Urban farms promote health, environmental sustainability and social networks through learning and companionship. They also embrace sustainable economic growth and thus moderate the fierce impact of economic wane especially for those living on the verge of social seclusion – mainly the unemployed and homeless.

The Athenian guerilla version of urban farming can be seen in efforts like that of Self-managed Urban Agros* in the area of Elliniko, Navarinou Park, self-managed Agros of Tritsis Park and the Botanical Garden of Petroupoli.

Nonetheless, apart from the unsanctioned urban farming actions around Athens and other cities of Greece, there is also the fully-sanctioned version of the very same phenomenon. Since last year, municipalities all over Greece are participating in an urban social farming program as a mean to alleviate the unemployment and the food crisis. In this manner, urban farmers can cover a part of their nutritional needs while earning some money by selling their products to social groceries. These interventions have also extended to school yards and gardens. The most famous Community Gardens of Athens are that of Marousi and St. Dimitrios Municipalities.

What are some experiences you’ve had at a local urban farm ?

*Agros in Greek means farm

Credits: Data and images linked to sources.

– Project for Public Spaces

The question of what exactly constitutes as a successful public space can be exemplified by the multi-purpose art, cultural, and park space of Minneapolis’ Sculpture Garden, which is celebrating its 25^th Anniversary this year. The 11.2-acre garden is one of the largest urban sculpture gardens in the country and consists of four 100-foot-square plazas showcasing sculptures by renowned artists from around the world. The garden is also home to the Twin Cities’ iconic sculpture of “Spoonbridge and Cherry.”

According to the Project for Public Spaces, a successful place can be evaluated based on the following four criteria: access & linkages, comfort & image, uses & activities, and sociability.

• Access & Linkages

The Sculpture Garden is connected and intertwined to the surrounding amenities such as the Walker Art Center, the Kenilworth Regional Trail, and Loring Park. The Garden is linked to Loring Park via the 375-foot-long Irene Hixon Whitney pedestrian bridge designed by the Twin Cities artist Siah Armajani spanning the busy Hennepin Avenue which links the area to cities Interstates, as well as downtown and uptown Minneapolis.

• Comfort & Image

The park and garden are frequented by spectators and residents year–round. Due to its partnership with the Minneapolis Park & Recreation Board, the park is well maintained and provides more than an adequate amount of seating, as well as outdoor and balcony seating in the nearby Walker Art Center.

• Uses & Activities

The Walker Art Center provides plenty of activities and things to do in the cold winter months and especially in the summer months. One can visit the latest exhibit from around the world; catch a latest showing of inspiring and educational documentaries, such as ‘Urbanized’ or international films; or sit in on a free lecture, such as last Thursday’s Next Generation of Parks series on the world renowned landscape architect Eelco Hooftman of Gross. Max. In addition, the vast green space is often packed in the summer months with events such as the annual Rock the Garden, Open Field, or the Internet Cat Videos Film Festival. 

• Sociability

One cannot talk about sociability without mentioning Loring Park, site of various cultural, social and political events in Minneapolis and directly connected to the Sculpture Garden. The park was designed by the American landscape architect and pioneer of the Minneapolis Parkway System, Horace Cleveland. The park is often swarming with the eccentric population of the surrounding neighborhood, and in the summer months its open areas are home to music festivals, parades and other event including the Minneapolis Music and Movies In The Parks put on by the Minneapolis Park and Recreation Board.

Although the Minneapolis Sculpture Garden and its surrounding amenities serve as a great example of a successful social place, the common areas are mainly used in the summer, which, in Minnesota, is only three months out of the year. What can public spaces do in order to serve the same public purpose of social gatherings in those cold winter months as well as they do in the summer?

Credits: Photographs by Jasna Hadzic. Data linked to sources.

Recently I found out that Thessaloniki, Greece, has many skate park lovers, a fact that is obvious by the numerous skate parks that have been created in the last few years. The most popular seems to be the “What’s up Park,” located in the centre of the city. When I visited the place, I totally understood why young people would enjoy spending their free time there.  The place gave me this sense of freedom that only a successful landscape design can create. The only things you can find there are some simple benches, surrounding an open space with a couple of skate ramps.

In accordance “he that seeketh findeth,” I asked one of the boys who was riding a BMX bike there for more information regarding the city skate parks, and they informed me that there is one in the renovated part of the New Waterfront of Thessaloniki. It would definitely be a great experience practicing a sport like skating, so exhilarating and liberating, near the sea, and with a spectacular view of the city.

Another really interesting project for the skate park lovers is the new town square of Thermi, an area in the east side of Thessaloniki, where the architects seem to have incorporated skate ramps in the general architectural design. Thessaloniki also recently obtained “Northpark,” an indoor skatepark fully equipped for fans of skateboarding, BMX, flatland BMX, dirt bikes, and rollerblades. There is also qualified staff that can train both beginners and advanced students alike. Sounds really tempting!

