Data shows that the 9th Avenue bike lane produced economic, mobility and safety benefits. “We saw crashes go down, some 47%, retail sales went up almost 49%, cars dad dedicated turn lanes so the traffic processed much better, and bikes had a dedicated lane. So it was a win for business, it was a win for drivers, it was a win for people on foot and it was a win for people on two wheels, and that really set the stage for all that followed.”
Poppy Johnston, The Fifth Estate, 4 September 2018
By pooling publicly-available data from social media and other unconventional information sources – such as reviews and ratings sites, travel wikis, mapping sites, and event promotion pages – the company is able to depict in real-time the unique social fabric of a neighbourhood.
“We have memories and thoughts about spaces, and it’s that intangible stuff that makes somewhere sticky,” Ms Hartley, who is also the company’s chief innovation officer, told The Fifth Estate.
“It’s traditionally been hard to put data behind this and hard to put a value to it. Determining social value has also been hard because neighbourhoods are in a constant state of change,” she said
To visit Lucinda Hartley and co-founder Jessica Christiansen-Franks’s social analytics platform Neighbourlytics click here. To visit their placemaking consultancy Co-Design Studio click here.
Transportation officials across the country agree: Several minor traffic corridors in America are overbuilt and unnecessarily unsafe. So they’ve started to adopt European-inspired designs that change how drivers, cyclists, and pedestrians use the road in order to reduce speeding and encourage safety for everyone. It’s called a “road diet.”
For another short film from Vox and Jeff Speck click here.
Centre for Liveable Cities, Urban Solutions, July 2018
Underlying the extraordinary complexity and diversity of cities is an approximate simplicity. As a city increases in size, all of its various socioeconomic metrics scale in the same way no matter where you are on the planet. Through analysing data from thousands of cities in different countries, I found that when the size of a city doubles, there is an approximate 15% increase in its socioeconomic outcomes—from income, wealth and number of patents, to crime rate and number of flu cases. This scaling law is valid across the globe, although cities have evolved independently.
To watch Geoffrey West’s 2011 TED Talk click here.
But Los Angeles is in the midst of an aqueous awakening, setting an ambitious goal to cut its reliance on imported water in half by 2025 by following an increasingly urgent rule of good water policy: diversification. In a nutshell, that means getting your water from a range of sources—rain capture, aquifers, wells, desalination, even right out of the air. A study from UCLA earlier this year even said the city could feasibly reach 100 percent locally sourced water. To do it, the city is diving into a series of high- and low-tech campaigns that could transform Los Angeles into a model city for water management.
To find out about Singapore’s ‘Four Taps’ and leading water supply policy click here.
After a decade of trial and error, municipal leaders are realizing that smart-city strategies start with people, not technology. “Smartness” is not just about installing digital interfaces in traditional infrastructure or streamlining city operations. It is also about using technology and data purposefully to make better decisions and deliver a better quality of life.
To download the Briefing Note for the report click here.
“On the one side, I was building all kinds of hardware and software with the engineering team,” says Holm. “And then in the outside world, looking at how to scale out the physical stores, I was looking at this world that was just completely inefficient.” He was dealing with city bureaucracy, working to obtain the right permits for various parts of the construction, and hitting seemingly unavoidable delays throughout the process. “I was like: ‘This is crazy.’ ”
The Nightingale Model empowers architects to develop their own thoughtfully designed medium-density apartment buildings. Profit margins are capped, and savings are passed directly onto homebuyers. For their part, homebuyers have to play by the rules too. They must be owner-occupiers, and they must agree to certain limitations about on-selling their apartment in the future, to ensure affordability is passed on.
For more coverage of Nightingale Housing click here, for Nightingale Housing’s website click here, to watch Jeremy McLeod’s TEDx Talk click here, and for a short film featuring Jeremy and a tenant / soon to be owner, click here.
Allison Alrieff, The New York Times, 20 October 2017
“The Arsenal of Exclusion and Inclusion,” a forthcoming book by Tobias Armborst, Daniel D’Oca and Georgeen Theodore, who lead the architecture, planning and research collective Interboro, refers to such things — which include cul-de-sacs, cold water, “No Loitering” signs, the Fair Housing Act — as “weapons.” They are the policies, practices and physical artifacts used by planners, policy makers, developers, real estate brokers, community activists and others to draw, redraw or erase the lines that divide us.
Allison Arieff is the Editorial Director at SPUR and is a columnist for the New York Times.
For Allison Arieff’s twitter feed click here, for her New York Time option piece ‘Automated Vehicles Can’t Save Cities’ click here, and for a New York Times panel discussion on Tactical Urbanism where she was the moderator click here.
For Interboro’s Arsenal of Exclusion and Inclusion click here.
At the moment, cars spend around 95% of the time parked, and only 5% of the time in use. Huge swaths of cities, either in parking lots, garages, or street parking spaces, are used as storage for cars (while, at the same time, many cities struggle to find enough land to build housing to keep up with demand). “There’s this huge space that’s basically wasted,” says Szell.
Will Chilton and Baird Bream, vox.com, Jul 19, 2017
Off-street parking requirements, really, spread throughout the United States faster than almost any other urban planning invention. They arose partly because of the lack of management of on-street parking. If you can’t manage the on-street parking properly you need off-street parking requirements or everybody will say, ‘How could you let this building be built when there’s not enough parking?‘
To boil an 800 page book down into three bullet points, I have three basic recommendations:
Remove off-street parking requirements.
Charge the right price for on-street parking. By which I mean the lowest price the city can charge and still have one or two open spaces on every block, so nobody can say there is a shortage of parking. In order to reach that price you have to vary it by location and time of day.
But you have done that, make it politically popular, and spend the revenue on public services on the metered streets.
To visit Donald Shroup’s website click here, for CityLab’s profile ‘Parking Is Sexy Now. Thank Donald Shoup’ click here.
Today there are about 1m HDB apartments, largely clustered in two dozen new towns that extend in a semicircle around the city’s coastal core. Each year the government sells a fresh batch of as-yet-unbuilt flats, predominantly to first-time buyers. They all come with 99-year leases and are sold at lower-than-market prices, though successful applicants must wait three or four years for their blocks to be completed. Alternatively Singaporeans can choose to buy existing HDB apartments directly from their owners, at whatever price buyer and seller can agree. First- and second-time buyers get money through government grants, regardless of whether they buy new or old flats. Quotas ensure that the mix of Chinese, Indians and Malays in each HDB block reflects the ethnic make-up of the country as a whole, a measure designed to preclude the formation of racial enclaves.
The idea is pretty simple. Take nine square blocks of city. (It doesn’t have to be nine, but that’s the ideal.) Rather than all traffic being permitted on all the streets between and among those blocks, cordon off a perimeter and keep through traffic, freight, and city buses on that.
In the interior, allow only local vehicles, traveling at very low speeds, under 10 mph. And make all the interior streets one-way loops (see the arrows on the green streets below), so none of them serve through streets.
In this way, you create a nine-square-block mini village, the interior spaces of which can be more equitably shared between cars and other uses.
For more from Vox on Cities and Urbanism, click here.