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Carfree Cities

Carfree Cities
Related:  Traffic CalmingLa Mexicana

Future Cities ProjecT: Home Streetsblog New York City Skyscraper News - Skyscrapers, Cathedrals, Modern Architecture database, news, information and images fastcoexist After over a hundred years of living with cars, some cities are slowly starting to realize that the automobile doesn't make a lot of sense in the urban context. It isn't just the smog or the traffic deaths; in a city, cars aren't even a convenient way to get around. Traffic in London today moves slower than an average cyclist (or a horse-drawn carriage). Commuters in L.A. spend 90 hours a year stuck in traffic. Now a growing number of cities are getting rid of cars in certain neighborhoods through fines, better design, new apps, and, in the case of Milan, even paying commuters to leave their car parked at home and take the train instead. Unsurprisingly, the changes are happening fastest in European capitals that were designed hundreds or thousands of years before cars were ever built. Here are a handful of the leaders moving toward car-free neighborhoods. Madrid Madrid has already banned most traffic from certain city streets, and this month, the car-free zone will expand even further.

Bit Car Without negating the benefits of personal mobility, one must also recognize the incongruence of the current configuration of the automobile. Check these numbers: The average American driver drives 29 miles each day. 88% of drivers in the US travel less than 80 miles daily, and for over 40% of drivers, their total travel distance (usually including a round trip) is less than 20 miles. [5] At the same time, in 1990, the U.S. Census Bureau reported that the average vehicle occupancy was 1.1 passengers per car, in trips from home to work. The number is slightly better for shopping and other family or personal business (around 1.7 and 1.8 respectively). An average car weights around 3000 lbs; if it carries only one person at 150 lbs, the person represents only 5% of the total weight, which means that approximately 95% of the energy required to move forward is spent on moving the car itself.

Standards for Highways On this site you will find many invaluable documents relating to the design, construction and maintenance of highways. Simply use the navigation links to access the following: The Design Manual for Roads & Bridges (DMRB) The DMRB was introduced in 1992 in England and Wales, and subsequently in Scotland and Northern Ireland. It has been developed from a number of separate series of documents previously published by the Overseeing Organisations of England, Scotland, Wales and Northern Ireland. The Manual of Contract Documents for Highway Works (MCHW) The MCHW, first published in 1992, consists of several parts which include the administrative procedures for its use, the Specification for Highway Works and its corresponding Method of Measurement. Interim Advice Notes (IANs) IANs are issued by the Highways Agency from time to time. Routine Winter Service Code (RWSC) The Network Maintenance Manual (NMM) Technology Management & Maintenance Manual (TMMM) Further Technical Information Links

La ville à venir tant que l'on ne pense pas à construire entre deux planètes, ou jusqu'à lier une planète et son satellite (ce qui veut dire avoir plus de matériau ) disposition que ceux disponible sur la planète) tout est possible. Alors voici une petite lettre à mon ami Stiltifi sur la ville à venir. Si pour Nouvel il n'y a plus de nouveaux emplacements humains ou villes nouvelles (sauf la nouvelle capitale de la Corée concours sur lequel il s'est jeté paradoxalement, sauf la nouvel capital de feu Turkmenbachi, concours remporté par Pei devant Derbesse puis Koolhaas). Je me permettais cette petite introduction pour poser la question des villes et de . Autre monument selon moi à mes yeux d'une grande importance non pour la forme mais pour ce qu'il déployer comme recherche et modification profonde de l'humanité (à côté l'observatoire de Gauss) : HOTEL and CONVENTION CENTRE in AGADIR by REM KOOLHAAS Agadir, Morocco, 1990 (Competition)

New Helsinki Bus Line Lets You Choose Your Own Route | Autopia An on-demand minibus service run by Helsinki’s public transit authority lets riders choose their own route and summon a trip with a smartphone. Called Kutsuplus (Finnish for “call plus,” referring to the on-call nature of the service) the system of on-demand minibuses lets riders decide on a start and end point, and choose whether to share a journey or take a private trip. Called demand-responsive public transit, it’s designed for maximum flexibility. Riding Kutsuplus costs more than bus fare, but less than an expensive Helsinki taxi. At current exchange rates, it’s a $4.75 fee plus 60 cents per kilometer — less than half the cost of cab fare. Scheduling is completely computer automated — just summon a Kutsuplus minibus to a bus stop with your smartphone and select a destination. Despite its on-demand nature, Kutsuplus isn’t designed to put cabs out of business. Pricing also means that those who are well-served by existing bus routes will stick with them. Photos: Kutsuplus

Paul Romer | Charter Cities und die Vorteile globaler Migration Elektrizität war in Haiti schon vor dem Erdbeben teuer, da ineffektive Regeln es privaten Firmen am Markt schwer gemacht haben. Die Ineffektivität der Polizei förderte Kriminalität. Firmen, die Haitianer anstellen hätten wollen, gingen daher nicht nach Haiti. Firmen, die Haitianer beschäftigten, verließen das Land. Gallup hat herausgefunden, dass 700 Millionen Menschen gerne dauerhaft auswandern würden, wenn sie die Möglichkeit dazu hätten. Es gibt drei spezifische Rollen: Gastgeber, Quelle und Bürge Eine Charter City nimmt ihren Anfang mit einem unbewohnten und freiwillig zur Verfügung gestellten Stück Land, welches groß genug ist, einer Stadt Platz zu bieten. Es gibt drei spezifische Rollen für die beteiligten Staaten: Gastgeber, Quelle und Bürge. Ein Land wie Indien könnte beispielsweise alle drei dieser Rollen zugleich übernehmen, analog zu Chinas Sonderwirtschaftszonen. Auch entwickelte Länder wie etwa Deutschland könnten als Bürge auftreten Aus der Debatte Entwicklungshilfe-Dilemma

Traffic Calming 101 “In almost all U.S. cities, the bulk of the right-of-way is given to the roadway for vehicles, the least to the sidewalk for pedestrians… just suppose that Americans were to extend their walking radius by only a few hundred feet. The result could be an emancipation… –William H. Whyte (CITY: Rediscovering the Center) Developed in Europe, traffic calming (a direct translation of the German “vekehrsberuhigung”) is a system of design and management strategies that aim to balance traffic on streets with other uses. It is founded on the idea that streets should help create and preserve a sense of place, that their purpose is for people to walk, stroll, look, gaze, meet, play, shop and even work alongside cars – but not dominated by them. Besides its power to improve the livability of a place, the beauty of traffic calming is that it can be applied inexpensively and flexibly. Before Traffic Calming: Major Considerations Transit and Traffic Calming Liabilities The Traffic Calming Toolbox 1. 2. 3.