Is there a skatepark in your city that you enjoy visiting?

Credits: Images and data linked to sources.

We all have to make tough decisions. When it comes to city planning, there’s no tougher decision to make than the modernization or preservation of historic culture. European cities, like Berlin, have mustered up the courage to dismantle their historic gas-powered lamps in an attempt to reduce energy output for their modernization efforts. On the other hand, cities like Edinburgh have creatively held onto both a modern and historically protected world without having either clash. Partnered with UNESCO, Scotland’s capital city showcases its urban planning marvels Old Town and New Town. In contrast to both, Nottingham’s urban planning strategy has been a visual faux pas as high modernism comes to mind when exploring the town. Its current and past reluctance to fully modernise or preserve its rich culture may come to be a downfall for future urban planners.

Continuity and consistency is lacking in Nottingham’s city planning. The modernist architectural movement of the 1970’s marred and rid the town of its organic medieval features. Brutalist architecture sits adjacent to Nottingham’s main attraction, Nottingham Castle. The development and idea behind this movement screams high modernism and the attraction itself lacks complementary businesses that would help the city’s tourism and local business market. So what exactly can Nottingham do now? 

Modernisation

1. Establish an identity for the city based around cultural accuracy and future needs. This will make the transition smoother and more attainable.
2. Improve technological infrastructure. Modern cities attract higher human capital and thus will need to have support systems for future development.
3. Redesign city layout with business parks, better flowing transit systems, and grouped markets (Chinatown, shopping centres, etc).
4. Push for bold and radical, yet sustainable, designs.

Historic Conservation

1. Renovate buildings with a more Victorian-style design, keeping all within the same mix of style.
2. Support classic food markets of the past, noting its current relevance to sustainability and cultural significance.
3. Resurrect past heroes and build monuments in their honour.
4. Be in favour of local businesses as opposed to big commercial businesses (McDonald’s, Gregg’s, etc).

Nottingham must decide on an identity quickly or it will continue to struggle with mandatory town planning and sustainability issues. Is either modernisation or historic preservation important to a town’s sustainable future?

Credit: Images and data linked to sources.

The scene is familiar in Segrate, a small town just outside the eastern border of Milan. A new shopping mall from major retail developer Westfield Group is in the works for this industrial area. “Westfield Milan” will be one of Italy’s largest shopping malls, and is set to open in conjunction with the 2015 Expo (whose theme coincidentally includes energy sustainability). This will surely enhance the visitor experience, as a high level of passenger traffic is expected to come through nearby Linate airport during this time.

However, shopping centers are not always seen as positive projects. The mall-building era of the United States in the late 20th century encouraged suburban growth and negatively impacted decaying city centers. Now, a younger generation concerned with environmental impact and human scale is choosing to move back into city centers. What is left is an aging stock of huge, unattractive, and often unusable architecture.

An enduring example is Galleria Vittorio Emmanuele, the most central mall of Milan, opened in 1877. Its scale is much smaller than many modern constructions, but its combination of size and integration of retail, dining, and offices into the central city fabric make it one of the most elegant examples available.

Admittedly, the American case is in a different urban context than Italy, but there are still lessons to be learned. Locations that encourage automobile use should be approached cautiously, and provide close and frequent public transportation options.

Furthermore, the developmental link between Expo 2015 and Westfield Milano, as well as a physical rail link between Linate and these sites, suggests this is a strong opportunity to build a mall for the next generation. This will combine quality retail, transportation options, and urban contextual relevance in a sustainable, yet profitable package.

What elements would you like to see in future developments like this one?

Credits: Photographs by Maxwell Vidaver. Images and data linked to sources.

Urban Infill. The former land-use code, a conventional ‘Euclidean’ model, forced inappropriate separation between live, learn, work, and play. This horizontal form of development pushed city-wide car dependency – leaving gaps and vacancies in countless communities. The Miami 21 initiative opened doors to mixed-use development, achieved by basing zoning less on land use and more on the physical form. Infilling these once underused properties has increased the value of these communities.

Density. The last two decades swarmed Miami with towering development in many communities – resulting in an over-built downtown and large high-rise condominiums across a neighborhood street from a humble one-story single family home. Miami 21 provided the necessary density transition, while molding the recent development boom into the correct areas: transportation corridors, MetroRail stations, neighborhood centers, and urban cores.

Pedestrian Experience. The previous code left scars of hostile environments for pedestrians and non-motorized vehicles, as it catered to the car-dependent culture. Both residents and tourists (a core industry in Miami) are thankful that the basis of Miami 21 is human-scaled development. Recent construction across the city hugs the sidewalk, conceals parking, and fosters livability for each neighborhood by providing everyday conveniences within easier reach.

Though unfortunate compromises were made, such as high parking requirements, a shortage of medium density areas, and the possible neglect of important public space/buildings – these issues will be tackled in the coming years. Receiving numerous awards, Miami 21 is quickly improving for the vitality and livability of our city.

