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
The heart of systems engineering While the client has some knowledge of his symptoms, he may not understand the real causes of them, and it is foolish to try to cure the symptoms only. Thus while the systems engineers must listen to the client, they should also try to extract from the client a deeper understanding of the phenomena. Therefore, part of the job of a systems engineer is to define, in a deeper sense, what the problem is and to pass from the symptoms to the causes. Just as there is no definite system within which the solution is to be found, and the boundaries of the problem are elastic and tend to expand with each round of solution, so too there is often no final solution, yet each cycle of input and solution is worth the effort. A solution which does not prepare for the next round with some increased insight is hardly a solution at all. I suppose the heart of systems engineering is the acceptance that there is neither a definite fixed problem nor a final solution, rather evolution is the natural state of affairs. This is, of course, not what you learn in school, where you are given definite problems which have definite solutions. Richard Hamming, The Art of Doing Science and Engineering: Learning to Learn What the problem isComplete and consistent requirements