I was inspired to write this essay by a fascinating post on the social dynamic of porches by Patrick Deneen entitled A Republic of Front Porches. Sustainable places must be acccessible by a variety of means, especially walking. Neighborhoods where people walk to numerous destinations are more likely to be securable, because people tend to know more of their neighbors and therefore are likelier to know when a stranger is in the area. Walkability is essential to a serviceable place, because people won’t walk to those services as often if the pedestrian experience is bad. So walking is a fundamental aspect of a place’s sustainability. Porches can serve a crucial role in the walkability of residential streets in a neighborhood, and therefore in the ultimate sustainability of the neighborhood.
About two weeks ago, I received an intriguing email from Jeff Speck, the author of two of the most influential books on urban planning in the past two decades: Suburban Nation (2010; co-authored by Andrés Duany and Elizabeth Plater-Zyberk) and Walkable City (2012; reissued in 2022 with new material). The press release it contained announced the formation of a new partnership, SpeckDempsey, “a new planning and design firm serving government, non-profit, and private clients.” Prior to this, Speck was a potent and highly visible one-man band spreading the gospel of walkable cities. After spending a decade as director of town planning at Duany and Plater-Zyberk’s firm, Speck served as director of design for the National Endowment for the Arts before setting up Speck & Associates in 2007. Now he has joined forces with Chris Dempsey, a Boston-area transportation advocate, with the joint goal of bringing walkable city practices to scale. Last week, I talked to them about their new partnership, their methodology, and their plans for the future.
When San Francisco’s MUNI spent big money on a “central subway” to Chinatown, I was doubtful. One recent Saturday, though, I revived the gallery-hopping I did before the pandemic, taking the train from Berkeley into the city, walking to one gallery near Embarcadero Station, then taking a tram past the ballpark to the CalTrain Station, where I switched to another tram to head south to Minnesota Street’s Dogpatch cluster of galleries and artists’ studios.
https://www.archdaily.com/1001256/consider-the-15-mph-cityJohn J. Parman
African cities are expected to experience a significant increase in population over the next 30 years. According to United Nations projections, these cities will welcome an additional 900 million inhabitants by 2050. This demographic shift will create both opportunities and challenges that will reshape the nature and structure of these cities. These challenges include the need for economic growth, increased demand for housing and infrastructure, and the development of supplementary transportation systems. So far, most African cities have responded to this rapid population growth with sprawling horizontal development patterns that expand the fringes of the city, increase social fragmentation, and ultimately lead to greater car dependency.
Future planning methods for sidewalks and public transit space. Image via Global Designing Cities Initiative
Whether you live in an urban, suburban, or rural area, there’s a good chance that using a sidewalk, in some capacity, is part of your everyday routine. Whether crossing over a sidewalk to get to your car in a parking lot or walking several blocks on your commute to your office downtown, sidewalks are critical for creating safe places for pedestrians away from the streets. But what happens when cities don’t take ownership over sidewalk maintenance, and they’re left to be protected by the people who just use them?
Every city is a complex environment, bringing together people, cultures, architecture, commerce, and even nature. While experiencing a city, a lot of attention is given to its appearance, but appearance is not everything. The theory of sensory design aims to go beyond vision and explore the richness of the built environment through textures, smells, and sounds. For city officials and planners, a lot of attention generally goes towards how a city looks and sounds, but in terms of smell, the focus is mainly on managing waste or cleaning unsanitary areas. Yet the sense of smell, so often overlooked, is strongly linked to the creation of emotional memories. It contributes to our understanding of the world; it reveals otherwise hidden cultural practices, and it rounds up the experience of an environment.
Paris has been making headlines for years with its aggressive steps to anti-car, pro-pedestrian urban improvements. Faced with increasing issues around air pollution and an attempt to reclaim streets for alternate modes of transit, as outlined in their proposed plan for a 15-minute city, the French capital is seen as a leader in future-forward urbanist strategies. Recently, their department of transportation set a deadline for their lofty goals of eliminating traffic from its roads. In just two years from now, in time for the French capital to host the Olympics, Paris plans to ban non-essential traffic from its city center, effectively eliminating around 50% of vehicular mobility. What does this plan look like? And how might other cities use this strategy to eliminate their own urban issues?
