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Sibelius Park, a housing complex in Copenhagen, has cooperated with the Danish Crime Prevention Council to carefully define private, semiprivate, semipublic and public territories in the complex. In this section we deal with the safe city issue with the goal of ensuring good cities by inviting walking, biking and staying. Throughout the entire period of car encroachment, cities have tried to remove bicycle traffic from their streets. Many European countries and North America experienced the car invasion early on and have watched city quality deteriorate year by year. The concept of shared or complete streets suggests equality between traffic groups, which is a utopian ide- al. In cities where the car invasion began early and has lasted decades, we can now see a strong reaction against the myopic focus on cars that has dealt such harsh blows to city life and bicycle traffic. In many countries, especially in Europe, traffic planning in the 21st century has changed dramatically compared to the traffic planning of twenty or thirty years ago. When the first pedestrian streets were introduced in Europe in the 1960s, there were really only two street models: those for vehicular traffic and those for pedestrians. In choosing street types and traffic solutions, it is important to start with the human dimension. The underlying idea of these so-called shared streets is that they will give trucks, cars, motorcycles, bicycles and pedestrians of all ages the opportunity to travel quietly, side by side and with good eye contact.
Obviously, if people are sufficiently frightened and keep a close watch on traffic, nothing untoward will happen.
Mixing types of traffic is certainly possible, but not on the equal terms implied by the shared street concept. The principle of having bicyclists bike outside a lane of parked cars does not solve many safety and security problems. There is every reason to applaud the many new types of streets and policies that ensure safety for pedestrians and bicyclists while allowing service vehicles to make door-to-door deliveries. From project to project, planners must consider which types of streets and degree of traffic integration would be a good solution.
For centuries traffic in Venice has functioned on the principle that the transition from rapid to slow traffic does not take place at the front door but at the city limit. A pedestrian in Venice can be forgiven for thinking that many of the recent traffic solutions represent various forms of compromise com- pared to the vision of a true city for people. In Venice the shift from rapid to slow traffic occurs at the city limits rather than at the front door.
Already in the first chapter of her 1961 book The Death and Life of Great American Cities, Jane Jacobs discusses the importance of safety in the streets.
Being able to walk safely in city space is a prerequisite for creating inviting well-functioning cities for people.
Juxtaposed with the idealistic visions of safe open cities is the reality of many urban societies. A profusion of bars, fences, signs and cameras signals the insecurity and fear that have crept into communities around the world.
Barbed wire and iron bars fortify houses, security patrols cruise residential areas, security guards stand in front of shops and banks, signs threaten “armed response” outside houses in exclusive quarters, gated communities abound: all of these are examples of people’s attempts to protect themselves against invasion and trespass of private property. It is important to point out that simple individual urban crime-prevention solutions are not of much help, where the invasive sense of insecurity is often deeply rooted in social conditions. Other parts of the world do have cities and societies in which cultural tradition, family networks and social structure keep crime low despite economic inequalities. To conclude, in almost all situations there are good arguments for working carefully to reinforce real and perceived safety, a prerequisite for using common city space.
If we shift the focus from defending the private sphere to a general discussion about feeling safe while walking in public space, we will find a clear-cut connection between the goal to strengthen city life and the desire for safety. If we reinforce city life so that more people walk and spend time in common spaces, in almost every situation both real and perceived safety will increase. Life in the street has an impact on safety, but life along the street also plays a significant role.
The light from buildings along city streets can make a significant contribution to the feeling of security when darkness falls.
Tall buildings can also land softly and elegantly along streets and soften the transition between out and in (Lloyd?s of London. Ground floor building design has a disproportionately large impact on the life and appeal of city space.
Life in the street and on the street, mixed functions along the street and friendly edge zones are key qualities for good cities — also in terms of safety and protection.
In the face of this rather depressing scenario it is important to remember that almost any enticement to invite people to walk, bicycle and stay in city space will also contribute to a greater sense of security.
