Репосты Жмудя - Транспорт

Forwarded from Блокнот Жмудя Chat

Блокнот Жмудя Chat

вариант streetcar suburbs -- или мб переходный от них к привычной ныне американской субурбии автомобильной эпохи (в 1920-е, напомню, автомобиль у американского среднего класса был уже обычным делом, но вот насчёт lower middle не уверен)

The examples [с квебекскими мультиплексами] are a lot more dense than what are usually referred to as streetcar suburbs in the US. Usually they're neighborhoods of small-lot single-family houses with a mix of duplexes and small apartments, with some larger apartments and stores/mixed use buildings along the main thoroughfare where the streetcar ran. Because they're less dense, you don't usually see a continuous commercial corridor along the streetcar route, but it tends to be a bit more nodal with business districts at important intersections and denser apartments in between.

What I find interesting about it is that since density naturally wants to fall away the farther you walk from the streetcar line, it allows for a lot of variety in the built environment in a relatively short distance. It's not unlike the finger plan of Copenhagen, which although it's arranged around more of a rapid transit/electric commuter rail system, the space between the "fingers" of development along the rail line is much more rural in character with parks and preserves. Streetcar lines can do a similar thing, though on a bit smaller scale.

Anyway, the design of the street grid is of paramount importance, regardless of the density. It's still the same pattern if you have multi-story commercial buildings along the streetcar line with dense apartments and row houses on the side streets, or small single-story shops along the streetcar line with single-family houses on the side streets. The connectivity and spinal nature of the streetcar line is what's important.

Even neighborhoods that never had streetcars but were built in the 1930s and 40s can have this pattern, though I suspect they were laid out pre-Depression and just sat in limbo until the post-war period. Either way, maybe they figured buses would serve the same purpose, and that parking could be accommodated either on-street or in parking lots between the commercial buildings and the residential neighborhoods. They probably never foresaw just how tempting the new strip mall a mile or two out of town would be in luring those businesses or their customers away.

https://urbankchoze.blogspot.com/2014/08/streetcar-suburbs-how-they-were.html?showComment=1408047681020&m=0#c7504806119302181545

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Streetcar suburbs: how they were designed and what we can learn from them

When we talk of "suburbs", the first  thought that comes to mind is the typical sprawl development of single-family homes with use separati...

www.tgoop.com/shm512_shared_transit/4286

14 viewsOct 16 at 00:34

The examples [с квебекскими мультиплексами] are a lot more dense than what are usually referred to as streetcar suburbs in the US. Usually they're neighborhoods of small-lot single-family houses with a mix of duplexes and small apartments, with some larger apartments and stores/mixed use buildings along the main thoroughfare where the streetcar ran. Because they're less dense, you don't usually see a continuous commercial corridor along the streetcar route, but it tends to be a bit more nodal with business districts at important intersections and denser apartments in between.

What I find interesting about it is that since density naturally wants to fall away the farther you walk from the streetcar line, it allows for a lot of variety in the built environment in a relatively short distance. It's not unlike the finger plan of Copenhagen, which although it's arranged around more of a rapid transit/electric commuter rail system, the space between the "fingers" of development along the rail line is much more rural in character with parks and preserves. Streetcar lines can do a similar thing, though on a bit smaller scale.

Anyway, the design of the street grid is of paramount importance, regardless of the density. It's still the same pattern if you have multi-story commercial buildings along the streetcar line with dense apartments and row houses on the side streets, or small single-story shops along the streetcar line with single-family houses on the side streets. The connectivity and spinal nature of the streetcar line is what's important.

Even neighborhoods that never had streetcars but were built in the 1930s and 40s can have this pattern, though I suspect they were laid out pre-Depression and just sat in limbo until the post-war period. Either way, maybe they figured buses would serve the same purpose, and that parking could be accommodated either on-street or in parking lots between the commercial buildings and the residential neighborhoods. They probably never foresaw just how tempting the new strip mall a mile or two out of town would be in luring those businesses or their customers away.

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