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juliusbeezer : urban   70

No Parking Here – Mother Jones
worst of all may be the emissions that parking causes. Studies have found that anywhere from about 30 to 60 percent of the cars you see driving around a downtown core are just circling, looking for an open space to claim. (An IBM survey found that worldwide, urban drivers spend an average of 20 minutes per trip looking for parking.) When Donald Shoup, an urban-planning professor at the University of California-Los Angeles, examined just one small business area near his university—Westwood Village—he found that “cruising” for parking, as he dubs it, burns 47,000 gallons of gas and generates 730 tons of carbon dioxide a year. What’s more, all that asphalt traps heat and raises the temperature of cities during the summer. Environmentally, aesthetically, and economically, parking is a mess.
driving  urban 
march 2019 by juliusbeezer
Every Study Ever Conducted on the Impact Converting Street Parking Into Bike Lanes Has on Businesses - CityLab
But here's the thing about the "studies on possible economic impacts" requested by retailers on Polk Street, or really wherever bike-lane plans emerge—they've been done. And done. And done again. And they all reach a similar conclusion: replacing on-street parking with a bike lane has little to no impact on local business, and in some cases might even increase business. While cyclists tend to spend less per shopping trip than drivers, they also tend to make more trips, pumping more total money into the local economy over time.
cycling  business  urban  transport 
february 2019 by juliusbeezer
Model Metropolis
Looking to understand how real cities worked, Wright came across a 1969 book by Jay Forrester called Urban Dynamics. Forrester was an electrical engineer who had launched a second career as an expert on computer simulation; Urban Dynamics deployed his simulation methodology to offer a controversial theory of how cities grew and declined. Wright used Forrester’s theories to transform the cities he was designing in his level editor from static maps of buildings and roads into vibrant models of a growing metropolis. Eventually, Wright became convinced that his “guinea-pig city” was an entertaining, open-ended video game. Released in 1989, the game became wildly popular, selling millions of copies, winning dozens of awards, and spawning an entire franchise of successors and dozens of imitators. It was called SimCity.
urban  games  politics 
january 2019 by juliusbeezer
« Les difficultés des “gilets jaunes” sont la conséquence de cinquante ans de politique d’urbanisme »
Dans le mouvement des « gilets jaunes », une raison essentielle a été insuffisamment pointée, qui sous-tend la plupart des autres. Les difficultés des « gilets jaunes » sont pour une grande part la conséquence de la politique d’urbanisme mise en œuvre dans notre pays depuis cinquante ans. Pour la faire courte, celle-ci a consisté à vider les villages, bourgs et villes petites et moyennes d’une grande partie de leurs habitants et activités au profit de périphéries sans âme et sans vie. Cette politique, à laquelle peu de territoires ont échappé, s’articule autour du triptyque : étalement urbain de l’habitat, centre commercial et voiture individuelle.

L’universitaire Gabriel Dupuy [professeur émérite d’aménagement de l’espace à l’université de Paris-I-Panthéon-Sorbonne] a montré comment l’ensemble des décisions publiques et privées dans le champ de l’urbanisme de ces dernières décennies avaient concouru à la mise en place d’un véritable système de « dépendance automobile » : les investissements publics conséquents réalisés en faveur des voies rapides, rocades, échangeurs et autres giratoires – au détriment de la rénovation d’un réseau ferré vieillissant et du développement d’aménagements cyclables – ont rendu possible et favorisé l’urbanisation périphérique peu dense sous la forme de lotissements de maisons individuelles. Privés de commerces et de services publics, ces quartiers sont insuffisamment peuplés pour permettre leur desserte efficace par des transports en commun, rendant l’usage de l’automobile indispensable. Cercle vicieux conduisant fréquemment à l’acquisition de plusieurs véhicules par ménage.
france  politics  urban  français 
january 2019 by juliusbeezer
Contre la pollution, la ZTL, solution des villes italiennes | L'interconnexion n'est plus assurée
La ZTL italienne, injustement méconnue. Il existe un autre outil, beaucoup trop méconnu en France, qui permet de sélectionner les automobiles non pas en fonction de leur niveau de pollution, mais de leur usage. Ce sont les zones à trafic limité (ZTL), instaurées dans pratiquement toutes les villes d’Italie, des plus grandes aux plus petites. Si chaque pays dispose de son organisation ad hoc, dont l’Ademe a établi un inventaire, celle qui prévaut en Italie présente de nombreux avantages.
driving  transport  urban  italy 
november 2018 by juliusbeezer
Le prix du carburant, facture salée de l’étalement urbain | L'interconnexion n'est plus assurée
Les déplacements quotidiens continuent de s’allonger chaque année, et se font dans une grande majorité en voiture. Le prix de l’essence est devenu, pour chaque personne concernée, un indicateur ressenti du coût de la vie, et sa contestation un marqueur social. Un peu comme prix du blé autrefois, rapporte le directeur du département opinion de l’Ifop.
transport  urban  france  energy  français 
november 2018 by juliusbeezer
Dr. Behooving is creating Essays in Bicycle Urbanism | Patreon
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Since 2009 my essays and blog posts have amused and empowered the bicycle advocacy community. I have been motivated by the fact that there simply hasn't been anyone else with a PhD in architecture and urbanism (let alone anyone with my good breeding and literary flare), who shares my conviction that cities should not be designed for enormous machines. Cars and trams in cities, I hope you appreciate, are like chocolate fountains and electric bread knives in kitchens: more trouble than they are worth. In the same way that our kitchens work better when designed around tight rations of tools—our chopping boards and knives, for example—so too our cities would be more efficient if they were designed around bicycles... and not a lot more.
cycling  business  writing  urban 
november 2018 by juliusbeezer
'I leave the car at home': how free buses are revolutionising one French city | Cities | The Guardian
One month ago, Dunkirk – with a metropolitan population of 200,000 – became the largest city in Europe to offer free public transport. There are no trams, trolleybuses or local commuter trains, but the hop-on-hop-off buses are accessible and free – requiring no tickets, passes or cards – for all passengers, even visitors...
Vergriete believes this is all part of an erroneous received dogma. He admits free public transport may not work everywhere, but says that, as well as being good for the environment, it is a social measure, a gesture of “solidarity” and promotes a more egalitarian redistribution of wealth than tax cuts.
Get smart! How a 90s bus pass trial transformed London travel
Read more