A soft edge and clear distinctions be- tween public, semiprivate and private territories provide good opportunities to signal where you live and decorate it with your favorite flowers (Almere, the Netherlands). Another contribution to our sense of security is a good city layout that makes it is easy for us to find our way around.
In the chapter on human senses, it was mentioned how different distances are used for various types of communication between people, and how these distances are continuously used to reinforce the character and intensity of contacts. Human society is subtly organized around various social structures that define and reinforce the individual’s sense of affiliation and security. Also on a small scale — particularly in connection with individual dwellings — clarifying territories and affiliations is crucial for contact with others and for protecting the private sphere. In the previous section soft edges and their importance for life in the city are discussed. Changes in pavement, landscaping, furniture, hedges, gates and canopies can mark where public space ends and fully or semiprivate transition zones begin. Interesting article, but a challenge to implement in real life.  For example the use of light to increase the feeling of security comes at a cost of higher energy usage. LED streetlights use much less electricity than halogen and can be directed largely downward, substantially reducing light pollution.
They are so many, many ways we Americans squander energy, but streetlights really are not the problem.
Thank you Karen for you thoughtful response and useful information. For the record, I am not opposed to using light to create safe, urban spaces by any means, just wondering how it can be rectified with reduced energy usage, which you have most eloquently done.
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Ante el urbanismo de las urbes, la sensacion que el peaton o transeunte es el gran olvidada de muchas ciudades del mundo es casi perpetua, casuisticamente en mayor volumen en aquellas urbes de tamano medio o menor  con referencia a la media del pais que visitemos, posiblemente por la dejadez de un urbanismo olvidado o por una economica truncada de las administraciones que se declinan mas por otros aspectos que se supone son de mayor beneficio para la sociedad. La realidad es que los vehiculos, elementos arquitectonicos incoherentes y otros muchos aspectos sopesan mas que aquel usuario que habitara en la ciudad a lo largo de toda su vida, incoherencia o no es una realidad que debe de ser cambiada para empezar a recuperar la ciudad para los peatones e implicar de forma razonada los conceptos de ciudades y urbanismo ecologico en un habitat determinado. Si como punto de partida nos declinamos por el objetivo de vivir en las ciudades con calidad y que estas sean “mas amables” deberemos de aprender a ver como reaccionamos, nos comportamos  y nos movemos en ellas y empzar a entender el concepto de urbanismo verde. Como punto de partida proponemos repasar los puntos clave del libro How to Study Public Life (Escrito por Jan Gehl y Birgitte Svarre – Gehl Architects) donde nos muestran algunos de los metodos que utilizan para estudiar a los seres humano en entorno urbanos. Anotacion de datos via diario: La continuidad en un estudio debe de ser una obligacion y como tal es necesario anotar notas y ser muy escrupuloso. Paseos piloto: objetivo es que el observador sea capaz de notar problemas y detalles que se puedan mejorar.
La velocidad en la que camina un individuo cuando pasa por un lugar determinado y el tiempo que se para en sus rincones puede proveer de informacion sobre la calidad de ese espacio.
Determinar la distancia que un ciudadano esta dispuesto a caminar para usar el transporte publico.
Identificar que dependiendo de la temperatura exterior los transeuntes caminan mas rapido o mas lentos o a que horas hay mas gente o menos. La fotografia pertenece a un estudio realizado por Gehl Architects sobre la ciudad de Seattle. El estudio que representa la imagen es referente a un proyecto de ecobarrio en la ciudad de Figueres (Cataluna) donde se indican la descripcion de los objetivos minimos y deseables.
Debemos recordar que las ciudades son para los ciudadanos y como tal es una necesidad urbanizar, construir, planificar con coherencia para adaptarlas al uso y vida cotidiana de los ciudadanos con una responsabilidad medioambiental efectiva y a la vez amigable con el transeunte. Tal como indicaba Tom Armour (Arquitecto Paisajista en Arup)… “Las zonas verdes no suelen ser prioritarias dentro de la planificacion urbana, ya sea por costes, por escasez de espacio o por falta de vision acerca de los beneficios que pueden ofrecer.
