What did we want out of a new Marshall Mathers album? What did we expect? Two writers discuss.
What did we want out of a new Marshall Mathers album? What did we expect? Two writers discuss.
When San Diego opened its light rail system in 1981, Mayor Pete Wilson declared it “a good idea whose time has come again.’” The bright red train cars, known as “the Trolley,” harked back to the urban railway that spanned 165 miles across metropolitan San Diego until 1949.
This is a modified version of a talk I gave at the Independent Games Summit, GDC 2015. It contains some background information on 2D scrolling, along with plenty of classic gaming nostalgia. I hope you find it useful and enjoyable! The original post can be found here.
The superstar’s Christmas Eve drop of “War” tapped into a Chicago-born rap subgenre that first hit the mainstream in the early 2010s, but has since blossomed in other regions One of the more punishing recordings of popular American music of the last decade is “Kill Shit,” a hookless deluge
Almost all of the TTC’s new streetcars have arrived, but the agency’s conversion to a sleek modern fleet isn’t entirely good news.
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Occasionally however, opportunities present themselves that require new features and capabilities to be built in multiple areas of the organization, resulting in the need for cross-team coordination to deliver the value.
When Apple finishes its new $5 billion headquarters in Cupertino, California, the technorati will ooh and ahh over its otherworldly architecture, patting themselves on the back for yet another example of “innovation.
In March, 1934, Modern Mechanix reported on an unusually ambitious plan to solve Manhattan’s traffic and housing woes. Norman Sper, a “noted publicist and engineering scholar,” proposed to “plug up” the Hudson River with a pair of dams at either end of the island.
As more cities try to improve walkability–from car-free “superblocks” in Barcelona to heat-protected walkways in Dubai–a new report outlines the reasons behind the shift, the actions that cities can take to move away from a car-centric world, and why walkability matters.
The Tokyo-based psychiatrist Layla McCay founded the Center for Urban Design and Mental Health over a year ago, and it’s grown at a more rapid pace than she expected. “Be careful of finding an unmet need,” she jokes, noting that much of her time is now spent running the center.
No one wants to live behind barricades and barbed wire, but everyone wants to feel safe, particularly in the wake of horrifying, unforeseeable massacres like last week’s July 14 truck attack in Nice, France.
“I walk everywhere in the city. Any city. You see everything you need to see for a lifetime. Every emotion. Every condition. Every fashion. Every glory,” Maira Kalman observed in considering the creative capacity of walking.
More than 70 years on, he would doubtless be pleased to learn that neuroscientists and psychologists have found plenty of evidence to back him up.
It might have begun, as many things do, with Robert Moses—or a meme about him, anyway. This was in February 2017.
And the end of all our exploring Will be to arrive where we started And know the place for the first time. — T. S. Eliot, “Little Gidding”
Perhaps more than at any other time in American history, where we live determines much about what we know. As people who write about cities, we realized this presented a remarkable opportunity. We wanted to find stories about where people live that could change the way we think about the world.
Modern cities are ruled by cars. Streets are designed for them; bikers, pedestrians, vendors, hangers-out, and all other forms of human life are pushed to the perimeter in narrow lanes or sidewalks. Truly shared spaces are confined to parks and the occasional plaza.
Twenty-five years ago, Medellín was the most dangerous city on earth. Yet its most infamous criminal, Pablo Escobar, also helped create the conditions that sparked an extraordinary revival – by taking the city to the brink of collapse “I’d never been to that neighbourhood before.
How can cities build infrastructure today to support tomorrow’s rapidly increasing urban population, which the UN says will only increase in the coming decades? Over the past year, we saw designers, architects, and urban planners hard at work finding new ways to think about housing and improve pub
The process doesn’t ask environmentalists or fiscal conservatives to change their values; it shows which solutions can best meet a variety of desires.
And what they didn’t. Like most city lovers of a certain age, I spent many hours as a kid playing SimCity. For readers who are tragically uninitiated, SimCity is one of the iconic computer games of the 1990s, though newer versions have been released as recently as 2013.
In 1999, officials in Vienna handed out a questionnaire about how people in the city used transportation. The men filled it out in five minutes: go to work in the morning, come home at night. The women couldn’t stop writing.
The drive to make cities more ‘liveable’ means parks, plazas and happy pedestrians. But the reality is ever more sterile, identikit cities where public space isn’t public at all The drive to make cities more ‘liveable’ means parks, plazas and happy pedestrians.
You’ll find the original Rancho Santa Fe community nestled between golf courses and tennis clubs in sunny southern California.
In the past few years, a remarkable body of scientific research has begun to shed new light on the dynamic behavior of cities, carrying important implications for city-makers.
In the weaving alleys of Shanghai’s Laoximen district, swathes of residential buildings sit empty.
