Showing posts with label sprawl. Show all posts
Showing posts with label sprawl. Show all posts

Friday, March 28, 2008

WEEKEND READING: March 22-28, 2008

Sorry for the slow week. Regular posting should resume after this weekend. In the meantime, there's always plenty of weekend reading to go around!

ITEM ONE: First off, a bit of self-promotion. I have a new post up at Next American City projecting some possible outcomes of the rise of online virtual worlds and increased advertising in Western culture. The French Quarter as an export? Perhaps...

ITEM TWO: WorldChanging with a stirring piece on the powerful political act of optimisim.

ITEM THREE: Is your city a "Paris" or a "London"? Read this Economist piece comparing the two euro-glam-capitals and ponder that question for a bit. (Via Pittsblog)

ITEM FOUR: PlannersWeb takes an in-depth look at the role of urban planners in a Chavez-led Venezuela.

ITEM FIVE: Core77 reports on the book containing the radical designs generated by participants in eVolo's '06, '07, and '08 Skyscraper Competition. Flashy stuff. (Photo credit)

ITEM SIX: Speaking of radical architecture, Richard Florida posted news of a massive floating city-cum-cruise ship. This definitely falls under "You gotta see it to believe it."

ITEM SEVEN: Over at Interchange, Barbara Faga looks at the somewhat comical tug-of-war in public perception of which is worse: density or sprawl.

Hasta luego; enjoy your weekend.

Sunday, March 16, 2008

Joie de Vivre Urbaine

"...And joie de vivre [joy of living] may be seen as a joy of everything, a comprehensive joy, a philosophy of life..."

Long ago, writers disparaged cities like London, New York, and Paris, labeling them as hives of disease and destitution. But over time, industrialization and economic growth powered by these urban centers lifted hundreds of millions of people out of poverty, creating a prosperous and secure middle class like the world had never seen. Over the past few decades, we have seen this happen again in China and India. With the rise of ideas like common wealth and the urban planet, it seems less naive each day to believe that this trend could continue moving upward, creating a globalized standard of living (not to be confused with a singular global culture, which would be intensely boring).

But the current model of urban living, with its sprawl, auto-dependancy, and tokenization of nature, is unsustainable at best. If economic development in developing world-cities is to diminish poverty at any notable rate, everyone -- in worlds both "first" and "third" -- must work to bring about the evolution of their cities into healthy, green, globally-minded places. The City As Solution to Climate Change and Globalization Pains has been a popular topic of conversation of late. But how can people in developed countries be persuaded to agree?

As we step into this new Urban Age, those of us arguing for the City As Solution must focus on the joie de vivre urbaine. For cities to reach their full potential as engines for change, the urban chorus will need to grow louder and brighter. The masses should be reminded of the joys and conveniences of living in vibrant, eqitable urban neighborhoods, not guilt-tripped out of their McMansions and driven into gentrifying neighborhoods to exacerbate socioeconomic inequality. Only when a person believes that they will enjoy something -- and that they deserve to -- will they make a real effort to change their way of life.

This week, as Where wraps up its first year in the urblogosphere, each day will feature a post that celebrates the excitement, promise, and possibility of the urban environment. It's Urbanism For Fun (but no profit). A preview:

Monday: EXPLORE
We'll start off by looking at how Google Earth and online mapping sites are making urban places more exciting by helping urbanites develop a better understanding of their cities, and how this type of technology could affect urban culture and society in the future.

Tuesday: PLAY
Taking another look at mixed-reality gaming, Where will consider this emerging form of entertainment as a possible catalyst for economic development in the near future.

Wednesday: IMAGINE
If you could rethink how cities are built, how would you do it? It's a question many of history's most famous architects have taken on with relish. In a guest post by SOM design associate Ella Peinovich, who participated in an architecture studio that took on this very daunting challenge, we'll learn more about what it's like to go through the process of radically reimagining the urban form.
(This has been edited to reflect a change in content).

Thursday: LEARN
Thursday will feature Where's full review of the buzz-heavy book The Endless City, compliments of Phaidon.

Friday: CREATE
March 21st marks the 365th day since Where's first post. To celebrate this blog's "birthday," a special edition of Weekend Reading will look back on the top ten posts of the past year.

