The Tehran Eye is a contextual shopping center that caters to the needs and the common living practices in the Iranian capital. The project, conceived by Farshad Mehdizadeh Design, consisted of redesigning a façade and reorganizing a large existing structure into an integrated entity in the city.
City of the Future is a bi-weekly podcast from Sidewalk Labs that explores ideas and innovations that will transform cities.
In the second episode from season 2, hosts Eric Jaffe and Vanessa Quirk discuss the future of retail with author Mark Pilkington, social entrepreneur Sarah Filley, Sidewalk Labs’ Director of Development Carrie Jackson, and others.
Mercer released their annual list of the Most Livable Cities in the World last month. The list ranks 231 cities based on factors such as crime rates, sanitation, education and health standards, with Vienna at #1 and Baghdad at #231. There’s always some furor over the results, as there ought to be when a city we love does not make the top 20, or when we see a city rank highly but remember that one time we visited and couldn’t wait to leave.
To be clear, Mercer is a global HR consultancy, and their rankings are meant to serve the multinational corporations that are their clients. The list helps with relocation packages and remuneration for their employees. But a company’s first choice on where to send their workers is not always the same place you’d choose to send yourself to.
And these rankings, calculated as they are, also vary depending on who’s calculating. Monocle publishes their own list, as does The Economist, so the editors at ArchDaily decided to throw our hat in as well. Here we discuss what we think makes cities livable, and what we’d hope to see more of in the future.
More than a thousand meters above sea level on the slopes of the Alborz mountain range in Gilan, northern Iran, a remarkable village dating back to 1006 AD bustles with life. The unique ochre-brown structures of Masuleh follow the slope of the mountain that the village nestles on—or rather, grows from—giving the village its most unusual quality: the roofs of many of the houses connect directly to, or even form a part of, the street serving the houses above.
Go to any medieval European city and you will see what streets looked like before the advent of the car: lovely, small narrow lanes, intimate, and undisputedly human-scale. We have very few cities in the US where you can find streets like this. For the most part what you see is streets that have been designed with the car in mind—at a large scale for a fast speed. In my native San Francisco, we are making the streets safer for walking and biking by widening sidewalks, turning car lanes into bike lanes, and slowing down the cars. We are working with the streets we have; a typical San Francisco street is anywhere from 60 to 80 feet (18 to 24 meters) wide, as compared with a medieval, pre-car street which is more like 10 to 20 feet (3 to 6 meters) wide.
As an urban designer, I work on lots of projects where we take large parcels of land and subdivide them into blocks by introducing new streets. These new streets are a rare opportunity to take a fresh look at the kinds of car-oriented roads that we are used to, and instead try to design streets that prioritize the safety and comfort of pedestrians. These projects give us a chance to design streets that are just for people. Imagine that we made these people-only streets into narrow, medieval-style lanes that are intimate and human-scaled. But even as we try to design streets that might not ever see a single car, we find that the modern street design has become so much more than just places for walking or driving. There are therefore a number of things for socially-minded designers to consider, beyond the commonly talked about pedestrian-car dichotomy.
Pedestrians, the most vulnerable users of road space, will now be more visible to drivers in the Netherlands with the inauguration of a new luminous pedestrian crossing this past November in Brummen, west of Amsterdam.
Designed by the Dutch firm Lighted Zebra Crossing, and installed free of charge for the municipality, this crossing makes pedestrians more visible at night or during bad weather. Each of the lines has two plates of lights that at night remain illuminated at all times and not only when there are people on them.
What's the difference between a "road", a "drive" and a "way"? Or between a "street", a "boulevard" and an "avenue"? The naming conventions that we attribute to the networks that we use to move about are, in fact, a little more complex than you might imagine. In this film by Phil Edwards for Vox, the intricate world of road classification and definition is given a (long overdue) explanation – and one which might help you think a little deeper about urban mobility.
_(1).jpg?1506588062 "© <a href='http://www.panoramio.com/photo/106899133'>Panoramio user alireza javaheri</a> licensed under <a href='https://creativecommons.org/licenses/by/3.0/deed.en'>CC BY 3.0</a>")