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E' una scena reale e potete assistervi di persona passeggiando per le strade di questa città. Il traffico e la folla dell'ora di punte venivano tenuti a bada da un vigile sorridente che con un'espressione benevola segnalava agli altri lo stop, per lasciare il passo a mamma anatra ed i suoi anatroccoli.
In altre città sarebbe finita in padella, cucinata all'arancia, a Copenhagen simboleggia i diriti civili di tutti, anatre comprese. Copenhagen detto alla danese è hyggelig, che si pronuncia iugeli e tradotto potrebbe essere intimo e caloroso. Copenhagen significa postini in giacche scarlatte su biciclette gialle, spazzacamini con la faccia annerita ma con in testa il cappello a cilindro, guardie della regina che marciano come soldatini di piombo troppo cresciuti.
Copenhagen è palazzi di favola, zampillanti fontane che scintillano al timido sole, guglie e tetti del seicento, filari di belle case settecentesche, di color rosa, beige e azzurro pallido.
Cresciuta sulla riva orientale della Sjaelland, la maggiore delle 406 isole danesi, e sulla parte settentrionale dell'isoletta di Amager, Copenhagen è sposata al mare.
Da ogni parte, le vie terminano sul limitare dell'acqua, i transatlantici svettano sopra i camini , gli alberi ondeggianti delle navi incorniciano i parcheggi. Nel 1849 la Danimarca si diede audacemente una Costituzione Liberale con elezioni a largo suffragio popolare. I danesi ricevono cure mediche senza pagare, istruzione gratuita fino all'università, assegni familiari per i figli, sovvenzioni per gli affitti e generose pensioni.
Per pagarsi tutto questo versano imposte che sono le più salate del mondo, come l'Italia, ma con benefici reali e non fittizi. Se gli va di tornare a casa a piedi scolandosi una birra e cantando forte, perchè no? Soprattutto i cittadini di Copenhagen vanno fieri del modo perfetto in cui la loro città funziona.
A? permesso riportare i nostri articoli ma solo se accompagnati da un backlink dofollow (senza cioA? il tag nofollow) verso il nostro contenuto originale.
We look forward to discussing how MyCityWay can help your brand deliver a great mobile experience to your customers.
In 2007, Hustwit debuted his first film, Helvetica, which explored the power of typography.

I was just reading that currently about 50% of the world’s population lives in cities, and that number could hit 75% by 2050.
There are several projects in the film that are citizen driven or that employ participatory design to involve citizens in the shaping of the city.
During your research and when filming Urbanized, did you see a plan for these cities in India and Southeast Asia?
They’re not even dealing with the population they have now in a city like Mumbai, so I honestly don’t know how they will deal with the massive increases that are coming.
I have a friend who has a theory that if you love the city you’re in for at least half the time, you’ve basically won.
You covered so much ground in the documentary, and spoke to so many people, and went to so many places. If you enjoyed this post, please consider leaving a comment or subscribing to the RSS feed to have future articles delivered to your feed reader.
The book is full of theories that, while generally common sense, most find difficult to articulate.
Making the space "multi-use" will make the space "multi-user." In other words, when planners define certain zones as exclusively residential, commercial, recreational, these spaces are only used by a certain segment of the population. I think my favorite public space is post office square in boston because it is a green oasis in the middle of the hustle and bustle of the financial district along with being a ground level green roof. To be a bit original, I would say that my favorite public space is the new Place de la Republique in Paris, radically changed to make it more livable and walkable.