“We have been pragmatic: we looked at the advantages of free transport and weighed them against the disadvantages and decided €7m is not a lot to pay for all the benefits. If I can pass one message to other mayors it’s to fight the dogma. Put the advantages and disadvantages on the table and consider it realistically. It may be that the financial cost is too great, but don’t underestimate the social advantages. You can’t put a price on mobility and social justice.”
transport  urban  france 
october 2018 by juliusbeezer
Fabriquons la logistique urbaine ensemble - iD4CAR
a logistique urbaine durable touche une diversité de champs d’activités : le stockage, la distribution, l’approvisionnement, la circulation, l’évacuation de marchandises dans la ville.
Comment faciliter la livraison du dernier km sur le territoire de Nantes Métropole ? Comment contribuer à des modalités d’organisation et de transport plus écologiques et respecteuses de la qualité de vie ?
transport  nantes  urban 
october 2018 by juliusbeezer
Les complexes commerciaux, ces ogres dévoreurs de centres-villes
Avec 2000 hypermarchés et 10.000 supermarchés (deux fois plus qu'en 2008), la France est devenue «la championne d'Europe des zones commerciales en périphérie des villes», selon Franck Gintrand, délégué général de l'Institut des territoires*. Un titre toutefois lourd de conséquences
france  urban  français 
october 2018 by juliusbeezer
Private hire vehicles might soon have to pay the London congestion charge. What difference would it make? – On London
However, CEPA study also anticipates that, as Mayor Khan acknowledged, PHV operators in the Central London area, who tend to be the larger firms, will respond to the loss of the exemption by distributing the bookings they receive differently among their drivers, resulting in a reduced number of drivers who’ve entered the charging zone picking up more passengers there than before and therefore spending more time than before on the area’s roads. That’s a big reason why CEPA’s calculation of the reduction in PHV traffic levels (6%) in the congestion charge zone, is much smaller than their calculation of the number of PHVs that would enter it (45%).

TfL concedes that the estimated one per cent reduction in traffic levels overall “appears modest”, but still contends that it would represent “an important step in managing and reducing congestion in Central London”, with consequential improvements in air quality too. But Gareth Bacon argued that any “very minor” reduction in congestion would also add to cumulative TfL policies enacted in the Mayor’s name, including hikes in licensing fees, that “are going to have an absolutely devastating impact on the private hire industry,” which has seen the number of firms licensed by TfL – as distinct from the number of drivers – fall in recent years, with smaller operators in particular disappearing
urban  transport  roaddiet  London  driving  finance  tax 
september 2018 by juliusbeezer
(Drawing) Rings Around The World: Some simple economics of cycling
One of the benefits of setting out the cycling decision in an economic framework is that it can allows us to estimate the effects of time, cost and comfort, and that in turn should enable us to make better decisions around infrastructure. Right now TfL are really struggling to properly analyse the costs and benefits of cycling infrastructure, apparently because their models don't incorporate any estimates of mode-switching in response to infrastructure changes, so cycling schemes look poor value for money in contexts where few people currently cycle, i.e. where such schemes may be most needed.

But if we can estimate a statistical model of mode choice with three factors (time, cost and comfort), then we can get at the question of how much additional cycling we should expect to see if we change the infrastructure on a particular route in a way that changes one or more of these factors simultaneously. Such a model could be expressed as something like the following:

Pij = axij + byij+ czij

where Pij is the probability of person i choosing to cycle trip j, x is time, y is cost, z is the comfort or cycling level of service, and a, b and c are the relevant elasticities of cycling with respect to each factor. This specification accounts for the fact that infrastructure elasticities will vary by person and by trip, although you could start with some averages.
cycling  economics  urban 
september 2018 by juliusbeezer
The social ideology of the motorcar – Uneven Earth
The worst thing about cars is that they are like castles or villas by the sea: luxury goods invented for the exclusive pleasure of a very rich minority, and which in conception and nature were never intended for the people. Unlike the vacuum cleaner, the radio, or the bicycle, which retain their use value when everyone has one, the car, like a villa by the sea, is only desirable and useful insofar as the masses don’t have one. That is how in both conception and original purpose the car is a luxury good. And the essence of luxury is that it cannot be democratized. If everyone can have luxury, no one gets any advantages from it. On the contrary, everyone diddles, cheats, and frustrates everyone else, and is diddled, cheated, and frustrated in return.

This is pretty much common knowledge in the case of the seaside villas. No politico has yet dared to claim that to democratize the right to vacation would mean a villa with private beach for every family. Everyone understands that if each of 13 or 14 million families were to use only 10 meters of the coast, it would take 140,000km of beach in order for all of them to have their share! To give everyone his or her share would be to cut up the beaches in such little strips—or to squeeze the villas so tightly together—that their use value would be nil and their advantage over a hotel complex would disappear.
driving  urban  geography 
august 2018 by juliusbeezer
Le système vélo | Forum Vies Mobiles - Préparer la transition mobilitaire
Le système vélo est l’ensemble des aménagements, des matériels, des services, des règlements, des informations et des formations permettant d’assurer sur un territoire une pratique du vélo efficace, confortable et sûre.
cycling  urban  design  education 
june 2018 by juliusbeezer
The Ranty Highwayman: Nonsense Travels At 25mph
40kph is is 25mph, but a 3% gradient is 1 in 33 - for every 33 metres travelled, one drops 1 metre - that is a pretty steep hill. The other figures range between 12.5mph and 18.75mph. Remember, this is a design standard for trunk roads and motorways and therefore anything designed to this will probably be rural.

These design speeds provide lots of margin for error and will rarely be applicable in an urban situation. Chickwick High Road does not have a gradient of 3%, it's not rural and so 25mph is never going to be a sensible or even an achieveable design speed. Of course, the carriageway of Chiswick High Road is 30mph, but driver speed never seems to feature in the concerns of those who are against providing cycle tracks.
cycling  urban  energy  SeparatistCritique  dccomment 
january 2018 by juliusbeezer
Catclaw bursts car tyres to safeguard against illegal and dangerous pavement parking
Catclaw is the size of half a small orange and is designed to be installed in its thousands along kerbs and pavements. When a car or lorry drives over a CatClaw, its weight exposes a sharp steel tube that quickly punctures the tyre. However, it poses no threat to pedestrians – a person standing on top of the device would not be heavy enough to activate it.
driving  urban  environment 
january 2018 by juliusbeezer
Navigation Apps Are Turning Quiet Neighborhoods Into Traffic Nightmares - The New York Times
But Leonia is not alone. From Medford, Mass. to Fremont, Calif., communities are grappling with the local gridlock caused by well-intentioned traffic apps like Waze, which was purchased by Google in 2013 for $1.15 billion.

