So I'm here to talk to you about the walkable city. What is the walkable city? Well, for want of a better definition, it's a city in which the car is an optional instrument of freedom, rather than a prosthetic device. And I'd like to talk about why we need the walkable city, and I'd like to talk about how to do the walkable city.
我今天來和你們討論 所謂適宜步行的城市 什麼才是適宜步行的城市呢? 最好的解釋就是 汽車是城市一種可供選擇的工具 而不是像一個義肢般的必不可缺 而我今天想談論 為什麼我們需要一個適宜步行的城市 同時我也想談論 要怎麼做才能有一個適宜步行的城市
Most of the talks I give these days are about why we need it, but you guys are smart. And also I gave that talk exactly a month ago, and you can see it at TED.com. So today I want to talk about how to do it. In a lot of time thinking about this, I've come up with what I call the general theory of walkability. A bit of a pretentious term, it's a little tongue-in-cheek, but it's something I've thought about for a long time, and I'd like to share what I think I've figured out.
最近我大部分的演講 都是關於為什麼我們需要它? 但是你們很聰明 而那正是我一個月前的演講 你們可以在 TED.com 上面看到 所以今天我想討論如何做 關於這問題,我想了很久 最後得出一個答案 我稱之為,適宜步行的一般性理論 有些狂妄的說法,也有點半開玩笑式 但確實是我思考已久的事實 我想和你們分享我的發現
In the American city, the typical American city -- the typical American city is not Washington, DC, or New York, or San Francisco; it's Grand Rapids or Cedar Rapids or Memphis -- in the typical American city in which most people own cars and the temptation is to drive them all the time, if you're going to get them to walk, then you have to offer a walk that's as good as a drive or better. What does that mean? It means you need to offer four things simultaneously: there needs to be a proper reason to walk, the walk has to be safe and feel safe, the walk has to be comfortable and the walk has to be interesting. You need to do all four of these things simultaneously, and that's the structure of my talk today, to take you through each of those.
在美國城市,典型的美國城市 不是華盛頓特區 紐約或是舊金山 是激流市或杉溪市或者孟菲斯── 在典型的美國城市裡 大部分的人們都擁有汽車 這是致使他們時常行駛的誘因 如果你試圖要他們步行 那麼你必須提供一個和開車一樣 甚而更好的方式 這是什麼意思? 代表你必須同時滿足四項需求 首先要有一個適切的理由去行走 步行需要安全並感受到安全 同時要是舒適的 也要是有趣的 這四項需求必須同時滿足 這些正是今天演講的架構 會分別探討每一項需求
The reason to walk is a story I learned from my mentors, Andrés Duany and Elizabeth Plater-Zyberk, the founders of the New Urbanism movement. And I should say half the slides and half of my talk today I learned from them. It's the story of planning, the story of the formation of the planning profession. When in the 19th century people were choking from the soot of the dark, satanic mills, the planners said, hey, let's move the housing away from the mills. And lifespans increased immediately, dramatically, and we like to say the planners have been trying to repeat that experience ever since.
步行的理由 來自我導師所講述的一個故事 安德鲁斯.杜安伊 和伊麗莎白.普拉特.茲伊貝克 他們是新城市主義運動的先驅 而我必須坦承 今天的演講內容和投影片 有一半來自這故事中啟發 這是個關於規劃的故事 關於規劃專業如何形成的故事 在 19 世紀 人們窒息於煤煙密布的恐怖作坊 規劃者曾這麼說道 嘿,我們把住宅搬離這地方吧 人類平均壽命不久就明顯地延長 我們樂意這樣講 規劃者從此就不斷地重複這方式
So there's the onset of what we call Euclidean zoning, the separation of the landscape into large areas of single use. And typically when I arrive in a city to do a plan, a plan like this already awaits me on the property that I'm looking at. And all a plan like this guarantees is that you will not have a walkable city, because nothing is located near anything else. The alternative, of course, is our most walkable city, and I like to say, you know, this is a Rothko, and this is a Seurat. It's just a different way -- he was the pointilist -- it's a different way of making places. And even this map of Manhattan is a bit misleading because the red color is uses that are mixed vertically.