What other major cities are working towards rewriting their zoning code into sustainable environments?

Credits: Photographs by Jennifer Garcia. Data linked to sources.

In February 2012, Governor Brown of California, in an effort to slash the state budget, ordered the dissolution of all California Redevelopment Agencies. From an urban planning perspective, this was extremely alarming. Losing the Redevelopment Agencies meant losing the primary leader and funder of urban redevelopment (such as infill projects) and affordable housing projects in all of California’s major cities.

With this news, San Francisco Mayor Ed Lee partnered with affordable housing advocates to create a new affordable housing fund. After enduring 3 months  of campaigning, San Francisco voters approved the following:

• Funding for 30 years, of up to $51 million/year, to build new affordable housing:
• Down payment assistance of up to $100,000 for middle-income residents:
• Foreclosure prevention assistance: and
• The reduction by 20% on requirements for developers to build on-site affordable housing.

55 Laguna Street, one of the first projects Prop C will fund.

Proposition C’s financial backing comes primarily from the city’s general fund, but Proposition E is also key to the financial sustainability of Proposition C. By reforming the business payroll tax, Proposition E adds another $28.5 million/year to the general fund to help offset the cost of Proposition C. The passing of both these ballots has been a tremendous victory for affordable housing in one of the US’s most expensive cities to live.

Have you been involved in a recent campaign supporting affordable housing? What similarities do you find between other public programs and the one that San Francisco has passed through Prop C?

Credits: Images courtesy of SF Gate and OpenHouse-SF. Data linked to sources.

The site’s basic premise is a prompt: “I want ______ in New Orleans.” Users suggest bike lanes, pocket parks, retail centers and new food truck laws that they would like to see. Some get more specific, suggesting what they need in their specific neighborhood or on their street corner. The site demonstrates support for an idea by aggregating statements on the home page for your city or neighborhood subpage, for example, “386 neighbors want the ability to recycle glass in New Orleans.” Users can also share updates on existing social media sites to gather more support for an idea.

Neighborland can be a useful way for public officials to gather input from citizens who otherwise may not have the time or investment level to attend time consuming public meetings. Success can be seen on the website as wants are realized, such as the Regional Transit Authority making their GPS data available to app developers.

Organizations and advocacy groups make use of the site as well. Groups such as the New Orleans Food Truck Coalition can use Neighborland as a virtual brainstorm to generate ideas on the question: “How can we help the food truck industry in New Orleans?” Advocacy group Bike Easy has used Neighborland to gather specific input on where to lobby for new bike lanes.

Neighborland is also attracting use by real estate developers and commercial property brokerage firms. Developers ask Neighborland users what they would like to see at an abandoned building and commercial real estate firms gather input that can be useful for leasing ground floor commercial space. While this use of Neighborland is not a thorough method for soliciting public participation, it is one tool that opens up lines of communication between citizens and the firms that control urban properties.

Neighborland has now launched in cities across the United States, giving regular people a way to connect and influence the urban landscape of their cities. As new ideas, actions and success stories take off, Neighborland will be one tool to help the tech-savvy population engage in neighborhood improvement.

What are some other ways Neighborland can benefit your community?

Credits: Data and images linked to sources.

How do you achieve social equity and inclusiveness through urban planning? In order to answer this question, we must first define these terms. PolicyLink defines equity as such, “Just and fair inclusion. An equitable society is one in which all can participate and prosper. The goal of equity must be to create conditions that allow all to reach their full potential. In short, equity creates a path for change.”

In partnership with the New York-based Center for Social Inclusion, whose vision is to “translate America’s changing demographics into a new source of power and prosperity for a society where all people can participate in solutions that help us all thrive” we will discuss how social equity and inclusiveness is and should be addressed in urban planning. This is the topic of The Grid’s inaugural tweetchat, #thegrid.

Disparities exist and as planners and policy makers this is something we should strive to reduce. The conditions of our neighborhoods reflect years of decision making on the local, regional, state and federal level. “The built environment is social policy in concrete,” as Dr. Richard Jackson from the Department of Environmental Health Services likes to say.

How do we provide the same level of opportunity to all demographics?

Severe disparities in education exist between urban public schools and suburban private schools, putting certain youth at a disadvantage early on. The gender earnings gap is still significant and if you are without a car and do not live near transit, a 30-minute trip turns into a two hour commute. Although social media is making communication faster, there are still those without the same level of access, hindering their ability to receive information.

If access to new technology continues to be a matter of cost, are we then only increasing the socioeconomic gap by excluding those who cannot afford the latest smart phone?   

Residents with access to public transportation, grocery stores, parks and good schools will almost certainly receive better education, be healthier and more active than those with limited access to such resources. But how do we create the necessary infrastructure in communities where they do not already exist? The answer is incentive and innovation.

