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Urbanism Quotes

Browse 55 quotes about Urbanism.

Urbanism Quotes

“Artmaking has been, at least since bohemia and modernism appeared in 19th century Paris, largely an urban enterprise: the closer to museums, publishers, audiences, patrons, politicians, other enemies, and each other, the better for artists and for art. For if cities have been essential to artists, artists have been essential to cities...Being an artist was one way of being a participant in the debate about meaning and value, and the closer to the center of things is the more one can participate. This is part of what makes urbanity worth celebrating, this braiding together of disparate lives, but the new gentrification threatens to yank out some strands together, diminishing urbanism itself. Perhaps the new urbanism will result in old cities that function like suburbs as those who were suburbia's blandly privileged take them over.”

UrbanismGentrification
Book:Hollow City: The Siege of San Francisco and the Crisis of American Urbanism
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“To generate exuberant diversity in a city's streets and districts four conditions are indispensable: 1. The district, and indeed as many of its internal parts as possible, must serve more than one primary function; preferably more than two... 2. Most blocks must be short; that is, streets and opportunities to turn corners must be frequent. 3. The district must mingle buildings that vary in age and condition, including a good proportion of old ones so that they vary in the economic yield they must produce. This mingling must be fairly close-grained. 4. There must be a sufficiently dense concentration of people, for whatever purposes they may be there...”

PlanningCityUrbanism151
Book:The Death and Life of Great American Cities
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“...Americans didn’t stick to cities, which makes us different from the people in other industrialized countries. We no sooner arrived in town, turning those towns into great mid-century metropolises, than we decided to take off for the green world beyond, so that by the 1970 Census, we had become the first suburban nation in the history of the world. And Detroit led the way, with a population curve up and down just like everywhere else, but with its urban decline a lot steeper over the past sixty years—so typical a place that it only looks like an exception.”

CitiesUnited StatesTownsDetroitSuburbsAmericansUrbanismSuburbanism
Author:Jerry Herron
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“Beyond a certain speed, motorized vehicles create remoteness which they alone can shrink. They create distances for all and shrink them for only a few. A new dirt road through the wilderness brings the city within view, but not within reach, of most Brazilian subsistence farmers. The new expressway expands Chicago, but it sucks those who are well-wheeled away from a downtown that decays into a ghetto.”

EnergySpeedEquityTransportationMobilityUrban PlanningUrbanismExpressway
Book:Energy and Equity
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“There is a widespread belief that americans hate cities. I think it is probable that Americans hate city failure, but, from the evidence, we certainly do not hate successful and vital city areas. On the contrary, so many people want to make use of such places, so many people want to work in them or live in them or visit in them, that municipal self-destruction ensues. In killing successful diversity combinations with money, we are employing perhaps our nearest equivalent to killing with kindness.”

CitiesSuburbsUrbanism255
Book:The Death and Life of Great American Cities
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“The charm of a city, now we come to it, is not unlike the charm of flowers. It partly depends on seeing time creep across it. Charm needs to be fleeting. Nothing could be less palatable than a museum-city propped up by prosthetic devices of concrete. Paris is not in danger of becoming a museum-city, thanks to the restlessness and greed of promoters. Yet their frenzy to demolish everything is less objectionable than their clumsy determination to raise housing projects that cannot function without the constant presence of an armed police force… All these banks, all these glass buildings, all these mirrored facades are the mark of a reflected image. You can no longer see what’s happening inside, you become afraid of the shadows. The city becomes abstract, reflecting only itself. People almost seem out of place in this landscape. Before the war, there were nooks and crannies everywhere. Now people are trying to eliminate shadows, straighten streets. You can’t even put up a shed without the personal authorization of the minister of culture. When I was growing up, my grandpa built a small house. Next door the youth club had some sheds, down the street the local painter stored his equipment under some stretched-out tarpaulin. Everybody added on. It was telescopic. A game. Life wasn’t so expensive — ordinary people would live and work in Paris. You’d see masons in blue overalls, painters in white ones, carpenters in corduroys. Nowadays, just look at Faubourg Sainte-Antoine — traditional craftsmen are being pushed out by advertising agencies and design galleries. Land is so expensive that only huge companies can build, and they have to build ‘huge’ in order to make it profitable. Cubes, squares, rectangles. Everything straight, everything even. Clutter has been outlawed. But a little disorder is a good thing. That’s where poetry lurks. We never needed promoters to provide us, in their generosity, with ‘leisure spaces.’ We invented our own. Today there’s no question of putting your own space together, the planning commission will shut it down. Spontaneity has been outlawed. People are afraid of life.”