這也是我們稱之 歐幾里德分區制的開始 以分區方式規定土地使用 一般來說,當我到一個城市去做規劃 這樣的規劃早已就位並久候 而所有這一類型的規劃都代表著 你將不會擁有一個適宜步行的城市 因為附近什麼都沒有 另外的一種方式 當然就是我們最為重視的理念 上面所說的是羅斯科的抽象派 而這裡說的是秀拉派 它不同的地方,在於他是點彩派畫家 採用不一樣的方式去規劃地方 即便這幅曼哈頓的地圖有些錯誤 因為使用的紅色是垂直混合的
So this is the big story of the New Urbanists -- to acknowledge that there are only two ways that have been tested by the thousands to build communities, in the world and throughout history. One is the traditional neighborhood. You see here several neighborhoods of Newburyport, Massachusetts, which is defined as being compact and being diverse -- places to live, work, shop, recreate, get educated -- all within walking distance. And it's defined as being walkable. There are lots of small streets. Each one is comfortable to walk on. And we contrast that to the other way, an invention that happened after the Second World War, suburban sprawl, clearly not compact, clearly not diverse, and it's not walkable, because so few of the streets connect, that those streets that do connect become overburdened, and you wouldn't let your kid out on them. And I want to thank Alex Maclean, the aerial photographer, for many of these beautiful pictures that I'm showing you today.
接下來是關於新城市主義的一個故事 必須承認只有兩種方式 去建構一個社區 它們從古自今,已被測試數千年 其一是典型的鄰里關係 你可以看到在麻薩諸塞州 紐伯里波特這城市裡的一些鄰里社區 它是密集並且多樣的地區 可以居住、上班、逛街 休閒、受教育 都是走路就能到的距離 也是所謂,適宜步行的距離 有很多小的街道 每條都可以很自在舒適地行走 但我們卻選擇恰為相反的方式 在二戰後的改變 郊區擴展 明顯地不密集也不多樣 不適於步行 因為很少有街道相連 即使有街道相連也變得過度負荷 你不會讓你的孩子走出去 我想感謝麥可林,空中攝影師 他拍攝了很多美麗的照片 讓我今天向大家展示
So it's fun to break sprawl down into its constituent parts. It's so easy to understand, the places where you only live, the places where you only work, the places where you only shop, and our super-sized public institutions. Schools get bigger and bigger, and therefore, further and further from each other. And the ratio of the size of the parking lot to the size of the school tells you all you need to know, which is that no child has ever walked to this school, no child will ever walk to this school. The seniors and juniors are driving the freshmen and the sophomores, and of course we have the crash statistics to prove it.
打破(建築羣)雜亂擴散的大片區域 變成為不同的組成部分是有趣的事 便於理解 一個你只能生活的地方 一個你只能工作的地方 一個你只能購物的地方 以及我們的超大的公共設施 學校越來越大 因此,相互間距離更遠 停車場的規模 與學校規模的比例 能夠告訴你所有你需要知道的 那就是,沒有小孩 走到過學校 高三生開車載著高一高二生 當然我們有車禍統計數據證明
And then the super-sizing of our other civic institutions like playing fields -- it's wonderful that Westin in the Ft. Lauderdale area has eight soccer fields and eight baseball diamonds and 20 tennis courts, but look at the road that takes you to that location, and would you let your child bike on it? And this is why we have the soccer mom now. When I was young, I had one soccer field, one baseball diamond and one tennis court, but I could walk to it, because it was in my neighborhood.
我們其它的超級城市設施 例如遊樂場 羅德岱堡的威斯汀地區超棒 有 8 個足球場,8 個棒球場 20 個網球場 但是,看看那些帶你通往那裡的路 你會讓你的孩子騎腳踏車去嗎? 那就是當今我們爲什麼有足球媽媽 在我小時候,我有一個足球場 一個棒球場,一個網球場 但是我可以走過去,因爲距離我很近
Then the final part of sprawl that everyone forgot to count: if you're going to separate everything from everything else and reconnect it only with automotive infrastructure, then this is what your landscape begins to look like. The main message here is: if you want to have a walkable city, you can't start with the sprawl model. you need the bones of an urban model. This is the outcome of that form of design, as is this. And this is something that a lot of Americans want. But we have to understand it's a two-part American dream. If you're dreaming for this, you're also going to be dreaming of this, often to absurd extremes, when we build our landscape to accommodate cars first. And the experience of being in these places --
城市區域擴展還有最後一個部分 大家都忘記了 如果你打算把每個東西都分散 然後只靠汽車再去連接它 這就是你得到的全景圖 主要訊息就是: 如果你想擁有適宜步行的城市 你就不能始以城市擴散 你需要城市模型的骨架 這就是那種設計的結果 像這樣 這是很多美國人想要的 但是我們需要瞭解的是 它是美國人夢想的二部分 如果你渴望它,那你同時也渴望這個 荒誕至極的是 如果我們建造景觀時 優先考慮的是汽車 那麼經歷這樣的地方──
(Laughter)
(笑聲)
This is not Photoshopped. Walter Kulash took this slide. It's in Panama City. This is a real place. And being a driver can be a bit of a nuisance, and being a pedestrian can be a bit of a nuisance in these places. This is a slide that epidemiologists have been showing for some time now,
這圖沒有修過 華特照了這張相片。 它在巴拿馬市 這是真實的地方 而作爲駕駛可能會感到有點困擾 而作爲行人可能也會感到有點困擾 在這些地方 就是這張幻燈片 流行病學家已展示了一段時間了
(Laughter)
(笑聲)
The fact that we have a society where you drive to the parking lot to take the escalator to the treadmill shows that we're doing something wrong. But we know how to do it better.
