Tag Archives: urban design

New Urbanism: Past, Present, and Future

I basically agree with the principles of new urbanism (which were based on old urbanism). Communities where people can take most work, school, shopping, and entertainment trips by walking or biking are better for the planet and better for our physical and mental health. With good planning and design, there is plenty of room in the spaces we have already developed to accommodate whatever population growth we are expecting, without continuing to chew up land that could be left wild or used as farmland. The trick is to establish a virtuous cycle where gradually more people buy into the idea of life without private cars taking up half the space. And then some of that space saved has to be invested in good public infrastructure, access to recreation and nature to offset some of the negative effects of density. I think New Urban ideas have blunted suburban sprawl and car-dependency a little in the United States, but only a little unfortunately. There just aren’t that many walkable neighborhoods to choose from, and so people either aren’t familiar with them, and can’t imagine a non-car-dependent lifestyle, or else they assume people of average means can’t afford them, which is true in general of desirable things in short supply.

New Urbanism: Past, Present, and Future

The New Urbanism, initially conceived as an anti-sprawl reform movement, evolved into a new paradigm in urban design. Recently, however, some researchers have argued that the popular appeal of New Urbanism has eroded, the movement has lost its significance, and critical research on the broader theme has tapered off. In response, this article investigates whether the movement has lost its currency and explores the future of New Urbanism in the context of contemporary circumstances of development. The article begins with a brief description of the conceptualization of New Urbanism as an exception to the development trends of the time. Collaborative efforts of its protagonists that have contributed to the integration of New Urbanist concepts into other programs, policies, and development regulations are presented in the next section to describe its expansion, to clarify its mainstreaming, and to call attention to its broader impact. The concluding section presents contemporary circumstances of development and changes that are intensified by the COVID-19 pandemic, including those related to the nation’s demographics, climate change, technological advances, rapid growth of the digital economy, and acceleration of e-commerce to explore the significance of New Urbanism for future development.

Urban Planning open access journal

freight vehicles and urban design

Next City has a roundup of ideas for more efficiently accommodating freight vehicles in dense cities.

  • Better, cheaper (or even free to the user) public transit, so there aren’t so many cars clogging up the streets trucks need to drive on
  • “logistics hotels” where goods from many sources can be mixed, matched, and put on smaller vehicles appropriate to city streets (this is kind of how a port works?)
  • “design infrastructure like intersections and bus lanes with interactions between freight activity and vulnerable road users, like children, in mind” (sounds good, if a bit non-specific
  • Design trucks so they just aren’t so dangerous
  • Better allocate curb space to get more deliveries out of fewer vehicles

I have a few more ideas.

  • Don’t forget some kind of temporary parking for contractors and delivery people serving urban customers. It doesn’t have to be free, but it should be reservable.
  • Don’t forget garbage trucks, unless we are going to think of a better way to deal with garbage or get rid of garbage entirely.
  • Alleys can work well for trash and deliveries, if they are designed with that purpose in mind. They can provide play space and just generally space for people to spread out the rest of the time (but NOT if they are just a bunch of garage entryways).
  • I still want my robot deliveries, both ground and air! In my city though, robots using the sidewalks for deliveries will need them to be in a better state of repair, and that won’t happen because sidewalks are technically the responsibility of homeowners, many of whom are poor and/or don’t even know the sidewalks are their responsibility. On the few streets with incompetently designed, unenforced, and unmaintained bike lanes, the robots’ wheels and gears will get all gummed up with the blood of children and old people who believed the mayor’s promises to build safe protected bike lanes like they have in Europe.
  • I’ve said it before and I’ll say it again. COPY DUTCH STREET DESIGN NOW!!! Just don’t let it go to their heads, the smug bastards…

Philadelphia in the twenteens

Inga Saffron, the architecture critic for the Philadelphia Inquirer, tries to use the cell phone to tie together trends in Philadelphia in the 2010s. I don’t know if I buy her argument 100%, and I don’t know how serious she is about it, but the list of trends is interesting, and it’s interesting to compare her assessment to my own experience living and working in the city for most of the decade.

  • young adults moving back to the city – this was a huge trend and hard to miss. Apps made it easier to get food and stuff to their homes without driving, and ride sharing made it easier to get around. Inga argues a lot of people “ditched their cars” – this may be true, I haven’t seen the data, but one thing I observed is that a lot of new homes featured garages, and larger developments featured big garages and even surface parking in some cases. This changed the walking experience in some neighborhoods quite a bit, and not for the better. Overall though, it is great for the city to have the people.
  • Tech jobs are one reason the young professionals came back. Tax policy and zoning code changes also had an effect. Inga doesn’t mention “councilmanic prerogative”, but in my neighborhood this means that the 2011 zoning code, considered a national model, still has not gone into effect at the end of the decade. The council person and developers he favors benefit from this by being able to negotiate every new development in their favor. This means that what should be the main street in a densely populated neighborhood underserved by shops and restaurants is mostly still a bunch of building supply warehouses. This also plays to anti-gentrification voters, which has an ugly racial element to it that is hard to talk about. In my view, Inga correctly diagnoses the problem of lower-income residents being pushed to more affordable housing farther from jobs in the city center, without corresponding improvements in public transportation.
  • People are giving up their cars, according to Inga, but traffic is worse and buses can’t run on time due to all the ride sharing and deliveries. Parking garages are disappearing because they are under-subscribed. I would like to examine the numbers on all these issues. Traffic does seem worse, but my instinct is that it is due to poor street design and maintenance, traffic and parking management/pricing, and an almost complete lack of law enforcement effort. Solutions to these problems exist, and all these things in the public realm need to be brought into the 21st century in concert with the new technologies coming from the private sector.