Adrien, I haven’t had the opportunity to see Place de la Republique since they reclaimed it for the people – the pictures look beautiful! Jennifer: El Parque del Amor is one of the parks that conform the malecon which extends further north and south. Since 2010, The Global Grid has offered localized and unique architecture, engineering, landscape architecture, urban planning and related news every weekday.The Global Grid uniquely publishes news specific to the town or city in which the author resides or is traveling. Subsequent studies have shown that there is less crime and greater security than in other similar developments.
In general, life and people themselves make the city more inviting and safe in terms of both experienced and perceived security.
Our discussion will focus on two important sectors where targeted efforts can satisfy the requirement for safety in city space: traffic safety and crime prevention. The risk of accident to pedestrians and bicyclists has been great throughout the rise in car traffic, and the fear of accident even greater.
There have been numerous counter reactions and an incipient development of new traffic planning principles in response. Integrating various types of traffic is not satisfactory until pedestrians are given a clear priority (shared space in Haren, the Netherlands, and a pedestrian priority street in Copenhagen, Denmark).
The importance of promoting pedestrian and bicycle traffic has gradually been acknowledged while better understanding of the nature and causes of traffic accidents has produced a considerably wider variety of planning tools. People must be able to move comfortably and safely in cities on foot or by bicycle, and when traffic solutions are adopted special consideration must be given to children, the young, the elderly and people with disabilities. Serious accidents will rarely occur under such conditions, or so it is thought, because pedestrians and bicyclists need to be extra vigilant at all times.
As the British “home zones,” Dutch “woonerfs,” and Scandinavian “sivegader” have demonstrated for years, pedestrians can thrive with other forms of traffic as long as it is crystal clear that all movement is based on the premises of pedestrians.
Or put in another way, in Venice it is easy to surmise that “there is only one thing better than slow cars — and that is no cars.” But as also mentioned, it is important to be pragmatic and flexible.
This is an interesting and inspiring for the contemporary vision of creating lively, safe, sustainable and healthy cities.
She describes the crime-preventive effect of life in the street, of mixing functions in buildings and of residents’ care for common space. The general focus is maintaining and supporting the vision of an open society in which people from all socioeconomic groups can move about side by side in the common room of the city as they go about their daily business. Social and economic inequality is the backdrop for high crime rates and the fully or semiprivate attempts to protect property and private life.
The examples also illustrate a general retreat to the private sphere by some population groups.
On the other hand, many urban communities are less gridlocked, including hard-hit city districts. Urban areas with mixed functions provide more activities in and near buildings around the clock. On an ordinary weekday evening in the winter season a person walking through the city can enjoy the lights from about 7,000 windows.
It is common practice for city planners to mix functions and housing as a crime prevention strategy and thus increase the feeling of safety along the most important streets used by pedestrians and bicyclists. In contrast, in streets with retail, where solid metal shutters close off shops outside opening hours a sense of rejection and insecurity  is produced.  The streets are dark and deserted in the evening, and there is not much reason to be there on weekends and holidays either. The polar opposite is the perfect recipe for an insecure urban environment: lifeless streets, mono-functional buildings devoid of activity for most of the day, closed, lifeless and dark facades.
It is a mark of good urban quality when we can directly find the destination we’re looking for without hesitation and detours. A university student is part of a structure with faculties, departments, classes and study groups that provide a framework.
Whereas efforts are made to graduate and soften transitions between private and public areas by building semiprivate and semipublic transition zones, the likelihood of contact from zone to zone increases, and residents gain the opportunity to regulate contacts and protect private life. It is emphasized that edge zones, porches and front yards can make a decisive contribution to vitalizing life in public space. Height differences, steps and staircases can also mark the transition zone, providing critical prerequisite for the important function of soft edges as the link between inside and out, between private and public.
Deberemos estudiar el comportamiento del humano en la ciudad, al Homo Sapien en el habitat urbano.
Ademas podeis ampliar mas informacion sobre el trabajo del nuevo libro de Jan Gehl desde AQUI. El identificar o reconocer en que zonas deberiamos actuar con mayor contundencia o que aspectos debemos cambiar.
