- "The key thing is that basically everyone drives slowly and steadily rather than in a stop-and-go..." November 14, 2013
- Photo November 5, 2013
- urbanination: I laughed. November 5, 2013
- "Qu’est ce qui est le plus utopique ? Un revenu de base inconditionnel ? Un système..." October 18, 2013
- terriblerealestateagentphotos: A testament to these austere... October 18, 2013
- explore-blog: So lovely: A day in the life of a bench by Max... September 12, 2013
- enochliew: Green Trap by Adrien Rovero with Christophe... August 23, 2013
- archiveofaffinities: Richard Haas, Homage to the Chicago... July 14, 2013
- archiveofaffinities: Arrangement of Monuments and Details to... July 14, 2013
- fuckyeahurbandesign: urbalize: Cycling in the US - From a... July 1, 2013
- emergentfutures: Revolutionary tech amplifies breaths of air to... June 25, 2013
- vimeo: A thriving metropolis unfolds in Maciek Janicki’s Paper... June 12, 2013
- Culture - Survival Guide June 8, 2013
- thisbigcity: Bike transit + urbanism + coffee? Yes, turns out... June 5, 2013
- inlikewiththecity: A Streetcorner Serenade for the Public... June 3, 2013
- hellod: Alessandro Anselmi, Nuovo Municipio, Fiumicino (Roma),... June 1, 2013
- allthingseurope: Porto, Portugal (by Sander van Leusden) May 31, 2013
- actegratuit: Gunilla Klingberg, Patterns of Everyday Life,... May 29, 2013
- Photo May 29, 2013
- secretrepublic: imaginingcities: Built environment... May 29, 2013
Tag Archives: cars
This month, everybody talks about suburbs (and about the prominent feature of suburbs, cars): some posts on RSR website (here, here and here), the last edition of the forum Ecoparc: So, it’s the right moment to talk about this subject, and to propose a strategy to align autorities and developers’ interests.
1 – Complete the streets
First step, completely in the hands of public powers, is completing the streets. In many cases, people drive instead of walking because roads are designed for cars rather than for people. Let’s see some examples:
Aigle. Sidewalks are too small. Pedestrians are not protected from traffic
Aigle. Vehicles-only road
Aigle. Crossing forbidden (but people cross here anyway)
Aigle. Pedestrian underpass, not very appealing.
And here, some good examples:
Aigle. Trees, sidewalks and outdoor cafés.
Aigle. side street.
Aigle. Landscaped entrance to the shopping center (with bus shelter included)
2 – Allow and promote mixed-use developments
In this case too, public powers have the choice. A good zoning code should allow suburbs to be reconverted into mixed-use districts, in order to reduce distances between houses, shops and workplaces.
Aigle: houses on this side street could be easily turned into shops.
Garages: this space could be easily be turned into shops or ateliers
3 – Crowdsourcing
The first two steps were were dedicated to public powers, the third one is dedicated to developers. Single-family houses and cars are, above all, industrial products, sold with a well-established marketing policy. So, mixed-use development should be marketed focusing on things that single-family houses couldn’t offer: common spaces, a vibrant community, walkable neighborhoods. At the same time, mixed-use development should keep the image of a customized house in a natural environment, image that made the single-family house so popular.
A good way to achieve this goal could be crowdsourcing: build a Cohousing or Coworking community, organize events in order to make future cohousers/coworker meet (i.e. a few-days trip) then go on all together to a developer in order to build our dream’s home. And the community could create new synergies and promote new features, like co-buying and mobility plans.
“From ancient times, what made a city a city was how it functioned, not how it looked. And this is especially true today, for we have not built a single old-style downtown from raw dirt in seventy-five years.”
This is how Joel Garreau described in 1991 the trend in urban planning in USA and in most developped countries. Downtowns were a thing of the past, office parks, shopping centers, single-family houses and motorways were the future. One of the symbols of this “Life on the New Frontier” was Tysons Corner, an area capable to attract offices and retail, but lacking public space. (the description of Tysons Corner by Joel Garreau, is here).
A typical Tysons Corner road (image: Microsoft Virtual Earth)
18 ans later, Tysons Corner has become one of the symbol of post-war urbanism’s excesses: the lack of public spaces forces dwellers and workers to go everywhere by car, and traffic jams occur every day.
In order to solve the problem, Fairfax county approved a master plan which will thansform Tysons Corner in an “old-style downtown”:
- A new metro line to Washington,
- a new series of pedestrian spaces,
- smaller blocks and more through roads.
(image: Tysons Tomorrow)
After Brasilia, another 20th century city reinvents itself.
Two kind of space exist: The highway, regulated by signs, and the public realm, regulated by social rules. But lots of public realms are designed as highways.
source: shared space
The Croisset Student House is a good example of how to protect a building from the noise of a motorway and give at the same time a public image to the building.
The complex is made of 3 residential blocks, oriented perpendicularly to the motorway, and a continuous screen which runs between the blocks and the motorway. The screen is made by two 30 cm walls, separated by a 3 meters void, which contains the stairways and elevators.
(source: architecture studio)
Some posts ago, we saw the first steps that gave birth to a road.
Here is the rest of the story (by R. Crumb)
As gas prices rise, lots of people are wondering what will be the future of suburbia. Will it be able to recycle itself into more dense and pedestrian-oriented neighborhoods, or will it decay and turn into XXI century slums? A visit of Monte Sacro (Rome, italy) can be useful.
In the 20′s Monte Sacro was the typical streetcar suburb: a group of single family houses clustered around a main square, where the only multi-stores, mixed uses were, and where the tramway stop was. All around, only countryside and farmland. Then the city arrived all around, and Monte Sacro found itself as a center of a town of 200.000 inhabitants. Little by little, some single-family houses were torn down or retrofitted as multi-family houses, and the density has increased to the average of a downtown.
May it be the rise of gas prices and of raw materials, may it be the shift of trends from goods possession to good use, car sales are dropping dramatically. Reports talk about a 20% drop in the last year. On realated articles, business analysts look for new solutions to face the crisis: more ecological cars (and even electric cars), looking for some new markets like China and India… It’s strange to see that almost no article sees the link to the big increase in mass transit ridership, and foresees mass transport vehicles as a possible source of business.
(video: BMW commercial – note the “sheer driving pleasure” logo at the end)
Public transport has always been seen as the poor alternative to cars. While cars are always pictured as a way to get pleasure and new sensations, public transports are always seen as a way to go from a point to another, just trying to limit as much as possible the problems that come from the travel itself.
But another image of public transports is possible.
First of all, a special train or bus can be reserved for a special event.
(video: MAD train)
- a travelling disco;
Another option (which I consider much more interesting) turns around the “sheer pleasure” of travelling by public transports.
(photo via flickr)
several possibilities are still open in this fields: