Towards Carfree Cities IV - Programme Details

Berlin 2004 - Introduction - Programme - Programme Details - Conference Speakers - List of presentations - Press Coverage - Video Night 

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Sunday 18 July

Film: "The End of Suburbia: Oil Depletion and the Collapse of the American Dream"
Since World War II North Americans have invested much of their newfound wealth in suburbia. It has promised a sense of space, affordability, family life and upward mobility. As the population of suburban sprawl has exploded in the past 50 years, so too the suburban way of life has become embedded in the American consciousness.
      Suburbia, and all it promises, has become the American Dream.
      But as we enter the 21st century, serious questions are beginning to emerge about the sustainability of this way of life. With brutal honesty and a touch of irony, "The End of Suburbia" explores the American Way of Life and its prospects as the planet approaches a critical era, as global demand for fossil fuels begins to outstrip supply. World Oil Peak and the inevitable decline of fossil fuels are upon us now, some scientists and policy makers argue in this documentary. The consequences of inaction in the face of this global crisis are enormous. What does Oil Peak mean for North America? As energy prices skyrocket in the coming years, how will the populations of suburbia react to the collapse of their dream? Are today's suburbs destined to become the slums of tomorrow? And what can be done now, individually and collectively, to avoid The End of Suburbia?

Monday 19 July

"The Principles of Carfree Urban Design"
Having considered the carfree city as a theoretical construct in "Carfree Cities," I have been working for the past several years to address the question of designing completely carfree urban areas. We have not built carfree districts for nearly a century, and for hundreds of years we have made large concessions to freight transport on wagons and to the rapid movement of masses of troops. The result was that the scale of cities began to become inhuman several centuries ago, and that trend greatly accelerated with the advent of the automobile. Inhuman scale is not intrinsic to large cities; it is possible to design mega-cities at a human scale.
      When we return to carfree cities, especially if freight is transported via a dedicated, below-grade system, we will be able to dramatically reduce the width of streets and to build them with curves and angles. This change makes it possible to resume building the great districts that were lovingly assembled during the Middle Ages. These areas, still to be seen today at the heart of most European cities, are more interesting, more comfortable, and more human-scaled than anything that has been built since. The carfree city thus promises not only a large improvement sustainability, social contact, safety, and health, it also offers us a chance to return to intimate environments scaled and arranged only for the convenience of individuals, not vehicles and armies. The change is more important than I had first recognised. The design of intimate urban spaces will be the focus of my talk.

"Structuring Car Culture: Driving within Social and Spatial Arrangements"
This paper is divided into four parts. The first section addresses issues related to the discussions that our culture (Western, capitalist) engages in about mobility and freedom. Both what is included in those discussions, as well as how we think about the issues included, influence our decisions concerning the forms of space that we produce. I explore some of the philosophical foundations of those discussions, as well as some of the biases that are imposed upon the construction of space.
      The second part looks at the manipulation of mobility-related needs and wants through the images that surround us. Questions of what kinds of knowledge we have and use to understand those images and buy into the manipulation of our needs are included in this section. The third section outlines some of the dependencies, inequalities and acts of violence that are propelled by car use, particularly in North America.
      The last part proposes some ways in which change could be brought about, including changing how we discuss and challenge the assumptions of car-related freedom. The purpose of this paper is merely to add to the existing wealth of knowledge and resources that combine to criticise the dominance of car use, propose alternatives, and inspire action.