事實上,我們生活在這樣的社會 我們開車、停車 乘電梯去使用跑步機的現象 表明我們在做錯誤的事 但是我們知道如何做的更好
Here are the two models contrasted. I show this slide, which has been a formative document of the New Urbanism now for almost 30 years, to show that sprawl and the traditional neighborhood contain the same things. It's just how big are they, how close are they to each other, how are they interspersed together and do you have a street network, rather than a cul-de-sac or a collector system of streets?
這裡有兩個反例 我用這頁 這是形成當今 新城市主義的主要文件之一 大約有 30 年了 表現城市擴展羣 與傳統的鄰里社區擁有相同之處 就是它們的大小 它們之間如何的緊密相鄰 它們是如何的相互交織 並且有街道相互交錯,而不是死巷 或者是連絡道路
So when we look at a downtown area, at a place that has a hope of being walkable, and mostly that's our downtowns in America's cities and towns and villages, we look at them and say we want the proper balance of uses. So what is missing or underrepresented? And again, in the typical American cities in which most Americans live, it is housing that is lacking. The jobs-to-housing balance is off. And you find that when you bring housing back, these other things start to come back too, and housing is usually first among those things. And, of course, the thing that shows up last and eventually is the schools, because the people have to move in, the young pioneers have to move in, get older, have kids and fight, and then the schools get pretty good eventually.
讓我們看市中心區域 一個我們希望步行的區域 多數美國城市 鄉鎮的市中心區 我們看著這些說道 我們需要恰當的平衡使用 所以,是什麼遺忘或者疏忽掉了? 在典型的美國人居住的美國城市 是住宅區的缺乏 工作與住宅區失去了平衡 你會發現,當你把住宅區移回來時 其它的東西也相繼回來 房屋是首當其衝的 而最終的 是學校 因為人們不得不搬進去 年輕人首先搬入 然後變老,有了孩子 奮鬥,然後學校變得很好
The other part of this part, the useful city part, is transit, and you can have a perfectly walkable neighborhood without it. But perfectly walkable cities require transit, because if you don't have access to the whole city as a pedestrian, then you get a car, and if you get a car, the city begins to reshape itself around your needs, and the streets get wider and the parking lots get bigger and you no longer have a walkable city. So transit is essential. But every transit experience, every transit trip, begins or ends as a walk, and so we have to remember to build walkability around our transit stations.
另外的一部分 有用的部分 是運輸 你可以造一個沒有運輸的 完美步行鄰里社區 但是完美的步行城市需要運輸 因為如果你不能步行到達整個城市 那你就要有汽車 如果你有了車 城市就根據你的需求再改造 街道變寬,停車場變大 你不會再有步行城市 所以運輸問題是關鍵 但是每種運輸經歷,每個運輸 開始和結束都是步行 所以我們必須牢記 建造圍繞運輸站的可步行性
Next category, the biggest one, is the safe walk. It's what most walkability experts talk about. It is essential, but alone not enough to get people to walk. And there are so many moving parts that add up to a walkable city.
