Togetherness “Togetherness” is a fittingly nauseating name for an old ideal in planning theory. This ideal is that if anything is shared among people, much should be shared. “Togetherness,” apparently a spiritual resource of the new suburbs, works destructively in cities. The requirement that much shall be shared drives city people apart. When an area of a city lacks a sidewalk life, the people of the place must enlarge their private lives if they are to have anything approaching equivalent contact with their neighbors. They must settle for some form of “togetherness,” in which more is shared with one another than in the life of the sidewalks, or else they must settle for lack of contact. Inevitably the outcome is one or the other; it has to be; and either has distressing results. City residential planning that depends, for contact among neighbors, on personal sharing of this sort, and that cultivates it, often does work well socially, if rather narrowly, for self-selected upper-middle-class people. It solves easy problems for an easy kind of population. So far as I have been able to discover, it fails to work, however, even on its own terms, with any other kind of population. Jane Jacobs, The Death and Life of Great American Cities Doing community classcommunity
Bridges as walls The biographer of Robert Moses, Robert A. Caro, refers to the bridges and underpasses of the famed New York State parkways. These bridges and underpasses are quite low, intentionally specified by Moses to allow only private cars to pass. All those who traveled by bus because they were poor or black or both were barred from the use and enjoyment of the parkland and its "public amenities" by the technical design of the bridges. Even at the time of Robert Moses, a political statement of the form "We don't want them blacks in our parks" would have been unacceptable in New York State. But a technological expression of the same prejudice appeared to be all right. Of course, to the public the intent of the design became evident only after it was executed, and then the bridges were there. Ursula M. Franklin, The Real World of Technology politicsclassracediscriminationurbanism
Why buses represent democracy in action A Talk by Enrique Peñalosa www.youtube.com An advanced city is not one where even the poor use cars, but rather one where even the rich use public transport. transportationclasscities
Form follows failure Imagining how the form of things as seemingly simple as eating utensils might have evolved demonstrates the inadequacy of a "form follows function" argument to serve as a guiding principle for understanding how artifacts have come to look the way they do. Reflecting on how the form of the knife and fork has developed, let alone how vastly divergent are the ways in which Eastern and Western cultures have solved the identical design problem of conveying food to mouth, really demolishes any overly deterministic argument, for clearly there is no unique solution to the elementary problem of eating. What form does follow is the real and perceived failure of things as they are used to do what they are supposed to do. Clever people in the past, whom today we might call inventors, designers, or engineers, observed the failure of existing things to function as well as might be imagined. By focusing on the shortcomings of things, innovators altered those items to remove the imperfections, thus producing new, improved objects. Different innovators in different places, starting with rudimentary solutions to the same basic problem, focused on different faults at different times, and so we have inherited culture-specific artifacts that are daily reminders that even so primitive a function as eating imposes no single form on the implements used to effect it. Henry Petroski, The Evolution of Useful Things Against form follows functionForm follows function evolution