Preface
As a result of the homogeneous suburban neighborhood and the commercial spread of the highway, the design and form of our constructed environment is strongly emphasized. One of the driving effects is to design a place for people instead of a car. There is a vast ocean of asphalt in front of the store, barren garage door of residential area is vehicle base design. An interesting street that takes pedestrian comfort into account is the vision of today's steelmaking industry. In this article, we first consider the growth management of land use, its beginning and the urban type accompanying it. Next, we consider the alternative growth management method using development style.
chapter One; Land use result
Land use management began in New York City by the tenant law in 1870, and since then it was a major growth management method of this country. As with any system, there were unintended consequences inherent in the application of the process. In the case of growth management of land use, the result produced a lot of soul-free places for the car. In this chapter we will explore the history of the current situation and examine our actions and ways of thinking as a result of growth control of land use.
Land as growth management process; Zoning start
New York in 1916; A fair building
A fair building was constructed, and its extensive scale caused public protests. Opponents of the building were enraged in the volume of an unprecedented building that threw 7 acres of shadow in the surrounding streets. Correspondingly, the city adopted a resolution of 1916 zoning that restricts the height of the building and limits the necessary setbacks for new buildings to enable solar light paths. Specifically, for the benefit of the residents of the city, it was necessary to gradually remove the new building from the street at a certain angle to ensure the sunshine and the open atmosphere around it.
Zoning is Codi fied; Euclid v Ambler Realty, 1926
Ambler Realty owned 68 acres of land in Euclid village on the outskirts of Cleveland. This village has six classes of use (residential, industrial, commercial), three class heights, four classes of use area to prevent the industrial Cleveland from growing into Euclid to prevent changes in the characteristics of the village class.
The property in question was divided into three usage classes, various height classes and area classes, preventing Ambler Realty from developing industrial sites. Ambler Realty appealed the village by insisting that the zoning ordinance took away Ambler's freedom and property without legitimate procedures and claimed that it greatly reduced the value of the land by restricting its use. The court judged that the zoning ordinance was not an unreasonable extension of the village police authority, that the ordinance had reasonable grounds, had no character of any person, and that the zoning ordinance was not unconstitutional.
Color on map
At that time Euclid It was a mistake that zoning was a highly reliable new concept and it was an unreasonable invasion of private property rights for the government that actually restricts how the owner uses property. The court knew that the government's interest is effective in maintaining the character of neighboring residents and it is effective in restricting the place where specific land use should occur, resulting in the explosion of the zoning regulations nationwide .
Results of land use management
The plan has long been controlled by land use problems. The problem of land use is a troublesome tool of growth control, as evidenced by the commercial spread of our highway and the dominant life of the car. The main consideration of land use management is that neighboring land use needs to conform to each other. As a result, vast parts of similar land use were all developed under the name of compatibility. This relied entirely on the movement of cars from remote home suburbs to workplaces, shops, schools and entertainment.
The suburbs begin
The word suburb was used to represent a residential area outside the city wall in the 14th century. Between the city and the countryside. These first houses outside the urban area are for the disadvantaged and were of agricultural workers outside the town's safety. Along with the arrival of the Industrial Revolution, not only did the city become denser, it was healthier and less dirty with primitive sanitation. It was rich that I could afford to escape these early urban conditions by moving to this country in the original suburban development. The first suburbs consist of large lots designed in the UK landscape school, such as Riverside outside Chicago and Revelin Park outside New York. The saved open space system, curved roads, highlighted views all become suburban design models for these early subdivisions, in a very park-like atmosphere.
Better suburban models?
In 1929, Clarence Stein and Henry Wright designed Radburn in New Jersey outside of 12 miles from New York City. Radburn, known as the first "garden city" in the United States for the open space system, has established itself as a "town of motor age" as it was the first community to plan the car. Radburn broke established low-density suburban practices by offering small lot sizes. The average lot size was 4,500 square feet facing the street, an open space system interconnected at the back. Open space systems related to commercial or civic applications provide a powerful community pedestrian circulation system separate from the vehicle circulation system. The main technique for separating pedestrians and cars was known as Super Block. Large scale land block surrounded by main road. Houses are grouped around small caverns. Each corridor is connected to the main collector's road and introduces the concept of bulkhead to the suburbs.