下一個範疇,最大的問題 就是安全步行 它是多數專家談論的重點 它很關鍵,但是僅憑此項 並不能讓人們行走 還有許多可動部分有助於步行城市
The first is block size. This is Portland, Oregon, famously 200-foot blocks, famously walkable. This is Salt Lake City, famously 600-foot blocks, famously unwalkable. If you look at the two, it's almost like two different planets, but these places were both built by humans and in fact, the story is that when you have a 200-foot block city, you can have a two-lane city, or a two-to-four lane city, and a 600-foot block city is a six-lane city, and that's a problem. These are the crash statistics. When you double the block size -- this was a study of 24 California cities -- when you double the block size, you almost quadruple the number of fatal accidents on non-highway streets.
第一是街廓區塊規模 這是波特蘭,俄勒岡州 著名的 200 英呎街區 著名的適於步行 這是鹽湖城 著名的 600 英呎街區 著名的不適於步行 如果你看它們兩個 就像完全不同的星球 但是它們都是人建造的地方 事實上,當你有 200 英呎街區 你可以有雙線道城市 或者雙線道至四線道城市 對於 600 英尺的街區 6 線車道的城市,這是問題 這些是事故統計 當你把街區翻倍 這是關於 24 個加州城市的研究 當你把街區翻倍 死亡事故機率幾乎變為 4 倍 在非高速公路的一般街道上
So how many lanes do we have? This is where I'm going to tell you what I tell every audience I meet, which is to remind you about induced demand. Induced demand applies both to highways and to city streets. And induced demand tells us that when we widen the streets to accept the congestion that we're anticipating, or the additional trips that we're anticipating in congested systems, it is principally that congestion that is constraining demand, and so that the widening comes, and there are all of these latent trips that are ready to happen. People move further from work and make other choices about when they commute, and those lanes fill up very quickly with traffic, so we widen the street again, and they fill up again. And we've learned that in congested systems, we cannot satisfy the automobile.
我們有多少線道? 這就是我遇到每一個觀衆時所講的 這是提醒你關於誘導需求 誘導需求適用於高速公路 也適用市區街道 誘導需求告訴我們當我們拓寬街道 接受我們對於擁堵的預期 或者我們預期的額外行程 在擁堵體系中,主要的擁堵 是約束需求 所以要拓寬街道 所有這些潛在的行程即將發生 人們到更遠的地方工作 選擇其它時間上下班 那些車道不久就變的擁堵 所以我們又拓寬街道,它們又被填滿 我們發現,在擁堵體系中 我們不能滿足汽車
This is from Newsweek Magazine -- hardly an esoteric publication: "Today's engineers acknowledge that building new roads usually makes traffic worse." My response to reading this was, may I please meet some of these engineers, because these are not the ones that I -- there are great exceptions that I'm working with now -- but these are not the engineers one typically meets working in a city, where they say, "Oh, that road is too crowded, we need to add a lane." So you add a lane, and the traffic comes, and they say, "See, I told you we needed that lane." This applies both to highways and to city streets if they're congested.
這是來自《新聞周刊》── 並不深奧的出版物: 「如今,工程師意識到 建造新路通常會讓交通更加惡化。」 讀完之後,我想說 我能見那些工程師嗎? 因為那些工程師並不是我── 我現在共事的人也有很多例外── 但是他們不是我們通常遇到的 那種市政府工程師, 他們常說:「喔,路太擠? 我們需要拓寬。」 所以你拓寬了,而後擁堵也來了, 他們會說: 「看吧,我早說過我們需要拓寬。」 這適於高速公路和城市街道 如果它們擁塞。
But the amazing thing about most American cities that I work in, the more typical cities, is that they have a lot of streets that are actually oversized for the congestion they're currently experiencing. This was the case in Oklahoma City, when the mayor came running to me, very upset, because they were named in Prevention Magazine the worst city for pedestrians in the entire country. Now that can't possibly be true, but it certainly is enough to make a mayor do something about it. We did a walkability study, and what we found, looking at the car counts on the street -- these are 3,000-, 4,000-, 7,000-car counts and we know that two lanes can handle 10,000 cars per day. Look at these numbers -- they're all near or under 10,000 cars, and these were the streets that were designated in the new downtown plan to be four lanes to six lanes wide. So you had a fundamental disconnect between the number of lanes and the number of cars that wanted to use them.
