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Urban development has long been associated with consumption – shopping malls, skyscrapers, tourist areas, and real estate speculation. But consumption-driven growth deepens inequality, drains resources, and turns citizens into passive consumers. As we move towards the creation of new cities and more urban sprawl, we need a more profound transformation to make cities economically, socially, environmentally, and culturally productive. Cities are designed according to the requirements and needs of their users. This is how Jane Jacobs brilliantly pointed out this shift: “Cities have the capability of providing something for everybody, only because, and only when, everybody creates them.”

Her words remind us that successful cities are not formed from the top down but from the grassroots up, through people’s active contributions, not just as recipients of welfare and housing products.

To build productive cities, we must start by putting productive economies at their center. Instead of viewing them as real estate products or prioritizing consumption, cities should invest in local production, innovation, and development centers. In doing so, cities reduce reliance on resources, stimulate jobs, and recycle value locally.

Urban design must foster productive communities – collaborative gardens, shared workshops, citizen labs, cultural gatherings – not just residential, consumer, and recreational areas.  These spaces thus transform the inhabitants into participants in the creation of their environment.
Environmentally, cities should generate life, not consume it. Lewis Mumford has observed that “the chief function of the city is to convert power into form, energy into culture, dead matter into the living symbols of art, biological reproduction into social creativity”.

In other words, infrastructure should not only support consumption (roads, water and sewage networks, parking spaces, and air conditioning systems).  They should produce energy, generate clean water, compost organic waste, and integrate green systems into the urban fabric.

Finally, governance must reflect production. Planning and budgeting must align and be participatory, with decision-making power channeled to communities so they become policy producers, not mere participants.

Whereas our cities are currently only seeking to attract and feed more consumption that is forced upon citizens. Productive cities strive to create material and cultural value from within.  Jacobs warned elsewhere: “There is no logic that can be superimposed on the city; people make it, and it is to them, not buildings, that we must fit our plans.”
If we pay attention to this wisdom, our urban future can evolve from passive consumption to active creativity – building a sustainable, just, income-generating, and vibrant future.

We are back to the usual traffic congestion starting with the school year. Most people complain, some put forward suggestions and proposals to tackle the issue, and many blame the responsible road/traffic authorities. There have been calls upon the Ministry of Education to alternate official school day timings, in an effort to try and relieve the problem. However, others have suggested more radical solutions that call for a ban on issuing driving licenses for foreigners and preventing them from owning private cars! This scenario inevitably repeats every year without progress, change, or resolution.

One cannot deny the efforts made by the Ministry of Public Works, and the Public Authority of Roads and Transportation, who are responsible for the mega projects underway that are changing the face of Kuwait’s roadways; many of which are still in the design and/or construction phases. While we feel some improvement in terms of journey duration with each projects completion, the effect isn’t lasting and quickly returns to its previous, terrible state.

Of course, it is an undeniable truth that traffic congestion is a positive sign of growth, prosperity, and attractiveness in a city. According to the Central Agency of Statistics, the number of private cars had reached 2,300,000 at the end of 2019. At the same time, the total population reached 4,400,000, meaning that there is one vehicle for every two residents in Kuwait; a high percentage indeed. However, despite the vehicle numbers, the quality of mobility really depends on the metropolitan area.

It has become crucial to understand the negative effect of traffic congestion. Kuwait’s urban transport conditions are terrible, and is the result of years of neglect, alongside a series of arbitrary decisions that have led to the current urban environment situation. It also has a corresponding high economic cost; many commercial activities lose possible customers due to bad traffic. Also, there is a time cost to be considered with congestion, where most of the labor force endure daily delays that costs the economy more than 633 million KD per year.

Various studies confirm a direct relationship between the daily experience of traffic congestion, and the decline of mental health, such as high-stress levels, anxiety, and depression. Additionally, traffic congestion is considered among the leading causes of environmental pollution, both due to noise, and low air quality, which leads to various health threats.