For example, West Oakland is finally receiving its first grocery store in decades, People’s Community Market, which is desperately needed in a place that is home to over 50 liquor stores. To gain the funds for this project, a group of entrepreneurs, who founded the non-profit People’s Grocery, created a system where California residents could buy shares in the enterprise and become investors. Investors will receive a 3% compounded annual interest rate and 1% annual store credit.

The market will be located on the busiest corner of West Oakland, where it will emphasize community and offer educational workshops. The founders understood how to implement this type of project because they have been working in the neighborhood for the past decade offering small grocery services to its residents. They realized those services were too limited, so they came up with People’s Community Market. They realized Wall Street would not invest in this kind of small-scale project, in an impoverished area, which is why they went straight to local residents for their fundraising.

Their business model incentivizes investment and the project itself reflects the needs of the community. People will have a place where they cannot only purchase healthy food, but can gather, learn about nutrition and develop a stronger sense of neighborhood pride.

In order to plan for social equity and inclusiveness in a city, policies must come from a more central source, such as the Mayor’s Office or the local government, so that they can be applied to the entire city and not just certain regions. However, there must be a level of knowledge and cultural understanding from within these communities so the actual needs can be addressed. If these central-governing bodies can successfully reach out to these communities, the chance of creating action becomes great.

Through urban planning, development and policy, we can create cities that make social equity a reality. But our structures are so deeply grounded that changing their trajectory requires new leadership and ideas.  

What innovative programs do you know of that promote social equity and inclusiveness in your city?

Join myself and Renee van Staveren from The Grid and Dennis Chin and Anthony Giancatarino from the Center for Social Inclusion on June 5, 2013 at 3PM EDT/ 2PM CDT/ 12PM PDT/ 8PM BST/ 10PM EEST for our inaugural #thegrid tweetchat. The discussion will last an hour. We’ll be exploring social equity and inclusiveness in urban planning and encourage you to join us. Simply login to Twitter and follow the #thegrid hashtag and include it in your tweets to join the discussion.

Credits: Images and data linked to sources.

This is the third post in a three-part series reviewing and summarizing the CNU21 suggested reading list. CNU21 is this year’s annual Congress for the New Urbanism conference and will be held at the Grand America Hotel in Salt Lake City, Utah May 29^th through June 1^st, 2013. The first review and summary discussed, “Cities of the American West: A History of Frontier Urban Planning,” by John W. Reps. The second review and summary covered, “Mormon Country” by Wallace Stegner.

First published in 1965 and last printed in 1980, “Town Planning in Frontier America” by John Reps discusses everything a typical college “Intro to Urban Planning” course would discuss. That being said, you should skip this book if you’ve ever taken a basic urban planning history course.

John Reps has written 14 other works in addition to “Town Planning in Frontier America.” As a result, the “father of American planning history” has earned a plethora of awards and titles throughout his long academic career.

This book has much more soul and enthusiasm than “American West.” “Frontier America” was one of Reps’ earliest works, and his youthful excitement provokes the words to jump off their pages. There is a clear style difference between these books of his CNU has recommended. If “American West” didn’t sound like your bag, “Frontier America” will surely peak your interest.

“Frontier America” has a far wider scope than the title implies. The introduction focuses on European planning. Throughout the book, Reps relates classic European planning techniques back to early American planning. Reps’ use of the word “frontier” in the title is a little misleading as the book discusses early plans for all major cities from coast to coast.

“Frontier America” is a reasonable 328 pages. Anyone who is comfortable reading at a 9^th grade level should have no troubles connecting with Reps through this book. It’s a fun read for those who want to know the basics of American planning history, with a dash of European planning history mixed in.

However, it feels so much like an outline for “American West.” He is obviously going for breadth rather than depth, from what I notice of his pacing. “American West” fills that depth while maintaining the breadth. Many of the images in “Frontier America” are in “American West,” though the latter displays them in a higher quality and larger size.

The other two books on the CNU21 reading list are obviously tied to Salt Lake City, Western planning, and/or Mormon culture. “Town Planning” seems so out of place on this list. Just the last ten pages or so discuss Mormon frontier planning, and much of that reads like an outline for “American West.”

If you’re interested in the “Western Grid, Applications for the Future,” or the “Great American Grid Debate,” breakout sessions at CNU21, I suggest reading “Town Planning” to better prime your perspectives and thoughts for the session.

There are just 24 copies available on Amazon. To find a copy for yourself, the ISBN-13 is: 978-0826203168.

Have you noticed similarities between historic American cities and European cities?

Credit: References and images linked to sources.

For this podcast preview, John Norquist, the current President of the Congress for the New Urbanism asked Bob Dean, the Deputy Executive Director for Local Planning with the Chicago Metropolitan Agency for Planning (CMAP), and Christie Oostema, Planning Director at Envision Utah, questions about how their cities are thinking globally but building locally.

If you hadn’t already gathered, Chicago is a focus city because the Congress for the New Urbanism is based in the windy city. Envision Utah is based in Salt Lake City, Utah.

