That New City Smell
The Rio and Washingtonian Center in Gaithersburg, MD is a classic case of the city that has that ‘look.’ You know, analogously the only way to describe it is a newly power washed item, there is not significant wear and tear, and there is a certain loftiness in the air. As if you could drive two tractor trailers though the space and not have a single problem. It reminds me of any shopping strip that is new, except it is a city. A few miles stretching in Bethesda in Wisconsin Ave. Downtown Silver spring.
It make you wonder that if cities ever could naturally look like this. It isn’t bad, but to me is a little more off-putting. Mostly, it is a psychological issue with fewer eyes on the street. In all the specific examples, you seem to have a majority of stores without residences and more commercial chains. The lack of individuality is key, where you can in theory be dropped into any of these New Town USAs and not really know where you are.
We all know that well capitalized companies that have the diviersity of income streams from various locations, chains, brand names, and franchises will be more willing to put up capital and invest in a new area. This also guarantees name recognition, spawning not only new jobs, but places people can simply see and already identify.
But that leaves you with a void. As in Frederick, MD where the streets seem to be filled predominately with fresh small business endeavors and a few for sale leasing signs, it’s the polar opposite in these other locales. The Rio, has a potbelly, a pizza place, and chain restaurants off the boardwalk. Yes, boardwalk. It asks a new chicken/egg allegory mixed with Kevin Costner flick appeal: if you build it, do they come? Or do they come, so you build it? These places have the appeal of the item, not the city. You go to the movies, or you go to eat. At least it is designed, right?
The benefit of a place like Rio will be described in detail in another entry, but it does have a sense of place. The theatre is a central component, but the ‘city’esque feeling and genus loci is attributed to a main stretch of road, a good start. But you realize the Disneyland fraud of it all…surrounded almost completely in parking lots, this is an avenue that basically starts from a parking lot, and ends in a parking garage. The car, once again, wins this battle.
The point remains, what is the impact, spatially and socialogically of a new city. A new sequence of spaces? Centrally planned or not, designed from the first brick to the edge of each mullion or not, there is something different *gazes sharply*. I intend to find out.
Friday, January 16, 2009
301: Finding A Metric
Beginning to Discover a Metric
Metrics are typically heard of in economics -- they are a way of measuring the health of the economy. Well, I propose in these blog I develop a metric (or even a few). I am not quite sure what that metric really is exactly, but I think I can start to chisel it down. For instance, when speaking on the human condition in the city, the first should be centered on the human, unabated, in the world. So no car or anything that serves as a condition other than the permanent existing fabric around a person. Le Corbusier has an interesting illustration that I like to think about whenever I go about the design of a space in a building. 'The Modular Man,' is just his illustration the concept of modular space creation based on the human form. This makes a lot of sense, but it is not typically what we do. The example I always think about is just a difference in units...why is three feet and not two feet 11 inches and a fraction? Well, if you were to argue that this slightly shorter distance is more humanistic, the argument usually loses to the ease of construction. In Britain, handles can be a meter above the grade. In the US, a yard. Why does this difference exist? Frankly, it is only because of the arbitrary setting of a unit of national measure. But looking at the typical human proportion can inform design with a lot more precision, as it is based on the conditions of people all around the world. Looking at proportions is nothing new of course, but the notion of making it an organic system based on the human seemed refreshing. I believe the span of a human's stride and what stature a person is walking with in a city is beneficial for a metric.
A Bone to Pick with Oversimplification of Maps
On a more urban scale, this humanistic metric can also tie in the infamous
designers '5 minute walk/10 minute walk' circles. Since cities must be occupied by individuals who not have always have access to mass transit (be it unavailable of unaffordable) it is most be a city that keeps the walker in mind. Usually we do it solely by looking at the circles on maps for .5 mile radii. That satisfies the lot, but not me. I instead would look at the quality of the space in the circle. I don't view it as clean cut. For instance (show drawing) let's say we start in the middle of Popkinapolis' Main Street and Osada Avenues. Well, if you were to go North or South along the avenue, sure, the .5 mile mark is pretty accurate. If you were to go East or West, again, sure, using the main axes will prove the walk to be efficient. But going on the diagonals, the other points will be somewhat tougher. To some this is splitting hairs, but try to cross the lake...that will cut the circle short. But this example is very simple...what about real cities? We all know that not all cities can be like Manhattan, with a strict grid, with almost guaranteed means of crossing any road at any time. The terrain is also relatively flat in New York. But try drawing a 10 minute map in Pittsburgh. That would be funny to someone in Architecture school who is just quickly plotting out diagrams. But the river, and then the other river, the limited access to the roads cars have access too, and of course, the precipitous inclines. All these prove to somehow throw a wrench into the 10 minute walk theory. It would be wholly inaccurate for someone to stand at the Point where the rivers converge and simply plot a circle. It would in turn be much more nebulous.
