Town planners in the mid-20th century faced a big problem. The advent of the motor car brought increased congestion and safety risks. Planners wrongly thought that separating pedestrians and vehicles on different levels was the solution. If you know where to look, you can still see remnants of this thinking. Read full articleComment
Archive — Town planning
Where is here? And what is now? The answers are more complicated than you might think.
Eno’s realisation that “people live in different sizes of here” led him to the idea of The Big Here and Long Now – a way of thinking that asks fundamental questions of who we design for, the scale we design at, and the timescales we design in…
According to Danny Hillis, the inventor of the Clock of the Long Now, “the more we divide time, the less far we look into the future.” So what impact is this having on the design of our cities? And how can we create real and lasting public value in the context of an increasingly narrow and short-sighted here and now?
How architects, designers and urban planners can learn from Brian Eno’s generative music.
Lessons on how Seville transformed its cycling infrastructure, and why doing so is a no brainer.
The whole network is €32 million. That’s how many kilometers of highway — maybe five or six? It’s not expensive infrastructure. … We have a metro line that the cost was €800 million. It serves 44,000 trips every day. With bikes, we’re serving 70,000 trips every day.
It’s going to become more and more important that cities encourage active travel. With car ownership set to decrease with the advent of autonomous vehicles, this is the opportunity to do cycling infrastructure properly.
‘For me, this is paradise’: life in the Spanish city that banned cars
Pontevedra banned cars from its centre, pedestrianising 300,000 square metres.
Miguel Anxo Fernández Lores has been mayor of the Galician city since 1999. His philosophy is simple: owning a car doesn’t give you the right to occupy the public space.
“How can it be that the elderly or children aren’t able to use the street because of cars?” asks César Mosquera, the city’s head of infrastructures. “How can it be that private property – the car – occupies the public space?”
There are some interesting details in here about exactly what causes most congestion, and why car-filled cities are so undesirable.
Reading between the lines of the end of the article, the scheme isn’t without its critics, or its problems. But I think the time has come for us to more seriously consider how many car journeys in city centres we really need — and how much better the city might be if more people could walk and cycle around without having to watch for motorised vehicles.
Dundee’s renaissance — a personal, alternative view
Brian Taylor reflects on Dundee’s resurgence.
But mostly this renaissance is driven by the collective will of the people.
It is marvellous to behold.
Together, they have decided to stop apologising for their city. They have decided to revisit her ancient history and, hopefully, pursue her proud future.
See also: The city with grand designs
A fantastic piece on the history of Dundee’s creative renaissance, which has been decades in the making.
Congratulations and good luck to everyone involved in the V&A Dundee, which opens this weekend. I will be visiting later this month.
Glasgow’s urban decay risks squandering 30 years of progress
More on the decline of Glasgow — and the lack of any action plan to reverse it.
Go west along the river and you’ll see a hotchpotch of development, wasteland and missed opportunity that literally only takes you so far – Glasgow must be one of the few cities in Europe where it’s not possible to walk or cycle right along the banks.
The urban realm of Glasgow is deteriorating through fire, desertion and neglect in a quite ghastly way, and what is most alarming is the seeming lack of a strategic plan to reverse it.
See also: What next for Sauchiehall Street?
Do British cities have grid systems? We used science to find out
A neat way of visualising how closely a city layout relates to a grid.
Includes the revelation that Milton Keynes isn’t actually as grid-like as you might think.
The designers decided that the grid concept should apply but should be a lazy grid following the flow of land, its valleys, its ebbs and flows. That would be nicer to look at, more economical and efficient to build, and would sit more beautifully as a landscape intervention.
There are better ways to get around town
A New York Times piece on how New York could take inspiration for European cities to make its streets safer. But these aren’t just lessons for New York. There are lessons for everyone.
Some old-school traffic engineers in America will tell you that many of the Dutch ideas are unsafe. What they mean is that they make streets unsafe for fast driving. In 2016, the Netherlands had 33 traffic deaths for every million people. America had 118 traffic deaths per million.
As cities become ever-more crowded, and with an autonomous revolution about to kick off, now is the time to radically rethink how our streets are designed. The days of cars taking priority have to end, and to encourage active travel — cycling and walking. It will make us all feel better and be safer.
These pictures capture Britain’s brutalist vision of urban utopias
A selection of lecture slides from John Richings James. He was chief planner of the Ministry of Housing and Local Government during the 1960s, when many of the country’s most controversial developments were constructed.
When he became a lecturer, he took with him a fascinating selection of photos that show the good, bad and ugly of the brave new world while it was being developed.
The 1960s future town of Motopia
A radical idea for a new town — one where the roads are on all the rooftops.