The United Nations predicts that roughly 60% of the world's population will live in cities by the year 2030. Hopefully, the 5.1 billion of us negotiating tight urban spaces by then will have figured out a better way to get around.
Advocates of bike lanes, shared streets, and walkable cities could take a lesson from their adversaries: If they want to build communities where people, not cars, occupy the pavement, show the receipts.
Bad town planning can impact women’s safety, movement and even income. Research led by the people most affected should inform a new approach In the 1990s, a simple survey in Vienna led urban planners to rethink their whole approach to infrastructure development.
The eminent sociologist Erving Goffman suggested that life is a series of performances, in which we are all continually managing the impression we give other people. If this is so, then public spaces function like a stage in the same way that our own homes and living rooms do.
Houston’s Third Ward is changing and to many residents of the historic African-American neighborhood, the place it is becoming doesn’t feel like home.
I published the book Walkable City in 2012. Since then, many of our leaders have realized that establishing walkability as a central goal can make cities better in a whole host of ways. That book did a decent job of inspiring change, but it didn’t tell people exactly how to create it.
When you’re a hammer, everything looks like a nail. And when you’re a traffic engineer, it seems, everything looks like a highway. If traffic engineers did not control the design of so many of our public spaces, this might not be a problem.
In my experience, even very sharp business leaders tend to misunderstand three facts when thinking about climate change. The first is how much action we need to take. We’re used to hearing that we’ll need to reduce our carbon emissions by some percentage.
Imagine if next time you saw a plan for an oversized monster tower block proposed for your street, you could get out your smartphone and swipe left to oppose it? Or see a carefully designed scheme for a new neighbourhood library and swipe right to support it?
The web of pedestrian streets, narrow alleys, and picturesque canals in Venice have lured tourists to the Italian port city for hundreds of years.
Planners and urban designers often face an uncomfortable paradox: People tend to prefer neighborhoods that developed organically with the contributions of many over those that were master-planned by a small group of experts.
“Why are you architects not interested in people?” Ingrid Gehl asked her new husband, Jan. “What do you think about the fact that your architecture professors take their photos at four o’clock in the morning . . .
This post pulls together everything I’ve had to say on the subject of how ride-sourcing companies like Uber could impact cities. I hope to leave this topic for a while! Henry Grabar at Slate has a good piece on an issue that I have been raising the alarm about for a while.
The study of metropolitan areas and how their inhabitants interact with them is key to planning our future as a species The study of metropolitan areas and how their inhabitants interact with them is key to planning our future as a species Cities is supported by About this content 03.
The quality of life in many neighborhoods in the Swedish capital is directly influenced by a decision to almost entirely eliminate cars. The concept of “Vision Zero,” imported to the United States from Sweden, has been showing up in more and more American cities, from New York to Seattle.
Cities are complex organisms shaped by myriad forces, but their organization bears the fingerprints of planners and policy makers who have shaped them for decades. At the root of many of these practices is racism, and modern cities bear the legacy of that discrimination.
SYDNEY, Australia — Down the hill from my house, there is an old building with a saw-toothed roof that once warehoused trams, back when the bay was heavy with industrial waste and working-class people could afford to buy a home this close to the city and harbor of Sydney.
On Dec. 13, the largest of the recent waves of protests against racist, aggressive and militarized policing tactics — spurred by the failure to indict the officers who killed Michael Brown and Eric Garner — took place across the United States.
San Jose is expected to grow faster than any city in the Bay Area in the next few decades. The local government is working to meet that demand with mixed-use, pedestrian-friendly neighborhoods.
A few weeks ago, news emerged that a New York building was planning a separate entrance for residents of its low-income units—"poor doors." Outrage ensued, but the truth is, urban design that tries to segregate well-off from welfare is nothing new.
On Tuesday, Sidewalk Labs, a division of Alphabet Inc., and the government agency Waterfront Toronto announced a partnership in which Sidewalk initially will invest $50-million (U.S.
In the 1990s, San Francisco removed all of the benches from Civic Center Plaza. In 2001, all remaining seating in nearby United Nations Plaza was removed in the middle of the night. Over the years, public seating has been removed from virtually the entire city.
Our warmer October days are an ideal time of year to explore the secluded summits — if only to make the building owners scowl. Even though they’re required by city planning codes when commercial buildings are added downtown, too many are managed as though we outsiders aren’t welcome.
No way around it: Borders suck the life out of a city and its neighborhoods. Not just literal walls and barriers. Many features of urban life—from roads to parks to buildings—can cut off activity in public spaces and create what’s called a “border vacuum.”
Scott, one half of the award-winning practice Gort Scott, is currently on maternity leave but has agreed to meet me in an east London cafe to talk about whether gender influences her work.