Amsterdam

Amsterdam is easily my favorite city that I have been to. The streets there are for people, and cars are just one of many ways to get around, and not the best way so not many people use them. They are not allowed to take up half the space in the city. There is public and political support for all this.

I used to think Philadelphia could be like Amsterdam. Of course, physically, it could anytime. Our enemies are ignorance and cynicism though, and I am less optimistic lately that these enemies can ever be overcome. The occasional visit to Amsterdam might be the best I can hope for, as long as it stays dry enough to visit (and if anybody can keep it dry, the Dutch will do that as long as it is possible. The Dutch are a bit smug, of course, but you have a right to be when you are pretty much doing everything right.)

August 2018 in Review

Most frightening stories:

  • In certain provinces with insurgent activity, the Chinese government is reportedly combining surveillance and social media technologies to score people and send those with low scores to re-education camps, from which it is unclear if anyone returns.
  • Noam Chomsky doesn’t love Trump, but points out that climate change and/or nuclear weapons are still existential threats and that more mainstream leaders and media outlets have failed just as miserably to address them as Trump has. In related news, the climate may be headed for a catastrophic tipping point and while attention is mostly elsewhere, a fundamentalist takeover of Pakistan’s nuclear arsenal is still one of the more serious risks out there.
  • The U.S. government is apparently very worried about a severe cyber attack. Also, a talented 11-year-old can hack a voting machine.

Most hopeful stories:

Most interesting stories, that were not particularly frightening or hopeful, or perhaps were a mixture of both:

ASLA on sustainable transportation

The American Society of Landscape Architects has put together a website with a lot of resources and references for transportation design. This is a nice complement to the more traditional engineering side of transportation planning and design, and underlines the value you can get from a well-functioning interdisciplinary design team even if it costs a bit more upfront. Here’s an excerpt from the street design page.

Bicycle lanes and sidewalks should be physically separated from vehicle traffic by trees, bollards, buffers, parked cars, or curbs wherever possible. Research has shown that physically-separated bike lanes yield the greatest safety gains for cyclists and, as a highly-visible piece of infrastructure, even have the potential to attract new cyclists. Vegetated buffers can further protect cyclists from harmful air pollution and should be incorporated whenever possible.

Green infrastructure should be widely used. Bioswales, rain gardens, and permeable pavement can be used to manage stormwater runoff and reduce flooding as well as create more aesthetically-pleasing streets. New construction should incorporate as many green streets features as possible, and existing infrastructure should be retrofitted to include green infrastructure. In Edmonston, Maryland, a 2/3 mile stretch of road was retrofitted with bioretention systems that now capture 90 percent of the first 1.33 inches of water on-site, helping to mitigate flooding and improve local water quality.

Philadelphia’s new rail park

This article on Philadelphia’s new rail park sounds kind of cool. Sure, we are copying an idea from New York with the typical one-decade lag, but it sounds like the designers have given some thought to ecology.

The Rail Park’s horticultural design is a “simple palette” with three main layers, he explained.

Hardy London plane trees — “the classic park tree” found along the outer lanes of the Ben Franklin Parkway and throughout the city — will dominate the upper layer. Multi-stem oaks and Kentucky coffee trees will fill in the medium layer, along with shorter redbuds and other flowering trees, American holly and Eastern red cedars. A birch grove will “play off the window boxes” that adorn a neighboring apartment building, like “a domestic landscape writ large,” Hanes said.

The lower level of plants will be more diverse, with arrangements of shrubs and perennials that include:

  • Bottlebrush buckeye
  • Oak leaf hydrangea and viburnums
  • Sedges, tall grasses and ground covers
  • Several varieties of fern
  • Sumac
  • Asters
  • Sage
  • Goldenrod
  • Milkweed
  • Alum root
  • Wild petunias
  • Wild indigo

I can vouch for this part of town being sorely in need of some wildness.

Biophilic Cities

Biophilic Cities is a group trying to create “cities of abundant nature in close proximity to large numbers of urbanites. Biophilic cities value residents innate connection and access to nature through abundant opportunities to be outside and to enjoy the multisensory aspects of nature by protecting and promoting nature within the city.” This seems a bit big picture and visionary, but they also have some practical resources such a collection of codes and ordinances used by various cities.