HO in the suburbs! [1945[1945
After the Second World War there was a dramatic and national housing shortage. The lack of housing construction during the war and the return of millions of young people and their families caused a serious shortage of housing. Between 1950 and 1960, 20 million inmates were born in a new suburban development in the suburbs of the American city. One response to suburban housing demand was mainly to develop a new single-person household community. The development pattern of these new subdivisions has been borrowed from historical suburban precedents. Unfortunately, most of these suburban design ideas were lost in translation and kept only design skills.
Due to war efforts, the industry has become more efficient (production line), creating more cost effective products. It applies especially to automobiles and houses. The suburbs were historically an exclusive area of wealthy people, but now they are open to the working class. Thus, the cars and the freedom they offer opens a new suburbs suddenly affordable to Central America.
Levittown
Abe Levitt built a mass-produced house for war. He translated this affordable product into a potato farm in Long Island in Levittown. It gradually became 14,000 families based on the historical suburban model. However, what was lost in translation was open spaces, conservation of natural systems, pedestrian direction, and a highlighted view. It was a winding street that really remained.
The house was small two bedrooms, kitchen and one bath house on the side of the street, parking lot and garage were many in one-fourth. The price was affordable and departed from the eliteism of the former community. It became an indication of the status of an "accepted" active man in a suburban area that can not be approached in reality. In order to envision the vision of a high-class suburban in the past, we arranged the street with a curved pattern of the English landscape school. However, as it was a flat agricultural land, there were few natural features that provided the foundation of the site planning organization. The curved pattern of subdivided design was due to mere effect without Riverside or Radburn design aims.
Ranch house; 1954
Levittown introduced a ranch house depicting a mantra on the outskirts of a cheap and abundant land. The sorted floor plan moved the kitchen to the back for the backyard view while adding the carport to the front. This is based on the Radburn model which leaves the backyard home, while the front yard was an area of the car (the main transport option) that was proudly displayed before home.
Outcome suburban form
Leavitt's car rebuilt the suburbs by linking the lack of strong pedestrian orientation with the essential carports and garages. The charming street was for the car. In the front yard there was no purpose other than a parking lot or ceremonial aesthetics, but the family retreated to the private sanctity of the backyard. A new attractive suburban model appeared. Extensive land use (these are compatible with each other) are all connected by a dendritic system of roads (arteries, collectors, locales) that are not adapted for residential use. This leads to a linear configuration of commercial use along major roads and then leads to the size of the car which is the main development theme of highway commercial strips.
Result of color on map
Land use compatibility requires different land use to physically separate as mitigation measures. This is likewise responsible for collecting similar land use together by separating the housing from jobs from retail from civilian use. The only means to obtain during land use requires travel. By normal car. This exhibition is an example of "compatibility" from the viewpoint of land use / zoning. In the adjacent aerial photograph, the detached house in the background is buffered because it is used commercially by walls and commercial separation. Since similar land use is considered to be compatible, vast areas of the community end with the same land use. Footprint, increased consumption of fossil fuels, wasted time of traffic all come from this development pattern.
Map Epiphany color
The colors on the map do not do much for compatibility. I learned this when the homeowner suggested a width of 75 feet on the back of the landscape wall, but insisted that it was not yet compatible with the 90 foot wide lot. Land use compatibility is all lies.
Autodomance. Commuter behavior
The only possible land use compatibility measure is that the physical separation or similar use of land is grouped. This has led to an enormous spread of homogeneous land use that relied entirely on cars for daily activities such as work, shopping, school, or entertainment. The behavior patterns of commuters are as follows.
• About one-third is classified as an aggressive driver.
• You may win with 6 to 6 victory.
• 62% often feel frustrated behind the wheel.
• Four of ten people get angry.
• Two people in two people sometimes boil and fall into the road anger.
As a relaxation behavior of commuting, the following action events:
• Take less direct route 68%
• Early or later 60%
• Skip planned stops 40%
• Changed work schedule 24%
• 20% closer to work
• 14% work
If transit is possible, the Americans will still choose to drive the car at a considerable expense:
• 6 out of 10 Americans can use public transport
• Use only 10% on a regular basis.
• You can drive more conveniently with 93% call.
• 84% operate independently.