Robert Moses was the despotic planner hellbent on building four-lane highways through neighbourhoods. She was the cyclist who stopped him. A new film, Citizen Jane, revisits their David and Goliath struggle for the soul of New York
From his house on the outskirts of Copenhagen, veteran planner Søren Elle is reliving his 42 years with the city’s transport department.
Air pollution and traffic jams are big problems for Barcelona, but the city’s new Urban Mobility Plan promises a pathway to greener, cleaner, and more pedestrian-friendly urban living.
It is called the Camden bench, after the local authority that originally commissioned the sculpted grey concrete seats found on London streets. The bench's graffiti-resistant sloping surface is designed to deter both sleeping and skateboarding.
The year is 2025. There are no cars, only public transport and bicycles. Four-lane highways have been replaced by bike paths. Pedestrians share the pavements with cyclists. The air is clean (because the buses are electric), and the living is easy. This is the future the Numtots want.
Two years ago, Gabrielle Lyon, the vice president of education and experience at the Chicago Architecture Foundation, started using Wacker’s Manual, a 1911 textbook fashioned from Daniel Burnham’s 1909 plan of Chicago, with CAF’s teen fellows—local high school students who attend weekend ses
In Jeff Speck’s excellent new book, Walkable City, he suggests that there are ten keys to creating walkability. Most of them also have something to do with redressing the deleterious effects caused by our allowing cars to dominate urban spaces for decades.
Imagine a high-density city, and you probably think of something like Mega-City One, full of pollution, poverty, and huge, ugly housing projects. But the reality, according to new research in urban studies, is that high-density city plans offer residents more economic opportunities.
In many respects, 2017 was an incredible year for design. Brands such as Nike took a powerful stance on inclusion. Virtual reality enabled exciting new experiences. Inventors solved some of the longstanding problems mainstream design has ignored, like better breast pumps for nursing mothers.
Public furniture, large art installations and trees can all make cities more livable. They can also make cities safer.
Corporations like Google and Amazon reap the spoils of winner-take-all urbanism. Here’s how they can also bear greater responsibility. As some of the main drivers and primary beneficiaries of the recent urban revival, anchor institutions are often the largest employers in their communities.
From New York’s cafe squares to Melbourne’s laneways to the walled Fes el Bali, these pedestrian paradises combine safety, beauty and comfort. Now urban planners are taking note as they seek to hand back cities to the walkers
Chances are your local mall is hurting. There are roughly 1,200 enclosed malls in the U.S. and only about a third of them are doing well. Online shopping, the recession and demographic shifts are some of the factors killing shopping malls.
Post-war America has largely been built around cars. Many existing cities (including my home of Seattle) permanently scarred themselves with new urban freeways.
BARCELONA — Imagine if streets were for strolling, intersections were for playing and cars were almost never allowed. While it sounds like a pedestrian’s daydream, and a driver’s nightmare, it is becoming a reality here in Spain’s second-largest city, a densely packed metropolis of 1.
If you're going to communicate effectively with young people, it helps to do it in a language and format they understand. Like Minecraft, for instance.
This story is part of What Happens Next, our complete guide to understanding the future. Read more predictions about the Future of Cities. Any good dystopian writer knows that opportunity tends not to be evenly distributed.
Urbanists have a new playbook: The Assembly Civic Design Guidelines, a new set of recommendations for the public realm published by the Center for Active Design (CfAD)—a nonprofit that promotes design solutions for improving public health—and the Knight Foundation.
Save this picture! For most people, spending time outdoors in well-designed public spaces is one of the highlights to city life.
As I wrote last fall, to move more deliberately toward anything resembling a sustainable future, we need to use land more efficiently, building more compactly, with higher densities of homes and businesses per acre than we built, on average, in the late 20th century.
The Internet of Things is coming to a city near you.
Jan Gehl had just graduated as an architect; it was 1960 and he had been schooled in how to “do modern cities, with high-rises and a lot of lawns and good open space – good windy spaces”.
When Apple finishes its new $5 billion headquarters in Cupertino, California, the technorati will ooh and ahh over its otherworldly architecture, and Apple will pat itself on the back for yet another example of “innovation.
Much of the contemporary discourse on urban design is rooted in acclaimed architectural theorist Oscar Newman’s influential 1973 book, Defensible Space.
From Sydney’s lockout laws to Baltimore’s blanket curfews and London’s closed parks, the trend for restricting and criminalising night-time behaviour is unhealthy and even unsafe for our cities In the soggy sodium-lit hours of a Sunday night in 2013, I met with urban explorers in Vauxha
Although joint collaborations in the form of public-private partnerships are by no means new, they gain importance in all levels of present large-scale urban developments in Europe.