In an article for The Guardian, Oliver Wainwright steps “inside Beijing’s apocalypse”: the poisonous, polluted atmosphere that often clings to the Chinese capital. He explores ways in which those who live in this metropolis have started to redefine the spaces they frequent and the ways in which they live. Schools, he notes, are now building inflatable domes over play areas in order to “simulate a normal environment.” The dangers were made clear when ”this year’s Beijing marathon [...] saw many drop out when their face-mask filters turned a shade of grey after just a few kilometres.” Now, in an attempt to improve the living conditions in the city, ecologists and environmental scientists are proposing new methods to filter the air en masse. Read about some of the methods here.
The Dutch city of Rotterdam, often referred to as a hotbed of architectural activity, has been named as the best city in Europe by The Academy of Urbanism at the 2015 Urbanism Awards. Pitted against two other finalists – Aarhus in Denmark and Turin in Italy – the city has been praised for its “predominantly young, open, tolerant community that is embracing innovative architecture and urban design and new business models.”
Despite being a very closely fought battle, the Academy said that Rotterdam was a vote winner for its “unique approach to governance. Appointed for six years by central government, the role of mayor sits outside of political structures and with no portfolio, allowing greater engagement with citizens and businesses.” Steven Bee, Chairman of the Academy, said that “a long-term perspective, a high level of autonomy, strong leadership by the mayor and municipality, and strong partnerships between public and private sector, are all helping Rotterdam grow positively.”
If you read a lot of articles about cities and urbanism, you’re probably familiar with the words “half of the world’s population now lives in cities.” For a number of years, these words have been frequently used in the opening sentences of articles, hoping to convince readers in just a few seconds of the importance of the subject at hand. In fact, according to the World Health Organization these words are no longer even true: in 2014 the urban portion of the world’s population has already reached 54%. In other words, every nine months the world adds enough new urbanites to fill a city the size of Tokyo, with an increase of nearly 300 million new urban dwellers since we reached the tipping-point in 2008.
Of course, all of this means that there has never been a better time to be an urbanist than right now. Or does it?
“For the most part, the way urbanists view black neighborhoods (and other low-income neighborhoods and communities of color) are as problems that need to be fixed. At the heart of what I want to say is what can we as urbanists learn from these neighborhoods?” So asks Sara Zewde, a landscape architecture student at Harvard’s Graduate School of Design and this year’s Landscape Architecture Foundation’s Olmsted Scholar, in a fascinating profile on Metropolis Magazine. Read more about Zewde and her work here.
In Urban Design for an Urban Century: Shaping More Livable, Equitable, and Resilient Cities (2nd Edition), by Lance Jay Brown, David Dixon, historical trends and practices are used to explain current theories of urbanism. The following excerpt illustrates one such historical trend, detailing exactly how the advent of railroads and skyscrapers following the Industrial Revolution radically changed the urban landscape.
Before the Industrial Revolution, forces such as trade, agriculture, and defense determined the shape of cities in North America and Europe, whether planned or unplanned. How far a person could reasonably walk and the requirements of carts, wagons, and herds of animals heavily influenced the layout and dimensions of city streets regardless of the form the larger city took. Defensive strategy and technology also dictated form, but the resulting walls — and the need to guard them — often imposed smaller footprints than cities might otherwise have produced.
A collection of 41 interviews conducted by students at the Strelka Institute, entitled Future Urbanism, is now available online. The interviews feature architects, urban planners, sociologists, researchers, and other professionals from fields related to urban studies, emphasizing the Strelka Institute’s mandate for interdisciplinary thinking. To take a look at the interviews, see here.
Amanda Burden, former animal behaviorist turned New York’s chief city planner, has discovered what makes cities desirable: great public spaces. During her time with the Bloomberg administration, Burden oversaw the fruition of the city’s most transformative public projects, including New York’s beloved High Line. In the video above, she reveals the many unexpected challenges of planning (and maintaining) parks people love, and why it is so important for cities to have great public spaces.
In this article on the Atlantic Cities, Richard Florida delves into recent research by Edward Glaeser, the author of Triumph of the City, which investigates the emergence in recent decades of mega-cities in developing nations. Though cities have long been connected to prosperity he points out that in these new cities, residents remain poor. The answer it seems is linked to our globalized economy, as well as the under prepared governments in these countries. However Glaeser and Florida don’t see this as a reason for panic, or to abandon urbanization, but rather to ensure that urbanization is supported more effectively by government. You can read the full article here.
The American Institute of Architects (AIA) and MIT’s Center for Advanced Urbanism has produced a new report examining urban health in eight of the USA’s largest cities, which has been translated into a collection of meaningful findings for architects, designers, and urban planners. With more than half of the world’s population living in urban areas – a statistic which is projected to grow to 70% by 2050 – the report hinges around the theory that “massive urbanization can negatively affect human and environmental health in unique ways” and that, in many cases, these affects can be addressed by architects and designers by the way we create within and build upon our cities.