Norquist began the podcast with a very intriguing if not deeply concerning fast fact: The Salt Lake City metropolitan area is home to the fastest-growing rail system in North America, while Chicago is home to the second largest but one of the slowest-growing rail systems on the continent.

Oostema was asked how Utah is a very republican-leaning state while still choosing to invest in public rail systems, even going so far as to tax themselves for rail extensions. She replied that though the state is notably “red,” the people of Utah are very pragmatic. Oostema rhetorically asked, “We plan for things in our daily lives, why wouldn’t we plan for our region and future generations?”

She said that Envision Utah’s careful approach to planning and public transit as a practical investment rather than a political move has been crucial to their success.

As part of the public participation process, citizens were divided into small groups and given large problem area maps. They were given markers to draw transportation route lines and chips representing various land uses. They were then given their practical challenge to solve: “Where would you put a million new people? Where would their jobs be? How would you get them around?”

The collective body then created three alternative scenarios inspired by the best ideas presented by the small groups. By culminating trending choices made by participants, all felt as if they owned the alternatives and therefore owned part of the plan. Oostema later noted that, “people are learning through process.”

Oostema said that the LDS church administration has embraced Envision Utah’s efforts from the beginning, and that the LDS church’s participation has been a “major piece [to the] huge partnership puzzle.” She claims that taking the time to cultivate the relationships with partners has been worth the effort and investment because “everyone came to the table.”

Norquist asked Dean about Chicago’s 2040 long range plan. Dean replied that the major goals of the plan include preservation of their established communities and the preservation of Chicago’s transit system. He and his team hopes to extend the rail line five miles south of where it stops now. Overall, though, they want to get their transit system into a “state of good repair.” To Dean, that means a system that can operate without slows, well-maintained bridges, and a modernized system that incorporates new technological solutions.

Chicago’s 2040 plan also emphasizes infill development to minimize the need to build new infrastructure. Dean declared that aside from market incentives, infrastructure investments drive where growth occurs.

Norquist asked Oostema, “How big is Salt Lake [City] going to get?” She replied that the state is expecting a population boom and to become one of the fastest growing states in the country. She told us that Salt Lake City is expect to grow by 2 million people by 2050. Oostema announced that Salt Lake City wants to maximize their rail system when considering future land use decisions, and that the area is “absolutely” ready for more TOD, or transit-oriented development. She pointed out that 35% of the traffic to the University in Salt Lake City and its adjacent business center is on train.

Norquist asked Oostema where she sees Salt Lake City fitting into the constellation of great American cities. She said, “My hope for Salt Lake City is to be a stunning example for a playbook for new western cities.” She added that she’d like to see Utah’s capital become an enthusiastic laboratory for all things creative and finding best practices.

Norquist asked Dean how CMAP gets involved with communities. Dean said that through a HUD grant, Chicago has a local technical assistance program. Communities have to compete for planning assistance. Partnering consulting firms are sometimes contracted for additional aid.

Norquist made a brief statement of his own. He noted that 25% of those who live under the poverty line live in a “subsidized situation,” meaning that they accept public assistance in some way. He stated that segmenting incomes geographically through housing has created a monoculture. It can make it hard for people to find a living situation they desire. He remarked that he believes the issue of segmented housing is a “great upcoming civil rights issue.” Norquist encouraged the return of AUD’s (auxiliary dwelling units) and the approval of units that face alleyways to allow low-income residents to live in more expensive buildings.

In a closing statement, Oostema reaffirmed that CNU21 is more of a site-based congress/conference. She also noted that Salt Lake City has historically encouraged gardens and even small orchards in urban backyards. Apparently, this development pattern is still visible in air photos.

Some brief, unrelated, or repetitive segments were cut in interest of length.

Where do you see Salt Lake City fitting into the constellation of great American cities? Twenty years from now? A hundred years from now?

Credit: Images and references linked to sources.

Communities across the country continue to face the effects and challenges of a changing climate. As we move into the future, there is a pressing need to plan for these changes, and ensure that local, regional, and national efforts are coordinated. The need for community involvement in the planning process has never been greater. Community members are called to provide input, monitor, and evaluate planning processes and make certain that our local governments are taking the proper actions towards achieving sustainability goals in our communities. The Lake Tahoe Sustainability Collaborative (LTSC) provides an exemplary model of how such involvement can be coordinated within a region.

The regional effort needed to protect and enhance the sustainability of the Tahoe basin is critical. The LTSC has recognized this need, and created a multi-stakeholder organization that provides community input in the planning process and works towards meeting its region’s community, environmental, and economic goals. The LTSC says, “The case for a collaborative is fairly simple and direct: absent a coordinated multi-stakeholder process for aligning environmental, community, and economic health, Lake Tahoe will not operate as a “region” but rather as a heavily-regulated environment with separately-governed and highly-local communities of interest.”

