My previous blog post used College Avenue as a launchpad for exploring how Indianapolis had once earned the moniker “Interurban Capital of the World”. College Avenue, heading from downtown northward to Broad Ripple Village and beyond, was one of many routes of this predecessor to today’s light rail that used Indy as a hub. The
It’s been some time since I’ve included a post that emphasizes pictures over text, but my goal of one pic-heavy post per month is about to expire for March, so here it goes. This one can’t even claim complete originality: Urban Indy has featured several thoughtful posts on the city’s old streetcar/interurban network, devoting specific
It’s not just for the Dutch anymore. The inclusion of infrastructure to accommodate bicycles has, at least in the US, finally entered the mainstream, most likely far later than in most other developed countries that are less dependent upon the automobile. While some large American cities introduced segregated bicycle facilities as early as the 1970s,
It’s understandable that, in an attempt to save a cherished object from deterioration, a caretaker would restrict human contact with it, while keeping it proudly on display. But what about when the powers-that-be simply bypass it? This rural scene with a covered bridge in east-central Indiana may be rare, but the motivating spirit behind it
A casual scan across most urban campuses reveals that they have been building increasingly densely to accommodate new growth, after several decades of building at a lower density than the at their original, historic core. More often than not, they have no other choice. Suffering a scarcity of available land but benefiting from a captive
Recently as I stumbled across some largely unexplored corners around downtown Indianapolis, I noticed a handful of new townhome condominiums had recently been completed in an unlikely area. They comprise what is probably the first new construction in that city block in decades. My suspicion is this development will have several formidable challenges to overcome.
The title to this posting is an obvious exaggeration, because what you see below is hardly a wall; it is not impervious, and people who pass it do not risk being shot. But it is a barricade to a right-of-way on a road in the suburbs of Indianapolis that was formerly completely accessible but has
Planners and economic geographers have long dissected the negative impacts to urbanism induced by the provision of vast stretches of off-street parking in central business districts; Donald Shoup’s The High Cost of Free Parking is simply the most high-profile of many evaluations of the embedded inefficiencies created when public officials do their utmost to distort
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
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;
My previous blog post used College Avenue as a launchpad for exploring how Indianapolis had once earned the moniker “Interurban Capital of the World”. College Avenue, heading from downtown northward to Broad Ripple
It’s been some time since I’ve included a post that emphasizes pictures over text, but my goal of one pic-heavy post per month is about to expire for March, so here it goes.
It’s not just for the Dutch anymore. The inclusion of infrastructure to accommodate bicycles has, at least in the US, finally entered the mainstream, most likely far later than in most other developed
It’s understandable that, in an attempt to save a cherished object from deterioration, a caretaker would restrict human contact with it, while keeping it proudly on display. But what about when the powers-that-be
A casual scan across most urban campuses reveals that they have been building increasingly densely to accommodate new growth, after several decades of building at a lower density than the at their original,
Recently as I stumbled across some largely unexplored corners around downtown Indianapolis, I noticed a handful of new townhome condominiums had recently been completed in an unlikely area. They comprise what is probably
The title to this posting is an obvious exaggeration, because what you see below is hardly a wall; it is not impervious, and people who pass it do not risk being shot. But
Planners and economic geographers have long dissected the negative impacts to urbanism induced by the provision of vast stretches of off-street parking in central business districts; Donald Shoup’s The High Cost of Free
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
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