أرشيف الوسم: crime

In my previous blog post, I discussed the importance of reimagining Kuwait’s new cities as engines of productivity instead of consumption. To understand how this transformation might work, we can look to cities that have turned their unique advantages into tangible outcomes. Barcelona serves as a powerful model, demonstrating the interplay between creativity, cultural identity, and economic success.

Barcelona’s rise as a global cultural hub is the product of strategic planning, historic legacy, and continuous investment in arts, identity, and public space. The foundation was laid in the late 19th and early 20th centuries, when the city experienced rapid industrial growth and a cultural flourishing known as the Renaixença, which revived Catalan language, arts, and intellectual life. This period produced iconic Modernist architecture—most notably the works of Antoni Gaudí—which gave Barcelona an instantly recognizable aesthetic and a strong cultural identity.

Following decades of political repression, Barcelona seized the democratic transition of the late 1970s as an opportunity to reposition itself. The 1992 Olympic Games became the turning point. The city used the event not simply as a sports project, but as a comprehensive urban and cultural transformation strategy. It renovated its waterfront, created new public spaces, improved transportation, and invested heavily in cultural facilities. This regeneration made Barcelona a model for city branding.

Parallel to this, the city nurtured creative industries—design, architecture, music, and visual arts—by supporting small studios, festivals, and cultural institutions. Landmarks such as the Picasso Museum, MACBA (Museum of Contemporary Art), and the concert hall complex L’Auditori helped diversify the cultural offer far beyond tourism.

Barcelona also promoted a vibrant street culture. Its plazas, promenades, and civic spaces became stages for everyday cultural exchange, making the city feel culturally alive even without formal events. Festivals like La Mercè, a cultural and religious festival, and Sonar, a festival dedicated to music, creativity and technology, further positioned Barcelona at the intersection of tradition and innovation.

Finally, the city marketed itself globally as a Mediterranean, open, and creative destination. Its narrative emphasized lifestyle, creativity, design, and urban quality—attracting artists, entrepreneurs, and millions of visitors.

Through heritage, urban renewal, cultural investment, and strong branding, Barcelona successfully established itself as one of the world’s leading cultural capitals.

The foundations for Kuwait’s transformation are already in place—manageable size, demographic concentration, plentiful resources, and a visionary population. With these advantages, Kuwait can adapt Barcelona’s proven strategies to cultivate its new cities into vibrant centers where economic productivity and cultural dynamism flourish.

As discussed in my previous blog post, repositioning Kuwait’s new cities as centers of productivity, rather than just consumption. It is essential to examine comparable cities that have effectively leveraged their unique assets to generate meaningful results. Copenhagen offers a compelling case study, embodying the principles of creativity, livability, and economic vitality.

Copenhagen’s emergence as a cultural capital reflects centuries of strategic investment in the arts, architecture, and urban development. In the 18th century, Danish monarchs laid the groundwork by founding key cultural institutions, including the Royal Danish Academy of Fine Arts (1754), established by King Frederik V to develop Denmark’s own pool of skilled artists and craftsmen, as well as the Royal Theatre and the Royal Library. These institutions established Copenhagen as the kingdom’s intellectual hub, creating an artistic legacy that continues to define the city’s character.

During the 20th century, Copenhagen established itself as an international benchmark for people-focused urban planning, significantly influenced by architect Jan Gehl’s approach to designing cities for their inhabitants rather than vehicles. The establishment of Strøget in 1962 — one of the world’s first major pedestrianized streets — set global standards for livable urban environments. Currently, more than 60% of Copenhagen’s residents cycle to work daily, demonstrating the city’s successful integration of mobility, wellness, and thoughtful design.

Copenhagen’s cultural identity is deeply intertwined with its environmental aspirations. The city’s 2012 commitment to become the world’s first carbon-neutral capital by 2025 led to the development of the CPH 2025 Climate Plan, which targets improvements in energy consumption, production, mobility, and city operations. Though this goal was not met, this ambition has inspired innovative projects that blend sustainability with cultural expression, such as CopenHill—a waste-to-energy facility crowned with a ski slope and hiking trail—and Superkilen Park, a Nørrebro public space that celebrates diversity through design elements from over 50 nations. These initiatives demonstrate how environmental responsibility and social inclusivity are deeply ingrained in Copenhagen’s cultural fabric.

The city is also a leader in design and architecture, sharing its minimalist aesthetic worldwide through landmarks such as Arne Jacobsen’s furniture designs and projects by Bjarke Ingels Group. Public funding ensures cultural accessibility, from institutions like the Louisiana Museum of Modern Art and Designmuseum Danmark to grassroots venues such as Copenhagen Contemporary.