Since Waze uses crowd sourcing to update its information, some people — frustrated at the influx of outside traffic — have taken to fabricating reports of traffic accidents in their communities to try to deter the app from sending motorists their way.
maps  gps  driving  urban  environment 
january 2018 by juliusbeezer
Does Elon Musk Understand Urban Geometry? — Strong Towns
The reigning fantasy of Musk’s argument is that we must always “take people all the way to their destination.” To do this we must abolish the need to ever change vehicles — from a train to a bus, from a car to a train, from a bus to a bike — and of course we also abolish walking. This implies a vision in which buses are shrunk into something like taxis, because a vehicle going directly from your exact origin to your exact destination at your chosen time won’t be useful to many people other than you.

So a bus with 4o people on it today is blown apart into, what, little driverless vans with an average of two each, a 20-fold increase in the number of vehicles? It doesn’t matter if they’re electric or driverless. Where will they all fit in the urban street? And when they take over, what room will be left for wider sidewalks, bike lanes, pocket parks, or indeed anything but a vast river of vehicles?
urban  transport  driverless 
november 2017 by juliusbeezer
There and Back Again | The New Yorker
Seven hours is extraordinary, but four hours, increasingly, is not. Roughly one out of every six American workers commutes more than forty-five minutes, each way. People travel between counties the way they used to travel between neighborhoods. The number of commuters who travel ninety minutes or more each way—known to the Census Bureau as “extreme commuters”—has reached 3.5 million, almost double the number in 1990. They’re the fastest-growing category, the vanguard in a land of stagnant wages, low interest rates, and ever-radiating sprawl. They’re the talk-radio listeners, billboard glimpsers, gas guzzlers, and swing voters, and they don’t—can’t—watch the evening news. Some take on long commutes by choice, and some out of necessity, although the difference between one and the other can be hard to discern. A commute is a distillation of a life’s main ingredients, a product of fundamental values and choices. And time is the vital currency: how much of it you spend—and how you spend it—reveals a great deal about how much you think it is worth.
transport  urban  geography 
november 2017 by juliusbeezer
Driverless Cars Are Not a Panacea - CityLab
I fully agree that driverless cars will exacerbate spatial inequality. But I see it occurring in almost exactly the opposite way.

Driverless cars will do little to alter the basic factors and forces that have brought affluent people back to cities. What they will do instead is free up space on the urban periphery to house less advantaged groups and classes there. Driverless cars will open up cheap outer-edge land for low-cost development and make today’s “drive ’til you qualify” commutes look like a breeze. Rather than being used by a re-suburbanizing rich headed to far-flung luxury developments, driverless cars—or more likely, driverless busses—will extend the commuting range of blue-collar workers, service workers, and the poor. America’s metropolitan geography will come to look more like that of Europe or the developing world, with the rich clustered on the increasingly valuable land in and around the city center, and the low-income warehoused in the much cheaper land at the suburban and exurban fringe.
driverless  urban  geography 
november 2017 by juliusbeezer
The Bad News and Good News, if you want to be Holland.
The bad news is that, short of a zombie apocalypse changing the planet’s demographics in ways we can’t even imagine, your country will never have a 25% bike modal share, or rates above 60% in city centres, as the Netherlands does. Our countries were already quite different (ours having hills) but really parted ways in the wake of the war...

Like a lot of countries in Europe, the Dutch were left broke. So while we were pouring the boom-time surplus into freestanding houses outside of our cities, they were patching holes in city centres.

Suburban development was further resisted in the Netherlands due to their unique shortage of farmland. So where the Sydney region, for example, has housing on land without any rail service (all the land coloured black on the following map)…
cycling  australia  netherlands  SeparatistCritique  geography  urban  jbcomment 
november 2017 by juliusbeezer
Mcdonald's Real Estate: How They Really Make Their Money - Wall Street Survivor Blog
Franchising is a model by which fast food chains can expand quickly and efficiently by using the money of small investors. Ray Kroc perfected new franchising techniques, increasing the corporation’s size while maintaining strict control of its products. Around this time is when CFO Sonneborn came up with the strategy that McDonald’s continues to use today.

Instead of making money by selling supplies to franchisees or demanding huge royalties…the McDonald’s Corporation became the landlord to its franchisees.

They bought the properties and then leased them out – at large markups. In addition to that regular income, the corporation would take a percentage of each shop’s gross sales.

Today McDonald’s makes its money on real estate through two methods. Its real estate subsidiary will buy and sell hot properties while also collecting rents on each of its franchised locations. McDonald’s restaurants are in over 100 countries and have probably served over 100 billion hamburgers. There are over 36,000 locations worldwide, of which only 15% are owned and operated by the McDonald’s corporation directly. The rest are franchisee-operated.
business  economics  finance  urban  land 
october 2017 by juliusbeezer
The 100 Most Influential Urbanists - Features | Planetizen
The results are in, and Planetizen readers have chosen the "Most Influential Urbanists" of all time.

And, yes, we mean all time. Names on the list date back as far as 498 BCE, but there's also no shortage of contemporary thinkers, activists, planners, and designers in the final list of 100.
urban  architecture  design 
october 2017 by juliusbeezer
Disabled and older campaigners say NO to shared space › Transport for all › Accessible Transport in London
Transport for All (TfA) and the National Federation of the Blind of the UK (NFBUK) were joined by campaigners from across the Country to protest outside Parliament – calling on the Government to stop the introduction of shared space schemes. This came after the Women and Equalities Select Committee Report called for their immediate halt in April of this year. They supported Michael Pringle, who’s three year old child Clinton Pringle was killed in shared space in Jersey last year. Michael Pringle travelled down from Scotland to lead the group to petition Number 10 on this issue.