• 80% of solo drivers are not interested in car pool.
• Transit 4%
Autodomance. Road design
Motor vehicle control is very perfect and development code is written to make car use easier at the expense of people. Development engineering standards tailored to vehicles are currently standards of our community. Because a wide margin is required for a wide road, the building is away from the road as a development requirement. The road is crowded and needs to be expanded. There is definitely an increase in the number of running lanes that can move more cars faster, but a homogeneous development pattern only creates more, longer trips. Typical development standards are as follows.
Orange County, Florida
From the main artery, 70 'of the city right
From the right hand 60 & # 39; minor artery
Collector from city 55 & # 39; right
Autodomance. Development standard
Due to the high reliance on cars for mobility, the development of the road and its surroundings has evolved to suit the extent of the highway. The size of the road was "improved" according to the maneuverability of the car, and the direction of such development has also shifted to the parking lot on the street side of the building behind the unobservable building. The lack of visibility was solved with a large alert indicator that was scaled at high speed.
Autodomance. compatibility
These Road Development Standards have created the environment for the car. Since the road is a harmful use from the viewpoint of compatibility, it is only designed for non-human scale and it is ordered by harmful use (dominant commercial of automobile). There is no need to physically separate the residential use from this "place" to make it a compatible name. Roads will only be more harmful. Therefore, the option of land use is to routinely use harmful applications as well as commercially in the name of compatibility as well. Suburban models are dominated by the needs of automobiles with suburban design criteria based on the size and maneuverability of cars, and humans are driven to second grade standards.
Land use and automatic use
Land use is categorized according to the generation of travel, and it will be used more or less depending on the number of trips generated by its use. auto is common to all land use equations. This can also be seen at travel destinations. Because of the homogeneous land use pattern, the shortest average travel destination is 6.9 mile.
Travel type% Mileage drive
Commuting 18 11.9
Shopping 20 6.9
Recreation 27 11.0
Other 38 9.3
Autodomance. Useless time and money
Nationwide, the average daily commute time is about 24.3 minutes. Therefore, Americans commute to commute more than 200 hours each year. This is far beyond the two weeks of vacation that workers frequently take for more than a year. The average commute time is $ 6 a day and $ 1,500 a year. If you invest wisely throughout your life, this is equivalent to $ 800,000.
Dominant housing selection
The subdivision of a family has evolved over the past 100 years, from wealthy people to dominant residential selection for most Americans. In 2002, the American Builders Association said, "American purchasers prefer large houses and large lots and want to live in the remote suburbs, so that commuting time is long in order to secure inside and outside space You can community.
Time of change
Emotions to solve suburban diseases and absolute reliance on cars are increasing. An alternate plan for growth regulation based on land use is necessary, and one such alternative comes from the New Urbanism development model.
Urban design ; Provision of principle
Man has been gathered in urban areas for thousands of years. From the earliest Greek city, to the evil medieval cities, to the cities before the US automobile industry revolution. These cities were for people ahead of the introduction of the car. However, while maintaining the original human scale, there are many examples of successful city locations adapted to the car.
The grace of food from organized agricultural practices has made it possible for people to live together in villages, villages, towns, and ultimately the cities. These were the first cities where all life was in rural environment before this time. As the population grew and organized the city as a place for multimodal transportation such as pedestrians, freight cars and railroads, these urban areas were densified.
Savanna, Georgia 1733
The historical precedent of city planning is in Savannah, Georgia. This city was planned from the beginning with a different motif from today. Place making. There is a balanced land use program with an emphasis on creating great people oriented spaces for residents, workers, guests. The city of Savannah was founded in 1733 by General James Oglethorpe based on the repetitive pattern of rectangles. Each square is sitting in the center of the ward. The square east-west lot adjacent to the major East-West axis was regarded as a "credit lot" of the initial urban planning and was intended for large public buildings such as churches, schools and markets. Memories of the ward were divided into four areas. Each area was divided into 10 residential lots.
Washington DC 1791
Pierre L & Enfant has developed a baroque plan featuring ceremonial space and large radial roads, respecting the natural contours of the land for Washington. As a result, the diagonal intersecting system superimposed on the grid system has been realized. The road was emitted from the site of the two most important buildings occupied by the parliament and the house for the president.