"The Impossibility of a Balanced Transportation System"
In much of the Western world and beyond, the automobile has become the most convenient mode of human locomotion, so omnipresent only four generations after its invention that people struggle to imagine life without it. Thus, despite the car's responsibility for a litany of negative impacts on humanity and nature, the various calls for reform have largely fallen on deaf ears or led to feelings of individual powerlessness, as people long for a workable exit route from the hour-long commute and the incessant ferrying of children and the elderly back and forth to their daily destinations.
      In response to this latent demand for change, most contemporary transportation reformers advocate a 'balance among transportation modes' or a 'level playing field' among the various 'options' or 'alternatives'. Notable, however, is the absence of debate as to whether such a state is possible, let alone desirable. Is the ideal transportation system simply a matter of personal choice among a palette of what could be peacefully co-existing options, as market ideology would suggest? Or does the rise of one mode typically occur at the expense of another, such that our priorities must be decided collectively rather than individually?
      This presentation analyses both the pedestrian's and the automobile's ideal 'habitats', followed by a detailed discussion of what an imaginary, 'balanced' city structure might look like, and what its repercussions on society might be. Finally, we judge whether the 'balanced' city is equally suitable to the pedestrian and the automobile as compared to their ideal 'habitats', or whether such a city structure serves as a compromise rather than a true balance.

"When the Wheels Are On Your Side: How the Disabled Are Our Strategic Allies"
This is a workshop devoted to hatching new strategies for integrating disabled activists and organisations with our alternative transport projects. We will brainstrom and discuss ways to make your projects accessible, and why and how we can join with disabled lobbyists for bike lanes, public transport and pedestrian zones. You will learn to employ the natural alliance between disabled activists and carfree activists to increase our lobbying and fundraising capacity.

"Market Studies on Carfree Areas: the Example of Cologne"
Ralph Herbertz, speaker for Autofreie Siedlung Köln (Cologne Carfree Living) discusses his organisation's carfree living project, the first such neighborhood in that city.

"Can New Toll Lanes Bring Less Car Dependence?: Transportation Regulatory and Market Reforms vs. Pavement Moratorium"
Can improvements in motor vehicle infrastructure and management, such as managed toll lanes, contribute to the goals of the carfree movement, such as reducing growth in traffic and pressures for even greater expansion of motorways? Or should activists just say no to new roads? This issue, now faced in the US, is relevant worldwide as pressures for private road development grow. How can regulatory and market reforms be mobilised to minimise harm that roads cause to the environment and equity and to ensure that carfree travel modes are not cut off transportation revenue sources? US transportation law reforms in the early 1990s required greater local and public involvement in decision about transportation investment, with accountability for environmental impacts. These reforms helped shift billions of dollars in public investments from highways to public transport, bicycles, pedestrians, and environmental mitigation and spurred better planning, with more participation, though the reforms are now threatened.
The US Congress is considering legislation that could weaken environmental protections and authorise privately financed toll motorways exempt from timely accountability while shrinking tax revenues for public transport, further increasing sprawl and car dependence. Competing legislation could expand authority for new toll lanes but hold these accountable to performance goals, public involvement, and allow priority use of toll revenue for public transport, walking, cycling, and mitigation of adverse impacts. This could curb future motorway expansion through pricing and by better managing existing and new road capacity, while accommodating some traffic growth and sprawl. How should carfree advocates react to such proposals? What is the merit of such compromise approaches vs. pursuit of a "pavement moratorium"?

"Hypermobility: Further Thoughts"
The threat posed to the natural environment by the growth globally in the numbers and use of cars, and the much more rapid growth of air travel, has received much attention but little effective action. The social consequences of this growth have received much less attention. This growth, I argue, is not only exacerbating environmental and social problems, but making solutions to these problems by democratic means - by governance - increasingly difficult.

