Con una piazzetta da rifare, non ci sono idee da buttare…..

Un dì sereno

ad un giovane condottiero insieme alla sua spalla

venne in mente una palla.

E’ una palla, è una sfera,

nessuno capì cos’era!

Dopo tanto lavoro

tutto iniziò ad avere un tono,

così, la brava gente iniziò ad apprezzare

e decise che da quel momento avrebbe voluto aiutare.

Non poche ostilità hanno dovuto affrontare

ma con delle firme hanno saputo fronteggiare

e così, il nemico sconfitto a casa dovette tornare

e di gioia iniziarono ad urlare.

Urlarono non poco,

ma non sempre di gioia

a causa del duro lavoro.

Gli insulti dall’alto a poco son serviti

perché i lavori erano quasi finiti.

Ma il comune dell’orecchio mancato, disgraziato,

ben poco ha stanziato,

ma rabbia e sgomento non hanno preso il sopravvento:

ed ecco la comparsa dei cavalieri

che a causa dei quaranta gradi non si reggevano in piedi.

Stucco e piastrelle colorate

non andavano lavate

bensì attaccate e levigate,

giusto per avere le menti sempre allenate!

Le perplessità del condottiero

a volte disorientava

ma la pazienza della spalla a tutti dava una calmata.

“Tra una settimana finiamo” , disse il saggio,

e il sudore affrontarono con coraggio.

Disse dopo: “Non tra una settimana finisce il gioco”

e nessuno si sentì di fare corone d’alloro.

Il gioco è ormai divertente

ma ancora non c’è qualcuno che ci scommette un dente

per l’impresa impertinente.

Eccitati furono infine,

perché venne il capo edile!

“ La svolta è segnata” , disse la gente consolata.

Ma una sorpresa ci attendeva:

un articolo uscito una sera,

così diceva: “piazzetta inaugurata, ora vado a fare una passeggiata!”

e la gente risposte disgustata.

“ E noi continuiamo”, disse uno,

e non si sentì lamento alcuno.

Continuarono con il caldo estenuante

Senza mai perdere ciò che è importante:

se un impegno viene accettato

sempre a termine deve essere portato,

e il condottiero, la sua spalla e la gente dell’Idria non l’hanno dimenticato.

Michela Luperto (giovane abitante della piazza e costruttrice dell’immaginario) 


“I film, la televisione e i media audiovisivi in generale non si rivolgono soltanto all’occhio. Essi suscitano nel loro spettatore una specifica disposizione percettiva, disposizione che, nel presente lavoro, proponiamo di chiamare “audiovisione”. Un’attività, questa, che non è mai stata considerata nella sua novità: si continua a parlare di “vedere” un film o una trasmissione, trascurando la modificazione introdotta dalla colonna audio. Oppure ci si accontenta di uno schema aggiuntivo, per cui si vedono immagini e si sentono dei suoni, e ciascuna delle due percezioni resterebbe circoscritta nel proprio ambito.” Michel Chion

Requiem, 1973_MICHEL CHION

Giochi, Scherzi e Balli

“The lone man should find his symphony within himself, not only in conceiving the music in abstract, but in being his own instrument. A lone man possesses considerably more than the twelve notes of the pitched voice. He cries, he whistles, he walks, he thumps his fist, he laughs, he groans. His heart beats, his breathing accelerates, he utters words, launches calls and other calls reply to him. Nothing echoes more a solitary cry than the clamour of crowds” Schaeffer 1952