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DON'T FORGET
The Blogedanken game will be open to entries through 11:59pm CST, this Saturday, March 22nd. Go play and submit your favorite results for your chance to win a copy of PA Press' Hyperborder.

(Photo from Flickr user Shimrit&Yaar. The original full-color version can be viewed by clicking the photo.)


Links:
Joie de vivre (Wikipedia)

Hyperborder (Princeton Architectural Press)

Thursday, January 17, 2008

Review: Suburban Transformations


I'll start this review off with an apology to PA Press, since they sent me a review copy of architect Paul Lukez' new book Suburban Transformations back in early November and I'm just getting around to actually reading and reviewing it more than two months later. There was NaNoWriMo, then there were holidays...it has been a crazy winter. And so, without further ado...

There is a lot of discussion these days, at least in architecture and planning circles, about what will happen to today's sprawling suburbs as people wake up to the fact that the current suburban model is unsustainable. There have been calls for a complete return to cities, though I think most everyone knows that this would be extremely difficult if not outright impossible. Cities have physical limits, and density becomes unhealthy after a certain point. Compare Paris to the infamous Kowloon Walled City for an exemplary contrast.

Still, it is widely assumed that the suburbs of tomorrow will look quite different from the beige, cul-de-sac draped landscapes that currently surround central cities throughout much of the developed world. While the speculation about the external changes that will force suburbs to shape-shift is frequent and varied, ideas (not to mention actual visualizations) of what these nouveau suburbs might look like are surprisingly few and far between. Suburban Transformations fills a unique gap in that regard, and the pragmatic novelty of author Paul Lukez's descriptions and images of prospective suburban densification and evolution is what makes them so very impressive.

Stylistically, Suburban Transformations is something of a hybrid; it is too colorful to be called an academic text, and yet a bit too dry to be read purely for entertainment. Still, the mix works well, with the text augmented generously with drawings and photos. The bulk of the book is spent discussing the methods Lukez envisions for changing the shape of traditional auto-centric suburbs as painlessly as possible; his process -- deemed the "Adaptive Design Process" -- is appropriately simple. It offers ways to examine and reshape suburban spaces characterized (ironically?) by their lack of character. If suburbs are to be criticized for their generic appearances, Lukez' process should conversely be commended for its ability to take these incredibly generic places and not only make sense of them, but also to make valid suggestions about how to take supposedly hollow, meaningless places and re-think the context to provide opportunities for site-specific design.

The bulk of the book focuses on a single hypothetical case study of the area around a mall in the Boston suburb of Burlington. Here, the author puts his theories into action, using everything from the topography to the noise levels to the freeway interchange -- yes, the freeway interchange -- to give texture and meaning to the site. The book suggests that Burlington's history as an important transportation route -- established first by Route 128 in the early 1900s and reinforced by the freeway in the 60s, can and should be used as a contextual element to guide the design process for transforming the site. The massive roadway is thoroughly and thoughtfully integrated into all of the adaptive designs that are envisioned during the second half of the book. In the end, the freeway itself becomes more closely related to the site; at the same time that it gives the site meaning, the reconfiguration of that site transfers increased significance to the road itself.

Further exploration of the Adaptive Design Process is helpful to understanding its versatility. As a result, Lukez also takes time at the end of the book for three shorter case studies of Amsterdam, Dedham (another Boston suburb), and Shenzhen. Illustrations are plenty and the ideas presented exciting. In fact, this is perhaps the book's greatest strength: its ability to turn a seemingly dire problem (the proliferation of soulless suburbs) into a golden opportunity. Suburban Transformations envisions the dramatic altering of the suburban landscape. And whether or not the process described in the book is ever widely used, the true value of this book is how effective it is in dramatically altering the reader's perspective.


Links:
Suburban Transformation (Powells.com)

Paul Lukez Architecture

Sunday, January 6, 2008

Urbanffffinds 012

This was a very tough week. Lots of great urban imagery over on FFFFOUND!, but Where has pared it down to just eight pics for your viewing pleasure...