"On the right track? Environment and Transport in the new Europe"
The new guidelines for the Trans-European transport networks have just been adopted, the new enlarged European Parliament elected, and the new regulation for the next EU financing period is currently in the works. Now is the time to look at transport in Europe from an all European perspective and to make sure Europe is heading in the direction of a more sustainable transport system. BUND (Friends of the Earth Germany) has started a new project which aims at better connecting local activist's efforts with the European perspective. The workshop will give a short introduction to this project and will discuss possible ways to achieve a better exchange between transport activists in old and new member states as well as between the local, regional, national and European levels.
Viviane Raddatz, BUND (FoE Germany)

"Towards the Carfree City: The Situation in Belgium"
This visual presentation will provide an overview of existing and planned carfree areas in Belgian cities. Specific sites to be discussed include La Baraque and the city centre in Louvain-la-Neuve, Les Venelles in Woluwe-Saint-Pierre, La Placette in Wezembeek, and Galeries Saint-Hubert in Brussels. Traditional (non-planned) carfree areas include those in Brugges, Leuven and Gent. The talk will also discuss cultural and social obstacles to the realisation of such projects in Belgium.

"Lamma: A Carfree Chinese Island"
An informal slide show presentation observing the daily life on this carfree island in Hong Kong. Images depict the the landscape, people and street life of the main villages in order to give viewers a glimpse of the everyday life and culture of Lamma. There will be brief comments on past development issues and a description of the efforts of local groups who are attempting to preserve Lamma as a carfree island.

Tuesday 20 July

"Europe's Carfree Residential Developments"
Based on a tour of European carfree housing projects in the Netherlands, Germany and Austria, the projects, which discourage or prohibit automobile ownership by residents, have received limited and skeptical reception by politicians, public sector planners, and academics. Instead, these projects should be the centerpiece of a policy to achieve sustainable urban life. The projects present an improved quality of life due to superior open and green spaces. In addition, the projects integrate the best elements of "green architecture," seeking to use less electricity and water, through use of building materials, insulation, and special elements such as green roofs, solar generation of power, and the reuse of surface water.
      The three characteristics of these projects that argue for their further study and replication as the centerpiece of urban housing development are (1) residents of carfree housing projects come together in search of an ecological community, reinforcing community goals and practices, with residents relying primarily on walking and bicycling rather than driving or even public transit, (2) The ecological community educates and reinforces a lifestyle of ecological sensitivity, and (3) accommodating the huge European demand for living in attractive accessible ecological communities is the best antidote to the destructive increase in the automobile dominance of European cities.

"Carfree Living in Hamburg-Barmbek, the First Such Project in Germany"
After questioning 400 interested households, an unused industrial area in Hamburg Barmbek that was owned by the city was chosen in September 1994. The area is about 3.5 hectares, limited to the east and the south by a canal and to the north and the south by streets. After discussions with the authorities, we were allowed to realise the first half of the 111 flats on our own. Currently 200 people are living in this area. Thirty-one flats belong to the carfree association "Wohnwarft" while 18 flats are owened by the community "Barmbeker Stich." "Leben mit Behinderung GmbH" is responsible for 14 flats for disabled people and 48 flats, owened by the urban building-cooperative "GWG," are publicly supported rented flats.

"Ecocities: Cities for People and Nature, Not Cars"
I will be presenting the basic principles of ecological city and town design as best I can understand them from my experience of travelling to and studying examples around the world. Photographs, maps and drawings will explore many patterns and details of cities, towns and villages, from the foundations in land uses and three-dimensional geometry, to the details of technique and technology. I will feature our own projects in Berkeley, California, and the use of various tools from ecocity zoning overlay maps to transfer of development right in the building and rebuilding of cities so that they can move "towards carfree." There will be a number of very detailed drawings depicting a wide range of potential future cities.
A larger context needs to be understood ­ and a very large project, too. The context of "peak oil" and collapse of the biosphere implied by climate change are intricately and intimately tied in with city structure and particular features and functions. We need a "Plan B" to rebuild the entire civilisational project of humanity. And for better or worse, it has to happen fast.

"London's Congestion Charge: A Model for Europe"
The introduction of a congestion charging scheme in London in 2003 and its widely recognised success show that the pricing mechanism and transport theories of demand management, when supported by a clear transport strategy and strong programme management can find their practical applications in effective road user charging programmes. The empirical evidence shows that congestion charging has generated substantial advantages for London, reducing traffic entering the charging area by approximately 20 percent and traffic congestion by 30 percent. At the same time substantial improvements have resulted to the bus service, which emerged as the natural substitute for cars. The experience acquired during the introduction of the London scheme and the extrapolation of some general considerations and principles from it are a starting point to help understand the implications of such programmes and to begin to explore their feasibility in other congested urban areas.

