Locative Media & The City

I found that I was able to follow the Lynch’s examples because I am familiar with Boston. Owning a car was impractical so my navigation was based on paths, landmarks and nodes. Consequently, he lost me when couching his elements with street names. On the other hand, I could appreciate his descriptions of districts in Boston whether walking or driving. Subways, boundaries (coastlines, parks) and overhead lanes were very disorienting.

I can’t help but think of Buffalo’s waterfront (what Lynch would call an ‘edge’), cut off by highways, much like Boston Storrow Drive from the Charles River. As you might suspect, Buffalo’s plan was originally oriented to the lakes edge. UB’s Bob Shibley’s Urban Design Project recognizes the importance of this and has collaborated with students on a number of design initiatives http://urbandesignproject.ap.bufalo.edu
Toronto is a good example of erasure of the lake from its mental map. Rows of hotels and apartment high-rises prevent any visual or physical connection of the city.

Due in part to the Post WWII housing boom and Urban Renewal of 1960’s Buffalo and its suburbs were made car friendly, lending itself to navigation by its road networks. This phenomena is similar to Lynch’s example of metropolitan LA but on a smaller scale. Transit Road is a testament to the idea that areas that were difficult to orientate due to their lack of distinctness and identity.

I think Jane Jacobs Death and Life of Great American Cities really complement each other. Jacobs notions of “rubbing shoulders” and her studies of areas like Boston North’s end have been a big shot of common sense into the arms of urban planners.
more on jameson and debord to come....