Friday, January 4, 2008

WEEKEND READING: December 29th, 2007-January 4th, 2008

It's been a crazy week for this blogger offline, but regular posting should resume next week. I have a ton of stuff backed up from the holiday season, so Where might get busy soon. As for Weekend Reading, we're starting off 2008 with some great material!

ITEM ONE: Sick of suburban sprawl? So are the people behind Project Outrage.

ITEM TWO: Der Spiegel profiles Albert Speer, Jr., son of the devil's architect.

ITEM THREE: Deputydog features a short but visually impressive post on one of my all-time favorite buildings (now, sadly, demolished), Diller + Scofidio's brilliant Blur pavillion. (photo credit)

ITEM FOUR: WorldChanging rounds up the top city-related stories from its 2007 archives.

ITEM FIVE: Social Practice points to this site, Encounters, which "[explores] informal education, lifelong learning, and social action."

ITEM SIX: Collapse author Jared Diamond's much-ballyhooed article on scales of consumption in the NY Times.

ITEM SEVEN: Do cities have color schemes? Brand Avenue takes a look.


Enjoy your weekend. It's 27 degrees in Chicago right now...feels like summer!!

Friday, October 19, 2007

WEEKEND READING: October 13-19

It has been a busy week in the blogosphere. That makes for a fat WR list!

ITEM ONE: Wikipedia's impressive list of urban squares ranked by area. This is the kind of thing that the internet was invented for.

ITEM TWO: A post at Line of Sight covering the delightfully wacky buildings of Argentine architect Francisco Salamone. (Photo credit)

ITEM THREE: BLDGBLOG's got a crush on Los Angeles...

ITEM FOUR: ...and over at Spacing Wire, an Angeleno has a crush on Toronto.

ITEM FIVE: Kazys Varnelis with an interesting take on the city vs. suburb debate.

ITEM SIX: Interesting post at IAdotO about Emotional Architecture (with the added bonus of a link to a free online version of the book The Emotion Machine).

ITEM SEVEN: Antonio Gaudi's got a Brazilian doppelgänger.

ITEM EIGHT: International Listings' take on the Top 100 Architecture blogs -- a good resource with lots of blogs both old and new. Where comes in at #100 thanks to good old-fashioned alphabetization. ;-)

Have a great weekend, everyone!

Monday, October 15, 2007

Addressing the Sub/Urban Divide

The following post is part of Blog Action Day 2007, in which more than 15,000 bloggers around the world are posting about the environmental challenges that we face today as a society. For more info, follow the link at the end of the post.

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These days, cities and suburbs are locked in a seemingly intractable struggle. Cities are understood to be the dense urban cores bustling with pedestrians and laced with mass transit lines, while suburbs are viewed as the stomping grounds of the wicked and immoral Sprawl Monster that devours land at alarming rates and drives up demand for auto traffic and freeway construction, adding untold millions of tons of carbon into the air and accelerating global warming. It's a typical Western dichotomy: dark vs. light; right vs. left; good vs evil.

What often gets brushed aside as a result of this oversimplification is the fact that urbanity has little to do -- especially in the United States -- with political boundaries. The average densities of American cities and suburbs are almost the same. In fact, if you look at the 43 American municipalities with a density above 10,000 people per square mile, only six of them -- New York, San Francisco, Chicago, Boston, Philadelphia, and Miami -- are the central cities in their metropolitan areas. (That number rises to eight if you include Trenton and Newark, both in New Jersey, whose smaller metros are usually absorbed into the CSAs of Philadelphia and New York). Granted, some of the suburbs that reach this density are far more auto-centric than some of the less densely populated central cities, but the point here is that questions urbanity cannot be boiled down into easy, diametrically opposed sides. Density, sprawl, city, suburb -- all of these things are involved in the equation, but they don't always line up as neatly as we might hope.

