Plan B 3.0: Mobilizing to Save Civilization


Lester R. Brown

Chapter 10. Designing Cities for People: Introduction

As I was being driven through Tel Aviv from my hotel to a conference center a few years ago, I could not help but note the overwhelming presence of cars and parking lots. It was obvious that Tel Aviv, expanding from a small settlement a half-century ago to a city of some 3 million today, had evolved during the automobile era. It occurred to me that the ratio of parks to parking lots may be the best single indicator of the livability of a city—an indication of whether the city is designed for people or for cars. 1


Tel Aviv is not the world’s only fast-growing city. Urbanization is the second dominant demographic trend of our time, after population growth itself. In 1900, 150 million people lived in cities. By 2000, it was 2.8 billion people, a 19-fold increase. As of 2008, more than half of us are living in cities—making us, for the first time, an urban species. 2


In 1900 there were only a handful of cities with a million people. Today 414 cities have at least that many inhabitants. And there are 20 megacities with 10 million or more residents. Tokyo, with 35 million residents, has more people than all of Canada. Mexico City’s population of 19 million is nearly equal to that of Australia. New York, São Paulo, Mumbai (formerly Bombay), Delhi, Shanghai, Kolkata (Calcutta), and Jakarta follow close behind. 3


The world’s cities are facing unprecedented problems. In Mexico City, Tehran, Kolkata, Bangkok, Shanghai, and hundreds of other cities, the air is no longer safe to breathe. In some cities, the air is so polluted that breathing is equivalent to smoking two packs of cigarettes per day. Respiratory illnesses are rampant. In the United States, the number of hours commuters spend sitting in traffic-congested streets and highways climbs higher each year, raising frustration levels. 4


In response to these conditions, we are seeing the emergence of a new urbanism, a planning philosophy that environmentalist Francesca Lyman says “seeks to revive the traditional city planning of an era when cities were designed around human beings instead of automobiles.” One of the most remarkable modern urban transformations has occurred in Bogotá, Colombia, where Enrique Peñalosa served as Mayor for three years. When he took office in 1998 he did not ask how life could be improved for the 30 percent who owned cars; he wanted to know what could be done for the 70 percent—the majority—who did not own cars. 5


Peñalosa realized that a city that has a pleasant environment for children and the elderly would work for everyone. In just a few years, he transformed the quality of urban life with his vision of a city designed for people. Under his leadership, the city banned the parking of cars on sidewalks, created or renovated 1,200 parks, introduced a highly successful bus-based rapid transit system, built hundreds of kilometers of bicycle paths and pedestrian streets, reduced rush hour traffic by 40 percent, planted 100,000 trees, and involved local citizens directly in the improvement of their neighborhoods. In doing this, he created a sense of civic pride among the city’s 8 million residents, making the streets of Bogotá in this strife-torn country safer than those in Washington, D.C. 6


Peñalosa observes that “high quality public pedestrian space in general and parks in particular are evidence of a true democracy at work.” He further observes: “Parks and public space are also important to a democratic society because they are the only places where people meet as equals....In a city, parks are as essential to the physical and emotional health of a city as the water supply.” He notes this is not obvious from most city budgets, where parks are deemed a luxury. By contrast, “roads, the public space for cars, receive infinitely more resources and less budget cuts than parks, the public space for children. Why,” he asks, “are the public spaces for cars deemed more important than the public spaces for children?” 7


In espousing this new urban philosophy, Peñalosa is not alone. Now government planners everywhere are experimenting, seeking ways to design cities for people not cars. Cars promise mobility, and they provide it in a largely rural setting. But in an urbanizing world there is an inherent conflict between the automobile and the city. After a point, as their numbers multiply, automobiles provide not mobility but immobility. 8


Some cities in industrial and developing countries alike are dramatically increasing urban mobility by moving away from the car. Jaime Lerner, the former mayor of Curitiba, Brazil, was one of the first to design and adopt an alternative transportation system, one that does not mimic those in the West but that is inexpensive and commuter-friendly. Since 1974 Curitiba’s transportation system has been totally restructured. Although 40 percent of the people own cars, these play a minor role in urban transport. Busing, biking, and walking totally dominate, with more than half of all trips in the city by bus. The city’s population has tripled since 1974, but its car traffic has declined by a remarkable 30 percent. 9


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