In essence, Copenhagen’s cultural distinction stems not merely from its institutions, but from its embodied principles — equality, openness, and hygge “a quality of coziness and comfortable conviviality that engenders a feeling of contentment or well-being (regarded as a defining characteristic of Danish culture)” — which foster a city where creativity, environmental stewardship, and community engagement define everyday existence.​​​​​​​​​​​​​​​​

Like Copenhagen, Kuwait possesses the essential ingredients for urban transformation: a manageable scale, concentrated population, abundant resources, and a forward-thinking citizenry. These parallels suggest that Kuwait is well-positioned to adopt lessons from Copenhagen’s success and strategically develop its new cities as centers of economic productivity and cultural vitality.

لطالما ارتبطت التنمية الحضرية بالاستهلاك – مراكز التسوق، وناطحات السحاب، والمناطق السياحية، والمضاربة العقارية. لكن النمو القائم على الاستهلاك يُعمّق عدم المساواة، ويستنزف الموارد، ويُحوّل المواطنين إلى مستهلكين سلبيين. لذلك بينما نمضي نحو إنشاء المزيد من المدن ونواصل من التوسع الحضري فنحن بحاجة إلى تحول أعمق حين تصبح المدن منتجة اقتصاديًا، واجتماعيًا، وبيئيًا، وثقافيًا. ومصممة وفق متطلبات واحتياجات مستخدميها.

وذلك ما أشارت إليه جين جاكوبس ببراعة قائلةً: “تمتلك المدن القدرة على توفير شيء للجميع، فقط لأنها، وعندما، يُنشئها الجميع.”  تُذكّرنا كلماتها بأن المدن الناجحة لا تُشكّل من الأعلى إلى الأسفل، بل من القاعدة الشعبية أولأً، أي من خلال مساهمة الناس بفاعلية، وليس مجرد تلقيهم المنتج النهائي.

لبناء مدن منتجة، يجب أن نبدأ بوضع اقتصادات منتجة في مركزها. بدلًا من النظر لها كمنتجات عقارية أوإعطاء الأولوية لاستهلاك، ينبغي على المدن الاستثمار في مراكز الإنتاج والابتكار والتطوير المحلية. وبذلك، تُقلل المدن من الاعتماد على الموارد، وتُحفّز فرص العمل، وتُعيد تدوير القيمة محلياً.

ولذلك يجب أن يُعزز التصميم الحضري المجتمعات المُنتجة – الحدائق التعاونية، وورش العمل المشتركة، ومختبرات المواطنين، والتجمعات الثقافية – وليس مجرد مناطق سكنية واستهلاكية وترفيهية. وبذلك تُحوّل هذه المساحات السكان إلى مُشاركين في خلق بيئتهم.

ومن الناحية البيئية، يجب على المدن أن تُولّد الحياة لا أن تستهلكها. وقد لاحظ لويس مومفورد أن “الوظيفة الرئيسية للمدينة هي تحويل الطاقة إلى شكل، والطاقة إلى ثقافة، والمواد الخام إلى رموز فنية حية، والتكاثر البيولوجي إلى إبداع اجتماعي”.

بعبارة أخرى، لا ينبغي أن تدعم البنية التحتية الاستهلاك فحسب (الطرق وشبكات المياه والصرف الصحي ومواقف السيارات، وأنظمة تكييف الهواء).  بل ينبغي أن تُنتج الطاقة، وتُولّد المياه النظيفة، وتُحوّل النفايات العضوية إلى طاقة أو سماد، وتُدمج الأنظمة الخضراء في النسيج الحضري.

وأخيرًا، يجب أن تعكس الحوكمة الإنتاج. يجب أن يكون التخطيط والميزانية متلازمين، وأن يُوجّها سلطة اتخاذ القرار إلى المجتمعات المحلية حتى تُصبح المجتمعات مُنتجة للسياسات، لا مجرد مُشاركة فيها.

حيث أن مدننا حالياً تؤدي فقط لتغذية المزيد من الاستهلاك وفرضه على الناس.  بينما المدن المنتجة تسعى لخلق القيمة المادية والثقافية من الداخل. وقد حذّرت جاكوبس في موضع آخر: “لا يوجد منطق يُمكن فرضه على المدينة؛ فالناس هم من يصنعونها، وعلينا أن نُلائم خططنا معهم، لا مع المباني”. إذا انتبهنا لهذه الحكمة، يُمكن لمستقبلنا الحضري أن يتطور من الاستهلاك السلبي إلى الإبداع النشط – حيث نبني مستقبلاً مستداماً، عادلاً، صانعاً للدخل ونابضاً بالحياة.

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.