Shared space schemes are a design concept which removes the barriers between vehicles, pedestrians and cyclists encouraging everybody to share the same road space.
urban  cycling  walking  driving 
september 2017 by juliusbeezer
London cycling and the “by chance” success of Amsterdam | UK news | The Guardian
Oldenziel records that there was a class element to the disciplining of Amsterdam cyclists, which had been going on in various forms for decades. Cycling was what the lower orders did and, in the view of the authorities, they did it in a manner that was unruly, unpredictable and a hindrance to the car-led future. The first segregated cycle lanes, introduced in the 1930s, were an outcome of the process of marginalising cycling rather than an attempt to encourage it. But from the mid-1970s, new social forces came into play. Amsterdam’s counter-culture, allied with its preservationist movement, reclaimed the city’s cycling heritage as part of its resistance to motor-domination and redevelopment...
Oldenziel, who had pedalled round parts of the capital during the afternoon, told me her research had found that traffic-calming measures have represented the best use of public money in European cities in terms of encouraging cycling. Making car parking more expensive produced strong results too and generated funds for road infrastructure changes. She was precise about what sort of infrastructure brings about the best results. “A lot of cycling lanes are at the expense of pedestrians or public transit,” she explained. “These infrastructure visions often mean travelling at a high speed from A to B. That’s actually a car mentality. What you want is an infrastructure that is about the living street: about negotiation, about meandering and traffic calming. We do need to invest in infrastructure, but not in separate lanes.”
cycling  urban  pqpc  reclaimtheroads  separatistcritique 
september 2017 by juliusbeezer
Oslo just decided to get rid of its parking spaces | World Economic Forum
Oslo had hoped to be the first major European city to ban cars, but a furious backlash forced the council to think again.
driving  urban 
july 2017 by juliusbeezer
Bicycle sharing success hinges in part on quality local infrastructure, shows new research
A new study on the impact of bicycle sharing on cities has drawn new conclusions and dispelled old myths on what exactly makes a successful scheme.

Analysing 75 schemes from around the globe, the Bicycle sharing system ‘success’ determinants study delivers both unsurprising results, including tying safe cycling infrastructure in the locality to increased use, but also pours cold water on the notion that only large scale footprint schemes can be successful.

Infrastructure and weather’s impact

Adding weight to the “build it and they will come” argument, safe and local cycling infrastructure was found to have a correlation to stronger share scheme performance. The study does however remind that in many cases political and public will to provide share schemes is often far higher than it is to tear up the road space and reallocate to active travel.

Putting a figure on the impact of dedicated space for cycling, the authors range the impact at between 0 and 20% per additional kilometre, per square kilometre.

Rail and bus infrastructure were not found to have a significant impact, however it was noted that in many big cities the most active hire hubs are found at busy stations.

Unsurprisingly, weather proved a major performance stimulation, with warmer temperatures increasing overall performance.
cycling  urban  environment 
may 2017 by juliusbeezer
Cut fossil fuel use dramatically: Shell-backed climate report
The falling costs of renewables means that increasing shares of overall energy use could be decarbonised through electrification, the report says. Around 10-20% of fossil fuel use could be eliminated in this way, using electric vehicles and heating.

Across the global economy, a “step change in energy productivity” is required, with improvements in the amount of energy needed to generate wealth rising from 1.7% per year to 3%. To achieve this “energy productivity revolution”, more efficient devices and vehicles will have to be combined with deeper structural change, such as more efficient urban design.
environment  climatechange  urban  energy 
april 2017 by juliusbeezer
Centres-villes morts, moches périphéries, merci qui?
Ce sont les villes moyennes, c'est à dire de 10 000 à 100 000 habitants, qui sont les plus touchées, pas les grandes villes. Le palmarès des centres les plus abandonnés par les commerces revenant à la ville de Béziers (24% de vacances commerciales), suivent Châtellerault et Forbach. Pour m'aventurer un brin sur le terrain politique, sachez qu'une enquête IPSOS a mis l'an dernier en évidence un lien entre le vote Front national et la désertification des centres-villes, comme l'évoque cet article de l'Opinion
france  driving  politics  environment  urban  français 
april 2017 by juliusbeezer
Parkageddon: How not to create traffic jams, pollution and urban sprawl | The Economist
In 2004 London abolished minimum parking requirements. Research by Zhan Guo of New York University shows that the amount of parking in new residential blocks promptly plunged, from an average of 1.1 spaces per flat to 0.6 spaces. The parking minimum had boosted supply far beyond what the market demanded.
driving  london  urban  environment 
april 2017 by juliusbeezer
Taking Back the Streets: the Role of Planning Design for Urban Biking - Resilience
“For 7000 years,” says Mikael Colville-Anderson, “streets were the most democratic space in the history of Homo sapiens.”

Nearly everything that could be done in public could be done safely in city streets. People walked and talked and argued, children played, markets and festivals were set up – and if a horse-drawn wagon needed a bit of extra room for passage, that could be negotiated too. Except in times of war, carelessly stepping out into a street did not bring the risk of a sudden violent death.
cycling  urban  environment 
march 2017 by juliusbeezer
Tip B. What we could do with a little bit of paint to save lives and the planet - Dutch Cycling in London
No, it is also 14 m wide but has really large sidewalks. Highbury Park could fit 2 bike lanes of 1.50 wide each, which is the minimum required. There would be 6 m used for the carriageway because of the bus route, plus 2 and 3 m for the sidewalks because of the bus stop. That makes a total of 11 m only, so there are 3 m left for bicycle lanes. But anyway, that could work on a narrower high street as well as you can see in Landsmeer.
cycling  urban  netherlands  London 
february 2017 by juliusbeezer
The short life of Pennsylvania's radical tax reform | Washington Examiner
Matt Pacifico, the town's mayor, blamed the land value tax's political failure on two major factors.

The first was that the incentive created by the city's land value tax was limited, because the county and the school district imposed property taxes. The tax break for investment created by the land value tax, accordingly, made up just a small fraction of overall property-related taxes.

Another major problem was that the tax system was so unusual that potential residents and businesses struggled to understand the potential benefits of moving to or investing in the city. When campaigning, Pacifico noticed that many residents didn't realize Altoona had a unique tax system that incentivized building. In some cases, businesses might have been turned off by the relatively high rate of tax on land, not understanding that there was no rate of tax on structures.
tax  urban  environment  LVT 
february 2017 by juliusbeezer
Cyclists Dismount: "Happy City" by Charles Montgomery: A digested read
I have a confession to make. I work as an academic, but I have never before in my life read a non-fiction book through cover to cover. Theses and papers yes, but book, no. I read this book right through. It explained to me much of what I have seen happening as cities throughout the world are beginning to change their shape and behaviour.