It is often said nowadays that cities produce the majority of carbon emissions (roughly 80%) and therefore these areas must be the solution to the problem. This is entirely true, but we have to realize that "city" in this instance refers not to central urban areas, but entire metropolitan regions. One of the greatest challenges that US cities face, then, is how to undo the damage that poor land use policies and auto-dependancy have done to our suburbs. Many of the suburbs in the 10K+ density range are older places that were established before or during the early years of the automobile age: Paterson and Jersey City across the Hudson from New York; Somerville and Cambridge across the Charles from Boston; Cicero and Berwyn on the western edge of Chicago. These suburbs often have their own commercial areas, neighborhood shops and restaurants, and immigrant communities priced out of central cities. They are densely populated and often less reliant on cars than postwar suburbs. Many are connected to transit systems. In short, these suburbs are very urban places.

In the same stroke, some very large cities can be very sparsely populated places. San Jose, the center of Silicon Valley, is half as dense as Lakewood, Ohio, an historic streetcar suburb of Cleveland. Alexandria, Virginia, a suburb of Washington, DC, is twice as dense as Las Vegas. And how about this one: the most densely populated municipality in the US, Union City, New Jersey, has a population density 54.5 times higher than that of Jacksonville, Florida, one of the country's largest cities.

Numbers and boundaries have never been very good ways of defining places. They're too clinical, and they often substitute statistics for the human element. This has led to a critical misunderstanding on the part of the general public in the US of terminology pertaining to the built environment. As a result, people here are having a lot of trouble figuring out how cities should address climate change. There is a consensus that something must be done, but people can't seem to agree on what that might look like. City-dwellers pat themselves on the back and blame climate change on amorphous "sprawl," anti-urbanists twist stats to try to turn the tables on urbanists who are ill-equipped to deal with public perception, and suburbanites guard their turf rather fiercely, fearing that "density" will translate to more hellish commutes and the loss of "local character" that often doesn't exist in the first place. As a result the US plods along slowly toward a drastic change in the coastline with no solution in sight.

There is a near-total lack of vision in how we deal with urbanization and development in this country. However, this is starting to change. Hopefully, a rather damning trifecta of recent reports will give urban planners and civic leaders the tools they need to redirect the conversation.

First, it was revealed by the New York City Department of Health that New Yorkers lived, on average, nine months longer than the average American -- a fact linked to New Yorkers' more active lifestyles and the city's dense, walkable streetscape. Next came a report from Smart Growth America with the claim that "the projected 59 percent increase in the total miles driven between 2005 and 2030 will overwhelm expected gains from vehicle efficiency and low-carbon fuels." Finally, the American Public Transportation Association announced that "when compared to other household actions that limit carbon dioxide (CO2), taking public transportation can be more than ten times [more effective] in reducing this greenhouse gas." It was a three-strike, rapid-fire attack on auto-centric development patterns. The message was made very clear: if we want to seriously address climate change in the United States, we must walk more, improve our public transit infrastructure, and drive much less often. All of this is reliant upon the existence of one thing: an urban environment.

At some point it must be acknowledged by a majority of Americans that if we want to change the way we impact our climate, we have to change the ways that we build and live. Making the switch from regular light bulbs to CFLs is all well and good. But understanding the way that land use and transportation actually work, and accepting the fact that we must be more responsible in these areas, is critical to finding a real solution. If the public is to come to this better understanding, recognizing and explaining the difference between straight statistics (city/suburb, density/sprawl) and genuine urbanity should be the first items on the urban agenda.

(Photos from Flickr users jimheid and mirkob. The first shows Cambridge, MA, rising across the river from Boston's Back Bay neighborhood; the second is an image of Jacksonville, FL's hollowed-out core and the sparsely populated surrounding neighborhoods.)


Links:
Blog Action Day

US Municipalities Over 50,000:
Ranked by 2000 Density (Demographia)


Why New Yorkers Las Longer (NY Magazine) (via All About Cities)

Less Auto-Dependent Development Is Key to Mitigating Climate Change, Research Team Concludes (Smart Growth America)

Taking Transit: The Most Effective Route to Cutting Carbon (WorldChanging.com)

Tuesday, September 4, 2007

The 21st Century Park

“A 21st-century park is something very different from what Frederick Law Olmsted imagined when he won the competition for Central Park in the 19th century. We have the Internet, we have computer games, we have people flying to Hawaii for vacation, so a park in the 21st century has to be a wholly new kind of thing...I hope that we cast a wide enough net to get truly the first park of the 21st-century. Shelby Farms is certainly big enough to be something very special.”