"What Berlin Could Have: Carfree Quarter at the Panke"
The report is about the planned "Carfree Quarter at the Panke" in Berlin-Mitte, which is developed together with a network of several Berlin NGOs and interdisciplinary planners over the last few years. The project has received the support of initial investors and has received political support by the district and - partially - the Senate of Berlin. In recent months the project has been threatened by the move of the BND (Germany`s secret service) from Munich to Berlin - to the same site...

Wednesday 21 July

"Less Car Traffic through New Town Planning Concepts: The Model District Freiburg-Vauban"
The model district Freiburg-Vauban is one of the first low-car housing projects in Germany. The goal of the traffic concept is not to create a small, car-free enclave, but rather to reduce the use of cars in the entire district to the benefit of all inhabitants. The result is the combination of two forms that are not usually integrated into one concept: "parking-free" and "car-free" living.
      For large parts of the residential area, the Vauban development plan prohibits the building of parking space on private property. Instead, private cars are parked in a communal car park located at the periphery of the residential area ("parking-free" living). Residents without cars are exempted from the financing of the communal car park. They sign a contract with the Association of Car-Free Living and renew annually a "car-free declaration".
      Within the project "Optimisation of the Traffic Concept of the District Freiburg-Vauban during Implementation" sponsored by the German Federal Foundation for Environment, the DLR - Institute of Transportation Research could carry out an evaluation of the traffic concept. The results show the influence of car-ownership on the mobility behaviour of people and the changes of mobility behaviour that took place after the residents relinquished use of their cars. One of the most impressing results is the high amount of car-sharing users within the district. Whereas in Germany only 0.1% of people owning a driving licence use car-sharing, the share of car-sharing users in Vauban is 33% of all adult persons.

"Carfree Urban Tourism and Green Traffic Routes in the City"
The presentation is divided into two parts: {I} experience-oriented, target-group specific concepts for carfree travel to events, and (II) solutions for an environmental-aesthetic inner city traffic design.
      (I) Events have in the last few years increased in significance as leisure time activities and therefore represent a significant economic factor for city tourism. Since these attract people from a regional and super-regional area, they create significant traffic, dominated by private automobile use and the accompanying consequences. The presentation shows innovative sustainable traffic concepts whose goal it is to integrate bus or rail with the event and thus making alernative transport modes more attractive.
      (II) Once in town, the vision for an attractive urban design calls for "green rails" to improve the street space. Event visitors are led to their destinations by green corridors; for example for it 2003 international garden show the city of Rostock improved traffic corridors with low-maintenance vegetation.

  • speaker: Angela Jain, Agricultural Faculty, Humboldt University

"Car Sharing in Europe"
In 2004, by order of the federal German Ministry of Transport, the Öko-Institut (Freiburg) and the German Aerospace Center (Berlin) carried out a survey of car sharing. An assessment and evaluation of car sharing in Germany was conducted, and recommendations for future development were given. The study involved a survey of German car sharing organisations and a description of the current state of car sharing in Europe, along with a survey of the German population (with a representative sample of 1,000 people).

"Existing Carfree Housing Projects"
In 2000 Öko-Institut in cooperation with Bauhaus-University Weimar carried out a survey regarding carfree and car-lite housing projects in Germany and neighbouring countries. The project's aim was to emphasise qualities and opportunities for urban development created by housing projects that treat the parking space regiment innovatively with constraints and reduce residents' car traffic in the surrounding residential area. The survey aimed to add to the carfree housing debate, which tended to focus on rejecting car ownership, by offering positive messages about new possibilities offered by such projects. Our survey described six carfree and car-lite housing projects and assessedd their mutual characteristics.