I have become increasingly interested in Urban Design and so called “Liveable cities” in recent years, since spending 2011, one of the happiest years of my life, living in the centre of Montpellier in the South of France.
urban  environment 
february 2017 by juliusbeezer
Concevoir la ville à échelle humaine en 5 conseils selon Jan Gehl – carfree.fr
1. Arrêter la construction d’une « architecture pour l’essence pas chère »
2. Faire de la vie publique le moteur de l’urbanisme
3. Concevoir des expériences multi sensorielles
4. Rendre les transports plus équitables.
5. Bannir la voiture.
urban  environment 
february 2017 by juliusbeezer
Eric Vidalenc » Blog Archive » Petite pédagogie de la mobilité au XXIème siècle
Poliment, l’objectif est de rendre la circulation automobile moins intéressante que les autres alternatives existantes. Plus brutalement, c’est d’énerver tellement les automobilistes dans des bouchons gigantesques pour que demain, ou après-demain s’ils persistent tout de même, l’automobiliste se décourage et abandonne. L’idée n’est surtout pas de lui faciliter la vie, mais de la lui compliquer. La lui compliquer tellement, qu’il se dise : « Tiens, mais ces bus qui circulent dans ces couloirs à côté de moi à l’arrêt, ils pourraient peut-être m’être utile ? » ou encore « Tiens, ces pistes cyclables que l’on vient de construire sur le boulevard, peut-être que je pourrais m’y aventurer ? »

Dans les approches sur la conduite du changement, la compréhension de la finalité d’un projet est le premier pas essentiel. Si au moins “on” s’entendait sur ce que sont les objectifs d’un plan de déplacement urbain (et ce n’est pas faut d’essayer, comme ici la Voix du Nord), c’est-à-dire rééquilibrer les différents usages des modes de transport, pour donner plus de places à ceux qui posent le moins de problèmes. Donc explicitement RÉDUIRE LA PLACE DE LA VOITURE.
urban  driving  cycling 
january 2017 by juliusbeezer
No prizes for originality  |  JOHN DALES - Urban Movement
Enabling more and more traffic to go by road will do yet more damage to our towns and cities. But how does wise government go about dealing with this problem? The wise response, surely, is neither simply to bow to the wishes of individuals nor to insist that they use alternatives that are, or are considered, inconvenient. It is to make the more benign alternatives to private car travel more convenient. Or, put another way, better.

THAT is what we should be investing in.

Sir John Kingman, chairman of the Wolfson prize judging panel, correctly observes that, “The biggest challenge for policy makers in this area is not technical or financial, it is political – how to convince the public that there is a better way.” He goes on to say that, “The judges will be particularly interested in fresh thinking around this”
transport  environment  urban 
october 2016 by juliusbeezer
Crash: how computers are setting us up for disaster | Tim Harford | Technology | The Guardian
Monderman wove his messy magic and created the “squareabout”. He threw away all the explicit efforts at control. In their place, he built a square with fountains, a small grassy roundabout in one corner, pinch points where cyclists and pedestrians might try to cross the flow of traffic, and very little signposting of any kind. It looks much like a pedestrianisation scheme – except that the square has as many cars crossing it as ever, approaching from all four directions. Pedestrians and cyclists must cross the traffic as before, but now they have no traffic lights to protect them. It sounds dangerous – and surveys show that locals think it is dangerous. It is certainly unnerving to watch the squareabout in operation – drivers, cyclists and pedestrians weave in and out of one another in an apparently chaotic fashion.

Yet the squareabout works. Traffic glides through slowly but rarely stops moving for long. The number of cars passing through the junction has risen, yet congestion has fallen. And the squareabout is safer than the traffic-light crossroads that preceded it, with half as many accidents as before. It is precisely because the squareabout feels so hazardous that it is safer. Drivers never quite know what is going on or where the next cyclist is coming from, and as a result they drive slowly and with the constant expectation of trouble. And while the squareabout feels risky, it does not feel threatening; at the gentle speeds that have become the custom, drivers, cyclists and pedestrians have time to make eye contact and to read one another as human beings, rather than as threats or obstacles. When showing visiting journalists the squareabout, Monderman’s party trick was to close his eyes and walk backwards into the traffic. The cars would just flow around him without so much as a honk on the horn.
road_safety  design  environment  urban 
october 2016 by juliusbeezer
The pathway to Cycling Utopia starts here. | Wheeled Pedestrian Cycling
Say what? I mean, the intuitive response would be to say that the separated cycle paths caused the increase in numbers of people cycling. But according to Modacity, the separated cycle paths came about as a result of more people cycling. They were built as a way to manage the numbers. They were built as a consequence of lots of people already cycling. A mandate to protect people on bikes existed already. A process of traffic calming was already well established. Cycling was already a normal daily activity. That fight had already been fought and won. A fight that has barely started in most other cities.

That’s not to say that building a separated cycle path will not act as an inducement to get people out of cars and onto bikes but…that’s only a part of the story. Of course it would be really great if that approach was the shortcut to a cycling nirvana. It would be great. But in the meanwhile I want to suggest that we reframe the conversation. Let’s move beyond just talking about infrastructure and instead, start talking about building demand for cycling.
cycling  netherlands  urban  design 
september 2016 by juliusbeezer
Bike jams and unwritten rules: a day with Amsterdam's new 'bicycle mayor' | Cities | The Guardian
Indeed, while bikes account for an estimated 68% of journeys made in the city centre, they are allocated just 11% of infrastructure space, with cars getting 44%. There are further flashpoints around the relative lack of cycle parking (“Tourists love taking photos of bikes chained to canal bridges but the council hates it,” says Anna) and the use of bike lanes by scooters, which are heavier, wider and faster than bicycles. Moves to ban scooters from cycle paths nationally are currently going through parliament in the Hague – but just as that issue nears a possible conclusion, the introduction of electric bikes which can reach speeds of 30mph is threatening to create new problems.
cycling  netherlands  urban  environment  law 
september 2016 by juliusbeezer
Poor people pay for parking even when they can’t afford a car - The Washington Post
Free parking makes it cheaper to own a car. But, as UCLA economist Donald Shoup has long argued, it makes everything else more expensive. Parking at the supermarket is embedded in the cost of groceries. Parking attached to an apartment building is built into the price of rent.

And because cities typically require developers to build a minimum amount of parking — say, one spot per bedroom in each housing unit, or two per thousand square feet of commercial space — you may pay for the cost of parking even if you never drive a car.