As the city continues to evolve and transform, dead edges in the cityscape begin to emerge, subsequently reducing the level of activity in our built environment. These 'dead edges' refer to the areas that lack active engagement, they remain empty and deprived of people, since they no longer present themselves as useful or appealing. As the Covid-19 pandemic draws to an ultimate close, the first issue we may face post-pandemic is to revive our urban environment. A kiss of life into a tired and outdated cityscape...
The focal element in creating an active and healthy urban environment is by increasing vitality through placemaking. Creating diverse and interesting places to reside, thrive, and work. Here are five regenerative strategies that animate the cityscape and ultimately produce resilient, attractive, and flexible environments.
The 15-minute city urban theory receives the 2021 Obel Prize in recognition of the concept's value for creating sustainable and people-centric urban environments. First coined in 2016 by Sorbonne professor Carlos Moreno, the term defines a highly flexible urban model that ensures all citizens can access daily needs within a 15-minute distance, thus breaking the hegemony of the car and reintroducing the qualities of historic cities within contemporary urban planning.
Over the last 18 months of the COVID-19 pandemic, restaurant owners around the globe have continuously suffered over the past year- especially small, independent establishments. If there’s one glimmer of hope that many of them have experienced, as public health guidelines continue to evolve, it’s that many cities have relaxed their policies and allowed restaurants to construct temporary shelters on sidewalks and in streets as a means to keep their businesses afloat. But in life after the pandemic, how should we address these setups? Should we turn them into something more permanent and allow outdoor dining to stay?
Chicago was home to a massive elevated walkway dubbed the “pedestrian highway.” It connected buildings on the East Campus of the University of Illinois at Chicago and created a multilevel network of human activity. It was designed by the architect Walter Netsch, the architect of the Air Force Academy Campus and famous chapel in Colorado Springs. The walkway was gigantic and monumental. It was even featured in the horror film Candyman from the early 1990s. But, over time, the walkway fell into disrepair and the decision was made to demolish this piece of iconic urban infrastructure.
Think about the city or town where you live. How long does it take you to get to the grocery store on foot? Is your school or work close enough to walk to? What about a public park, a doctor’s office, a daycare, or any other places that you visit on a daily basis? While some cities have already considered what it means to live near all of these necessities, others are revamping their urban planning strategies and designing their neighborhoods to be more pedestrian-friendly with the concept of a “15-Minute City”.
I have lived in neighborhoods where you can walk around, to a store, a movie, a restaurant, for 40 years, counting my college days. I grew up in a ranch house with a driveway, but came to adulthood in foot-based parts of cities.
Others have also rediscovered the joys and benefits of walkable places. They have done this first in a trickle, then in a flood. While in total numbers it may still be a minority taste, it’s a fashionable taste now, one heralded in movies and TV shows. Fewer people aspire to live in the big house with the three-car garage.
Go to any medieval European city and you will see what streets looked like before the advent of the car: lovely, small narrow lanes, intimate, and undisputedly human-scale. We have very few cities in the US where you can find streets like this. For the most part what you see is streets that have been designed with the car in mind—at a large scale for a fast speed. In my native San Francisco, we are making the streets safer for walking and biking by widening sidewalks, turning car lanes into bike lanes, and slowing down the cars. We are working with the streets we have; a typical San Francisco street is anywhere from 60 to 80 feet (18 to 24 meters) wide, as compared with a medieval, pre-car street which is more like 10 to 20 feet (3 to 6 meters) wide.
As an urban designer, I work on lots of projects where we take large parcels of land and subdivide them into blocks by introducing new streets. These new streets are a rare opportunity to take a fresh look at the kinds of car-oriented roads that we are used to, and instead try to design streets that prioritize the safety and comfort of pedestrians. These projects give us a chance to design streets that are just for people. Imagine that we made these people-only streets into narrow, medieval-style lanes that are intimate and human-scaled. But even as we try to design streets that might not ever see a single car, we find that the modern street design has become so much more than just places for walking or driving. There are therefore a number of things for socially-minded designers to consider, beyond the commonly talked about pedestrian-car dichotomy.
https://www.archdaily.com/867390/4-important-things-to-consider-when-designing-streets-for-people-not-just-carsKristen Hall
Over the last few years, the way Americans move around has changed remarkably, especially among young people. Previously the automobile was people’s preferred, if not the only, option. Now they are choosing to walk, bike, or use public transport according to recent studies.
This difference in preferred transportation methods has generated many benefits not only for residents but also for cities, in both economic and social terms.