Symphonie Pour un Homme Seul_Schaeffer
con Pierre Henry

Imágenes de Andrés Giraldo

Symphonie pour un Homme Seul_Schaeffer
con Pierre Henrry

Imágenes de Hannah Höch

Symphonie pour un Homme Seul_Schaeffer
con Pierre Henry

Imágenes de Edvard Munch

Symphonie pour un Homme Seul_Schaeffer
con Pierre Henry

Imágenes de: Jules Pascin, Christian Schad, Egon Schiele y Man Ray


Back in the late 1920s and early 1930s, the International Congress of Modern Architecture, guided by Le Corbusier, held a series of conferences ending in a cruise from Marseilles to Athens, which produced the legendary Athens Charter, inspired by Le Corbusier’s dream of ‘radiant cities’ with high-rise towers in vast urban parks, with elevated freeways and separate zones for living, recreation and work. Traditional streetscapes and architecture were eliminated to make way for standardized architecture and industrial technology. Out with the old ! In with the new ! The consequences were tragic, and even today, 40 years after the architectural world realized its error, we still live with the consequences. This May, the pendulum swung. Several hundred architects, developers and public officials met in Charleston, South Carolina for the fourth annual Congress of the New Urbanism, which ended in the adoption of a new Charter – the antithesis of the 1933 Athens Charter. It calls for a return to traditional urban centres and towns, reconfiguring the sprawling suburbs to make real neighbourhoods, creating communities designed for pedestrians, bicycles and transit, where streets, squares and greens have a real sense of place. Urban infill is seen as preferable to peripheral expansion, while non-contiguous growth outside urban boundaries should be in “towns and villages with their own urban edges, planned for a jobs/housing balance, not as bedroom suburbs”. Here on Vancouver Island, we live with many sprawling suburbs and car-dominated shopping malls. How do we begin to bring back a sense of place, community and charm ? In James Bay, the Five Corners shopping centre where Thrifty Foods is located is the natural heart of James Bay, a community of 12,000 people. Right now, it is completely dominated by cars, and people are really secondary. What would it take to redesign it to make it a people-friendly market square ? These are just ideas, but……Phase out most of the parking from in front of Thrifty’s, and close off Simcoe St where it comes in from the west, leaving a narrow route for emergency vehicles. This creates a large pedestrian urban square. Plant trees, install a bandstand, make space for dancing, and encourage cafes to spill out into the square. To create a sense of entry, build a large arch across Simcoe St to the west with residences built inside the arch above the street, to pay for construction. Build two more arches on Menzies, one to the north and one to the south, again with internal residences, and create raised bottleneck crosswalks to slow the traffic moving along Menzies and Toronto Streets. What about parking ? Thrifty’s already offers a home delivery service. Expand this by providing bicycle carts, enabling people to tow their shopping home (just started in Totnes, South Devon, UK). Parking could be metered to discourage lazy use, and phased out over five years as people adjusted to the new shopping habits. A community minibus circling the James Bay streets with space for groceries and supplies would help elderly people come to terms with the loss of parking. Create some new parking at the blocked off end of Simcoe St; there may be other parking spaces which a detailed walkabout would reveal. Yes, there would be initial inconvenience, as people adjusted to the new shopping habits. But there would also be a beautiful market square where people could gather, take coffee, listen to music, watch their children play, and enjoy open air art displays under the shade of the trees, and evening concerts. It is a vision we really have to hold onto, while we consider the loss of the parking. The biggest difficulty, apart from making the transition away from easy parking, would be getting all the owners, planners, engineers, councillors and community representatives around the same table to work out a joint agreement. There would be a hundred objections, any one of which could kill the idea if the larger vision was forgotten. Thrifty’s might be able to open up their fresh produce section to spill out into the market square. New retail shops might decide to fill in the spaces when they realized what a wonderful space for people, culture and happenings the whole place was becoming. It is such an enticing possibility. The next time you visit your corner store or neighbourhood centre, take a good look around. Could it be redesigned too, to make it a place for gathering, street markets and music ? And the suburbs – could neighbourhood centres be created out of nothing by choosing a location where the transit routes meet, narrowing the streets, rezoning the nearby properties for commercial and retail, and installing a village green, with trees and a pond ? It is all in the realm of the possible. Have a great summer !

Guy Dauncey

A Practical Model:

Germany_Friburg_Vauban Quartier_Architect: Rolf Disch

Allarme rosso : il ghiaccio fonde!


Alerte Rouge – La glace fond est une manifestation qui utilise une lumière clignotante rouge , pour symboliser le fait que nous allons au devant d’une catastrophe climatique. Ainsi que nos politiciens ( et ceux qui les élysent ) ne font pas le nécessaire pour respecter les traités sur le réchauffement climatique.

7 Mètres (seven meters) est la hauteur à laquelle montera l’eau si la totalité de la banquise du Groenland fond.

24 kilometres de lumières clignotante rouges seront fixées à 7mètres de hauteur dans les rues de Copenhague pendant le sommet climatique de l’ONU en décembre 2009 qui se déroulera à Copenhague, nous voulons ainsi envoyer un message visuel concernant les consequences énormes que nos actions auront à long terme

Pour connaitre plus :

Survival of the Fattest

’Survival of the Fattest’ a work of Jens Galschiot

Photo By Louise Weiss

The sculpture ’Survival of the Fattest’ is a symbol of the rich world’s (i.e. the fat woman, Justitia) self-complacent ‘righteousness’. With a pair of scales in her hand she sits on the back of starved African man (i.e. the third world), while pretending to do what is best for him.

