For those Indianapolis residents who remain forlorn about the current state of the Canal Walk—or for those who think it stands as an archetype for urban development—I present another waterway below street level that demonstrates similar challenges: the Providence River in downtown Providence, and its man-made tributaries. In some ways the Rhode Island capital has
Up to this point I have generally shied away from design criticism, largely because I think the blogosphere is filled with far more well-versed, better qualified voices (or keyboards) than mine, but also largely because opinions on successful design remains rooted to individual preferences. No matter the erudition or rhetorical gifts of an architecture critic,
One of my readers pointed out that I made some inaccurate observations in the post listed below, in which I used a picture provided by another blogger but failed to identify some of the details correctly. Specifically, the sign below refers to a surface lot and not a garage, and it is blocking a bicycle
In the late 1980s and early 1990s, the majority of large US cities began upgrading their street signage at major intersections, replacing smaller (approximate 18”) fixtures projecting from a corner street pole with much larger (3 to 4’) signs, which they share with the masts for stop lights or cables strung across the street. Clearly
A couple weeks ago when I wrote about complete streets, I tried to scrutinize the most critical components for accommodating the full spectrum of users: bike lanes, signage, handicapped ramps, sidewalks/trails (and their respective nomenclature), signals, and so forth. One infrastructural element I neglected to recognize was lighting. I also failed to acknowledge traffic calming,
It is obvious to the untrained eye that, in recent years, municipal and county governments are paying increasing attention to the capacity for streets to accommodate entities other than vehicles, most specifically for pedestrians and bicycles. In most parts of the country, sidewalks in new subdivisions are no longer a bonus feature to lend prestige;
For those Indianapolis residents who remain forlorn about the current state of the Canal Walk—or for those who think it stands as an archetype for urban development—I present another waterway below street level
Up to this point I have generally shied away from design criticism, largely because I think the blogosphere is filled with far more well-versed, better qualified voices (or keyboards) than mine, but also
One of my readers pointed out that I made some inaccurate observations in the post listed below, in which I used a picture provided by another blogger but failed to identify some of
In the late 1980s and early 1990s, the majority of large US cities began upgrading their street signage at major intersections, replacing smaller (approximate 18”) fixtures projecting from a corner street pole with
A couple weeks ago when I wrote about complete streets, I tried to scrutinize the most critical components for accommodating the full spectrum of users: bike lanes, signage, handicapped ramps, sidewalks/trails (and their
It is obvious to the untrained eye that, in recent years, municipal and county governments are paying increasing attention to the capacity for streets to accommodate entities other than vehicles, most specifically for
