Once you see that an answer is not serving its question properly anymore, it should be tossed away. It's just their natural life cycle.
They usually kick and scream, raising one hell of a ruckus when we ask them to leave. Especially when they have been with us for a long time.
You see, too many actions have been based on those answers. Too much work and energy invested on them. They feel so important, so full of themselves. They will answer to no one. Not even to their initial question!
The hardest thing about customer interviews is knowing where to dig. An effective interview is more like a friendly interrogation. We don’t want to learn what customers think about the product, or what they like or dislike — we want to know what happened and how they chose... To get those answers we can’t just ask surface questions, we have to keep digging back behind the answers to find out what really happened.
A MISTAKE MADE by all the city planners is to consider the private automobile (and its by-products, such as the motorcycle) as essentially a means of transportation. In reality, it is the most notable material symbol of the notion of happiness that developed capitalism tends to spread throughout the society. The automobile is at the center of this general propaganda, both as supreme good of an alienated life and as essential product of the capitalist market: It is generally being said this year that American economic prosperity is soon going to depend on the success of the slogan “Two cars per family.”
EVEN IF, during a transitional period, we temporarily accept a rigid division between work zones and residence zones, we must at least envisage a third sphere: that of life itself (the sphere of freedom and leisure — the essence of life). Unitary urbanism acknowledges no boundaries; it aims to form an integrated human milieu in which separations such as work/leisure or public/private will finally be dissolved. But before this is possible, the minimum action of unitary urbanism is to extend the terrain of play to all desirable constructions. This terrain will be at the level of complexity of an old city.
IT IS NOT a matter of opposing the automobile as an evil in itself. It is its extreme concentration in the cities that has led to the negation of its function. Urbanism should certainly not ignore the automobile, but even less should it accept it as its central theme. It should reckon on gradually phasing it out. In any case, we can envision the banning of auto traffic from the central areas of certain new complexes, as well as from a few old cities.