One analysis in Seattle found, for instance, that overbuilt parking at apartment buildings can drive up rents by nearly $250 a month.
driving  environment  urban 
june 2016 by juliusbeezer
A surprising upside to driverless cars you probably hadn't thought of | City A.M.
The creation of dedicated zones for driverless cars could free up land worth billions in central London, as parking spaces become redundant because fewer people own their own car and less space is allocated to roads...

As much as 20 per cent of land across Britain could be freed up, according to a new report from WSP Parson Brinckerhoff and Farells architects which imagines the future impact of the technology on cities and our environment (see gallery below for images).

The zones, which have already sprung up in areas such as Greenwich where driverless cars are being tested, have the potential to create thousands of additional homes and jobs, as well as extra land for quality green and open spaces, the report found. It estimates that zones of 100 hectares could gain more than £1.25bn in added land value in central London, £300m in outer London and up to £75m across the rest of the country.
driverless  environment  urban  London 
april 2016 by juliusbeezer
The secret life of a cycle courier | Books | The Guardian
Physically, the work is grindingly hard. On an average day you’ll cycle 60 to 100 miles, deliver 20 or so packages, and earn maybe £3 a package. On a good day you’ll break £100. On a fixed-gear bike such as mine, with a gearing of 49/17, that amounts to around 29,000 complete pedal revolutions a day. On an average day you’ll earn 0.003p for each turn of the cranks.

Another city exists alongside the London most people know, and cycle couriers are privy to it, with its post rooms manned by neon-tabarded security guards, its goods lifts, its secret, parallel infrastructures. To a cycle courier, the conflict between public and private, between the rules of the road and those of corporate estates, is constantly apparent.
cycling  urban  London  edgework 
april 2016 by juliusbeezer
A La Rochelle, les militants du vélo imaginent la société de l’a-voiture | L'interconnexion n'est plus assurée
1/ La ville apaisée. Vitesse maximale à 30 km/h, réaménagement de l’espace public, dos d’âne, parkings relais, verbalisation des voitures et scooters garés sur les trottoirs... Tous ces outils contribuent à encourager la marche et le vélo. « La démarche de ville à 30 me semble indispensable », indique Jean-Marc Soubeste, adjoint (EELV) au maire de La Rochelle, qui annonce « une concertation » sur ce sujet. A Lorient (Morbihan), « certaines voies réservées aux bus sont également autorisées aux vélos », souligne Olivier Le Lamer, adjoint (PS) à l’urbanisme. A rebours de ce qui se pratique à Rouen ou à Marseille.
cycling  environment  urban  france  français 
april 2016 by juliusbeezer
Does size matter? | As Easy As Riding A Bike
These assertions of unsuitability seem to hinge on an assumption that in larger cities, people make longer trips, that their journeys get ‘stretched’, by comparison with smaller cities. These longer trips are less suited to cycling. But how much truth is there in these kinds of claims? How long are trips in London?
cycling  urban  environment 
april 2016 by juliusbeezer
Le siècle de l’automobile était une erreur. Il est temps de passer à autre chose. – carfree.fr
Il faut d’abord rappeler que toutes les villes étaient sans voiture il y a un peu plus d’un siècle. Toutes les villes n’ont pas répondu à l’avènement de l’automobile avec le même enthousiasme que les villes américaines. En fait, certaines villes n’ont jamais adopté la voiture. Venise n’a pas voulu se détruire pour construire des rues assez larges pour les voitures. Elle n’en a donc jamais eu, sauf dans la partie de la ville située sur le continent. La même situation existe dans la médina de Fès, au Maroc, et dans plusieurs autres villes d’Afrique du Nord. Ces quartiers sont généralement les parties les plus dynamiques de ces villes.
environment  driving  urban 
march 2016 by juliusbeezer
Gilles Ivain — Wikipédia
Quoique membre éphémère de l'Internationale lettriste, Ivan, dit Gilles Ivain, peintre, écrivain, psychogéographe, ami d'Henry de Béarn, de Patrick Straram et de Gaëtan M. Langlais, a marqué d'une empreinte indélébile ce mouvement.

L'une des rares traces de l'importance du rôle qu'il a pu y jouer entre 1953 et 1954 demeure son Formulaire pour un urbanisme nouveau, texte écrit en 1952-1953 et dont une version, établie par Guy Debord, a paru en 1958 dans le premier numéro de la revue Internationale situationniste avec cette présentation : "L’Internationale lettriste avait adopté en octobre 1953 ce rapport de Gilles Ivain sur l’urbanisme, qui constitua un élément décisif de la nouvelle orientation prise alors par l’avant-garde expérimentale. Le présent texte a été établi à partir de deux états successifs du manuscrit, comportant de légères différences de formulation, conservés dans les archives de l’I.L., puis devenus les pièces numéro 103 et numéro 108 des Archives Situationnistes."
Situationism  urban  psychogeography 
january 2016 by juliusbeezer
Bristol Traffic
the War on Motorists began over 25 years ago —and the city is still suffering under it. Before the war, you could drive from temple way over the rickety flyover, straight to the centre, then past the cathedral and out to the A4, with only a couple of traffic lights in your way. Not now.
driving  urban  environment  dccomment 
january 2016 by juliusbeezer
7. Nantes - The Copenhagenize Index 2015
Nantes has embarked on an impressive journey. They rocked onto the Copenhagenize Index in 2013 because of clear political will and investment in infrastructure and facilities. They are maintaining that, although they slip one place on the 2015 Index. We're impressed by the efforts from the City and the diversity of projects they have implemented. Not just infrastructure but services, and a clear collaboration with local associations. The City is also dedicated to traffic calming, which only serves to make cycling a more attractive option. The main boulevard is now virtually car-free for through traffic and the City has added a demonstrative cycle track down the middle. It's certainly not anywhere near Best Practice, but the iconic value is important. It is clear that the City is putting money where its mouth is...
Nantes will not increase their modal share further without a commitment to Best Practice infrastructure. They get so many things right apart from this. French planners and traffic engineers are simply not equipped to plan for cycling and, like many large countries, they are reluctant to seek inspiration across borders. Cycling in Nantes is confusing and not very intuitive.
cycling  nantes  urban  politics 
january 2016 by juliusbeezer
NDDL. Philippe Grosvalet (PS) passe aux aveux - Breizh-info.com, Actualité, Bretagne, information, politique
Or, en cas de départ de l’actuel aéroport, 600 hectares seraient libérés à Bouguenais. Soit un potentiel, parait-il, de 6300 logements et 16 000 habitants. Et, suprême avantage, ces 600 hectares se trouvent à la porte de la ville de Nantes.