UrbanismConviviality
Book:Paris
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“Planners, architects of city design, and those they have led along with them in their beliefs are not consciously disdainful of the importance of knowing how things work. On the contrary, they have gone to great pains to learn what saints and sages of modern orthodox planning have said about how cities ought to work and what ought to be good for people and business in them. They take this with such devotion that when contradictory reality intrudes, threatening tho shatter their dearly won learning, they must shrug reality aside.”

Urbanism
Book:The Death and Life of Great American Cities
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“From the time I arrived in British East Africa at the indifferent age of four and went through the barefoot stage of early youth hunting wild pig with the Nandi, later training racehorses for a living, and still later scouting Tanganyika and the waterless bush country between the Tana and Athi Rivers, by aeroplane, for elephant, I remained so happily provincial I was unable to discuss the boredom of being alive with any intelligence until I had gone to London and lived there for a year. Boredom, like hookworm, is endemic.”

AdventureEnglandLondonBoredomEnnuiUrban LifeUrbanism
Book:West with the Night
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“Laissée à elle-même, la bagnole finit par se détruire. Le temps que sa rapidité nous donne, elle nous le prend aussitôt pour nous expédier ailleurs. Comme le téléphone ou l'avion, pour une corvée qu'elle nous supprime, elle nous en invente mille. Elle nous mène à la campagne, mais bientôt, l'auto aidant, nous ne trouverons plus à cent kilomètres de voiture la baignade ou la verdure qui nous attendaient à cinq minutes de marche.”

EnvironmentVehicleAutomobileUrbanismUrbanizationAutomobilesVehiclesUrbanisationAutomobile Quotes
Book:L'Hommauto
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“Розмір вимагає компетентності. Вона стає мірою успіху за замовчуванням, умовою, що надихає до наслідування. Приклад, навіть тріумф аеропорту Атланти в тому, що він просто найбільший. Як виявилося після закінчення Олімпіади в Атланті, якщо бути найбільшим, то можна й залишатися найбільшим — принаймні деякий час. Ніщо не сприяє успіху так, як сам успіх.”

Urbanism
Book:Four Walls and a Roof: The Complex Nature of a Simple Profession
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“One thing is certain, we all translate our own ideas of happiness into form. It happens when you buy a car. It happens when a CEO contemplates the form of a new skyscraper headquarters, or when a master architect lays out a grand scheme for social housing. It happens when planners, politicians and community boards wrestle over roads, planning regulations and monuments. It is impossible to seperate the life and design of a city from the attempt to understand happiness, to experience it, and to build it for society. The search shapes cities, and cities shape the search in return.”

Urbanism
Book:Happy City: Transforming Our Lives Through Urban Design
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“The same term, "brown lands," is sometimes used to describe those parts of the modern urban landscape that have fallen to ruin, at least in the eyes of the planners who measure the city's health based on its contribution to the wealth and growth of the human community. Empty lots, abandoned buildings, trash woods—all the parcels whose former use for industry, residence, agriculture, or other productive purposes has been abandoned, often due to changing economic or technological conditions, and have not yet been replaced by or redeveloped for some more lucrative and vibrant contemporary use. They're zones of economic entropy that become almost invisible due to their removal from the dynamic commercial flows of metropolitan life. Since the postindustrial cleanup era began in the 1970s, the more common official term used to describe such zones is "brownfields," but that has a more specific meaning, describing areas polluted with environmental toxins. Brown lands are more inclusive, encompassing all the properties where human occupation has effectively ceased for many different reasons.”

Urbanism
Book:A Natural History of Empty Lots: Field Notes from Urban Edgelands, Back Alleys, and Other Wild Places
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“Brutalist architecture was Modernism's angry underside, and was never, much as some would rather it were, a mere aesthetic style. It was a political aesthetic, an attitude, a weapon, dedicated to the precept that nothing was too good for ordinary people. Now, after decades of neglect, it's devided between 'eyesores' and 'icons'; fine for the Barbican's stockbrokers but unacceptable for the ordinary people who were always its intended clients.”

