During the coronavirus pandemic, the city closed a stretch of a four-lane highway along San Francisco's Pacific Coast and made it an automobile-free sanctuary where bicyclists and walkers flocked to exercise and socialize under open skies and to the sound of crashing waves. But with the post-pandemic return to school and work, resentment grew among neighborhood residents who relied on the artery to get around.
Car-centric planning has hollowed out our cities. Zoning regulations, freeways, and cheap fuel gave rise to sprawling suburbs and isolated communities, dependent on personal vehicles for even the most basic tasks. It's a system that punishes the poor, marginalizes the elderly and disabled, and makes public life thinner and more precarious. The car promised freedom, and delivered debt, pollution, and dependence.
AMONG A GROWING ARRAY of government-sanctioned informational systems, motion sensors, acoustic monitors, biometric scanners, and thermal cameras work in tandem with sprawling private networks of data brokers to track social and environmental flows with forensic precision. They measure footfalls, scan license plates, log financial transactions, and inspect the movement of people alongside particulate matter. As sensing technologies increasingly oversee and overwrite the spatial production of contemporary life, proposals for "smart cities" and other data-dependent composites-proliferating since the early 2010s-obfuscate regimented environments of surveillance and control through rosy prospects of connectivity, security, and risk management, all sustained by the tenacious dystopian dream we call information.
Given the unaffordable prices of a standalone house in Randwick, a vibrant suburb in the city's east, they opted to renovate a sunroom. We had to take a creative approach and create a flexible third bedroom, Henderson says. Otherwise we would need to move away from here, and we'd be moving further away from jobs, further away from work and schools. The compromise we came up with was to remain where we were, but create a third space.
Having lived in Delhi and now in Mumbai, I find Delhi streets are poorly lit and unsafe. I faced ogling, eve-teasing [public sexual harassment] and inappropriate touching on buses while I was a college student. Even in upscale areas, I was chased by drunk men. You are always on high alert, especially after 8:30 at night,
As the exhibition explains, the council was granted new powers to direct local development in 1963, and its new department was led by a London County Council architect, Edward Hollamby, giving them a significant advantage when planning large estates. He was more interested in Scandinavian style modernism than the British New Brutalism exemplified elsewhere, and despite what you might see if you travel through the area, was more interested in low-rise developments instead of tall blocks.
But as I said in my last column, L.A.'s roughly 500 parks and 100 rec centers, occupying 16,000 acres, are generally in bad shape and not easily accessible to many residents. In fact, in the latest annual ranking by the Trust for Public Land, they fell to 90th out of the 100 largest recreation and parks systems in the nation on the basis of access, acreage, amenities, investment and equity.
How do nature and landscape dialogue within spaces designed for children? How are architecture and urban design capable of shaping natural atmospheres that integrate practices of play, participation, and exploration? From participatory projects that involve children in the design process to built environments that incorporate furniture adapted to their needs, the conception of spaces for childhood entails the creation of places for encounter, learning, and coexistence.
The changes will create two clearly defined zones: a Park Zone on the west side and a Multi-Use Zone on the east side. The Park Zone will be calm, designed for walking, yoga, play, and picnics. Non-motorized bikes will be welcome if ridden by children. The Multi-Use Zone will accommodate cyclists, runners, walkers, and e-bikes. Users will be guided to keep to their right side to create predictable movement. Pedestrians will always have the right of way at crosswalks.
The software tool developed by Cornell researchers models small city energy use quickly, allowing simulations for cost-effective decarbonization strategies. It can inform policy prioritization.
The Department of Transportation is committed to implementing traffic calming and protected bike lanes under the elevated tracks in Astoria, enhancing cyclist and pedestrian safety.
"Lack of affordable new housing, urban planning issues, touristification through platforms like Airbnb and digital nomads are key drivers," Arturo Aispuro, an urban planning expert, tells The Art Newspaper.
"Everything has to be assessed on its merits, and the merit that we are measuring these projects by is whether or not they deliver for working class New Yorkers who are currently taking the slowest buses in the country."
The new ordinance allows accessory dwelling units, or ADUs, to be up to 1,200 square feet and 25 feet tall, regardless of attachment type. Rooftop decks are permitted with additional height allowances for safety railings.
Wandsworth Council's growth plan aims to build over 14,000 new homes in the borough within the next decade, covering areas like Battersea, Nine Elms, Clapham Junction, and Wandsworth Town.
The City of New York's Law Department is arguing that it is impossible to enforce parking regulations in pedestrian areas, thereby questioning the value of a protected bike lane.