Jusqu’à maintenant, cette dimension demeurait cachée. Lorsque les élus et les agents du lobby béton-goudron (Alain Mustière, par exemple) développaient leurs arguments en faveur de la construction du nouvel aéroport, on avait toujours droit à un grand discours sur l’augmentation du nombre de voyageurs, sur le bruit engendré par les avions, sur la protection de la réserve naturelle du lac de Grand Lieu, mais il n’était jamais question de l’extension de la zone urbanisée.

Update 07 March 2017: 404ing, refreshed with archived content (snapshot date 02 Feb 2016 at archive.org: though the comments have not been archived (!))
aéroport  urban  france  politics  dccomment  linkrot  link_rot_fixed  français 
january 2016 by juliusbeezer
Copenhagenize.com - Bicycle Culture by Design: Amsterdam City Council Agrees to Remove More Cars
Amsterdam today is that the city council has agreed to further limit car traffic in the city centre. Earlier this year, their agreed to establish a new design for the Muntplein square. With a recent traffic study of the city, it has been established that it is possible to improve the plans even more.

Through a car number plate analysis, it was possible to get a detailed picture of the traffic in the city centre. The study showed that traffic is atypical. There are many taxis, vans and visitors but there is no longer a pattern. 65% of the motorised traffic in the city city centre has no business there. 20% uses the roads to get to surrounding areas. 15% use the streets as a transit route on A to B journeys that have nothing to do with the city centre. 30% just drive around in circles - this is primarily taxis, especially at night, doing loops while waiting for customers, as well as people looking for parking.

The plans will direct this parasitical traffic to other roads outside the city centre, while keeping the area accessible to local traffic and deliveries. This will improve the flow and create more space for pedestrians and cyclists. The city is also looking at how to get taxis from driving aimlessly around at night.
cycling  environment  urban  netherlands 
november 2015 by juliusbeezer
6 Big European Cities Have Plans to Establish Car-Free Zones in Central Areas - CityLab
Plans to ban private cars in parts of a downtown area have become so common among big European cities that it’s getting hard to keep track of them all. Since the start of 2014 alone at least six metros have announced ambitions to convert parts of their central districts into pedestrian havens with less automobile congestion and air pollution
Oslo, Milan, Paris, Dublin, Madrid, Brussels
driving  cycling  urban  politics 
november 2015 by juliusbeezer
Choreography of cyclist behavior
Although it was relatively early in the season and most footage was shot just after the busiest peak period, these nine junctions processed a total of more than 18,500 cyclists in one hour. What is immediately striking is the high percentage of conformists. Although the research was carried out during the morning rush hour and predominantly major junctions were researched, this is still a radically different picture from what's often suggested in the public debate, such as a recent article in the Amsterdam daily newspaper Het Parool about 'the Amsterdam cycling rogues'.
cycling  netherlands  urban  sociology  video 
july 2015 by juliusbeezer
Every Study Ever Conducted on the Impact Converting Street Parking Into Bike Lanes Has on Businesses - CityLab
It's perhaps natural for a shop owner to fear that losing a parking space means losing revenue. Drivers tend to be wealthier than alternative transport users, and cars have big trunks to hold lots of stuff. Cities can add a bike lane and still keep street parking by bumping out spots from the curb (a common practice in New York), but generally speaking more road space for cyclists means less for cars.
But here's the thing about the "studies on possible economic impacts" requested by retailers on Polk Street, or really wherever bike-lane plans emerge—they've been done. And done. And done again. And they all reach a similar conclusion: replacing on-street parking with a bike lane has little to no impact on local business, and in some cases might even increase business. While cyclists tend to spend less per shopping trip than drivers, they also tend to make more trips, pumping more total money into the local economy over time.
cycling  parking  driving  urban  transport  business 
june 2015 by juliusbeezer
L’urbanisme totalitaire de Le Corbusier
Cette séparation fonctionnelle des quartiers est là aussi d’essence totalitaire. Dans un régime totalitaire, de type nazi, fasciste ou stalinien, la mixité est forcément dangereuse, elle est source d’échanges, y compris des idées. Par ailleurs, la mixité est plus difficilement surveillable et contrôlable, à la différence de quartiers mono-fonctionnels. C’est pourquoi, Marc Perelman parle « d’organisation carcérale » pour décrire l’urbanisme de Le Corbusier.
politics  urban  environment  architecture  français 
may 2015 by juliusbeezer
If You Can't Beat 'Em, Join 'Em
Using a car to get into the centre of a British city is like using a sledgehammer to crack the proverbial nut. It wouldn’t be so bad if the one-tonne SUVs tootling around were carrying the seven people they’re designed to carry but more often than not they’re transporting just a solo driver. This is an enormous waste of precious resources. Petrol might be getting cheaper but city rents aren’t. Land is scarce making it expensive, yet so much of it has been given over to slow-moving lumps of metal that take up inordinate amounts of costly city space per human traveller. Now, this is a motoring website, so where’s the twist? There isn’t one. Consider this a reality check. In your future, and in mine too, there will be fewer facilities for travelling everywhere by car. The nooks and crannies are already slowly being closed off to motor cars, and the generous number of carriageways will also be slowly reduced. Roadspace reallocation will be done stealthily – just as frogs don’t jump out of water boiled from cold, you may not notice until it’s too late. In fact, such “filtered permeability” for users other than private motor cars has been happening for some years but at such an under-the-radar level it may have passed you by.
permeability  cycling  transport  environment  urban  Nantes 
march 2015 by juliusbeezer
How I Became an Urban Monster in Just 10 Minutes - CityLab
The car is often—let’s say even usually—the wrong tool for the job in a dense urban setting. Using the wrong tool makes you frustrated and impatient. It can quickly turn you into a jerk, even if you are a decent human, as indeed most people are. It sours your attitude and leads to stupid, impulsive behavior. When the tool you are using is a car, that can mean injury or death for the people around you. Even if all you’re doing is honking and spewing fumes, you’re making the world worse. Not to mention yourself.
driving  urban  us  environment 
january 2015 by juliusbeezer
Helsinki Has a Plan to Get People to Stop Owning Cars | Innovation | Smithsonian
Helsinki already has one piece in place. Last year it rolled out an on-demand minibus service called Kutsuplus (Finnish for “call plus”), and so far it’s living up to expectations.

