#urban planning

[goon]

[thoughtportal]

the things that are reported matters. the language used matters. what is left out of the story matters.

[victusinveritas]

[reasonsforhope]

Arizona Suburb Turned into Mediterranean-style Walking Town Where Temperatures Stay Low - Good News Network

A planned community in Arizona has used time-honored Mediterranean strategies to keep temperatures down and attitudes high. Western civiliza

"A planned community in Arizona has used time-honored Mediterranean strategies to keep temperatures down and attitudes high.

Western civilization has grown remarkably climate conscious over the last 20 years, but not when it comes to building, civic planning, and especially zoning. Perhaps the interiors of buildings are becoming more climate adapted, and in some cases the facades as well, but in a way that’s a little like inventing a freezer designed to keep ice cream frozen while sitting next to a fire.

Wooden or concrete boxes arranged side-by-side across leveled ground with sprawling, largely treeless gardens and concrete sidewalks alongside wide, blacktop roads is simply a culture of construction that has to be abandoned if living in a world of 2°C or higher annual temperatures [or, hopefully, less than that, but nonetheless likely over 1.5°C] is to be tolerable.

Fortunately for Arizonans, change may have finally arrived in the form of a carless, planned community that looks and feels like a Greek island village.

In the Phoenix suburb of Tempe, Culdesac has arisen as a 17-acre mixed-use neighborhood from the ground up to stay cool and local, taking the concept of the 15-minute city, where anything a resident might need is only 15 minutes away, and putting a Mediterranean spin on it.

Buildings are tall, thick, and totally white. The residential areas look like they were built atop of the ashes of the Phoenix zoning code burnt in effigy. Crammed together, they create narrow streets and alleys that are almost constantly shaded, through which wind is channeled and accelerated in passing.

Windows open towards each other, allowing wind that enters one building to exit into another, while the total lack of asphalt means that the ground temperatures are a staggering 50-60°F lower than pavements beyond the limits of Culdesac.

No privately-owned cars are allowed to enter the neighborhood, in which electric bikes, robotic mini taxis, and light rail shuttle people around town, to downtown Phoenix, or out to the airport.

The street life is lively—there are no cars to bisect movement between the 21 different businesses and eateries, among which is a James Beard Award-winning Mexican restaurant, DIY ceramic business, and some stores run out of apartments—a big no-no under Phoenix zoning laws.

“Once you pull the cars out,” Architect Daniel Parolek who designed Culdesac, told BBC, “there’s so much more opportunity to make a vibrant, thriving community.”

His inspiration was sun-soaked locales like Italy, Greece, and Croatia, where town centers were designed before the automobile and before air conditioning.

Technically speaking, the entire Culdesac neighborhood is one apartment complex, but the paseos, or little alleyways, open up into plazas of open space exactly liked one would expect in a little village in the Cyclades.

Because no one has to jump in a car to get from place to place, people run into each other, sparking conversations, relations, and breaking through the counterintuitive phenomenon of big city loneliness, which in Phoenix hits particularly hard.

“Culdesac Tempe has shown that people do want to live car-free in the US, even in a metro area like Phoenix that’s often seen as the poster child for car dependency,” says Erin Boyd, Culdesac’s government relations and external affairs lead. “This success has shifted the conversation around what’s possible in American development.”

-via Good News Network, August 25, 2025

[cookie-nom-nom]

okay but imagine how inconvenient the streets of Central City, Amestris, is. Like yeah yeah country wide alchemy circle aside- can you IMAGINE the traffic? Like for the Love of Truth can we add another lane on this road?? The cars are backed up for miles! The urban planning board must be the sorriest people in the world. They got no clue what an alchemist circle looks like BUT the Fuhrer keeps showing up for an ominous visit every time they try to get a modicum of reasonable city layout. The zoning laws have got to be pure evil.

[probablyasocialecologist]

The Disappearance of the Public Bench

Benches are microcosms of an expansive debate about who belongs in urban public spaces. When they are removed or made uninviting, we lose mo

Benches aren’t just disappearing from large railroad stations, but also from subways, parks, plazas, sidewalks, and esplanades. Public transit systems in Philadelphia, Chicago, Anaheim, and New York City have lost benches, as have the entrance to Seattle’s Pike Place Market, a National Park plaza in Washington, D.C., a thoroughfare of San Francisco’s Tenderloin, a boulevard dedicated to Korean veterans in Nashville, and a tiny riverfront park in Janesville, Wisconsin. Some of these seats were replaced with armatures for perching or leaning, but most were not. There is no firm data on how many benches have been removed in total, nor when the trend precisely started. But anecdotal evidence suggests that in the past decade, across the United States, hundreds of places to sit in public have quietly disappeared. Benches, like other public amenities, are places where optimistic visions of civic life meet messier realities. They’re sites of leisure and contestation that invite a range of constituencies with vastly differing needs and desires. Office workers may lunch and seniors may rest, but teenagers might socialize at decibels unwelcome by their elders. Benches beckon skateboarders trying to perfect their nosegrinds, and men who sip drinks concealed in paper bags. Unlike parks or homeless shelters, they’re small and relatively inexpensive interventions, six-foot-long microcosms of a far broader debate over whom our cities should be structured to serve and how best to do so. To remove benches, or to curate who gets to sit, is to abandon the work of defining a civic ideal and determining, together, how to live up to it. When seating disappears, our relationship with public space becomes more grudging and utilitarian. Benches are symbols of hospitality, an invitation to participate in the civic realm.