We must realize that there are no magic solutions, and we won’t be able to improve the condition through more capital being spent on roads and bridges. We won’t achieve a sound urban environment without a willingness to change our lifestyle, and make some sacrifices. Thus, any corrective measures will not be readily accepted by the public, and would face significant opposition. The below set of recommendations is intended to guide decision-makers and those working in the urban development field:

• Review all urban planning policies, and re-evaluate our land use to achieve balanced distributions and more mixed land uses. This should reduce the need for mobility and the use of private vehicles.

• Invest in public transport; directly fund public bus networks to attract more users, and revive the metro project, despite economic unfeasibility. Also, re-evaluate the condition of taxis, and improve performance through the development of systems, standard types of vehicles, and mandatory driver standards.

• In parallel with the provision of public transport alternatives, introduce policies to reduce the use of private vehicles by increasing the cost of issuing licenses and registration fees, fuel prices, and parking fares, especially in commercial centers.

• There is no other country where all students go to school by private car, and no university in the world matches Kuwait’s for the number of students who own personal vehicles. It is crucial to impose collective transport on students, which would make a giant leap towards changing the culture of using public transport in the long run.

• Create residential neighborhoods with the necessary services to lower travel needs, and provide pedestrian networks and bike lanes. Introduce measures to limit speed and increase safety, to encourage youth and children’s walkability.

• Encourage working from home, in both public and private sectors, utilizing modern technology. The speedy activation of the small business license allows Kuwaitis to use home addresses for various businesses. At present this process still faces bureaucratic obstacles and regulations that fail to understand the programs value and the spirit of the time we live in.

These broad lines could create a significant shift in the urban environment of Kuwait, and ignite a cultural transformation. However, these will not succeed without specialists, and a credible team with a futuristic vision willing to face the prevailing views, to achieve a change for the public good and serve future generations.

In 2005, Kuwait Municipality amended building legislation and raised the FAR and allowed the construction of various residential units within one house, which complicated the housing condition and resulted in unaffordability of housing in Kuwait. As houses prices rocketed in parallel with the scarcity of land and housing alternatives.

Coupled with neglecting professional opinions, the exclusion of the Municipality’s planning role and following the populist voices that calls for the expansion of the housing units, increasing the FAR and the number of units. Citizens may think that the are benefiting from these decisions, however in fact there are harming themselves and the rest of society in the short and log terms.

Thus, we call to revise the current building regulation and if necessary, to start to apply a new revised version on new residential areas to conserve the single-family land use, to improve the built environment, contribute to the availability of affordable housing for all. Lowering the FAR would reap the following advantages:

Compact cities that limit random urban sprawl:

Compact cities are more sustainable, as they limit random urban sprawl that consumes natural land. We should seek a new efficient model that better utilize urban land to lower waste and reduce harmful gas emissions. Reducing house size has a direct impact on the reduction of urban sprawl and achieve higher efficiencies.

Reduce the cost of Infrastructure:

Decision makers in Kuwait drifted toward allowing expanding houses sizes and facilities according to the current unsustainable model.   Coupled with the determination of beneficiaries of public housing of larger homes and wider roads, which lead to waste of land and increase the cost of infrastructure. And accordingly impede the government’s effort to construct new projects and more homes. And achieve a viable solution to the housing crisis. In Kuwait Housing projects seek to achieve housing densities that reach 8 to 10 units per Hectare. Reducing housing sizes through the reduction of FAR will allow planners to accommodate higher number of units and contribute directly to solving the housing crisis.

Reduce the cost of house construction:

Through firsthand experience in the design and construction of houses in Kuwait, one can see that individual households to use the maximum allowed FAR. Consequently, build homes that reach 1000 square meters of built-up area. Currently this cost each household more than 150 thousand Kuwaiti Dinars. Which makes double the granted governmental housing loan. Usually, this difference is covered through individual loans from local banks, which burdens households and makes an indebted society, which leads to negative social and economic problems.

Empower the Real Estate Developer:

While the government is foreseeing the involvement of the private sector in the development of Housing projects and to contribute to the provision of housing units to ease the demand. Obviously, the current form of houses in Kuwait are financially unfeasible. For the Real Estate Developer to succeed, our regulation must allow for the production of various types of hosing unis that cater for alternative tenants. These alternatives must include smaller homes and higher density for them to be feasible.

