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
Mediocratopia An Article by Venkatesh Rao www.ribbonfarm.com I once read a good definition of aptitude. Aptitude is how long it takes you to learn something. The idea is that everybody can learn anything, but if it takes you 200 years, you essentially have no aptitude for it. Useful aptitudes are in the <10 years range. Leveling up aptitude You need to make the step forward skill
Leveling up aptitude Your first short story takes 10 days to write. The next one 5 days, the next one 2.5 days, the next one 1.25 days. Then 0.625 days, at which point you’re probably hitting raw typing speed limits. In practice, improvement curves have more of a staircase quality to them. Rather than fix the obvious next bottleneck of typing speed (who cares if it took you 3 hours instead of 6 to write a story; the marginal value of more speed is low at that point), you might level up and decide to (say) write stories with better developed characters. Or illustrations. So you’re back at 10 days, but on a new level. This kind of improvement replaces quantitative improvement (optimization) with qualitative leveling up, or dimensionality increase. Each time you hit diminishing returns, you open up a new front. You’re never on the slow endzone of a learning curve. You self-disrupt before you get stuck. The interesting thing is, this is not purely a function not of raw prowess or innate talent, but of imagination and taste. learningcreativitytastepractice