奇妙的是多數我待過的美國城市, 更典型的城市, 是很多街道因為現有的塞車 而建造的過大 就奧克拉荷馬市而言 當市長沮喪的來到我面前 因為它們被《美國預防雜誌》稱為 全美最糟步行城市 現在雖然可能不完全對 但是它已經足夠促使市長做些工作 我們做了步行研究 發現,當計算街道上有多少車輛, 三千、四千、七千輛車計入, 我們知道兩線車道 每天只能容納一萬輛車。 看這些數據, 它們大都接近或少於一萬輛 而我們設計的 用於新的市中心方案 有 4 車道至 6 車道寬 因此所需的車道數 與會使用那些車道的車輛數 有很大的誤差
So it was my job to redesign every street in the downtown from curb face to curb face, and we did it for 50 blocks of streets, and we're rebuilding it now. So a typical oversized street to nowhere is being narrowed, and now under construction, and the project is half done. The typical street like this, you know, when you do that, you find room for medians. You find room for bike lanes. We've doubled the amount of on-street parking. We've added a full bike network where one didn't exist before.
因此我的工作就是重新設計 市中心的每一條路 從這頭路緣到另一頭路緣 我們做了 50 街區的街道 我們在重新建造它 因此一個典型的過寬街道難於縮小的 正在建設 項目已經進半 典型的街道是這樣的 當你做的時候,你找到中間的空間 你找到自行車道 我們把街道停車區拓寬到2倍 我們增加了之前沒有的完整的自行車網路
But not everyone has the money that Oklahoma City has, because they have an extraction economy that's doing quite well. The typical city is more like Cedar Rapids, where they have an all four-lane system, half one-way system. And it's a little hard to see, but what we've done -- what we're doing; it's in process right now, it's in engineering right now -- is turning an all four-lane system, half one-way into an all two-lane system, all two-way, and in so doing, we're adding 70 percent more on-street parking, which the merchants love, and it protects the sidewalk. That parking makes the sidewalk safe, and we're adding a much more robust bicycle network.
但是並不是每個城市都像奧克拉荷馬市一樣 有經費去這麼做,它們做的很好的提取經濟 典型的城市更像Cedar Rapids 這裡有4車道體系,其中一半是單車道系統 看起來有點困難 但是,我們已經做的,我們正在做的 正在工程中 就是把4車道系統,一半單線系統 轉變為2車道系統,全部是2車道 與此同時,我們增加70%的沿街駐車 這個商人們很喜歡 因為它保護了人行道 駐車區保護了人行道的安全 我們增加了強健的自行車網路
Then the lanes themselves. How wide are they? That's really important. The standards have changed such that, as Andrés Duany says, the typical road to a subdivision in America allows you to see the curvature of the Earth.
然後是車道本身,它們現在多寬? 這很重要 標準在改變,正如Andrés Duany所說 典型的通往美國郊區的街道 讓你看到地球的蜿蜒
(Laughter)
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This is a subdivision outside of Washington from the 1960s. Look very carefully at the width of the streets. This is a subdivision from the 1980s. 1960s, 1980s. The standards have changed to such a degree that my old neighborhood of South Beach, when it was time to fix the street that wasn't draining properly, they had to widen it and take away half our sidewalk, because the standards were wider. People go faster on wider streets. People know this. The engineers deny it, but the citizens know it, so that in Birmingham, Michigan, they fight for narrower streets. Portland, Oregon, famously walkable, instituted its "Skinny Streets" program in its residential neighborhood. We know that skinny streets are safer. The developer Vince Graham, in his project I'On, which we worked on in South Carolina, he goes to conferences and he shows his amazing 22-foot roads. These are two-way roads, very narrow rights of way, and he shows this well-known philosopher, who said, "Broad is the road that leads to destruction ... narrow is the road that leads to life."
這是一個始於60年代的華盛頓外的郊區 請仔細看街道寬度 這是80年代的 60年代,80年代 標準差別變得如此之大 那個南海灘的我的老鄰居 當去排水不當的街道時 他們需要拓寬街道,佔用人行道 因為標準要求寬了 人們在寬的街道上行進的更快 人們知道 工程師並不認可,但是市民知道 因此在伯明翰,密西根人們遊行抗議 波特蘭,俄勒岡都是適於步行的 發起了居民區的“窄路”計劃 我們知道窄路更安全 Vince Graham,項目開發者 我們工作于南卡羅來納 他在會議中展現了驚人的22英呎街道 這些是2車道街道,很窄 他展示了這位著名的哲學家, 他說:“路的寬廣導致毀滅, 路的狹窄帶來生活“”
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This plays very well in the South.
