Mostrando entradas con la etiqueta Caminabilidad. Mostrar todas las entradas
Mostrando entradas con la etiqueta Caminabilidad. Mostrar todas las entradas
domingo, 24 de febrero de 2013
lunes, 18 de febrero de 2013
sábado, 16 de febrero de 2013
Porque, la Caminabilidad no es solamente la Proximidad a Comercios
Why Walkability Isn’t Just About Proximity To Shops
For many people, the concept of ‘Walkability’ simply means how many shops, cafe’s, schools and other services are within walking distance of a particular location. While this is a really important part of a walkable neighbourhood (people won’t walk if there is nothing to walk to) there is a growing body of evidence that suggests that several other factors improve or reduce the walkability of a street or neighbourhood.
Now a new book by urban designer Julie Campoli adds to this discussion by exploring several key factors that combine to create truly walkable streets and communities. In her new book from the Lincoln Institute: Made for Walking: Density and Neighborhood Form, Campoli argues that simply having shops, services and venues within walking distance is not enough.
Walkability is won and lost at street-level
Campoli acknowledges that having destinations nearby is essential for getting more people walking, but she adds to this several other key qualities of walkable urban neighbourhoods:
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Connections – a fine grained network of sidewalks and footpaths with plenty of intersections;
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Tissue – Great architecture with small human-sized buildings, not big boxes!
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Density – of housing and population;
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Streetscape – well designed streets with wide sidewalks and crossings, that are easy and safe to walk in;
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Green networks – plenty of street trees and green spaces.
But these key factors aren’t just the personal preferences of the author, instead they are derived from detailed studies of 12 walkable neighbourhoods in the US and Canada, which are described using beautiful panoramic street-level photography and geo-analysis.
A holistic approach to neighbourhoods
Campoli back’s this evidence up with studies that show that a holistic approach creates the most sustainable neighbourhoods: areas that combine the highest number of walkability factors have the lowest levels of driving and resulting CO2 emissions. Campoli cites other researchthat has shown that creating compact, walkable urban areas can cut green-house emissions by up to 36%. This is the same reason that Walkonomics uses 8 different walkability factors to rate each street at ground-level, including factors such as ‘Smart and Beautiful’ and ‘Pavements/Sidewalks’ and includes data on street trees, crime and wayfinding.
The streets and communities profiled by Campoli also happen to be really beautiful and fun places to live and work. The books extensive use of street photography helps to illustrate why people are so happy to walk in these streets, in ways that pure statistics and analysis can never do justice.
You can get a copy of ‘Made for Walking: Density and Neighborhood Form’ here.
Images courtesy of Lincoln Institute of Land Policy, Mr T in DC, ineditoand Matthew Almon Roth.
martes, 12 de febrero de 2013
Tres maneras de Mejorar la Caminabilidad sin tocar la Calle | streets.mn
Check out this website I found at ht.ly
There are three solutions and they all have barriers at least as high as fixing streets:
They ignore three rules for those of us who really want to create better communities with less traffic and more transportation options:
1) Law enforcement doesn’t work very well to solve engineering mistakes.
2) Drivers are most careful about their own safety, and less careful about the safety of others.
3) Speed kills and traffic engineers value speed above everything else
The cheapest and easiest way to make the pedestrian environment better is to lower speed limits to 20 mph, 15 mph on local residential and business streets. Lower speed limits might not immediately lower the actual speed of traffic, but over time people would become accustomed to much lower speeds. At that point, they will slow down because 30 mph or 40 mph feels unsafe for them.
Eliminate right turn on red except where a sign allows it. This was the law for most of the 20th century.
Shorten traffic cycles so that pedestrians don’t need to wait more than 20 seconds to cross the street after pushing the button for a walk signal. Give pedestrians an automatic walk signal in every cycle. On intersections where the green cycle only occurs when traffic is present, don’t make pedestrians wait for non-existent traffic by activating a don’t walk cycle across the street. Set traffic cycles to provide reasonable times for pedestrians to slowly cross the street.
Pedestrians are already strictly liable for collisions with cars, if they are hit by one it is doubtful they will be left harmless. Make drivers strictly liable for pedestrians. If they hit one, it is the drivers fault unless it is clear there was nothing they could have reasonably done to avoid the collision. That will equalize responsibility to some extent.