Ease the pressure on utilities and services:

When designing residential projects, planners and engineers build their assumptions on total foreseen population. Which is based on the average size of Kuwaiti household and the number of units. Taking into consideration that each house would house one household. However, the actual situation differs; due to the overcrowding that result from rented units, which increase the planned population of every neighborhood. This increase traffic congestion, random parking, and increase demand on electricity, water and sewage networks. In addition to pressures on other amenities like schools, parks, and other social and commercial services.

Decrease the attractivity of housing as an investment:

There is a direct correlation between increasing the FAR and the increasing housing prices. After the permission of establishing multiple units within the single-family house, residential areas began to attract investments and it became a speculation tool, and a preferred investment option.  This process raised prices and owning a home became beyond the reach of middle-income families. Renting became so common in residential areas as the current FAR allows the creation of more than eight rental units per home. And consequently, led to huge economic defect.

Accordingly, we call upon Kuwait Municipality planners, members of the Municipal Council and other decision makers to study the degrading condition of Residential neighborhood, revise the existing building regulation and appreciate the necessity to reduce the FAR in all Single-Family areas or at least in newly established residential neighborhoods to achieve sustainability and welfare.

The “Before It’s Too Late” report was prepared by 29 Kuwaiti academics who set out to shed a light on the dire state of Kuwait’s economy. The report included a call for major reforms to correct the current trajectory of Kuwait’s chaotic urban sprawl and rescue the general condition of the State while it is still possible.

The report states that “the sustainability of the welfare state for future generations is not possible without sacrifices and concessions made by our current generation.”*  In this context, reforming Kuwait’s urban growth model is key to its overall transformation. Although the model of urban growth that Kuwait followed for more than 50 years may have been suitable when the population was limited and the resources vast, it is no longer appropriate or sustainable.

After many years of explosive population growth and a surge in spending and subsidiaries coupled with wasting resources and missing opportunities to create a productive sector, many challenges have arisen. Thus, we are obliged to reconsider our urban growth policies and unwise expansion, which is the source of massive governmental and individual wastage.

Reestablishing urban development in Kuwait on sustainable principles that protect the rights of future generations must be made a priority. The first step toward this goal is to control the model of chaotic urban sprawl, which is rejected worldwide due to its disastrous effects on the economy and environment.

Chaotic urban sprawl has a negative economic impact, as the segregated new cities require the construction of new roads, infrastructure, and services. They also require the employment of many services and an administrative workforce that would increase the State’s spending. This cost is felt now, and in the near future, it would constitute heavy obligations, which the State may not be able to keep.

The model employed today provides a single housing option that drains the state’s and the individual’s budget. Moreover, this model forces families to spend their entire savings on the procurement of housing, leaving them in debt for the rest of their lives. This cost does not even include the price of furnishing and maintaining large homes secluded on the outskirts with inadequate amenities. Also, in the future, the peripheries would receive the least amount from municipal and public services and become locations of complex economic and social problems.

The chaotic urban sprawl negatively impacts the environment. Urban sprawl consumes natural land, destroys the environment, and increases greenhouse gas emissions that result from a dependency on private vehicles and road usage. These factors contribute to increased temperatures as well as other climatic disasters, such as seasonal floods.

Chaotic urban sprawl also imparts a negative social impact in addition to its economic consequences. Chaotic urban sprawl increases class disparity and hinders the creation of coherent communities. The secluded urban setting, the time spent on roads, the large distance between home and work, and the lack of physical movement directly impact psychological and physical health.

We must take a stance while it is still possible and reconsider our urban development model. We need to choose a sustainable approach that meets our aspirations and protects the rights of future generations. Decision makers should urgently take these steps:

• Review the state’s master plan and reevaluate the location of future housing cities to ensure their suitability and efficiency, measuring their life cycle cost based on real givens.
• Conduct detailed studies on the existing metropolitan area, consider the possibility of redistributing land-uses, and introduce new land-uses that correspond with current conditions, requirements, and circumstances.
• Update housing design criteria and establish highly efficient guidelines that consider long-term costs and meet economic and environmental standards.
• Revise current building regulations and produce new ones that propose alternative housing options that accommodate different families and individuals.

… Before it’s too late!

• *kuwaitimpakt.com