Chicago 1891
In 1891, Daniel Burnham was the lead planner of the 1893 Colombia Expo World Expo in Chicago. The concept of Burnham needed a plan to propose a huge enormous permanent building. A city of dreams. Burnham used classical motifs as a general aesthetic of fair grounds and structures for better fusion with other architectural styles.
Cities in the garden by Ebenezer Howard
Howard designed a typical city with about 1000 acres of town and a population of 30,000 people in a 6,000 acre town. At the outer rim of the town there were factories and warehouses facing the circular train. Reminders were agricultural real estate developed for agricultural purposes.
Historically, urban design was a form based on creating memorable, end places. Land use was a problem, but the main design principle was form. In old cities, it was necessary to refurbish the fabric of the city to secure the space for the car. Greenfield development takes the opposite approach. Recognizing that the development is dependent on the car, it is scaled to the car with corresponding loss of place for people.
Alternative approach
Dramatic change; Seaside 1982
The history of the seaside started in 1979, and the developer Robert Davis inherited the land of the coast of 80 acres. Davis hired Andres Duaney and Elizabeth Prater Zyberk to realize the vision. They went through a community like Key West, Florida. In Charleston, South Carolina, Savannah, Georgia, adjacent Grayton Beach, you can see a physical cloth that creates both visual comfort and social interaction that made these communities famous.
New urbanism
Traditional modern design and new urbanism were responses to the state of suburban development. In the 1980s, designers began to question dwarfed suburbs. A number of car-dependent residents living in a household family spreading across the landscape have brought about an increase in demand for roads and turned out to be unable to solve the resulting road congestion. Other public infrastructure such as schools and parks were lower than acceptable service levels. TND was a modern adaptation of the historical pattern of development from the small town American past. With compact development, compatible usage that is oriented towards the street by strengthening the direction of the pedestrian is completely mixed.
The most dramatic New Urban element is the change from automobile-driven design standards to design criteria for humans and pedestrians. We associate this with regulation for development (not for land use), and there is a completely different way of thinking about growth management. This new way of thinking is implemented as proven by Miami 21. Dade County 's form - based code adoption in September 2009. Currently, the New Urban community as a whole provides advantages of the New Urban design principle compared to land use control. One important difference is that compatibility is handled by the intensity of development, not use. Community high-density areas migrate to fewer areas. This has been greatly enhanced by controlling street designs in the streets of two lanes. Controlling the size of the road reduces harmful uses that require serious compatibility measures. In fact, the scale of the New Urban Community is for human beings. Pedestrian. Although cars are still easily accommodated, they do not sacrifice people living in the community.
Today's behavior
Real estate agents and smart growing American association, in 2004, 61% of home buyers immediately prefer to purchase in the Smart Growth community.
• Mixing of residential type
• Pavement
• Shopping and schools within walking distance
• Public transport available
In a recent survey of RCLCO (The Smart Growth Market 2009), not only does consumers prefer the New Urban Community because of its smart growth approach such as compact design, friendship of pedestrians, protection of natural features, I am willing to pay a premium to live in such a community. "
In 2004, the National Real Estate Agent Association and Smart Growth America concluded 61% home buyers who would prefer to purchase in the Smart Growth Community as follows:
Community features:
• Mixing of residential type
• Pavement
• Shopping and schools within walking distance
• Commuting to less than 45 minutes
• Public transport available
RCLCO finds the following correlation between the stage of life and the desire in the community of the new city:
• Empty Nestor
• Single
• 60+
• Under 40
• 50 & # 50; in shops and restaurants nearby
• Baby Boomers
• Health consciousness
Recently, public opinion changed from traditional suburban development toward a new city lifestyle. As a result, the development industry investigated traditional practices and considered other approaches to the housing market. This is linked to other current trends, including green practices and sustainable sustainable initiatives.
Today's plan
The emphasis of today's plan has shifted to these goals correctly from the control of land use.
• Sustainability
• Low Impact Development
• Multimodal transport
Urban design
Form-based code
• Mobility
All these concepts concern essentially compact development. Compatibility is the most important issue as the density and density increase. Therefore, land use management is a wrong model to use for compatibility. New urbanism which took the form of development approach has been adjusted according to compatibility scale.