LTSC is made up of six workgroups across the Tahoe basin. Each workgroup strives to determine the best sustainability management practices and strategies for the basin, and works with local jurisdictions to achieve these goals. I have had the privilege to see firsthand how effective LTSC workgroups can be. Sitting in on meetings with the Community Mobility workgroup has provided me with insight into how communities can work together with their local jurisdictions to prioritize their needs and promote walkable and bikeable communities.

Some of the many faces of LTSC!

What are your thoughts? What are some other ways communities can work together to achieve local, regional and national sustainability goals?

Credits: Photo by Amanda Christian. Data linked to sources.

The result of this index showed a phenomenon that was clear to everyone but that had never been confirmed by a technical source. Cities in Latin America started to care more about sustainability, but the cities that didn’t care are now in clear decline, development in this matter shifted towards Brazil, Colombia and Mexico, leaving once well-planned cities like Montevideo and Buenos Aires lagging in comparison.

The case of Buenos Aires was especially worrying, as it was earning a “below average” qualification for the entire region, which means that in almost every indicator of the index (Energy, Transport, Water, Air Quality, Land Use, Sanitation and Governance) Buenos Aires had really low scores.

But sometimes governments do listen to these types of publications, and people can be shocked into action to help and improve their cities.

And that’s how, in a period of two short years, there was a major change in the mentality of a population that is just now realizing that many small steps can be taken to achieve good results in terms of urban sustainability. Recycling centers, farmers markets, bike lanes, and the separation of residues are all incentives coming from a new path taken in environmental governance by the City of Buenos Aires. These incentives would all have been unsuccessful if there wasn’t a real paradigm shift coming from the people that, at the end of the day, are the main actors in the changes.

As recent as three years ago the subject of making a “Green City” wasn’t even on the table, not for the government, nor for the people.

But now everything has changed – people are interested and there has been a dramatic shift in the population psyche towards a subject that has been neglected for too long. Contributions made by regular citizens are the ones now raising the bar on government policies.

This shows that no big investment is needed (in the beginning at least) if you have a population that is willing to re-direct its course and do whatever it can to change things in a city.

We will see, eventually, if Buenos Aires will improve on this type of ranking in the near future, but, at least for now, culture has changed. This is the first and most important step towards real, sustainable development.

How influential do you think culture is in making a successful sustainable city? Do you think green infrastructure is enough? Can you make a city without incorporating its people into its design?

Credit: Images by Luis Lozano-Paredes. Data linked to sources.

Tidal wave energy is a form of hydropower that converts the energy of tides into useful forms of power – mainly electricity. Although not yet widely used, tidal power has potential for future electricity generation. Tides are more predictable than wind energy and solar power, as there can be bigger variances in the amount and levels of sunlight and wind.

This is an image of the Carlingford Lough tidal wave scheme in County Down, Northern Ireland. As you can see the span of the turbines is vast.

However these tidal barrages have the potential to cause significant ecological impacts, particularly on bird feeding areas, when they are constructed at coastal estuaries or bays. Offshore tidal stream energy and wave energy collectors offer the scope for developments at varying scales. They also have the potential to alter habitats.

The world needs sources of energy that have low carbon demands, and wet renewables represent a significant resource. All renewable energy systems impose changes to the environment which need to be balanced against the potential to deliver very significant quantities of low carbon energy. Barrages and tidal fences require coastal locations with particular environmental conditions which can prove a big setback in terms of gaining permission to develop them.

Should the coastal landscape of Northern Ireland be at risk to support such developments as the tidal wave scheme?

A “fully developed” all-Ireland ocean energy sector could be worth about €9 billion and fuel the home and global market by 2030, says a report commissioned by the Government’s Sustainable Energy Authority of Ireland and Invest Northern Ireland. Currently the marine renewables industry is known to be frustrated by the lack of sufficient Government commitment to the sector, and fears that this could drive away interested international investors.

Do you believe tidal wave energy represents a viable source of renewable energy? Do the potential negative impacts on the environment and landscape provide too big a barrier to overcome? Should governments be pushing this type of development?

Credits: Photographs by Finbar Gillen. Data linked to sources.

Although most of the city professionals and community groups alike opposed the project, it has changed very little in recent iterations. When the provincial government changed hands last fall, there were hopes that the new government who had opposed the original proposal would propose something different. It did not.

Changes made to original plan, MTQ 2009

Shannon Franssen, Coordinator at Solidarité St-Henri, has been an active force in the campaign against the project proposed by the Quebec Ministry of Transport. She stresses the missed opportunity this project represents. The government could boost public transit during the construction phase and therefore reduce both the number of cars on the road and the capacity on a newer, simpler interchange. Instead, the first iteration of the project did not include public transit additions, and the most recent version includes only a discontinued network of reserved bus lanes.

Franssen argues that the new interchange will actually be worse for the environment and neighbouring communities than the existing 1950s structure, as it will be brought down to embankments and into the St-Henri borough, and will be widened to increase capacity from 280,000 in 2011 to over 300,000 cars per day. Further, this 300,000 – a proposed reduction by the new government from the original 400,000 – is dubious, argues Franssen, as it relies on the adoption of carpooling, which she emphasizes means more than drawing carpooling lanes onto the road.