21 April 2026

[hope-for-the-planet]

Free Bus Program in Iowa City Has Reduced Traffic and Pollution

Some of the improvements Iowa City has seen since implementing this program include:

•Buses are on time 13% more often (no rummaging for bus fares/money as passengers board)

•Less crowded streets

•An 18% increase in bus ridership over pre-pandemic levels (most locations are seeing only 85% the bus use as pre pandemic)

•24,000 metric ton decrease in CO2 emissions (equivalent of 5,200 cars)

•Drivers and passengers report less friction on buses and a more pleasant riding experience

All this was paid for by a 1% increase in utility taxes and increasing downtown parking costs from $1 to $2. So far the program has been a resounding success and is being renewed for an additional year.

[sitta-pusilla]

The US finally takes aim at truck bloat - The Verge

The US finally takes aim at truck bloat

The government is taking aim at big SUVs and trucks.

This week, the US National Highway Traffic Safety Administration (NHTSA) stunned safety advocates by proposing new vehicle rules that it says will help reduce pedestrian deaths in America. The new rules appear aimed directly at the trend of increasingly massive SUVs and trucks, which have been shown to be more deadly to pedestrians than smaller and midsize vehicles.

Never in its 50-plus years in existence has the regulator issued new rules for automakers requiring them to change their vehicle designs to better prevent pedestrian fatalities. If enacted, the new rules could change how vehicles are designed in the US — permanently.

“It’s good to see NHTSA acknowledge that a myopic focus on pedestrian detection — which is imperfect — is no substitute for actually regulating car bloat,” said David Zipper, a senior fellow at the MIT Mobility Initiative and a Verge contributor. 

In recent years, NHTSA has issued a handful of new requirements aimed at reducing the number of pedestrian deaths. Earlier this year, the agency announced that automatic emergency braking would be required in all new vehicles. It also updated the New Car Assessment Program (NCAP), also known as the five-star safety rating, to account for technology that can help reduce pedestrian injuries and deaths. But it’s never before taken aim at vehicle design.

The rules announced this week would update the Federal Motor Vehicle Safety Standards (FMVSS), the government’s bible for everything that’s required in a new vehicle before it’s sold — from steering wheels to rearview mirrors — to set testing procedures to simulate head-to-hood impact, with the aim of reducing head injuries. If enacted, automakers will have to test their vehicles using crash test dummies representing adult and child pedestrians for the first time. NHTSA says the changes could save up to 67 lives every year.

“The US has never used pedestrian crash test dummies officially,” said Angie Schmitt, author of Right of Way: Race, Class, and the Silent Epidemic of Pedestrian Deaths in America. “I thought they were going to continue to avoid doing that even though Congress had sort of told them to do this — but apparently not.”

The proposed rules come amid a deadly period for pedestrians in this country. Each year, cars kill roughly 40,000 Americans. But while automakers have become very good at protecting people inside of vehicles, they have essentially neglected the safety of people outside of them.

SUVs and trucks, two of the most popular segments in the US, have become larger and heavier than ever before. In 2023, 31 percent of new cars in America weighed over 5,000 pounds (2.27 tons), compared to 22 percent in 2018, according to a recent investigation by The Economist. And with the shift to electric vehicles, many of those vehicles have become even heavier. The Ford F-150 Lightning has a curb weight of around 6,500 pounds, roughly 60 percent heavier than its gas equivalent.

Meanwhile, pedestrian deaths have skyrocketed in recent years. Between 2013 and 2022, pedestrian fatalities increased 57 percent, from 4,779 to 7,522, NHTSA reports. In 2022, 88 percent of pedestrian deaths occurred in single-vehicle crashes.

“I think it will exert positive pressure,” Schmitt said of the new proposal, “and maybe rein in some of the industry’s worst excesses.”

The shape of a vehicle, especially the hood, also plays a critical role in determining whether a pedestrian can survive being struck. Vehicles with hood heights of more than 40 inches and blunt front ends angled at greater than 65 degrees were 44 percent more likely to cause fatalities, according to the Insurance Institute for Highway Safety.

Automakers often point to the increasing use of technology in vehicles — cameras, blindspot detection, automatic braking — to help reduce pedestrian deaths. But rarely do they address the role that vehicle design plays in crash fatalities. That’s because big trucks and SUVs are not only popular but also better moneymakers than smaller vehicles. SUVs have a profit margin that’s 10–20 percent higher than smaller cars because they command a higher price while costing only slightly more to manufacture.

Safety advocates celebrated the news, while also noting that vehicle design is only one piece in a large, complex puzzle to make roads safer. That includes lower speed limits, infrastructure improvements, and increased enforcement of traffic laws. Many note that Europe has already gone much further to protect pedestrians, enacting rules that would prevent many of the largest vehicles produced by US manufacturers from being sold on the continent.

“Considering NHTSA estimates the new standard would save 67 lives a year, it is a step in the right direction, but it still falls behind what Europe has successfully done,” Cathy Chase, president of Advocates for Highway and Auto Safety, said. “Numerous proven solutions must be employed to improve the safety of all vulnerable road users.”

The new NHTSA proposal is an important step, but it’s just the first of many needed to turn this crisis around.