Asi mismo, tambien consta el grado de vinculacion (fuerte o debil) de cada uno de los indicadores con los componentes de la funcion guia y los distintos ambitos de la habitabilidad urbana. Sin embargo, su impacto en la salud y bienestar de los ciudadanos y su contribucion a la disminucion de la polucion deberia ser tenido mas en cuenta.
Un periodico y plataforma de arquitectura con apuntes, manuales, informacion, normativa o guias.
Two years and one Spirit Award nomination later, he released Objectified, the second installment that focused on product design and its cultural influences. I like all three of them just because the people I got to meet and the different places I went to make them. But in the future, there’s no other way but to have citizens involved because they’re doing it anyway. If you could move to a city for a year right now, do you have one in mind that you would just love to live in for a while? Was there a particular interview or place that resonated with you most when you were making the film? We scouted the scene and found you great date night spots, underground art, music venues, sports bars, anniversary deals and more.
Life Between Buildings: Using Public Space is a classic that applies substance and quantitative research to the field of urban planning. First published in 1971, Life Between Buildings discusses what planners and designers can do to activate public spaces.
There are many places like Venice, New York, or Buenos Aires that have active street life, while other less fortunate cities can look like ghost towns. His story of simply observing urban life on the walking street in Copenhagen is such a great basis for the rest of his prescriptions. It’s absolutely beautiful-with interesting landscape and the castle and moat- large, and filled with nicely placed benches. I (sadly) have yet to explore the magnificent city of Copenhagen – its definitely already in my top list!
He discussed theores and practices from their work in general and it was a great opportunity to see what examples could be repeated or implemented in Lima, a city that needs a lot of renovation of its public spaces.
I am definitely biased, but one of my favourite public spaces is Lima’s malecon or broadwalk.
He explained briefly the history of his office and their work as well as showing us some examples like Times Square. With a 150+ writer alumni, The Global Grid continues to grow as a destination for local environmental design news and perspectives. Donate to Streetsblog SF and you’ll qualify to win a copy of the book, courtesy of Island Press. In other countries whose economies have developed more slowly and modestly, cars have only begun to invade cities more recently. The experience gained in the intervening years has also made it possible to reduce the number of traffic accidents and make walking or biking considerably safer and more comfortable. Children cannot be allowed free rein, and older people and others with reduced mobility may be forced to drop walking altogether. Mixed–traffic solutions must prioritize either pedestrians or provide appropriate traffic segregation. As mentioned above, a number of options have been developed for coexistence between pedestrian and motorized traffic. Her expressions “street watchers” and “eyes on the street” have since become integral to city planning terminology. Within this general framework, safety can also be promoted through careful consideration for the design of the many detailed solutions in the city. In these areas there is every reason to make a solid effort to avoid the retreat of the population behind bars and barbed wire. There are “eyes in the street” and often “eyes on the street” as well because it has become meaningful and interesting for people in nearby buildings to follow what is going on in the street.
Housing in particular signifies good connections to the city’s important common space and a marked reinforcement of the real and perceived safety in the evening and at night.
The strategy works well in Copenhagen, where the city center has buildings between five and six stories high, and there is good visual contact between residences and street space. It is also from the lower floors that people inside can follow what is going on outside, and vice versa.  If ground floors are friendly, soft and — in particular — populated, pedestrians are surrounded by human activity. Given the general desire for safe cities and inviting ground floors, preferred facade options have open metal grills and other types of transparency to protect goods but allow light to stream onto the street, and they also give nocturnal pedestrians the pleasure of window shopping.

To this list we can add insufficient lighting, deserted paths and pedestrian tunnels, dark nooks and crannies, and too many bushes. Clear structure and organization do not require large dimensions and broad straight roads from point to point. Just as close contact necessitates precisely defined territories, a clear articulation of private and public territories on the larger arena is an important prerequisite for social opportunities and a sense of security.