From the window of an airplane it’s all too plain that apartheid has been deeply written into the South African landscape. Even the smallest town appears as two distinct towns. One features a spacious grid of tree-lined streets and comfortable houses surrounded by lawns. The other, its shriveled twin, some distance away but connected by a well-traveled road, consists of a much tighter grid of dirt roads lined with shacks. Trees are a rarity, lawns non-existent. This doubling pattern appears no matter the size of the population: here, the white town; over there, the black township. — Lisa Findley, “Red & Gold: A Tale of Two Apartheid Museums.”
There are few systems of government that relied so heavily upon the delineations of space than the Apartheid government of South Africa (1948-1994). Aggressively wielding theories of Modernism and racial superiority, South Africa’s urban planners didn’t just enforce Apartheid, they embedded it into every city – making it a daily, degrading experience for South Africa’s marginalized citizens.
When Nelson Mandela and his party, the African National Congress, were democratically elected to power in 1994, they recognized that one of the most important ways of diminishing Apartheid’s legacy would be spatial: to integrate the white towns and the black townships, and revive those “shriveled twin[s].”
As we remember Mandela – undoubtedly the most important man in South Africa’s history – and ponder his legacy, we must also consider his spatial legacy. It is in the physical, spatial dimensions of South Africa’s towns and cities that we can truly see Apartheid’s endurance, and consider: to what extent have Mandela’s words of reconciliation and righteous integration, truly been given form?
One of Detroit’s most prominent vacant sites is slated to become one of its most iconic buildings. SHoP Architects will partner with Detroit-based Hamilton Anderson Associates to transform the site formerly occupied by Hudson’s Department Store. Located at Grand River and Gratiot in the city’s Central Business District, the two-acre site has remained a scar in the urban landscape since the implosion of the Hudson’s building in 1998.
HAO, together with community group, Williamsburg Independent People, hope to save the historic Domino Sugar Factory site and halt the current masterplan by SHoP Architects which proposes an additional 2,200 luxury apartments along the East River waterfront in Brooklyn, New York.
HAO’s counter proposal seeks to adaptively reuse the existing factory buildings, including the iconic Civil War-era Domino Sugar Refinery — which has defiantly held its ground amidst heavy redevelopment in surrounding areas. Not unlike SHoP’s proposal, HAO aims to regenerate these spaces into a “world-class cultural destination” that combines public and private programs.
The BMW Guggenheim Lab, a mobile think-tank focused on the study of urban life, has returned to New York City for its homecoming exhibition currently on view at the Guggenheim Museum till January 5, 2014. After two years of research and touring Berlin and Mumbai, the lab aims to present major urban themes in art, architecture, education, science, sustainability and technology.”100 Urban Trends: A Glossary of Ideas” is a compilation of definitions of the most pressing issues in urban centers today, contextualized to reflect how different cities interpret them. Architects, planners and students take note: From street facades to bailouts, gentrification to trash mapping, this resource archives years of discussion into one user-friendly interface. Explore the glossary, here.
Last year interdisciplinary architecture firm Höweler + Yoon Architecture was announced the winners of the Audi Urban Future Award for the project Boswash:Shareway 2030. The City Dossier in Boston, held this May, was organized as a series of workshops between Höweler + Yoon Architecture and Audi experts in developing steps to realize aspects of the Boswash: Shareway vision. Part research project, part feasibility study, part road map to the future of mobility – the focus of the workshops is to propose a pilot project that can be tested in the proposed region of Boston – Washington.
We featured the project last year as it highlights how the landscape of urban development has changed. The focus of “Shareway” is the string of high-density metropolitan areas, their suburbs and ex-urbs along I-95 between Boston, MA and Washington, DC. The I-95 corridor caters to some fifty million inhabitants, many of whom commute into metropolitan areas for work. Mobility and transportation are critical to the economic vitality of these urban areas; “Shareway” proposes an intentionally re-engineered “highly orchestrated and deliberately produced platform from which we might imagine alternate paths, different trajectories, or new cultural dreams” whereby imagining an “alternate life for the road” is imagining a new American Dream.
Read on for more on the progress of this project after the break.
“The Community” might be the most frequently used term over the last 50 years of Architectural and Urban discourse. For decades, “the community” has served as a legitimization for anything from Team X to New Urbanism, from Celebration to “vancouverism”. But what is “the community”? Where should we look for the proper definition? How did communities appear in the past and how do they form today? Can ‘the community” influence the design of its own space, territory or context? If yes, what could be the relationship between the community and architecture in the future?
In his Strelka talk Reinier de Graaf is trying to answer these and other, even more complex questions.
Via the Strelka Institute.