOPMENT Vs COMPACT DEVELOPMENT
a. Spread (Sixteen units)
b. Linear, Compact form (Sixteen units)
Accessibility of land uses and infrastructure increases and costs of services
reduces with compact development
c. Spread (Twenty Five units)
d. Twenty five units compactly arranged
COMPARISON BETWEEN SPRAWL-TYPE DEVELOPMENT AND COMPACT, TRANSIT ORIENTED DEVELOPMENT,
RELATED TO URBAN INFRASTRUCTURE ASPECTS
Sl.
No
INFRASTRUCTURE
COMPONENT ASPECT
SPRAWL-TYPE
(as existing)
COMPACT TOD
(as proposed)
1
Energy
2
Water Supply
3
Drainage
4
Sewerage
5
Solid Waste Management
6
Communication
7
Transport
8
Social - Educational
Social – Medical
10
Social- Cultural, Recreational
&Others
Less
More
More
Low
High on long term
More
More
More
Low
More on long term
More
More
More
Low
More
Same
More
More
Low
More
Same
More
More
Low
More
Same
More
More
Low
More
Less
More
Limited
Low
More
Accessible
Needs transport
Needs transport
Needs transport
Often accessible
Needs transport
Needs transport
Low
Accessible
Needs transport
Often inaccessible
Often in accessible
needs transport
More
Less
Less
High
High on short term
Less
Less
Less
High
Less on long term
Less
Less
Less
High
Less
Same
Less
Less
High
Less
Same
Less
Less
High
Less
Better
Less
Less
High
Less
More
Less
Diverse
High
Less
At walking distance Walk/cycling
At cycling distance
By public transport
9
Building energy needs
Street energy needs
Transport energy needs
Sustainability potential
Cost
Quantity required
Area to be covered
Network required
Sustainability potential
Cost
Quantity to be drained
Area to be covered
Network required
Sustainability potential
Cost
Quantity to be treated
Area to be covered
Network required
Sustainability potential
Cost
Quantity to be managed
Area to be covered
Network required
Sustainability potential
Cost
Service quality
Area to be covered
Network required
Sustainability potential
Cost
Use of public transport
Use of private transport
Choice of transport
Sustainability potential
Cost
Primary School
High School
College
University
Clinic/ Dispensary
Specialized medical aid
Sustainability potential
Neighborhood shopping
City level shopping
Parks
Recreational facilities
Cultural/community places
At walking distance
Local transport
By public transport
High
Walk able
public transport
public transport
Accessible/public transport
INFERENCES AND APPLICATION POTENTIAL
•
Considering present rapid growth of urban development ,it is need of the hour to rethink
about the sustainability of the existing development pattern and equate it with the available
scarce natural resources mainly land.
•
Required to understand the complex phenomenon of urban development and its strong
linkages with urban sub-sectors mainly housing, transportation and other infrastructure
services.
•
Theories are being applied successfully at different scales of planning and development
mainly in revitalizing the old congested city areas as well as preserving productive arable
land and other resources at regional level, in American and European cities.
•
Theories are not just theoretical utopia, but workable ideas of alternative patterns of urban
development which have evolved in response to the increasing need for a resourceconserving, sustainable, and people-centric city ensuring high quality of urban life.
•
Saudi Arabia has the potential to adopt and execute few of the above discussed principles
and growth theories in an integrated manner with little modifications to suit to the local
context.
CONCLUSION
The appropriate and sustainable pattern of urban development for the major cities would include
necessarily the following:
( For urban extensions of existing cities and new towns)
1. Compact, high density, sustainable, mixed land use development in terms of walk able, bicycle –
oriented and anthropo-centric communities which are safe, secure and universally accessible.
2. Availability of housing choices which are affordable and easily accessible to all sections of the
society.
3. High capacity, high speed, multi-modal and multi-level transport corridors connecting the
communities.
4. Use of diverse modes of slow and medium speed transport within communities including walking,
cycling, and other environment friendly para- transports.
5. Conservation of arable/coastal land by containing urban expansion.
6. Creating and maintaining aesthetically appealing, functionally efficient and healthy environment.
( In case of redevelopment within the metro cities)
1.
2.
3.
4.
5.
6.
Densification along the existing corridor development by way of increasing Floor Area Ratio (FAR)
Bringing waste and unused public and private land within the city for re- development.
Integration of land use and transport.
Encouraging Mixed land use development.
Replacing old dilapidated buildings with new-high rise group housing complexes.
Developing transport infrastructure facilities above and beneath the ground surface.
REFERENCES
1. AL-Sughair, S. (2013). Expert alarmed at ‘dangerous’ rise in number of traffic accident victims,
Arab News, Dec. 11, 2013.
2. AlMunajjed, M. S. (2012). Affordable housing a GCC priority, Arab News, Oct. 6, 2012.
3. Burchell, et al., (1998). The Costs of Sprawl – Revisited, TCRP Report 39, Transportation Research
Board, (www.trb.org), Washington, D.C.
4. Burton E. (2000). ‘The Compact City: Just or just compact? A preliminary analysis’ Urban Studies,
37(11): 1969-2007.
5. Hikichi, Lynda (2003). New Urbanism and Transportation, University of Wisconsin.
6. ICCMA (1998). Why Smart Growth: A Primer, International City/County Management Association,
Smart Growth Network and USEPA. Available from: www.epa.gov/smartgrowth.
7. Jenks, M., Burton, E. and Williams, K. (1996). “Compact Cities and Sustainability: An
Introduction”, in Jenks, M., Burton, E., and Williams, K. (eds.), The Compact City: A Sustainable
Urban Form? London: E &FN Spon, pp. 11-12.
8. Litman, T. (2006). Evaluating Transportation Land use Impacts, Victoria Transport Policy Institute
(VTPI), Canada.
9. Ninth Development Plan (2010-2014), Ministry of Economy & Planning, Kingdom of Saudi Arabia.
10. USEPA (2004). Characteristics and Performance of Regional Transportation Systems, Smart Growth
Program,
US
Environmental
Protection
Agency.
Available
from
www.epa.gov/smartgrowth/performance2004final.pdf.
11. World Bank (2008). Urban Development in Middle East and North Africa Region.
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