The truth is there are plenty of cheap ways to create a pedestrian friendly environment. The real “cost” is the speed of automobiles. And that is not a price traffic engineers are willing to pay. Until we win public support to demand those changes, they aren’t going to make them.
domingo, 17 de junio de 2012
viernes, 18 de mayo de 2012
viernes, 11 de mayo de 2012
Una galeria de imagenes que muestran que es 'Caminabilidad'
Imagenes de diversas ciudades del mundo que muestran la gran diversidad de espacios publicos, amigables al peaton y que invitan a ser caminados.
domingo, 22 de abril de 2012
miércoles, 21 de marzo de 2012
Video: ¿Que es la 'Caminabilidad' en la ciudad? | Public Health
via blog.rwjf.org
Muestra las caracteristicas urbanas y de infraestructura fisica que favorecen y promueven el que la gente salga a caminar y disfrutar de la convivencia que se da en la calle
sábado, 27 de agosto de 2011
¿El Mundo visto a traves del parabrisas? | Rethinking Childhood
De todas las fuerzas negativas que han contribuido a la disminucion dramatica en las libertades de los niños a lo largo de los ultimos 40 años, tanto en el Reino Unido como en muchas otras naciones ricas, el automovil es la fuerza poderosa que mas contribuye a esas limitaciones.
viernes, 19 de agosto de 2011
Hojalata y derechos
via reforma.com
La tragedia de la falta de civilidad en la sociedad y muy especialmente entre los automovilistas que se sienten casta privilegiada que todo se merece
sábado, 30 de julio de 2011
Las Ciudades mas "Caminables" en EUA - ranking| Planetizen
via planetizen.com
Clasifican a las Ciudades Mas Caminables de EUA.
Ninguna de las ciudades autocentricas -Houston, Los Angeles, Atlanta, Kansas, Dallas- esta siquiera cerca del decimo lugar.
Las ciudades que ocupan los 10 primeros lugares son aquellas ciudades de alta densidad, mas o menos compactas, con mezcla de usos y que han dejado de hacer infraestructura para el automovil y en algunos casos la han derribado, que han revalorado el espacio publico para el peaton, la bicicleta y han restrigido el uso del automovil, haciendolo mas costoso y mas dificil.
miércoles, 20 de julio de 2011
"Caminabilidad", clave de una ciudad amigable a todas las edades - TheSpec -
Walkability was identified as a key to sustainable growth by Hamilton’s Economic Summit.
But it is much more than that. It is also a key to an age-friendly city — an inclusive and accessible urban environment that promotes active aging and improves the quality of life for all members of society.
As defined by Christopher Leinberger in an opinion editorial in the Hamilton Spectator on May 12, walkability is “basically the ease of meeting daily needs on foot.” One measurement tool used to identify walkable neighbourhoods is the “Walk Score,” which measures distances to stores, and services in the neighbourhood.
Another dimension of walkability is a matter of how easily, safely and comfortably people can walk about the neighbourhood. Barrier-free outdoor spaces, buildings and streets enhance the mobility and independence of older adults, persons with disabilities and families with young children.
via thespec.com
"Caminabilidad" o que tan amables son las calles para los peatones de todas las edades, tema clave del desarrollo sostenible:
martes, 29 de marzo de 2011
El Final del Camino: Dicen Adios a los Freeways : NPR
via npr.org
La señora 'X', toma diario la carretera West Shoreway desde su casa en Lakewood hasta Cleveland. "Al enterarse que la ciudad planea transformar este viaducto en un bulevard arbolado, mas lento, no quedo contenta".
"Bob Brown, el actual planificador de Cleveland, comenta que ese plan no es un proyecto carretero tradicional. "El proyecto carretero tradicional ha sido siempre con objeto de acelerar las cosas y añadir capacidad, y por supuesto que casi siempre, ignorando el caracter de los vecindarios", y comenta, "Demoler viaductos se ha convertido en lo mas comun, en lo de hoy".
"Para muchas ciudades, el barrio del SoHo en Manhattan representa el vecindario ideal, porque es denso y rico"
El todopoderoso planificador Robert Moses, famoso por los viaductos que construyo en Nueva York, quiso mantenerse firme en hacer ahi carreteras urbanas de 10 carriles.
Pero, afortunadamente, el plan de supercarreteras urbanas de Moses nunca se constrtuyo, y hoy los planificadores urbanos han dado un giro de 180º. Hoy que las ciudades son mucho menos industriales, planificadores como Brown, estan enfocados en sostenibilidad y en hacer posible el caminar a los lugares"
Liga a un articulo sobre la batalla que libró y ganó Jane Jacobs contra el poderoso Robert Moses y su plan de supervias para Manhattan. http://sohomemory.com/2011/03/12/the-master-builder/
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