Partez à la découverte de ces villes flambant neuves abandonnées dans toute la Chine. Il existe en Chine une multitude de villes complètement neuves qui n’ont presque jamais été habitées. Des villes fantômes qu’on peut trouver aux quatre coins du pays et qui ne sont habitées en général que par quelques milliers de personnes au maximum. DGS vous emmène à la découverte de ces villes dépeuplées où la nature commence petit à petit à reprendre ses droits. Kangbashi New Area Le quartier de Kangbashi New Area est en réalité une ville-nouvelle construite suite à une forte expansion économique de la ville-préfecture d’Ordos, située dans la région de Mongolie-Intérieure au Nord du pays. Ce quartier gigantesque a été financé à hauteur de 161 milliards de dollars. New South China Mall C’est le plus grand centre commercial du monde, situé à Donggang, dans la province du Guangdong… Seulement environ 1% du complexe commercial est occupé par des marchands ou autres vendeurs.
Chenggong Beichuan Zhangmutou La ville écologique de Jing Jin Florentia Village Little London. Choc-A-Block: Parking Measures to Address Mobility Crisis | Centre for Science and Environment. Laboratoire Urbanisme Insurrectionnel. Getting from here to there: Search results for parking. The annual Transportation Research Board's conference is coming up and Columbia's Urban Planning Program is well represented. I'll re-post closer to the conference with better formatting, but here are the projects that some of our best PhD students will be presenting. My sessions are listed below theirs. Xiaohong Pan will present in session 574 (1/24/2012 1:30-3:15):Senior Population's Transportation Preferences to Access Health Care Services: Insights from 2009 National Household Travel Survey (12-3251) Population aging is now progressing rapidly in the U.S., which brings significant social and economic challenges to each and every stakeholder in the society.
As seniors age, their health care needs surge and they more likely need alternative means of transportation. Authors Schwieterman, Joseph P., DePaul University Fischer, Lauren A., DePaul University I will be in the following four sessions: Taxicabs for Improved Urban Mobility: Are We Missing an Opportunity?
Network Musings: Search results for parking. Right now, vehicle transportation infrastructure gets its user-fee financing from a few major sources: Gas taxesRoad tollsResidential parking permitsVehicle registrations The public belief is that gas taxes pay for road maintenance and road building of everyday roads – despite the fact that gas taxes haven’t been raised in the US since 1991.The belief is that highway tolls pay for the building and maintenance of highways on which they are charged.
Parking permits and registration fees are seen as mechanisms by which taxes are extracted for no good reason. We can assume that people don’t like taxes. They don’t much like user fees. And they really don’t like what they perceive to be unfair or “double counting.” Nor do they relish falling unexpectedly into rivers, experiencing increasingly extreme weather patterns and brush fires, significant rises in sea level, or extraordinary species loss. We aren’t covering even basic levels of safety and standards for good repair.
Drive more, pay more. Reinventing Parking: "Cars are parked 95% of the time". Let's check! "Most people in transportation focus on the five percent of the time that cars are moving. But the average car is parked 95 percent of the time. I think there's a lot to learn from that 95 percent. "Donald Shoup when asked why he studies parking. If you have an interest in parking policy, you may have come across that figure of 95% before. This post offers some answers and gives you tools to find out more. Basically, to calculate the percent of time that cars are parked we need to estimate the number of hours that the average car is in motion. Give it a try for a place you care about! Here are three different approaches to the calculation.
Option #1: based on the number of cars, the number of car trips and the average time duration of car trips: A UK report on parking put out last year by the RAC Foundation (and well worth a read by the way!) Since there are 168 hours in a week, the typical UK car is parked 96.5% of the time - even higher than Shoup's US estimate! But why should we care? Grush Hour: Parking. On 20 March 07 I wrote that Miller’s proposed $100 per-parking-stall tax is regressive, does nothing to manage congestion in consequence “is simply a wasted opportunity.” Darren J, an advocate of doing something constructive about congestion, wrote: …I agree that a parking tax that small is useless… Do you think a much larger parking tax (more than 35 cents!)
Would have an impact on car use, and could be used as a first step before road tolls? This seems to be the direction is heading. First of all is not heading in any direction in terms of managing congestion. The last 25 years of transit history of this city is abysmal and the new six-billion-dollar-15-year plan (let’s say it will be built just for this paragraph) will not keep up with the projected population over those 15 years anyway. Sorry… back to Darren’s excellent question. Would a larger parking tax impact car use? Yes, there is a level of taxation that would have a meaningful impact on car use. This is really simple. Parking. This guest post is by my friend and colleague Stuart Donovan, with whom I've worked on a range of excellent transit planning projects over the years. Stuart is the head of the New Zealand office of MRCagney consultants, a credentialed engineer, and the manager of numerous successful transit and transport policy research projects around New Zealand and beyond.
For me parking is like sex, money, and religion – it’s one of those things you avoid bringing up in polite conversation. The reason is that most cities have an over-supply of under-priced parking, yet most inhabitants of those cities believe exactly the opposite; that there is never enough parking. Changing this belief is tough work. It’s invalid because economic and geometric realities prevent cities from expanding their parking at the same rate as they grow.
For these two reasons, the supply of off- and on-street parking will always struggle to keep pace with the rate that cities grow. But what can we do to address parking issues? Reinventing Parking. Qu’est-ce que c’est que ces nouveaux passages piétons ? | Rue89. Un curieux passage dans le XXe arrondissement de Paris (Audrey Cerdan/Rue89) Comme des confettis géants peints au sol. Des rectangles en pagaille. Des Kapla qu’on empile. La veille, au même endroit, il y avait un passage piéton. Quelques jours plus tard, dans une autre rue de Paris : le même motif. Intervention artistique ? Un coup de fil à Alain Boulanger s’imposait. Ex-« Monsieur vélo » à la mairie de Paris, il s’y occupe aujourd’hui du « partage de l’espace public » . « Ce n’est pas des confettis, c’est des pixels. » Nuance. Panneaux invisibles Panneau « zone de rencontre » Dans une zone de rencontre, les piétons ont la priorité et peuvent marcher où ils veulent sur la chaussée.
Un panneau avait été conçu pour signaler l’entrée dans ces espaces. . « On a fait plein de tests et on s’est rendu compte que les automobilistes ne voient pas plus de 10% des panneaux. D’où l’idée d’un graphisme bien particulier sur la chaussée : « Piétons vulnérables »