This little nugget of hubristic bombast comes from Alex Garvin, a former LMDC official (*ding*, red flag), in reference to his current project: a revamp of Shelby Farms Park, currently a twinkling RFQ in Memphis' eye. As it stands, the 4,500 acre park is currently used for a variety of recreational activities, as one might expect for such a huge space. The Shelby Farms Park Alliance describes the park as encompassing "lakes, paved and unpaved trails, forests, meadows, an Agricenter, a farmer’s market, a horse arena, a visitor center, rental horses, skate boarding, disc golf, dog off-leash area, senior gardens, a natural area with a river running through it, a restaurant, government offices and even a prison."

Heh...someone really knows how to end a list and start a party.

At any rate, Garvin was originally brought in to develop a master plan for the park that one can only assume was originally intended to have some sort of developed component. But Garvin's suggestion was to shape the rough natural spaces into the majestic, high-tech Versailles of the Future described at the start of this post. So now the RFQ is calling on L-archies big and small to come up with a way to turn a subdivision-ringed area that claims to be the largest urban park in America into a fully-functioning greenspace-masterpiece-extravaganza. Sounds like a thunderous disappointment waiting to happen, no?

There is naked ambition evident in Garvin's blustery prophesy of trailblazing landscape architecture; the Shelby Farms Park being (vaguely) envisioned is grand, expansive, and very, very important. Yet the conflict of a park five times the size of Manhattan's Central is inherent in Garvin's own description of the challenge. The internet, computer games, and increasingly affordable transoceanic flights are all smaller pieces of the larger problem of technology's tendency to pull or even drive us apart. The logical solution to this problem, in terms of parks and other public spaces, would be to create engaging and inviting parks that, by design, bring people together. To achieve this, theoretically, a designer would need to work on a very human scale, focusing on details that would inspire interaction. To suggest that this can be done over a stretch of 4,500 acres implies a fairly rosy tint to one's glasses.

In fact, "humanly scaled" is most commonly used to describe the very un-grand side of urban design. The human scale is best suited to smaller spaces: pocket parks, plazas, paseos, grottos, playgrounds, and neighborhood gardens. These small spaces very frequently serve as local gathering places, reinforcing the importance of community in the larger context of the sprawling, technologically advanced megacities of the 21st century. They provide a sense of scale (there's that word again), reminding city dwellers that they are a part of something smaller than the cities in which they live. This is vital to city life, and these places are well-used because they are easy to fill up. That sounds a bit circuitous, but the fact is that the places most enjoyed in cities are the places where there are a lot of people around. A healthy amount of people-traffic makes us feel safe, and smaller public spaces are easier to keep busy, plain and simple.

That's not to say that large parks can't work. Central Park in Manhattan, Lincoln Park in Chicago, Hyde Park in London -- all of these are wildly successful urban parks not merely because of their beauty, but because of the high density of the neighborhoods that abut them. These parkside neighborhoods generally hold at least 50,000 people per square mile, roughly the density Jane Jacobs suggested as ideal. But this is yet another example of proper scaling: huge numbers of people require more space to spread out. If, following conventional wisdom, the Upper West Side is the traditional town writ large, then Central Park is the resulting exaggeration of courthouse square.

In addition to the incompatibility of Shelby Farms Park with its surroundings (in terms of creating a great urban park) there are issues of accessibility. The 754 square mile Shelby County, in which the majority of the Memphis area's residents reside, has a population density of just over 1,100 people per square mile. In short, the Memphis area is fairly spread out. With Shelby Farms Park located at the eastern edge of the metro -- 10 miles from downtown Memphis at the closest point -- the only access to the park for almost everyone in the region will be by private automobile. Even ignoring the implicit socioeconomic segregation, this location fails, through inaccessibility, to address any of the problems brought on by increased technology. It is merely a sprawling green space surrounded by sprawl. No matter what the park looks like, it will be accessible only to select people, and is unlikely to encourage an increased sense of community.