"Carfree Day Organising Strategy, Part I"
What are the successful ways in which people around the world have implemented carfree days? Speakers disucss their experiences, strategies and lessons learned. Dominika Zareba shares her experiences from Krakow, Poland. Erika Jangen of the European Commission discusses the "In Town, Without My Car!" & European Mobility Week programme.

"Carfree Day Organising Strategy, Part II"
More strategies and experiences from carfree days. Hanns-Uve Schwedler talks about the state if the new EU member countries, where municipalities encounter difficulties in trying to implement carfree projects. Other speakers are Annette Egetoft from the City of Copenhagen and Benjy Barnhart of Germany's Green City organisation.

"Children's Mobility Education"
Growing into a mobile society is considered as an important task to be solved during childhood and adolescence. In the last three decades, as a consequence of an extraordinary increase in car traffic, the conditions of socialisation have dramatically changed, mostly to the disadvantage of children and youth. The family plays a decisive role for socialization. The attitudes and the behavior of the parents - and here still predominantly the mother - might inform those of the children for a lifetime. Especially for pre-school age children, most decisions about how everyday distances are covered will be taken by the parents. Accordingly, approaches to influence early childhood socialization experiences in the direction of a car-free mobility should primarily focus on the parents, especially mothers. For intervention measures to be effective, empirical patterns of behavior and the reasons and background conditions of parental choices of transport mode are to be analyzed. This is the goal of the presented studies. Depending on whether the children grow up in an urban or sub-/between-urban area, they show different patterns of behavior and are exposed to different socialization experiences. These differences are presented and discussed in this presentation.

"How to Set Up a New Carfree Housing Project"
The aim of this workshop is to give an exchange of experiences and strategies of the development of carfree housing projects. We will discuss the necessities of networking, lobbying and finding investors. Another focus will be on the cooperation with the local administration, the role of the public media, as well as the criterias and conditions for possible sites which are suitable for carfree housing projects. The workshop will also explore the possibilities of participation of future carfree city inhabitants.

"Greenways - Intercity Corridors for Non-Motorised Transport and Eco-Tourism"
Greenways are routes, roads, or natural corridors used in harmony with their ecological diversity and their potential for sport, tourism, and recreation. They bring benefits in the area of protecting nature and national cultural heritage, they improve transportation, recreation, and tourism possibilities, and they inspire citizens towards a healthier lifestyle and sustainable use of local resources. Greenways lead citizens, state and local representatives, state offices, and businesses to plan together and improve life in their communities.

A Gendered View on Automobility
Of course, it seems hardly fair to compare the mobility situation of a North American "soccer mom" who is shuttling her children back and forth between various suburban pastime activities in an air-conditioned SUV to that of a Sub-Saharan village woman who has to walk more than three hours every day just to collect and carry water for herself an her entire family. Nevertheless, there are some commonalities regarding the situation of women as a group within any given society. Most importantly, regardless of the rate of motorization of a society or its wealth, women have less access to individual forms of transport, especially cars, than men - while at the same time typically being more dependent on various forms of transport for load carrying. Focusing on the situation in already substantially motorized societies, we will therefore discuss the reasons for and consequences of women's reduced "automobility", and consider various strategies to overcome the structural disadvantages primary caretakers have to contend with in urban environments today.

"New Developments in Africa and Asia"
In many respects, the continents of Africa and Asia have largely been absent from some recent advances towards sustainable urban transport. While Latin American cities such as Bogotá, Curitiba, and Quito have implemented impressive public transport and non-motorised initiatives, there are few equivalent examples in Africa and Asia. However, renewed efforts in these regions may soon result in more comprehensive demonstrations. Organisations such as GTZ, ITDP, and USAID are involved in promising initiatives on both continents. This session reviews the current projects and the future prospects for sustainable transport initiatives in Africa and Asia. The session will also note the various information resources that are available to transport policy-makers in developing cities.
      The presentation looks at three topics. 1) New projects in Africa, including Bus Rapid Transit and bicycle promotion, 2) New projects in Asia, including modest successes in sustainable mobility have been realised in cities such as Kunming (China), Taipei (Taiwan), and Seoul (South Korea), and 3) the Sustainable Transport Sourcebook (www.sutp.org), GTZ's guide for developing cities.

