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.
Prioritisation was the key, this was in the 1997 Transportation Plan, which was a catalyst for – I call it the most important Urban Design Plan we’ve ever done as a city, even though it’s a transportation plan – because that prioritisation, walking first, then cycling, then transit, then goods movement, and then the car, priotirized last, has been the key to all our multi-modal city making. To be clear that is not an anti-car message, we don’t ban the car, we very rarely have any places where the cars aren’t allowed, but we prioritise them last, in terms of how we think about our infrastructure, our spatial decisions in the city, and that actually works better for everyone – including drivers.
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.’ ”
Cities are complicated. We use the power of mobile and open transport data to help humans survive and master them. Apple Apps of the Year 2013, 2014, 2015, 2016, 2017. Google Choice Editors’ Choice + Best Apps of 2016, 2017
We offer tools that draw on decades of applied research demonstrating how a walkable human scale is part of what makes cities interesting. The public life tools available on this page will help you measure how people use public spaces and better understand the relationship between those spaces and the public life that takes place in them.
Although there is a lot to learn from Marx, his solution was far worse than the disease. At the same time it can’t be said that today’s capitalism, dominated by immense inequality and financial crises has triumphed.
For more from The Economist and their Open Future project, click here.
Liberalism has been the dominant political philosophy in the West for more than 200 years. Populists say liberals are too elite and are out of touch with ordinary people. Here’s what you need to know about liberalism and its place in modern society.
For more from The Economist and their Open Future project, click here.
When we think about designing the future city, let’s focus on moving as many people as possible. For a starting point, considering how many people can move through a city using each transportation option:
Transit moves the most people – up to 25,000 people per hour, so make transit the first priority.
Next comes walking, with 9,000 people per hour on new, larger sidewalks.
Dedicated bus lanes carry 8,000 passengers an hour. Two-way bike lanes carry 7,500 per hour. Those come next.
Whether they have drivers or not, cars move the fewest people per hour – about 600 to 1,600.
When we understand that urban transportation is about moving – people not cars – our priorities for space and investment become obvious.