This more nebulous form that would be plotted would provide a lot more insight to the way it works on foot. And then I would propose a similar way of looking at vehicular traffic. If you were to look at the .5 mile/10 minute radius for people, with an average speed limit of 30mph in city centers, I would propose a blob to show the 1 minute circle of cars, looking into the traffic patterns and stoppages speed limits and all. The results in Pitt would probably be very interesting. Of course this would require much more in depth research.
Why is this important?
Because if you can see the variations in the shape, it will help you see the things that humans pick up invariably when living in the city. Things that come through conversations like "no, let's not go that way, because crossing walnut will take forever...the light never changes!" or "that's got a steep hill, let's go this way." While the grading would only have a slight impact on the 10 minute nebulous formation, which I will call the '10-minute cloud' from now on.
(300 series will be on discussions related to or about metrics of Urbanism)
Metrics are typically heard of in economics -- they are a way of measuring the health of the economy. Well, I propose in these blog I develop a metric (or even a few). I am not quite sure what that metric really is exactly, but I think I can start to chisel it down. For instance, when speaking on the human condition in the city, the first should be centered on the human, unabated, in the world. So no car or anything that serves as a condition other than the permanent existing fabric around a person. Le Corbusier has an interesting illustration that I like to think about whenever I go about the design of a space in a building. 'The Modular Man,' is just his illustration the concept of modular space creation based on the human form. This makes a lot of sense, but it is not typically what we do. The example I always think about is just a difference in units...why is three feet and not two feet 11 inches and a fraction? Well, if you were to argue that this slightly shorter distance is more humanistic, the argument usually loses to the ease of construction. In Britain, handles can be a meter above the grade. In the US, a yard. Why does this difference exist? Frankly, it is only because of the arbitrary setting of a unit of national measure. But looking at the typical human proportion can inform design with a lot more precision, as it is based on the conditions of people all around the world. Looking at proportions is nothing new of course, but the notion of making it an organic system based on the human seemed refreshing. I believe the span of a human's stride and what stature a person is walking with in a city is beneficial for a metric.
A Bone to Pick with Oversimplification of Maps
On a more urban scale, this humanistic metric can also tie in the infamous
designers '5 minute walk/10 minute walk' circles. Since cities must be occupied by individuals who not have always have access to mass transit (be it unavailable of unaffordable) it is most be a city that keeps the walker in mind. Usually we do it solely by looking at the circles on maps for .5 mile radii. That satisfies the lot, but not me. I instead would look at the quality of the space in the circle. I don't view it as clean cut. For instance (show drawing) let's say we start in the middle of Popkinapolis' Main Street and Osada Avenues. Well, if you were to go North or South along the avenue, sure, the .5 mile mark is pretty accurate. If you were to go East or West, again, sure, using the main axes will prove the walk to be efficient. But going on the diagonals, the other points will be somewhat tougher. To some this is splitting hairs, but try to cross the lake...that will cut the circle short. But this example is very simple...what about real cities? We all know that not all cities can be like Manhattan, with a strict grid, with almost guaranteed means of crossing any road at any time. The terrain is also relatively flat in New York. But try drawing a 10 minute map in Pittsburgh. That would be funny to someone in Architecture school who is just quickly plotting out diagrams. But the river, and then the other river, the limited access to the roads cars have access too, and of course, the precipitous inclines. All these prove to somehow throw a wrench into the 10 minute walk theory. It would be wholly inaccurate for someone to stand at the Point where the rivers converge and simply plot a circle. It would in turn be much more nebulous.
This more nebulous form that would be plotted would provide a lot more insight to the way it works on foot. And then I would propose a similar way of looking at vehicular traffic. If you were to look at the .5 mile/10 minute radius for people, with an average speed limit of 30mph in city centers, I would propose a blob to show the 1 minute circle of cars, looking into the traffic patterns and stoppages speed limits and all. The results in Pitt would probably be very interesting. Of course this would require much more in depth research.
Why is this important?
Because if you can see the variations in the shape, it will help you see the things that humans pick up invariably when living in the city. Things that come through conversations like "no, let's not go that way, because crossing walnut will take forever...the light never changes!" or "that's got a steep hill, let's go this way." While the grading would only have a slight impact on the 10 minute nebulous formation, which I will call the '10-minute cloud' from now on.
(300 series will be on discussions related to or about metrics of Urbanism)
202a: Highway Design/Civil Engineering
Highways. Loosely defined, seemingly even more so loosely placed into an environment. If you have not traveled by car to Newark Airport, then you do not have the right to tell me that the aesthetics of the highways, byways, freeways, and thru ways of America are in the interest of the public eye.
But this isn't an essay about sound walls to prevent the (insert sarcasm) insanely loud trucks and unsightly pavement. It is more a testament to why we think as residents we deserve anymore than just seeing in a city.
Baltimore, Jersey Turnpike, Cleveland, you name it, the car is the major engine to the flow of travel. Even in many train dependent cultures, like the Japanese, we see a steady influx of traffic daily.