"New Mobility Services: Bicycle Stations, Mobility Agencies, Call-A-Bike and Velotaxi"
A presentation on alternative mobility providers: Oeko-Institut, ADFC's Bicycle Stations, Call-A-Bike, and Velotaxi
     Georg Hundt of the bicycle station in Münster presents the concept of a complete bicycle/mobility service station at the juncture of bike and rail. The Münster station is one of the first German bicycle stations.

"Carfree or Not: The Subtle Dangers of Designed Spaces"
With tiresome regularity, transportation professionals and bureaucrats continue to document the hours of people's life-time wasted by being freighted like packages in cars, buses, trains and planes. For example, in the study on Urban Mobility in the U.S. published in September 2003, the Texas Transportation Institute reports that congestion during rush hours has tripled over the last decade or so. This is hardly news for those concerned with designing carfree cities. The dreary data only confirms what they already knew: the growth of automobiles maims people's ability to move.
      It is for many good and well-known reasons that the idea of carfree cities has gained currency. Over the past three decades or so, well-intentioned thinkers and activists have debated, discussed, and offered alternatives to the reign of the automobile. They take a modest pride in such cities as Amsterdam and Portland to showcase their success. It is indisputable that these cities exemplify the benefits of carfree urban design. Therefore, it seems at least churlish, if not downright perverse, to question the very idea of designing carfree cities.
      Yet, that is what we want to do. We do not challenge the appropriateness of reducing or even eliminating cars from cities. Instead, our criticism is directed at the notion of 'designed spaces' whether urban or not; whether carfree or not. The ideas of 'space' and 'design' form the basis for the efforts of both transport engineers who try to optimise the human freight on highways and of critics who try to reduce the dependence of people on automobiles. We argue that this underlying idea of 'urban design,' common to both technocrats and their critics, implies confining people in managed environments. It is doubtless true that transportation engineers and bureaucrats have begun to 'democratise' urban design by involving lay people in its planning. It is not less true that the weakening of this professional dominance was due, in no small measure, to ordinary citizens agitating to reclaim their liberties. We argue that such citizen participation in technocratic projects leads to citizens treating themselves as technocrats would. Accordingly, it seems reasonable to assume that people will walk and bicycle in spaces designed for these purposes. However, it is less assured that these spaces would not resemble petting zoos.

Thursday 22 July

"Berlin's Optically Carfree Quarters"
We will visit two newly completed "optically carfree" residential neighbourhoods in Berlin-Steglitz ("Woltmannweg-Siedlung") and in Berlin-Zehlendorf ("Ökosiedlung Berliner Strasse/Colmarer Weg"), as well as a collection of older buildings in Berlin-Kreuzberg ("Riemanns Hofgarten"). (Details about these districts here.) They all have in common that cars cannot drive or park in the interior of the complexes. The newer projects, however, include the usual number of parking spots at the edge of the complex or underground, meaning that there is no financial advantage typical of truly carfree living. Nevertheless, the projects do show a noteworthy level of quality of life. "Riemanns Hofgarten" is a particular beautiful example of Berlin's many courtyards from around 1900.

"Traffic Calming in B.-Schöneberg: 'Crellekiez'"
N. Rheinlaender shows simple and inexpensive examples of effective structures for restricting neighbourhood car access, almost all of which can be financed by the regular budget. These constructions force through traffic to use main arteries, and prevent cars from driving down neighbourhood streets at high speeds, threatening especially children and the elderly and generally making neighbourhoods unliveable. A prerequisite for their "watertight" functioning is knowledge of traffic flow (for example, towards a motorway on-ramp). These measures, however, must all be combined systematically. All the examples we will see were actively implemented by neighbourhood groups, occasionally with effective media action aimed at public officials.

