Megabus and BoltBus rolled out brand new coaches, appealing liveries, easily navigable websites, relatively low prices, and, not insignificantly, curbside pick-up and drop-off. They endeavored to be everything that the conventional bus companies were not.
The process of gentrification cannot be separated from matters of wealth, class, and race.
If a growing coalition of boosters and public officials get their way, that will soon change with the arrival of the country’s next — and maybe last — great highway project: Interstate 11.
Transit-Oriented Developments Multiplied and Held Their Values Comparatively Well in the Housing Crisis. Will the Trend Continue Post-Recession?
In many ways, the death of redevelopment was inevitable. Brown’s decision, backed up by the Supreme Court, was the atomic bomb detonated at the end of a six-decade war of attrition that had been waged on the balance sheets, in the statutes and, several times, in the voting booths of California.
Fear of terrorists using the county’s rail network as a vehicle of destruction is all too real in the post-9/11 world.
Arguably the most adorable urban space to come along in a long time, parklets are to Golden Gate and Griffith parks what amoebas are to elephants. They are multiplying, not by mitosis but by entrepreneurship, all over San Francisco – with Oakland, Long Beach, and other cities in California and elsewhere showing interest in the notion that parking spaces aren’t just for cars anymore.
Social media’s stock on the rise as a tool to reach the public
What the Regulate, Control and Tax Cannabis Act of 2010 does not do is prescribe how cannabis should be regulated, controlled, and taxed. Nor does it dictate where pot can be sold or grown. It leaves those complex decisions up to cities and counties, which many consider both a blessing and a curse.
As parking requirements facilitate the use of cars, total travel increases, public transit use decreases, buildings scoot farther away from each other, density diminishes, central cities go into tailspins and sprawl increases-all of which, in turn, increases the need for more parking.
The question remains whether this functional movement also calls for a new formal movement, displaying materials and designs that hew towards ecological goals rather than individual visions. Uneasy about the prospect of privileging efficiency over art, many of today’s starchitects say no.
Whether the prosaic goals of the environmental movement can commingle with those of high art remains to be seen.
Why cities shouldn’t buy into the convention center economy.
Planning strategies geared towards auto-oriented cities, detached houses, and scarce public space has nonetheless given rise to a sometimes awkward and sometimes elegant relationship between Latinos and American cities, in which streetcorner entrepreneurship is but one example of Latinos’ efforts to make a home in someone else’s environment.
After over a decade of dormancy and a litany of mishaps, civic leaders are trying to get Los Angeles’ famously chaotic public transportation scheme in order, and a focal point of these efforts is the extension of the subway to the Westside, a project whose prospects have, over the past 35 years, wavered between inevitable and unthinkable.
Stepsister cities are too small to be center cities but–unlike office-oriented edge cities or hypertrophic bedroom communities such as Mesa, Ariz., or Aurora, Colo.–they still lay claim to distinct local economies, urban character, and even urban sub-regions of their own.
And although planning’s ultimate goals will always reside in the real world, planners are harnessing this new virtual world in a variety of innovative ways.
A coalition of developers, public officials, and planners has now converged on the barren sidewalks of Century City to see if contemporary planning principles can commingle with modernism.