Category Archives: urban design

Announcing the Journal of Transport and Land Use

Announcing the
Journal of Transport and Land Use

www.jtlu.org – ISSN 1938-7849

The Journal of Transport and Land Use is a new open-access, peer-reviewed online journal publishing original inter-disciplinary papers on the interaction of transport and land use. Domains include: engineering, planning, modeling, behavior, economics, geography, regional science, sociology, architecture and design, network science, and complex systems.


Summer 2008 issue available: www.jtlu.org

Contents:

Sprawl and Accessibility
Martin Bruegmann, Professor of Art History, Architecture, and Urban Planning, University of Illinois at Chicago
(Author of Sprawl: A Compact History)

Counterpoint: Sprawl and Accessibility
Randall Crane, UCLA Department of Urban Planning
(Co-editor of the forthcoming Oxford Handbook of Urban Planning)

Cities as Organisms: Allometric Scaling of Urban Road Networks
Horacio Samaniego and Melanie E. Moses, Department of Computer Science, University of New Mexico

A Use-Based Measure of Accessibility to Linear Features to Predict Urban Trail Use
John R. Ottensmann and Greg Lindsey, Center for Urban Policy and the Environment, Indiana University-Purdue University Indianapolis

Integral Cost-Benefit Analysis of Maglev Rail Projects Under Market Imperfections
J. Paul Elhorst and Jan Oosterhaven, Department of Regional Economics, University of Groningen (Netherlands)


To learn more about the Journal of Transport and Land Use, visit www.jtlu.org or contact:
David Levinson, General Editor: dlevinson@umn.edu
Kevin Krizek, Editor (Americas): krizek@colorado.edu

The Journal is housed at the University of Minnesota and sponsored by the Center for Transportation Studies.

The Elements of Vibe

What is vibe? Vibe is the vitality of street life, the feeling that there is something going on, of being where the action is. Successful places have vibe, dead places don’t. We don’t want vibe everywhere and probably can’t support it. But surely we could have more active places then we do now with a better location of activities.
We drive to places we can walk around, rather than walk around our own neighborhood, unless we happen to live in a place with vibe.
Why do we want to walk around? Because there are multiple things to do: find food, browse books, hear music, entice the intellect, stimulate the senses. This concentration of activities only happens because of the crowds around, and the crowds only gather because of the concentration. More begets more.
These are ‘economies of agglomeration’ as the economists might say or perhaps ‘network effects’. But they allow for the spontaneous walk-in business rather than the planned trip. Many businesses are unlikely to attract spontaneous walk-ins, for instance vacuum cleaner repairs, [I don't normally walk around with a vacuum cleaner on the hope I will find a repair shop] and thus lose little by not being located in the center of action and save much on rent. Some restaurants are so good, they require a reservation, and thus there is little spill-in traffic. But other businesses, by saving on rent, are foregoing additional business.
Moreover, those businesses are denying potential spillover traffic to their would-be neighbors. It is a calculation that proprietors must do for themselves, but there is a coordination function that a good entrepreneur can serve, matching businesses that attract walk-ins with compatible stores, and maybe subsidizing (lowering the rent for) those that generate more spill-over traffic than they attract.
There are three seeds:
* A concentration of people (customers, though they need not be spending money, that helps)
* A concentration of stuff (suppliers, who need not be selling)
* An environment that encourages people to spend time doing stuff (marketplace)
People concentrate for a variety of reasons – to exploit the material resources of the earth, to have safety in numbers, to find a pool of potential mates, or simply because it is at the intersections of routes between two other places. These intersections (nodes in transportation lingo), create opportunities. In the streetcar era, people might change lines at a node, and those pedestrians would create the streetlife necessary to support new businesses. In the highway era the scale changed, and nodes are the interchanges of freeways. Businesses, and especially shopping malls, take advantage of these points of high accessibility. But the shopping mall is now clearly the destination, not a side-product of a transfer point in the same way street-car corners were.
Some further assertions about human nature:
People like pleasant climates – dry, not too hot, not too cold, clean air, not too loud.
People want to feel safe – they don’t want a car careening out of control disturbing their sidewalk café meal, they don’t want to think they will get run over crossing the street.
People are lazy – they don’t want to walk too far to get where they are going. If they are driving, they want easy convenient parking near their destination. They like to cross the street midblock and don’t want to have to walk to intersections.
People are cheap – they don’t want to pay for that easy convenient parking, they prefer lower to higher prices for the same good.
The last two be summarized by the idea that “People take the path of least resistance�?.
Observing cities around the world with an informed, but casual analysis leads me to assert some rules about the environment that lead to vibrancy.
Buildings on the sidewalk – vibrant areas have buildings that abut sidewalks with not large gaps between the building and the walk. The density of activity is necessarily reduced by space between building and path (and thus other buildings).
Sidewalks on the street – to have vibe, sidewalks must abut the street, or *be* he street in pedestrian only areas. Pedestrian only areas can work, and anyone who says otherwise has other interests at heart. This does not mean that they will work, but given the right environment, people would prefer to shop without having to look out for motorized vehicles.
Streets move slowly – fast streets make pedestrians feel unsafe, and thus reduces the benefits of being on the sidewalk. Ideally streets are moving at pedestrian speed in the pedestrian area. Of course streets leading to the pedestrian area move faster, or people could not get there.
Vehicle space on the street is minimal – wide streets increase the distance pedestrians must walk to reach other activities. Narrow streets give access to more stuff in less time. Hence the reason many enclosed shopping malls work better than many shopping streets is the density of stuff is fairly tight.
Street two way – One way streets may not be inherently problematic, but one-way streets are generally that way to move more vehicle traffic faster through the area, which is the opposite goal of moving pedestrians between buildings within the area.
Opportunities to explore just around the corner – hidden (pleasant) surprises are one of the things that make cities interesting to be in, if I go around this corner what will I discover. The same opportunities do not exist in an enclosed shopping mall, where everything is pre-mapped and tightly controlled, and I know each “block” ends at a parking ramp. Hidden unpleasant surprises however are one of the things that can kill a city, I don’t want to experience dread when I walk down an alley attached to my favorite shopping street.
This set of rules is by no means complete, but rules like these created streetlife in streetcar era places, and they create vibe in the better shopping malls.