"Traffic Calming in B.-Kreuzberg: 'Graefekiez'"
Boeckhstraße is an effective example of traffic calming on a non-built up neighbourhood street, implemented by the city's construction department. The implemented construction materials are quite large, but do not allow any free space for extra parking spaces. All open space is well defined. The uncoupling of Grimmstraße from Admiralstraße was an effective way of rededicating a former main artery between Südstern and Kottbusser Tor. Interrupting Admiralstraße and traffic circulation at the intersection of Admiralstraße and Kohlfurter Straße are other possibilities for effective traffic calming.

Friday 23 July: World Carfree Network AGM

A Carfree Institute
[facilitated by J.H. Crawford]

The Carfree Institute has existed as a "good idea" for several years. It is seen by many as a necessary tool of the carfree movement. The Institute will bring to the carfree movement the level of professionalism that now characterizes the New Urbanism and Traditional Architecture movements, which are not specifically addressing the carfree initiative.
     The Institute would not be politically active itself, although some of its members might be so engaged. The Institute would, however, serve as a link between the carfree movement and architects, planners, and various levels of government. It would conduct advanced research, offer training, and provide consultation on carfree urban development. It would develop tools, resources, and guidelines useful in carfree planning, design, and development. It is to be hoped that the Institute could quickly commence several critical research projects requiring comparatively little funding. Eventually, it should conduct extensive original research.
     The training of tomorrow's carfree experts is a major purpose of the Institute. In the beginning, the Institute would hold occasional seminars (perhaps in connection with Towards Carfree Cities conferences). Eventually, it should become a certificate-granting institution of higher education.
     The work of the Institute would be conducted by its Associates. Two kinds of associates would be recognized, those in residence at the institute and remote associates who are members of other organizations but able to put their skills and time at the service of the Institute. Until the Institute has physical quarters of its own, all associates would be remote associates.
     Under the framework of the World Carfree Network charter and within the direction established by the Institute's board of directors, associates would guide research, perform peer-review of the work of other Institute associates, and conduct self-directed study and research projects. Associates would serve as academic advisors to students focusing on carfree issues.
     Associates in residence would also offer workshops, seminars, and training. A core facility of the Institute would be its library of information in all media on cities, sustainability, transport, and related topics.

The following questions require early resolution:

  • What city will host the Institute? (Venice?)
  • What is the charter and legal form?
  • How much money is needed and where will it come from?
  • What are the highest-priority activities for initial consideration?

I hope to see a functioning Institute within two or three years, which is ambitious and may only be possible if a single deep-pockets benefactor can be found (a university would be ideal).
      - J.H. Crawford

[facilitated by Stephan von Pohl]
Worldcarfree.net is intended to become a clearinghouse of information from around the world on the implementation of carfree concepts and the revitalisation of our towns and cities. In addition to serving the carfree movement, Worldcarfree.net is intended to offer resources for architects, planners, teachers/professors, decision-makers and engaged citizens. The website is therefore intended to be positive and inclusive, so that it addresses as many different people as possible. This type of website was designated as a high-priority project at the Towards Carfree Cities III conference in Prague. The website now exists, but how shall it develop? What kind of information should be presented? What structure should it follow? We invite all conference participants to also participate at the further development of our public internet-based "face."

Saturday 24 July

Video Workshop
The creators of the AK Kraak videomagazine will give a workshop on documentary filmmaking. Joining them will be Ell Southern, video activist from Obin Independent Media Workshop, Gdansk/Poland, the makers of Grand Bicycle Ride, which will be shown at our video night. Topics include camera work, filming, and editing. (Participation limited to eight people.)

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