PoliticsArchitectureUrbanism
Book:A Guide to the New Ruins of Great Britain
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“What if we fail to stop the erosion of cities by automobiles? What if we are prevented from catalyzing workable and vital cities because the practical steps needed to do so are in conflict with the practical steps demanded by erosion? There is a silver lining to everything. In that case we Americans will hardly need to ponder a mystery that has troubled men for millennia: What is the purpose of life? For us, the answer will be clear, established and for all practical purposes indisputable: The purpose of life is to produce and consume automobiles. It is not hard to understand that the producing and consuming of automobiles might properly seem the purpose of life to the General Motors management, or that it may seem so to other men and women deeply commtted economically or emotionally to this pursuit. If they so regard it, they should be commended rather than cricicized for this remarkable identification of philosophy with daily duty. It is harder to understand, however, why the production and consumption of automobiles should be the purpose of life for this country. Similarly, it is understandable that men who were young in the 1920's were captivated by the vision of the freeway Radiant City, with the specious promise that it would be appropriate to an automobile age. At least it was then a new idea; to men of the generation of New York's Robert Moses, for example, it was radical and exciting in the days when their minds were growing and their ideas forming. Some men tend to cling to old intellectual excitements, just as some belles, when they are old ladies, still cling to the fashions and coiffures of their exciting youth. But it is harder to understand why this form of arrested mental development should be passed on intact to succeeding generations of planners and designers. It is disturbing to think that men who are young today, men who are being trained now for their carreers, should accept *on the grounds that they must be "modern" in their thinking,* conceptions about cities and traffic which are not only unworkably, but also to which nothing new of any significance has been added since their fathers were children.”

CitiesPlanningCarsUrbanismMass Motorism
Book:The Death and Life of Great American Cities
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“The word psychogeography, suggested by an illiterate Kabyle as a general term for the phenomena a few of us were investigating around the summer of 1953, is not too inappropriate. It does not contradict the materialist perspective of the conditioning of life and thought by objective nature. Geography, for example, deals with the determinant action of general natural forces, such as soil composition or climatic conditions, on the economic structures of a society, and thus on the corresponding conception that such a society can have of the world. Psychogeography could set for itself the study of the precise laws and specific effects of the geographical environment, whether consciously organized or not, on the emotions and behavior of individuals. The charmingly vague adjective psychogeographicalcan be applied to the findings arrived at by this type of investigation, to their influence on human feelings, and more generally to any situation or conduct that seems to reflect the same spirit of discovery. It has long been said that the desert is monotheistic. Is it illogical or devoid of interest to observe that the district in Paris between Place de la Contrescarpe and Rue de l’Arbalète conduces rather to atheism, to oblivion and to the disorientation of habitual reflexes?”

SpaceCitiesUrbanismPsychogeographyDebord
Author:Guy Debord
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“Living in a dense environment means a less stressful and time-consuming commute to work without the aid of a car. It's about a greater sense of community and partnership that naturally develops when you walk through a place and casually collide with neighbors. It's about feeling a sense of attachment to stores and bars and restaurants and their owners and employees. Frequently I will stop in to say a hello at a restaurant or store even if I'm not shopping or eating. It's about using a compact life to reduce environmental impact. For me, it boils down to this: a place you walk through is a place you know and love.”

UrbanismWalkability
Book:Within Walking Distance: Creating Livable Communities for All
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“The relevance of these special properties of the hippocampus and their role in map learning comes from a consideration of the massive upsurge in our use of technology for wayfinding. By focusing on the blue dot of a phone map, rather than looking about at our surroundings and making the effort to form a genuine map, we are short-circuiting the processes that we've learned to use over previous millennia. As far as finding our way is concerned, we have become striatal stimulus-response machines, racing through time and space like feverish maze mice hunting for cheese.”

NeuroscienceGpsUrbanism
Book:Places of the Heart: The Psychogeography of Everyday Life
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“A CITY IS AS much a state of mind as a place—a set of perceptions of place. On the last train home to Mullaghbrack or Gortyfarnham or half a hundred other BallyBogMans, two farmers fall to reviewing their experiences of the big city. One has walked the streets and avenues and come away with memories of glistening steeples and dreaming spires, monuments to men of bearing and import, Palladian porticos and grand civic cupolas, pillars, piers, and palisades, and the air full of singing birds. The other has walked the same streets, yet his memories are of grey brick tenements shouldering against each other like nervous thugs; cracked fanlights, windows boarded over with card, baby carriages full of coal or potatoes, tramps in doorways, cabbage leaves underfoot, the perfume of urine and porter, pressing people with voices like flatirons. They might have visited cities continents apart, but it is the same city.”

CitiesTravelUrbanism
Book:King of Morning, Queen of Day
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