A few hundred miles to the north, another Mississippi River metropolis is struggling with an exacerbated version of the problems facing the Shelby Farms Park redesign. Mayor Slay and other residents of Saint Louis made news recently by suggesting that some of the national park surrounding the Gateway Arch -- the city's greatest landmark and monument to Manifest Desitny -- be redeveloped by reinstating the street grid that once ran right up to the riverfront and building a New Urbanist-style extension of downtown, complete with walkable condo-and-coffee-shop neighborhoodlettes. The merits of this project aside, it is interesting to note what the mayor and other St. Louisians describe as the somewhat infamously placid park's greatest problems: it's hard to get to, and there is not much to do.

In a park as large as Shelby Farms, a solid and cohesive landscape is next to impossible; any attempt would create extreme monotony. There will inevitably be a mix of landscapes surrounding specialized areas of activity. No matter how interesting or innovative they are these scattered points of interest will, at best, see the same fate as the Gateway Arch: they will become islands in an ocean of unused open space. But when all is said and done, what is most irritating about Shelby Farms Park is not that it will be nothing particularly special; there is no rule against gargantuan suburban parks. What is truly frustrating is that ths park claims that it can address the critical issues of landscape and public space in the 21st century, when at the most fundamental level, it cannot. Just call a spade a spade.

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As we struggle to first define and then combat sprawl in the coming years, it will be interesting to see what kind of meaning that wretchedly overused and woefully misunderstood term -- "open space" -- takes on. It seems important to make some distinction between well-designed parks and public places (streets, riverfronts, plazas, etc.) and rural areas, and the wasted and/or misused areas that are so frivolously and irresponsibly labeled "precious open space" by reactionary neo-NIMBYs. Henceforth, "open space" will be used accordingly in posts at Where, while the well-designed places will be referred to either as "green space" or "public space," depending on their intended use.

(Photo from Flickr user motus media.)


Links:

Shelby Farms to Be a "21st-Century Park" (Architectural Record)

America's Great 21st Century Park (CEOs for Cities)

Shelby Farms Park Alliance

Should the Landscape at the Arch Change? (STLtoday.com)

Tuesday, July 17, 2007

The Witold Rybczynski Interview


Last week, I posted a review of Witold Rybczynski's new book, Last Harvest: How a Cornfield Became New Daleville. After talking to a rep at Scribner (who had sent me the book back in June) I got in touch with the author, who agreed to do a Q&A about the book. The following took place over a series of emails this past weekend.


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Where: Thanks again for agreeing to do this Q&A for Where. So to start out, in my review of Last Harvest I took issue with your statement that "For the first time in history urbanization does not mean concentration" on the grounds that it undermines the difference between urban and suburban environments. What's your take on that terminological disagreement?

Witold Rybczynski: Urbanization traditionally brought with it a whole set of particular advantages. By living together in dense concentrations, city dwelllers had access to a set of services, amenities, institutions, and goods that were distinct from what was available to those living in non-urbanized areas, i.e. the countryside. It seems to me that today technology has, for the first time, vastly diminished the advantages of concentration. Of course, mid-town Manhattan still offers unparalleled advantages, but the way of life in an average American city is no longer as vastly different from the way of life in suburban and rural areas as it once was. People may still choose to live in one place or another, but unlike in the past, concentration no longer offers decisive advantages in education, communications, employment opportunities, availability of goods, culture, and so on. It is not I who have undermined the difference, but society.


W: But does the decentralization of most cities really diminish the difference between urban and suburban neighborhoods? I would argue that it makes the contrast between the two stronger, more readily apparent. Decentralization has not cheapened urban environments...as the recent "revitalization" of many cities has shown, suburbanization has led to an increased appreciation of the distinct advantages that urban places offer. I guess, at this point, it would be good to have you explain what "urban" signifies to you.

WR: Think of the difference between "town" and "country" one hundred years ago. It was absolute and affected what you ate, how you lived, the amenities to which you had access, and much more. I would argue that today the differences between amenities, resources, etc. available to someone living in an exurb outside Denver or Pittsburgh, and living in downtown Denver or Pittsburgh, while they have not disappeared, are slight. The fact that information, medical care, education, entertainment, and so on have dispersed is significant. I am not aruing that there are no differences at all, but rather that they have, for most people, diminished to the point of being trivial. Nor is the balance weighted to the city, as it once was. Suburban Philadelphians, for example, have more choice in department stores or food stores, than those living in Center City. On the other hand, we all have equal access to Netflix and Amazon.