What is the purpose of this structure...is a thruway...an express route to get people only through the city...is it a means of getting people out and in? How can civil engineering to one of the highest powers, but most frequently needed infrastructure capacities be held in step with the needs for design?
Transition is a key principle taught in design...so why all these expressways that suddenly end in a light, much like 395 to Conway and Howard in Baltimore. The confusion or the abrupt nature of this condition is notable…you have to drastically reduce your speed around a bend to meet the light near the Convention Center. As a pedestrian, there is this unusual zone where one can walk, and then suddenly notices it leads to a seemingly unforgiving sky bridge of a highway, towering over the city.
You cannot simply place A next to C...a B is needed to, with simple regard to tell cars and people alike a change is occurring. In one example, take the radical idea of having to place parkland near the place where freeways begin. No one likes to live near a highway, but perhaps it makes a lot more sense to attempt a park where people see it, but don't have to be inconvenienced by it. In section, make it obvious 'pedestrians stop here.' Anything to stop them from continuing down a road not meant for them. Or change it so it IS meant for them. Merely ideas, why not play with forms with the human in mind. Why is this branch so, untouchable? In the end, you have to live and coexist with these chunks of metal, concrete and steel, don't you?
From my Urbanism class, the idea is that all cities have generators of ‘urban form.’ Brasilia for instance, was the car, as it was built as a Utopian, advanced society. Only cars needed (this will be discussed further when I write about semiotics) so no sidewalks. “Olde Towne USA”s around the country will be small and walkable, because, they had to be in order for people to get around. So on and so forth. But the car has dominated in our years for the past two generations. Has convenience usurped quality, safety, and design?
The questions to ask are how can the aspects that define our cities just as much as our buildings, the road systems, the public transit, where the tracks are and so on, impact our perception. Do you really mind a city that is so heavily loaded to make shadows occupy the street level at almost all hours? The train tracks that give rise to a ‘dead zone’ in cities? Loaded questions, I know, but we see these instances a lot. Perhaps the notion of civil engineering + architecture is more than a communication based relationship. Perhaps a synthesis of the ideals of both efficient and aesthetic design choice can occur. Next entry will focus more on the specific ways roads come through our lives, not just in dense areas, but in general. From there, we all can see what has the ability to change.
But this isn't an essay about sound walls to prevent the (insert sarcasm) insanely loud trucks and unsightly pavement. It is more a testament to why we think as residents we deserve anymore than just seeing in a city.
Baltimore, Jersey Turnpike, Cleveland, you name it, the car is the major engine to the flow of travel. Even in many train dependent cultures, like the Japanese, we see a steady influx of traffic daily.
What is the purpose of this structure...is a thruway...an express route to get people only through the city...is it a means of getting people out and in? How can civil engineering to one of the highest powers, but most frequently needed infrastructure capacities be held in step with the needs for design?
Transition is a key principle taught in design...so why all these expressways that suddenly end in a light, much like 395 to Conway and Howard in Baltimore. The confusion or the abrupt nature of this condition is notable…you have to drastically reduce your speed around a bend to meet the light near the Convention Center. As a pedestrian, there is this unusual zone where one can walk, and then suddenly notices it leads to a seemingly unforgiving sky bridge of a highway, towering over the city.
You cannot simply place A next to C...a B is needed to, with simple regard to tell cars and people alike a change is occurring. In one example, take the radical idea of having to place parkland near the place where freeways begin. No one likes to live near a highway, but perhaps it makes a lot more sense to attempt a park where people see it, but don't have to be inconvenienced by it. In section, make it obvious 'pedestrians stop here.' Anything to stop them from continuing down a road not meant for them. Or change it so it IS meant for them. Merely ideas, why not play with forms with the human in mind. Why is this branch so, untouchable? In the end, you have to live and coexist with these chunks of metal, concrete and steel, don't you?
From my Urbanism class, the idea is that all cities have generators of ‘urban form.’ Brasilia for instance, was the car, as it was built as a Utopian, advanced society. Only cars needed (this will be discussed further when I write about semiotics) so no sidewalks. “Olde Towne USA”s around the country will be small and walkable, because, they had to be in order for people to get around. So on and so forth. But the car has dominated in our years for the past two generations. Has convenience usurped quality, safety, and design?
The questions to ask are how can the aspects that define our cities just as much as our buildings, the road systems, the public transit, where the tracks are and so on, impact our perception. Do you really mind a city that is so heavily loaded to make shadows occupy the street level at almost all hours? The train tracks that give rise to a ‘dead zone’ in cities? Loaded questions, I know, but we see these instances a lot. Perhaps the notion of civil engineering + architecture is more than a communication based relationship. Perhaps a synthesis of the ideals of both efficient and aesthetic design choice can occur. Next entry will focus more on the specific ways roads come through our lives, not just in dense areas, but in general. From there, we all can see what has the ability to change.
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