These transition zones between the private and public sphere must be carefully articulated in order to clearly distinguish between what is private and what is public. Only when territories are clearly marked can the private sphere afford the degree of protection that people need to make contact with others and contribute to life in the city.
Gehl se basa en investigaciones como la que realizo en Bryant Park (Nueva York), donde encontro que el equilibrio optimo era un 52% mujeres versus 48% hombres entre la 1 y las 6 de la tarde. Deberiamos promover el diseno de ciudades que contemplen la biodiversidad, con entornos de calidad para vivir, trabajar y disfrutar y en donde las personas puedan llevar una vida mas sana y feliz. In a natural progression, Urbanized tackles the much broader topic of urban design and growing populations – a perfect conclusion to the design conversation that began almost six years ago in his first film. Each time I spent about six months researching and talking to people in the field, and just immersing myself in the subject matter.
In Mumbai, where you have seven million people living in slum conditions, they are making their own homes and neighborhoods.
They live in an area like Darabi, which has 600,000 people in it, and nobody there has an ID.
Whenever you get people together in one place, there is generally something interesting going on. One thing in New York City that kind of bothers me is this nostalgia for the earlier eras of the city.
Jan Gehl, author of Cities for People, takes his analysis beyond urban design to talk about how public spaces are actually used, why, and what designers can do to improve cities.
Filled with an array of statistics and case studies, Gehl recounts the unfortunate history of cities and how over five decades of building-focused planning have made public space an unfortunate afterthought. Gehl explains why some of these places are inherently attractive to people and draws them to walk and linger in the space.
Gehl shows how mixing uses within a single space creates active, safe, and interesting public spaces.
Follow the link to Rafflecopter Giveawayto enter for a chance to win your free copy - the perfect read while sitting in your favorite public space. Being able to articulate the challenges, real world implications, action items, etc are where things get muddy. It is the border between Lima and its coastline, which are separated by a cliff about 50 metres high. Visit the Island Press website to find many more great titles by the nation’s leading publisher of books on environmental issues.
In every case the result is a dramatic worsening of conditions for pedestrians and bicycle traffic. In any discussion about people and traffic safety the risk of accident must be weighed against quality for pedestrians and bicyclists. It is generally  accepted that cars are not welcome in parks, libraries, community centers and houses. When people make their daily rounds in city space, both the space and the people who use them becomes more meaningful and thus more important to keep an eye on and watch out for. So even if the street is deserted, lights from windows in residential areas send a comforting signal that people are nearby. Even at night when little is happening  in cafes and front yards, furniture, flowers, parked bicycles and forgotten toys are a comforting witness of life and proximity to other people. The fact is, that light at night makes people feel secure; because, they know they are more secure. Como el espacio en las ciudades es cada vez mas demandado, planificar las necesidades verdes no deberia ser una tendencia opcional, sino un requisito fundamental.
With Urbanized opening at New York’s IFC Center on October 28th, Hustwit took time out of his busy schedule to talk city life, urban design, and his immunity to jetlag. Then I see a lot of cities turning to online tools to get citizens to suggest changes, or to come up with new ideas for how a city should function.
We need so much more creativity and thought in the area of urban design because we’ve got to face these challenges.
Everyone at every level of society needs to be included and needs to be treated equally in the eyes of the city, and the way it builds and functions. Attracting people into the public realm with festivals, shopping, and dining is as important in an active street as keeping their interest to linger there. The broadwalk is over 5km long and offers uninterrupted parks and running routes, all with a wonderful view of Lima’s bay and the Pacific Ocean. Much of modern traffic planning continues to pay far too little attention to the quality of city life.