At this point in our history, urban means all of us who live in metropolitan areas, downtown, city neighborhoods, suburbs, and fringe areas.

I think that the "urban" that you describe, and which is what is described in the so-called "renaissance" refers to those who live in downtowns, who are generally either young professionals or retired people, and a small number of empty nesters. This is probably not more than 5 percent of the total city population.

Center City Philly has about 70,000 residents (very large for a US downtown), while the city has 1.5 million, so 5% is conservative, for most cities.


W: In a recent interview with Business Week, you were asked whether New Urbanism and Neotraditional Developments like New Daleville were in the vein of Jane Jacobs' brand of urbanism and you confirmed that you did, indeed, believe them to be very similar. I agree to an extent -- they do aim to achieve many of the same things Jacobs championed. But Jane focused heavily on density as a critical aspect of successful urbanism (and, from what I remember, did not think much of New Urbanist development), so how do you reconcile the extremely low (by compairison to her professed ideal) densities of these developments with the fact that they claim to aim for a rather Jacobsian ideal?

WR: Jacobs definitely espoused density + a mixture of uses. In “The Death and Life of Great American Cities” she wrote almost exclusively about Greenwich Vilage, which is an extreme example of both. I don’t think you have to interpret Jacobs literally to be influenced by her, and like almost all town planners post-DLGAC, the New Urbanism movement has found inspiration in her writing. It is true, as Robert A. M. Stern pointed out in his recent adress to the CNU convention in Philadelphia a few months ago, that the accomplishments of New Urbanism have had more to do with suburbs than with city centers so they have usually been built at lower densities. That has partly to do with the market in the 1980s, when New Urbanism started. Today, a few developers have figured out how to do high-density, mixed-use and we are seeing more new construction along those lines (Atlantic Yards, for example).

Incidentally, all ideas in urbanism that start out as ideologies (Charles Mulford Robinson’s city beautiful, Howard’s garden city, Jacobs, McHarg, DPZ) get severely compromised by the time they have gone through the sausage machine of the market. In the 1960s, did Jacobs imagine that her Village would become an expensive enclave? I doubt it.


W: The Village is certainly not what it was in the 1960s, but that has a great deal to do with people rejecting the aesthetics and isolation of the suburbs. The prices of places with a strong sense of place are rising specifically because of characterless development, which is what New Urbanism aims to change. It makes sense, then, that most of the successful NU developments would be outside of the urban core, but the one thing that the oft-cited examples (Seaside, Newpoint) share is a great attention to detail. After observing the development of New Daleville and comparing the outcome with other NU developments you've seen, how important do you think this attention to details is to successful New Urbanism?

WR: Attention to exterior detail in neotraditional developments is important. Partly it has to do with establishing a sense of place, partly with the houses being close to the street, hence more visible. I think that equally important is a marketing issue. Neotraditional development is not cheap to implement, since there is landscaping, street details, money spent on the public realm, usually a more expensive permitting process. The builder finds himself in the position of selling a house on a small lot for the same price as a house on a large lot. To offset the competitive disadvantage, builders have found that spending more on design and details of construction makes the house more attractive to buyers. The details at New Daleville included metal porch roofs, porch columns, solid front doors, often with side-lights, shutters, decorative moldings. The overall effect is to make the house appear more solid. The discovery that people will accept higher density in return for a sense of place and good design was one of the key discoveries of Seaside.

Incidentally, prices in places with a strong sense of place are not always higher. There are plent of attractive old villages that are languishing. Location is still an important factor. The first generation of neotraditional developments were in booming real estate markets—that helped a lot. At New Daleville, prices were initially set high (in the hope that people would pay more for detail), but as the market slow-down set in, prices were lowered significantly. This has had a positive effect on sales, and New Daleville now has the lowest prices in the area. But profits are lower than they were initially.