 Turcot project, MTQ 2009

With such fierce opposition to this project and its archaic design, one has to wonder who benefits from this project and why there has not been a greater push to make this project more sustainable, especially considering the ongoing scandals surrounding the engineering firms being considered for the contract. Do similar controversial projects exist in your city?

Credits: Data and images linked to sources.

A tremendously ambitious book, A Pattern Language by Christopher Alexander, Sara Ishikawa and Murray Silverstein attempts to create a language that developers and urban planners can use to shape our environment.

A Pattern Language is volume two of a two book series.  This creates an issue for this reviewer, since the authors admit from the very first pages that A Pattern Language is best utilized when taken within the context of its companion volume, The Timeless Way of Building.  As the authors state, “We have been forced by practical considerations to publish these two books under separate covers, but in fact, they form an indivisible whole.”  In other words, I have been able to review the language without seeing exactly how the authors intended for it to be used.  I would recommend that anyone interested in reading A Pattern Language also consider reading the companion volume to get the full experience that the authors had intended.

The book consists of 253 separate sections.  Each section describes one specific pattern.  “Each pattern describes a problem which occurs over and over again in our environment, and then describes the core of the solution to that problem, in such a way that you can use this solution a million times over, without ever doing it the same way twice.”  Each pattern is presented in the same fashion:

1. A picture is shown to give the reader a visual example of the pattern;

2. An introductory paragraph presents the framework for the pattern;

3. A bolded headline defines the problem with the pattern that the author hopes to solve;

4. Evidence is presented to show the reader that the problem does is, in fact, exist;

5. A bolded solution is presented to the problem in the “form of an instruction – so that you know exactly what you need to do, to build the pattern;”

6. A diagram is displayed that visually depicts the solution;

7. A concluding paragraph describes other patterns that this particular pattern is related to.

Item seven may be the most important item in that list because it gets to the crux of the authors message – no pattern can be evaluated separately, but instead must be viewed within the context of all related patterns.  “It says that when you build a thing, you cannot merely build that thing in isolation, but must also repair the world around it, so that the larger world at that one place becomes more coherent, and more whole; and the thing that you make takes its place in the web of nature, as you make it.”  For instance, if we look at pattern 53 within the book, Main Gateways, we must also look at patterns 14 (identifiable neighborhoods), 37 (house clusters), 41 (work community), 95 (building complex), 98 (circulation realms), 110 (main entrance), 112 (entrance transition), and 98 (circulation realms). All of these patterns are intricately linked together and are critical to the success of one another.

The authors fully admit that the language was created to be adaptable for any situation.  As a result, “each pattern may be looked upon as a hypothesis like one of the hypothesis of science.”  In this way, the parameters of each pattern are intended to be tested under real world conditions and adjusted accordingly.  The flexibility of A Pattern Language is its biggest strength – it allows for professionals to use the language as they see fit, instead of trying to force a strict ideology onto them.

Overall, A Pattern Language proved to be a very refreshing read.  It is a unique addition to the array of materials already at the fingertips of urban planners and other design professionals, providing a truly fresh way of looking at the built environment.  What do you think about the idea of breaking down the built environment into a series of related patterns?  As a professional, do you think that is practical to view the environment in this way?

A Pattern Language is currently available from Amazon in hardcover for $40.00.

Credits: Images and data linked to sources.

Coeur d’Alene (“KOR-duh-LANE”) Idaho is about a forty-five-minute drive East on I-90 from Spokane, Washington. The two cities and their suburbs are considered the same metro area by the Census Bureau, as of 2011. Both share commuters, tourists, and bargain shoppers alike.

As a part of a midtown place-making project, the Coeur d’Alene Arts Commission sent out a Call to Artists for four free-standing sculptures that could be used as public bike racks. Citizens, major players, and Arts Commission members all weighed in and voted to narrow down eight finalists. The project was so successful, the Arts Commission called for three more bike racks.

There’s everything from a four-foot-tall steel octopus (shown), to a fish skeleton, a giant bike chain and wheel (latter shown), and a couple of abstract pieces as well.

While the cost of the bike racks/sculptures is not public knowledge, I’m confident that the investment was well worth it as there’s nothing else like it in the Inland Northwest. Standard bike racks next to public art pieces would have been more expensive, taken more public space, and wouldn’t have been nearly as positive for the community- I’m convinced of it.

Coeur d’Alene’s other public art sculptures are a part of a sort of “gallery.” The works are allowed to age in the elements, but are accompanied by a small plaque stating their price and who to contact if you’d like to buy them for your own.

Anyone who goes through Coeur d’Alene today sees these huge, memorable and quirky bike racks/public art pieces. The racks certainly give a great cultural vibe to the neighborhoods they serve – whether you’re a bicyclist or not.

How has your city tackled public art creatively? Tell us in the comments below!