The advantages to not having car traffic everywhere are obvious, so even though there are compelling arguments for allowing car traffic all the way to the front door, in many situations there are equally good arguments for establishing car-free areas surrounding the residences. Although the Australian metropolis has 15,000 people living in its heart, the residences are generally from 10 to 50 stories above street level, no one who lives high up can see what is happening down on the street. Light streaming from the windows of shops, offices and dwellings at night helps increase the feeling of safety in the street. What is important is that the individual links in the network have clear visual characteristics, that space has a distinctive character and that important streets can be distinguished from less important ones.
Coupled with well-known designations and signals, these structures in themselves help reinforce a sense of affiliation within the larger entity and security for the individual group, household or person.
Everyone in Darabi is working and making money and living their lives, but they don’t need an identification for any of that.
So there’s an idea in the movie that someone on a $30 bicycle should be as important as someone in a $30,000 car in terms of how the city’s infrastructure and transportation systems are designed. I’ve got a bunch of new film projects that I’m starting, both narrative fiction films and other documentaries. Signs and directions and good lighting at night are crucial elements of the relationship between city structure, sense of locality and feeling of security when walking in the city.
If you worried about the Green energy issue; then go tell all the multi-nationals who leave on all their thousand lights in a 50 storey hi-rise tower 24 hours a day – so that their florescent bulbs will last longer!
When I watch Helvetica, I see a naivete that on one hand is kind of charming, but on the other, I see all the decisions I made in terms of editing that I wouldn’t do that way now. So when I do interviews with people, I try to make them much more like conversations, as opposed to interviews. So I think for most people, that’s just their reality – a completely informal economy, and a completely informal urban environment. And the gritty streets of New York and the art scene.” Well, you know, we all live in a specific moment in a city’s existence and evolution. Mumbai and a lot of cities in the global south are where the real increase in urban population is going to happen. So in once sense, I think there is huge potential to organize people, to get them involved in the design of their cities, and to be part of the planning process through technology.
Or China?” If you look at the tag on your clothing, any item of your clothing lately, I’ll wager it’s made in either China or India. Again, each film has its own character and its own range, but this one has a much broader focus just because the subject matter itself is much wider.
On film, I’m really trying to get the person to forget they’re being interviewed, so any trappings of a normal interview I try to strip away. On the other hand, I think it definitely excludes a lot of people on the other side of that technological divide.
There’s no way to replicate what New York City was like yesterday, and it will be totally different tomorrow.
And really, my job is to get people into that mindset where they’re thinking creatively and forgetting that this is a really artificial situation. It excludes people from the conversation, and that’s when you start to see real upheaval because as we’ve seen, if people are excluded from government or city services, it can lead to some massive upheavals. Why shouldn’t they be able to ride a bike and have just as much respect from the city as someone who drives?
I think the kind of DIY urban development that occurs in those situations is going to happen. At some point, if we’ve got millions and millions of people moving into cities each year, and if the conditions of livability aren’t addressed, we’re going to be in trouble. Create your own moment in the city, or go to another city where you can if you can’t do it here.
It’s so interesting to me to have a job like that, for every project to be completely different. So the big challenge for cities is how to adapt to that, try to plan for it, and try to leave room in the plan for that type of activity. It’s also about what the people in the film want to talk about, what they think is important in the field, and how they do what they do.
It’s just crazy how unlivable they are and how many people are coming to those cities, and will continue to come. Even Copenhagen, which is held up as this very walkable, very pedestrian-oriented city – it still has its problems. They’re about the people and the ideas and opportunities, and if one doesn’t suit you, there’s another one that will. A lot of things Penalosa has done in Bogota, and the things he says, really ring true about how cities should be approached from a social standpoint, and how that should form the physical design of the city. That’s when the direction of the film starts to take shape, but it’s really when we edit – when we’re looking at all those hours of footage – that we start to see the trends and overall direction of the film.
There are always people who are trying to solve the design of the city – to come up with this perfect urban form. Whether it’s Le Corbusier or Modernists, everyone thinks there’s some way to lay out a city that will work for everyone. Part of that spontaneity and way that cities are constantly evolving, it’s a problem and the solution.

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