W: Speaking of money, much of the hesitation of the residents of Londonderry toward New Daleville seemed to have come from the fear of how increased density would affect land values in the area. How have things played out in the months since you finished Last Harvest?

WR: I think the general resistance to development from communities arises from the fact that new residents will mean more traffic on the roads, more children in the schools (hence higher schol taxes), and of course, development means the loss of views of open landscape, which is what originally drew people to the rural location. This is quite irrespective of density, except that lower density means less of all the above, so if development must take place, folks would prefer that density be as low as possible.

The other issue is that everyone wants their neighbor’s house to be more expensive than their own—not cheaper. So people are very resistant to having new housing that will cost less than what is already there. That is why it is so difficult to build affordble housing—nobody wants it in their neighborhood. By the way, New Daleville consists only of detached single-family houses. When I asked the developer, Joe Duckworth, about this, he said that he could have included town houses, but that would have made getting approval even more difficult, so he didn’t risk it.In Last Harvest I describe a town meeting at which Joe mentions that the future houses at New Daleville will cost about $200,000, which satisfied the neighbors. In fact, the New Daleville houses started at $340,000 when the sales office opened, although prices have now dropped to about $270,000. This is still more than the price of existring houses, so it is unlikely that New Daleville will negatively impact surrounding land values.


W: It's sort of ironic that two of the three worries that you listed as being associated with higher density in the suburbs -- increased automobile traffic and loss of natural open space -- are two of the biggest concerns of urbanists regarding suburban and especially exurban development, yet the two sides view these problems from slightly different angles. All of it, as you note in your book, gets lumped together as "sprawl." This seems to support your claim that sprawl is actually a myth, a scapegoat for change.

WR: As I wrote in Last Harvest, sprawl is always perceived as somebody else's fault. I think there are serious issues to be addressed in a country with a growing population and technologies that permit decentralization--and plenty of space--but the concept of sprawl has not so far proved useful in resolving the issues. It seems destined to reinforce entrenched positions, rather than finding a solution. Which is a shame. We need another model, that permits discussion rather than merely argument.


W: Any ideas of what that might be?

WR: I don't. But I do hope that it will be based on something other than prejudice, misinformation, and self-interest. Actually, replacing one simplistic model by another would not achieve much. I'm hoping that readers of Last Harvest come away with an appreciation of the complexity of the community building process. That would be a start.


Links:
Witold Rybczynski talks to Diane Brady of Business Week

Monday, April 9, 2007

So I'm Going to Atlanta...

...and I have to admit that, while I haven't been to the Big Peach since December of 2001, I am not a fan of the city.

I am one of the many urbanists who ridicules suburbanized auto-centric cities like Atlanta, who makes fun and rolls eyes and dismisses. Whenever I hear about sprawling cities' growing populations I smugly think to myself "That's fine...in another twenty years those cities will be shrinking so quickly that they'll make the decline of the rustbelt look like a glacial recession," though that analogy is not really as applicable to slowness as it used to be, thanks largely in part to places like Atlanta and--whoa, there I go again.

The truth is, many people are finally waking up to the very real dangers posed by global warming--and still more are admitting that even if climate change is cyclical, air pollution is still a bad thing that causes serious health problems and needs to be curbed. With Atlanta turning the massive brownfield ring of abandoned rail tracks into a pedestrian- and bike-oriented green development corridor (not to mention the infamously freeway-tangled Los Angeles aiming to become the Greenest City in America) it's beginning to look like the cities with the worst sprawl problems are going to be some of the biggest and best laboratories for sustainable development ideas.

So I admit my prejudice up front. I will be posting from Atlanta over the next week, and I probably won't be too nice about it because, as an avowed "Northerner," I tend to carry a bit of a chip on my shoulder about the whole "brain drain" thing. But rest assured that I am well aware that Atlanta sees the challenges before it and that the city has a great deal of potential.

The move toward a sustainable global economy is shaping up to be the next frontier of innovation, and will provide America with a golden opportunity to reclaim some of the entrepreneurial spirit and passion for innovation on which our country's reputation was built. If cities like Atlanta are truly up to the challenge (and I'll be looking for evidence) they may not only wind up saving themselves--they could save our international reputation.

Cross your fingers.