In this interview for the “Planners Across America” series, Denver Planning Director Brad Buchanan details Denver’s efforts to reactivate the urban core with strong planning, transit investments, and new residential and commercial developments.
By some accounts, Uber and Lyft, which are each operating in dozens of metro areas around the country, have only one major challenge left to overcome. It is the one that has baffled transportation planners, highway builders, soccer moms and weary executives for generations: mobility in the suburbs.
Through it all, the city’s famous slogan — “The Biggest Little City in the World” — remains harmless kitsch, for sure. But its essential meaninglessness also speaks of a city unsure of itself.
Sink or Swim was curated by Frances Anderton, known locally for hosting KCRW public radio’s DnA: Design & Architecture show. She spoke with CP&DR’s Josh Stephens.
Today, transit agencies are abandoning the passive approach to ridership. A confluence of design technologies, communication technologies, new trends in urban development and—perhaps most importantly—a cultural shift among young, smartphone-wielding city-dwellers has led to a new, more sanguine approach to the promotion of transit.
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.