這在南部很實用
Now: bicycles. Bicycles and bicycling are the current revolution underway in only some American cities. But where you build it, they come. As a planner, I hate to say that, but the one thing I can say is that bicycle population is a function of bicycle infrastructure. I asked my friend Tom Brennan from Nelson\Nygaard in Portland to send me some pictures of the Portland bike commute. He sent me this. I said, "Was that bike to work day?" He said, "No, that was Tuesday." When you do what Portland did and spend money on bicycle infrastructure -- New York City has doubled the number of bikers in it several times now by painting these bright green lanes. Even automotive cities like Long Beach, California: vast uptick in the number of bikers based on the infrastructure. And of course, what really does it, if you know 15th Street here in Washington, DC -- please meet Rahm Emanuel's new bike lanes in Chicago, the buffered lane, the parallel parking pulled off the curb, the bikes between the parked cars and the curb -- these mint cyclists. If, however, as in Pasadena, every lane is a bike lane, then no lane is a bike lane. And this is the only bicyclist that I met in Pasadena, so ...
現在:自行車 自行車是只在美國南部一些城市 正在進行的革命 但是,當你建造它,他們會來 作為規劃者,我不想說,但是有一點 自行車數量是自行車基礎設施的函數 我問我的朋友在波特蘭的Tom Brennan 要來一些波特蘭的自行車交通照片 他發給我這些,我說“自行車工作么” 他說:“不,那是周二” 當你做波特蘭所做,花費金錢在自行車設施上 如今紐約已經多次將自行車人數翻倍 粉刷了亮綠色 甚至汽車城市,像長灘,加利福尼亞州 因為基礎設施,騎自行車的人數劇增 當然,真正有效 如果你知道華盛頓特區的第15街 請看芝加哥Rahm Emanuel的新自行車道 緩衝道,並排的停車帶 自行車介於停車帶和路沿之間 這些檸檬色騎行者 然而,如果在帕薩迪納,每條車道都是自行車道, 也就沒有自行車道了 這是我在巴薩蒂娜唯一見到的自行車者
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The parallel parking I mentioned -- it's an essential barrier of steel that protects the curb and pedestrians from moving vehicles. This is Ft. Lauderdale; one side of the street, you can park, the other side of the street, you can't. This is happy hour on the parking side. This is sad hour on the other side. And then the trees themselves slow cars down. They move slower when trees are next to the road, and, of course, sometimes they slow down very quickly. All the little details -- the curb return radius. Is it one foot or is it 40 feet? How swoopy is that curb to determine how fast the car goes and how much room you have to cross. And then I love this, because this is objective journalism. "Some say the entrance to CityCenter is not inviting to pedestrians." When every aspect of the landscape is swoopy, is aerodynamic, is stream-form geometrics, it says: "This is a vehicular place." So no one detail, no one speciality, can be allowed to set the stage. And here, you know, this street: yes, it will drain within a minute of the hundred-year storm, but this poor woman has to mount the curb every day.
我提過的並行駐車 是保護路沿以及行人 的非常必要的金屬阻攔 這是Ft.Lauderdale;一邊的街道,你可以停車, 另外一邊不可以 停車區域是開心時刻 另一邊不是 然後街道本身會讓汽車慢下來 當樹木就在路邊,他們會減速 當然,有時會忽然減速 所有的細節,路沿返回半徑 這是1英尺還是40英尺 路沿有多平緩決定了車子的速度 以及你有多少空間 我喜歡這個,因為這是客觀的新聞 “有人說通往城市重新的路並不歡迎行人” 當風景的每部分是順暢的 就是符合空氣動力學的流體形式 它說“這是車輛地區” 沒有細節,特色能夠放入其中 這裡,你知道,街道 是的,它能夠將百年一遇的暴風雨快速的排水 但是可憐的婦人卻要每天攀爬路沿
So then quickly, the comfortable walk has to do with the fact that all animals seek, simultaneously, prospect and refuge. We want to be able to see our predators, but we also want to feel that our flanks are covered. And so we're drawn to places that have good edges, and if you don't supply the edges, people won't want to be there. What's the proper ratio of height to width? Is it one to one? Three to one? If you get beyond one to six, you're not very comfortable anymore. You don't feel enclosed. Now, six to one in Salzburg can be perfectly delightful. The opposite of Salzburg is Houston. The point being the parking lot is the principal problem here. However, missing teeth, those empty lots can be issues as well, and if you have a missing corner because of an outdated zoning code, then you could have a missing nose in your neighborhood. That's what we had in my neighborhood. This was the zoning code that said I couldn't build on that site. As you may know, Washington, DC is now changing its zoning to allow sites like this to become sites like this. We needed a lot of variances to do that. Triangular houses can be interesting to build, but if you get one built, people generally like it. So you've got to fill those missing noses.