 Credits: Data linked to sources. Images taken by Aascot Holt.

Historic Photo of Green Lake Way, Seattle

The Olmsted Brothers designed a master plan of neighborhood parks linked together by a 20-mile long greenbelt comprised of boulevards and parkways. The parkways are lined with trees and other native plants, while the boulevards are lined with homes (this is still noticeable today). Each neighborhood park reflected the character of that particular neighborhood and provided a slice of nature within an urban lifestyle.

While the greenbelt was the prevailing feature of the master plan, John Charles Olmsted also intended to locate a park or playground within a half mile of every home. He believed that playgrounds were a necessary component to childhood development and for a civilized society.

1909 Olmsted plan for Green Lake Park, Seattle

The 1903 Olmsted Plan (and the 1908 park expansion plan) is the basis for Seattle’s modern day park system. Of the 68 parks and 18 boulevards that the Olmsted Brothers designed or recommended, Seattle has built 17 parks and 14 boulevards. The most significant Olmsted designed parks include:

• Green Lake Park;
• Volunteer Park;
• Washington Park; and
• Woodland Park.

The Olmsted Brothers were also influential in the design of Gas Works Park and Discovery Park.

Seattleites today owe a debt of gratitude to the Olmstead Brothers for conceptualizing the foundation of the city’s expansive green space network. Are there other cities with similar legacies?

Credits: Images from Paul Dorpat. Data linked to sources.

Maybe one of the biggest surprises you’ll find in Detroit is the presence of a great bike culture. This is surprising for two main reasons:

1. Detroit is the Motor City: a major part of your associations with Detroit deal with the auto industry here, and the impacts of the industry’s elite on transportation and infrastructure in the city; streets in Detroit are built for a single use – travel by automobile, right?

2. Detroit is an extremely poor city, so poor the State of Michigan has placed it under Emergency Financial Management; Detroit can’t possibly be investing in bicycling infrastructure, right?

Wrong on both counts (sorry)! First off, the Motor City is slowly transitioning to be the Motorless City. While the automobile industry dominated the outward growth of the city in the early 20th century, driving a car is becoming increasingly less popular in the sprawling city. While it would be difficult to traverse all of Detroit’s 139 square miles on a bike, residents not so keen on buying gas and paying for auto insurance are tuning up their bikes. This, along with abundant vacant land through which to build bike trails, sets up the perfect opportunity for the Motor City to rebrand itself. A new set of Detroiters with a sustainable mentality are moving in, bringing with them a penchant for artsy brews of coffee and bicycling.

Detroiters maintain that this new bike culture is good for neighborhoods and economic growth. Bike tour agencies are cropping up around the city allowing residents and tourist alike to discover neighborhoods and architecture they would otherwise drive right past. Not only is bike transportation replacing automobile travel, visiting bicycling enthusiasts are impressed by Detroit’s investment in bike infrastructure. The Dequindre Cut project, which links downtown with the Eastern Market district with separate lanes for cyclists and pedestrians, has gained notoriety recently as an example of superb bicycling infrastructure. The Detroit Future City plan, released this year, notably includes increased “green” infrastructure, including parks and bike lanes. With such notable improvements and continued goals, Detroit is on track to become another Portland, Oregon or Davis, California.

What do you think is key in a city’s attempts to become more bike-friendly?

Credits: Data and images linked to sources.

Their newest attraction, the Queen City Ultimate Underground Tour, which opened April 27, 2013, plunges history enthusiasts even deeper into Cincinnati Brewing History. Guided by expert storytelling, this tour explores even more historic locations including the Christian Moerlein bottling plant, the old John Kauffman Brewing Company, St. Paul Church (built 1848) and crypts located under the St. Francis Seraph Roman Catholic Church.

The German Brewing history of Over the Rhine, which once included 23 active breweries in operation, was an “economic engine” that had “an undeniable impact on the city’s economy,” according to local author & historian, Michael D. Morgan. Cincinnati breweries, in addition to their economic impact, would establish deep-rooted social, political and cultural legacies, which in many cases are still visible today if one is able to search in the right places.

Most incredible about the Ultimate Queen City Underground Tour is how it serves a dual purpose – blending history with advocacy at the same time. Tour goers are not only able to walk into old buildings but gain a heightened appreciation for how Historic Preservation and Historic Places in OTR are being reactivated through local efforts from organizations like 3CDC and OTR Adopt.

“Here’s to Cincinnati, the Queen of the West, a dirty old city, yet still nobly blessed. For it’s here that the fine arts and frivolous ‘twine, a veritable Deutschland, just over the Rhine. The warmest greetings from all whom we meet, and a good draught of beer every ten or twelve feet.” – Common 19th/early 20th Century Toast, recited during Ultimate Queen City Underground Tour

How does heritage tourism connect to you and your city? How is it supporting the practice of urban planning and architecture? Please respond with your thoughts.

Credits: Data linked to sources. Photographs by Geoff Bliss.