Posts tagged with: urban design

Blog author: ehilton
posted by on Friday, March 22, 2013

(March is Women’s History Month. Acton will be highlighting a number of women who have contributed significantly to the issue of liberty during this month.)

The lives and deaths of cities in America is certainly topical. Drive through Detroit if you don’t think so. On one hand, block after block of decimated homes create a landscape of, let’s be honest, death. On the other, people in the city forge ahead, turning empty city blocks into burgeoning urban gardens, seeking out entrepreneurial options in cheap real-estate and office leases. Do the lives and deaths of cities “just happen” or is there planning involved?

courtesy of

courtesy of

Jane Jacobs, wrote The Death and Life of Great American Cities, in 1961, speaking out against what constituted much of urban planning. She said, in one interview, that urban planners were rather “hopeless”:

The chief planner of Philadelphia was showing me around. First we walked down a street that was just crammed with people, mostly black people, walking on the sidewalks and sitting on the stoops and leaning out of the windows. I think he was taking me on this street to show me what he regarded as a bad part of the city, to contrast it with what he was going to show me next. I liked this street—people were using it and enjoying it and enjoying each other. Then we went over to the parallel street that had just undergone urban renewal. It was filled with very sterile housing projects. The planner was very proud of it, and he urged me to stand at a certain spot to see what a great vista it had. I thought the whole thing was extremely boring—there was nobody on the street. All the time we were there, which was too long for me, I saw only one little boy. He was kicking a tire in the gutter. The planner told me that they were progressing to the next street over, where we had come from, which he obviously regarded as disgraceful. I said that all the people were over there, that there were no people here, and what did he think of that? What he obviously would have liked was groups of people standing and admiring the vistas that he had created. You could see that nothing else mattered to him. So I realized that not only did he and the people he directed not know how to make an interesting or a humane street, but they didn’t even notice such things and didn’t care.


Blog author: jballor
posted by on Tuesday, July 20, 2010

Wired magazine had a lengthy feature in 2004 on a new brand of transit design, specifically the kind that eschews signage and barriers, preferring instead more subtle signals.

In “Roads Gone Wild,” Tom McNichol profiles Hans Monderman (now deceased), “a traffic engineer who hates traffic signs.”

Monderman’s point of departure is that human interaction (e.g. gestures, eye contact) are preferable to explicit signage or signals that indirectly excuse us from conscious concern about our fellow travelers. “The trouble with traffic engineers is that when there’s a problem with a road, they always try to add something,” Monderman says. “To my mind, it’s much better to remove things.”

Monderman's Drachten Intersection

Drachten's busiest intersection after Hans Monderman.

Monderman’s design philosophy is to embrace chaos, and it’s effective because it allows for a kind of spontaneous ordering to occur. As McNichol writes, “The approach is radically counterintuitive: Build roads that seem dangerous, and they’ll be safer.” It is counterintuitive, but it is in accord with what we know about human nature.

Human beings, when faced with danger, instinctively and naturally slow down and assess the threats with heightened sense and attention. Indeed, self-preservation is a constitutive element in the natural law.

There is still an element of planning in Monderman’s designs, but what is remarkable about them is that they embrace what we know about human beings in toto and not for the purposes of some engineered abstraction (such as homo automobilus or some such).

The kind of planning that allows for free and spontaneous interaction and creates space in which this can happen within the larger framework of the rule of law, in markets as well as traffic intersections, end up being the best because they account for the complexities of human nature. The kind of planning that relies on rigid rules and regulatory edifices, whether on Wall Street or surface streets, tend to incentivize the objectification of human interaction, in which we treat each other as simple means, obstacles, impediments, or resources to be plundered.

Recognition of the other as having dignity, as well as the corresponding power to do us good or ill and their own responsibility to act accordingly, is constitutive of a superior design approach.

This kind of approach works, as I’ve said, because we instinctively recognize the worth of other human beings. The same reason that a bus filled with people must wait for a single person to cross an intersection is the same reason that the rule of law must limit majority rule, or absolute democracy. The rights of the individual must be respected, even when the majority must otherwise wait or acquiesce. A bus full of people on their way to a destination must often first wait for a single individual to go on their way.

In political economy, as Lord Acton writes, “The true natural check on absolute democracy is the federal system, which limits the central government by the powers reserved, and the state governments by the powers they have ceded.” And in traffic economy, the true natural check on absolute democracy might well be the spontaneous order arising out of a seemingly chaotic intersection.