Originally published by Metropolis Magazine as "Playing in traffic ", this article by Jack Hockenberry delves into the relationship between man and the vehicle, illustrating the complex dynamics created in New York - a city with over 2.1 million registered vehicles. Unlike car schemes centered on the old infamous Master Planner of New York Robert Moses, Hockenberry argues that the city is the "negative space" while the vehicles are obscured by our unconscious.
is a curiosity of modern urban life that most cars throng the cities, the more they become invisible. It is a great feature that comes standard on all models today. Unfortunately, we can not control it from the driver's seat even if we want to shake our hands and look through our windshield that gridlocked cars disappear, free us from the prison of traffic. Invisibility I speak only works if you are a pedestrian or cyclist. The number of motor vehicles parked or driving at a given time in the streets of New York City is amazing. An estimated 2.1 million are registered in the city, according to the Department of Motor Vehicles of the State. Yet we never completely visually record when we walk in the streets. The city is the negative space and is how our eyes navigate increasingly urban landscapes. Everything around cars and trucks is knit together by the eye, and even if the vehicles are present, we gradually learned to ignore them unless we are standing in the direct line of traffic.
Even then, people will regularly walk through the streets in streams trafficking in a way not explainable stupidity, blindness, or outlaw behavior. This occurs on the West Side Highway in Manhattan all the time. It's not only cars that have become chimera; The roads themselves are asphalt appearances that people throng on the sidewalk with their eyes on newly developed Hudson River Park and its grassy walkways and bicycle paths networks. It is as if there are two distinct areas and especially that cross the City of vehicles and everything else. The pedestrian city has its famous tourist attractions like Macy's, museums, and the new Ground Zero 9/11 sanctuary. It is the city vehicles. They are the motives of the open-top double-decker bus inexplicably filled with people perfectly happy to sit in the rain, heat or snow watching a super-slow motion 3-D street with very bad band. Some people can also be seen shooting a 2-D video for their bus ride, but it's hard to imagine the audience for a documentary featuring all the exciting places they stop and visit. In general, vehicles and civilian coexist to a remarkable degree, but the intersections between these two worlds can be fatal and it is an important mission of urban design to understand how developing signals and signage to keep pedestrians and vehicles of the other.
This tale of two cities that occupy the same space is best seen from a bicycle. As winter this year has been particularly long and dark, my first long bicycle trips revealed a culture of the emerging Renaissance street in any place for walking and horseback riding. There are people everywhere outside, using spaces that were empty graffiti-covered concrete few years ago. The proliferation of food trucks outside cafe seats, pop-up clubs and art spaces in buildings right on the edge of highway structures represent a population ignorant of the motor city, not be defeated by it. A trip from Verrazano-Narrows Bridge to the north along the Brooklyn-Queens Expressway (BQE), thanks to Williamsburg, Greenpoint, and the Kosciuszko Bridge in Queens is alive with new residential buildings and rehabs. There is a front porch and a vibrant culture thriving café next to the BQE dystopian looking as if the ghosts of the neighborhoods that were once here found a way back to the Robert Moses fiery oblivion to repudiate large footprints in its this constant ghost.
Much invective was published and directed against Moses, the master builder, visionary transportation, politician and urban artist chainsaw. (More recently, however, revisionists have reconsidered the legacy of Moses.) Opposing the working man gave an ideology of Lewis Mumford, a cause to activist Jane Jacobs. The story of Moses and Jacobs can even become an opera biblical-sounding day. The argument over the life of Moses and consensus since his death in 1981 was that he sacrificed neighborhoods for its concept of arteries soaring with cars and trucks. The plan of the twentieth century of the modern city has become the fertilizer for traffic jams, not the antidote.
The vision of Moses brings you closer to urban sprawl and congestion of Lagos or Cairo he did for types of future world order dream cities of the world exhibition in 1964 in Queens. His vision of the future city that built the concrete and asphalt channels for steel and wheels-which was the fate of almost all urban areas in the United States-can be seen in my 50-year-old manual: monorail and parkways to replace the subway; Personal globally connected "Studyspheres" to replace the schools and libraries, with cars such as release agents. The legacy of Moses is a public-transit system languished, and shaved ghettos cleared to make way for destinations mob-scene park. Even the site of World Fair rusted-out became a visual joke in movies Men in Black and Iron Man . this magazine readers understand the rest.
Almost two generations of political initiatives have largely failed to undo what Moses did (it appeared much more expensive shaving monuments of Moses than it was to build), but quietly the people of the city have developed a form of urban renewal part interior renovation, pavement rehabilitation, and informed refusal. With their averted eyes, people have found a workaround Moses. The South Bronx (impaled by Cross Bronx Expressway Moses) or Red Hook in Brooklyn (sawn by the Gowanus Expressway and the polluted channel of the same name), acquired hipster enclaves, vacant lots of gardens, and local craft businesses who found a way to mix with the residents of housing projects once quite blighted the benefit of both. It can be seen in the successful development of Dumbo and Brooklyn Bridge Park that sprouted in the shadow of the BQE, where kids ride a restored carousel under roads that nobody pays any attention to more. What's even more amazing about Brooklyn Bridge Park is how the constant noise of the traffic is ignored until the floor with two floors. The most notable design feature in the park, in fact, is a huge mound of earth that protects part of the park from the noise of traffic on the BQE. When this article opens later this year, the silence will clearly deafening and is a sign of how New Yorkers ears have filtered through the "City Car" as far as their eyes.
people do not notice the cars and highways today because they are not the city. they were. When the snow finally melted this spring, Moses pockmarked and plow-worn roads and bridges looked worse than ever. the people of these new enclaves have emerged with their sunglasses and bikes, and pulled up tables and chairs to enjoy the city and look at the legacy of the master builder continue to melt slowly along with the piles of slush of winter end blackened. New York is hardly a utopia these days, but the spaces around cars and pavement have become destinations, farms, and neighborhoods. Today, roads and New York City car decks are sometimes useful places to visit, but no one would ever want to live there.
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