所以,很快,舒適的步行不得不考慮以下事實 所有動物同時尋找,前程和庇護。 我們想要看到我們的捕食者 但我們也想感覺我們的側翼被覆蓋。 所以我們被吸引到有好的邊緣之處 如果沒有好的邊緣,人們就不會在那裡 什麼是合適的高寬比? 是1比1?還是3比1? 如果你超出了6,你不在會感到舒適 你感受不到包圍感 現在,6比1在薩爾茨堡來說很好 休斯頓可就不是了 駐車問題是關鍵點 但是,缺齒,那些空地段也可能是問題, 如果因為過期的郵編導致了缺失的角落 你可能會遺忘在鄰居家你的鼻子 那就是我在鄰居那裡的東西 郵編說我不能在那裡建造 你知道,華盛頓特區正在改變 允許地區變成這樣 我們有很多需要做的 三角形的房屋建造起來很有趣 但是如果建成了一個,人們一般喜歡它 所以你需要填補這些
And then, finally, the interesting walk: signs of humanity. We are among the social primates. Nothing interests us more than other people. We want signs of people. So the perfect one-to-one ratio, it's a great thing. This is Grand Rapids, a very walkable city, but nobody walks on this street that connects the two best hotels together, because if on the left, you have an exposed parking deck, and on the right, you have a conference facility that was apparently designed in admiration for that parking deck, then you don't attract that many people. Mayor Joe Riley, in his 10th term, Mayor of Charleston, South Carolina, taught us it only takes 25 feet of building to hide 250 feet of garage. This one I call the Chia Pet Garage. It's in South Beach. That active ground floor.
然後,最終,有趣的步行 是人性的表現 我們是社會靈長類動物之一。 其他人最能引起我們的興趣 我需要人類的訊號 所以,完美的1比1,才是最好的 這是Grand Rapids,一個步行城市 但是沒人走在上面 它連接的兩個最好的酒店 因為,在左邊,你有露天的駐車區域 右邊,你有會議設施 那顯然是對駐車點的看重 你不能吸引很多人 Joe Riley市長,在他第10任,查爾斯頓,南卡羅來納 教我們,只需要25英呎的建築 就能節省250英呎 這一個我叫Chia寵物車庫。 它在南海灘。 那使用了第一層
I want to end with this project that I love to show. It's by Meleca Architects. It's in Columbus, Ohio. To the left is the convention center neighborhood, full of pedestrians. To the right is the Short North neighborhood -- ethnic, great restaurants, great shops, struggling. It wasn't doing very well because this was the bridge, and no one was walking from the convention center into that neighborhood. Well, when they rebuilt the highway, they added an extra 80 feet to the bridge. Sorry -- they rebuilt the bridge over the highway. The city paid 1.9 million dollars, they gave the site to a developer, the developer built this and now the Short North has come back to life. And everyone says, the newspapers, not the planning magazines, the newspapers say it's because of that bridge.
我希望完成這個項目, 它是由Meleca建築師。它在俄亥俄州哥倫布。 左邊是鄰里中心,到處是行人 右邊是短的北部鄰里關係 很好的酒店,商店競爭 它做的並不是很好因為有做橋 沒有人從會議中心走過 到鄰居那 當他們重新建高速公路時,給橋增加了80英呎 對不起,他們在高速公路上重建了橋 城市花了190萬美金 他們把地點給了開發商 開發商建了這個 現在短北回到生活中 每個人都說,報紙報道,不是規劃雜誌 報紙說,因為那座橋
So that's it. That's the general theory of walkability. Think about your own cities. Think about how you can apply it. You've got to do all four things at once. So find those places where you have most of them and fix what you can, fix what still needs fixing in those places.
所以,那就是步行理論 想想你自己的城市 想想如何應用它 你要同時做四件事 找到你常去的地方 盡力去改造 改造任何需要改進的地方
I really appreciate your attention, and thank you for coming today.
我非常感謝你們的聆聽 也感謝你們今天的到場
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