Once people sign up for the service, they use their smartphones to order rides on the nine-passenger vehicle. They can also request a private trip at a higher fee. Then the system’s proprietary software kicks in, determining which of its 15 minibuses is in the best location to pick up and deliver a passenger to his or her destination. Adjustments are made throughout the day as buses are routed and rerouted around the city to provide the most direct routes for those who make requests. Since it works on the fly, the Kutsuplus system may have to do millions of calculations on a busy day to dynamically move buses around to service its customers. More than 13,000 people have now signed up.

Fees are more expensive than bus fares, but about half the price of taxis.
transport  urban  internet 
october 2014 by juliusbeezer
Motorists have ruined England - and they need to pay the price - Telegraph
what I want to know is this: why, the moment we get into our cars, do we all turn into screaming, pinko commies? Why do we reject the free market solutions that we embrace everywhere else. Why, rather than accept the idea that we should pay when we use a scarce resource (roads) do we ration them in the worst possible way. Why do we agree that, for a once-a-year fee, you can drive as much as you like, wherever you like and whenever you like?

The effects of this economic lunacy are there for all to see.
transport  environment  urban  London  liberal 
september 2014 by juliusbeezer
Can We Do Full-Scale Farming Inside City Centers? - CityLab
Lufa’s biggest innovation has little to do with farming techniques or architecture: It’s marketing and e-commerce. Lufa sells its produce through a complex distribution system that puts to shame the usual get-what-you-get offerings of farm co-ops found in many North American cities. For a minimum of $30 a week, Lufa customers select what goes into their basket through a fancy online marketplace.
food  urban  urbanfarming 
august 2014 by juliusbeezer
A propos d’étalement urbain, réponse à Natacha Polony | L'interconnexion n'est plus assurée
Certes, Madame Polony, les supermarchés, les rocades et les parkings font partie du paysage de la France d’aujourd’hui. Oui, d’une région à l’autre, tout se ressemble. Les identités locales, pour lesquelles vous semblez développer une nostalgie insondable au point d’utiliser les noms des provinces de l’Ancien régime, ont pratiquement disparu.
france  urban  environment  français 
august 2014 by juliusbeezer
Why free parking is bad for everyone - Vox
some people might prefer the car-friendly landscape of Los Angeles to the dense downtown of San Francisco, and there'd be nothing wrong with that. But currently, municipal parking requirements aren't even letting people make the choice: they're forcing it upon them, by requiring developers to surround every new building with seas of parking, whether at the surface level or underground.
So what's a better option for parking?

To cities where he serves as a parking consultant, Shoup's recommendation is simple. "Charge the right price for on-street parking," he says. "I see this as the lowest price you can charge and still have one or two open spaces per block." This means the market sets the price — and people are paying as little as possible for parking without creating the cruising problem.

Modern technology makes this easier than you might imagine.
parking  urban  transport  cycling 
july 2014 by juliusbeezer
VersoBooks.com
What makes the trial even more bizarre is that one of the defendants, Dr Bradley Garrett, is a respected academic at Oxford University whose doctoral thesis was written on… place-hacking. Dr Garrett was working in the tradition of ethnographers from Malinowski to Margaret Meade when he joined the place-hackers on their nocturnal adventures. He has subsequently published a book, Explore Everything, that examines urban exploration as a subcultural activity and an active critique of our increasingly off-limits city. Needless to say, TfL attempted to prevent its publication, showing a commitment to suppressing scholarship that goes, I would say, rather beyond its remit.
law  funny  scholarly  psychogeography  urban 
may 2014 by juliusbeezer
Kids Who Get Driven Everywhere Don't Know Where They're Going - Sarah Goodyear - The Atlantic Cities
Appleyard worked with children in two suburban communities. One had light traffic and infrastructure that allowed children to walk and bike on their own. One had heavy traffic and children traveled almost exclusively by car. Using a technique called cognitive mapping, Appleyard asked groups of nine- and 10-year-old kids to draw maps of their neighborhoods, showing destinations such as school and friends’ houses, and marking places they liked or disliked. The results were revealing:

In the Heavy [traffic exposure] neighborhood, the children frequently expressed feelings of dislike and danger and were unable to represent any detail of the surrounding environment.
urban  cycling  driving  psychology 
may 2014 by juliusbeezer
The effect of private car dependence on land use | As Easy As Riding A Bike
Horsham, where I live, is not a great American city – the subject of Jacobs’ book – or even a city. It is a town with a population of just 55,000 people, and with an approximate radius of only two miles. Yet despite its relatively small size, it has an extraordinary amount of space, and building, dedicated to the temporary storage of motor vehicles.
cycling  economics  land  urban 
september 2012 by juliusbeezer
Would Bike-Only Boulevards Be All Bad? : TreeHugger
Current bicycle mode share in Portland is 7%. Yes, it's the best in the U.S. However, the goal for nine years from now (2020) is 25%. How do we nearly quadruple the number of people (and especially, women, children, and people of color) that ride bikes? We know interested but concerned prospective cyclists are out there. We need to show them, instead of just telling them. Cicolvias demonstrate the fun in walking and cycling.
cycling  urban 
december 2010 by juliusbeezer
Recipes for history « Snarkmarket
A point that Laudan makes is that you can’t just eat grain like you can fruit — at a minimum, you’ve got to shuck, grind, and cook it, turn it into couscous or tortillas or whatever... that degree of difficulty is what a civilization is — a division of labor that necessitates socialization, technology, rituals, aggregation. The English were terrified about growing potatoes in Ireland, not because they were worried about famines, but the opposite. Because potatoes grew underground, they thought the crop was famine resistant — nobody had any kind of experience with destruction of crops by a fungus. No, they were worried because potatoes worked too well — you could dig them out of the ground, boil them, and eat them, and sustain a huge population for a fraction of the cost of bread. And without bread, no civilization.
urban  history  food 
november 2010 by juliusbeezer
New Left Review - Mike Davis: Fear and Money in Dubai
The Las Vegas of the Middle East (without the gambling)
dubai  urban 
november 2009 by juliusbeezer
Gentrify, Gentrify | n+1
"the idiocy of rural life" and "the right to the city": interesting US-centric analysis of urban life
gentrification  urban  rural  suburban 
november 2009 by juliusbeezer

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