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from single-use to multi-use district

In Boca Raton, Florida, a failed shopping mall was converted into a mixed-use district including residences, offices, and shops designed around a central esplanade. Mizner Park is now one of the most successful regional shopping districts in the country.

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Mobility

Every trip made by foot, on a bicycle, or via public transit means independence for one more child or elder .

Each of these trips is also one fewer car on the road which diminishes both pollution to the atmosphere as well as traffic congestion.

Dispersed, low-density development produce far-flung road systems, which in turn create places designed to support the maximum speed for the automobile's daily travel.

Each development typically collects all its traffic into a single entrance and exit which deposits the cars into a "collector road." The collector road then aggregates traffic from all of the residential developments along its corridor and deposits that traffic into an "arterial," named as if the roadway could work like the arteries of the human body.

The problem with the metaphor is that cars are not as orderly as blood cells and tend to want to travel in a large bundle at the same times of day.

When roadways are considered purely as a means of moving cars from one location to the other in the shortest possible time, then the kinds of places that the roads create is a side-effect.

...there are few destinations of interest related to arterials or collector roads.

he long intervals between low-density developments also produce a small yield of consumers per acre, and so not only is walking or bicycling unlikely, but transit is not feasible, either.

This conundrum demands a regional transportation perspective, as well as reconsideration of fundamental neighborhood planning principles in order to provide for easier access and greater individual choice.

In combination with the definition of boundaries and centers, regional densities can support arterials as transit corridors and boulevards that provide higher density dwellings and commercial destinations.

At the neighborhood scale, streets can be reconfigured to provide greater connectivity.

Increased numbers of intersections not only provides more route choices, but also the potential to calm traffic and to create streets and sidewalks amenable to pedestrians.

This freedom of choice reduces isolation and singular dependence on the automobile.

Applying these principles to a greenfield site and working with the basic units of neighborhood design to produce a defined center generates a more compact community with a greater variety of destinations within a five-minute walk as well as the opportunity to provide a density needed to support even light transit

Applying the principles of edges and boundaries in concert with regional planning establishes an important framework for metropolitan transit systems that connect villages, towns and cities across the landscape.

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Economics

Increased mobility makes it very easy to cross local jurisdiction lines, and so people may live in one city, work in another and shop in a third

As a result, labor markets are regional, housing markets are regional, and consequently industries are regional.

The metropolitan region is the unit of world economics, even though very few metropolitan regions work through a single government.

Los Angeles, for example, is a vast region in Southern California and yet, the cities of Beverly Hills and Hollywood are distinct governmental entities. Although the outside world may think of the smaller cities as part of Los Angeles, and even though the workers in Beverly Hills are likely to live in Los Angeles, it is not unusual for cities like Beverly Hills to themselves at odds with the interests of the city of Los Angeles.

This kind of interfamilial conflict occurs throughout the world as the constituent cities, towns and suburbs of a metropolitan region compete for resources.

In order to create a competitive regional economy, regions should work together to protect the environment, build transportation, and create industry.

Silicon Valley, for example, was created because Fred Terman, an Engineering Professor at Stanford University in the 1930s, realized that academic and business communities should work together for the benefits of both. He was able to bring research support to the university, and encouraged students and faculty to start their own companies (i.e. Hewlett-Packard). Silicon Valley now includes cities such as Palo Alto, Menlo Park, Redwood City and San Carlos, and is growing everyday.

Growing industries create demand for regional transportation.

Natural resources are limited and therefore sharing is inevitable, but working together to preserve these resources is crucial

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Boundaries and Centers

The higher density settlement of the center, along with mixed land use makes possible the preservation of land outside the center.

Life within a five-minute radius of the center provides walkable access to goods and services

With enough density, as well as the potential for transit linkage, the density can provide socioeconomic diversity, and through a series of related centers that work together to form an identifiable region, the potential for larger economies of scale emerges.

Boundaries and centers are the fundamental building blocks of a comprehensive regional plan, which must convey a compelling and widely shared vision of how and where to grow

The University of Miami's Real Estate Development + Urbanism Program and

ULI Southeast Florida and Caribbean District Council

invite you to join us for

Northeast Brazil: Real Estate Market and Development Opportunities

Roberto Lopes, Vice-President of ADIT Nordeste Brazil

Friday, September 11, 2009

12pm - 1pm

Glasgow Hall, Jorge M Perez Architecture Center, UM School of Architecture

1223 Dickinson Drive, Coral Gables, FL

Free and open to the public.









Roberto Carlos M. Lopes – Vice-president representing the state of Bahia for ADIT Nordeste, graduated in Business Management (UNIFACS) and specialized in real estate transactions (UNIFACS), marketing (ESPM) and achieved his MBA from (IBMEC). He has lent his services to the Catabas/Odebrecht, Price Waterhouse & Coopers, Canada Empreendimentos Imobiliarios and Lopes Desenvolvimento Imobiliario. He was the director for ADEMI-BA (Association of Construction Companies for the state of Bahia) for 6 years, and organized a variety of investment strategies with the Government of Bahia in Spain, Portugal and England in the tourism/real estate sector. He has managed around 25 privately owned real estate developments and delivered around 2,500 properties, including land, residential condominiums, residential apartment buildings, hotels, and commercial condominiums. Presently, he is developing a project for the largest industrial logistic condominium in Brazil next to Ford Motor Company in Bahia, Brazil.


Directions and Parking Information:
From I-95 North: Head south on 95, which becomes U.S. 1 (South Dixie Highway). Stay on U.S. 1 for about 5 miles to the UM campus.
To Ponce Garage: Turn right on Alhambra Circle, straight through the light into the Ponce Garage.
To School of Architecture: Turn right on Alhambra Circle, immediate right on Ponce, first left on Dickinson Drive, follow around curve through the circle
onto the brick road. The Glasgow Hall / Perez Architecture Center will be on your left.

We recommend parking at the Ponce/University Parking Garage where temporary parking passes are available for purchase. There are meters available
just South of the Perez Architecture Center Building, and East of the building. You must pay the meters, which are monitored by the City of Coral Gables, and temporary UM Passes are not valid at meters.

From MetroRail: The Coral Gables Campus is located directly north of the University MetroRail Station. When leaving the University Station, cross Ponce de Leon Blvd and turn right. Turn left on to Merrick Street. Continue straight until you reach Dickinson Drive, turn left. You will see the Perez Architecture Center about 200 yards in front of you.

If you get lost, please call: University of Miami, School of Architecture 305-284-3731.
For a map visit: http://nuonline.arc.miami.edu/images/UM_SOA_Glasgow.jpg

VISION DEL CNU

Our Civic Spaces

http://www.architect-education.com/classes/umiami/ourcivicspaces.php

CHARTER OF THE NEW URBANISM

Material para el Curso del CNU



http://www.cnu.org/sites/files/charter_book.pdf

Curso de NEW URBANISM, y exámen de acreditación

Learn New Urbanism Online!

The Principles and Practice of New Urbanism is a self-paced online course offered by
the University of Miami School of Architecture, a world leader in New Urbanism.

Fall Course: August 10 - November 23, 2009

http://nuonline.arc.miami.edu/index.html

http://www.cnu.org/accreditation

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