Climate changes are caused by the western world, but the consequences hit the third world hardest. Even so, we are not willing to give up our way of life or make real changes. The poor countries are willing to do, comparatively, far more to lower CO2 emission than the western world. Still, the west all too often argues that they will have admissions and promises of further CO2 reductions from China, India, Russia and other countries that emit (and always have emitted) far less than the western world.

The little Mermaid is a fairytale by Hans Christian Andersen and one of the most important symbols in Denmark. It is a part of the Danish idea of themselves as a small, cosy nation where the living is good, but where we are also doing our bit to help the world that surrounds us. This is, of course, only a fairytale.

The western world and the Danes sit like the mermaid on the rock or like the fat lady in a safe distance from the water level. Happy and assured that they have the capital it takes to prevent that the climate changes hit us. Meanwhile, island states around the world are being flushed away, while hurricanes, drought and hunger hit the rest of the world, especially Africa. But, we continue to sit on our rocks convinced that the 200 million climate refugees the UN foresee in 40 years will not affect us.

Survival of the Fattest is a part of The aim of the initiative is to put focus on the consequences of global warming through various art installations, which will highlight the climate change from different angles.

to read full programme:

Sustainable mobility #1: think more, move less

An extract from Baraka

What’s in store for the future of individual mobility?

We once hoped that the Internet would replace trips to the mall; that air travel would give way to teleconferencing; and that digital transmission would replace the physical delivery of books and videos. In the event, technology has indeed enabled some of these new kinds of mobility – but in addition to, not as replacements for, the old kinds. Roads built to relieve congestion increase total traffic, and the Internet has increased transport intensity in the economy as a whole. The rhetoric of a “weightless” economy, the “death of distance”, and the “displacement of matter by mind” sound ridiculous, in retrospect. The fundamental problem with the car and the plane is not that they burn too much of the wrong kind of fuel. The problem is that they enable, and perpetuate, patterns of land use, transport intensity, and the separation of functions in space and time, that render the whole way we live unsupportable. Rather than tinkering with symptoms – such as inventing hydrogen-powered vehicles, or turning gas stations into battery stations – the more interesting design task is to re-think the way we use time and space. Distributed computing is an inspiration, I believe, because it’s the information equivalent of sending the acorn, not the tree. There is an alternative way: reduce the movement of matter – whether goods or people – by changing the word faster, to closer. The speed-obsessed computer world, in which network designers rail against delays measured in milliseconds, are years ahead of the rest of us in rethinking space-time issues. They can teach us how to rethink relationships between place and time in the real world, too. Embedded on microchips, computer operations entail carefully accounting for the speed of light. The problem geeks struggle constantly with is called latency – the delay caused by the time it takes for a remote request to be serviced, or for a message to travel between two processing nodes. Another key word, attenuation, describes the loss of transmitted signal strength as a result of interference – a weakening of the signal as it travels further from its source – much as the taste of strawberries grown in Spain weakens as they are trucked to faraway places. The brick walls of latency and attenuation prompt computer designers to talk of a “light-speed crisis” in microprocessor design. The clever design solution to the light-speed crisis is to move processors closer to the data. In ecological terms, to re-localise the economy. Network designers, striving to reduce geodesic distance, have developed the so-called storewidth paradigm or “cache and carry”. They focus on copying, replicating and storing Web pages as close as possible to their final destination, at content access points. Thus, if you go online to retrieve a large software update from an online file library, you are often given a choice of countries from which to download it. This technique is called “load balancing” – even though the loads in question, packets of information, don’t actually weigh anything in real-world terms. Cacheand- carry companies maintain tens of thousand of such caches around the world. By monitoring demand for each item downloaded and making more copies available in its caches when demand rises, and fewer when demand falls, operators can help to smooth out huge fluctuations in traffic. Other companies combine the cache-andcarry approach with smart file sharing, or “portable shared memory parallel programming”. Users’ own computers, anywhere on the Internet, are used as shared memory systems so that recently accessed content can be delivered quickly when needed to other users nearby on the network.

The law of locality
My favourite example of decentralisation of production concerns drinks. The weight of beer and other drinks, especially mineral water, trucked from one rich nation to another is a large component of the freight flood that threatens to overwhelm us. But first Coca-Cola, and now a boom in microbreweries, demonstrate a radically lighter approach: export the recipe, and sometimes the production equipment, but source raw material and distribute locally. People and information want to be closer. When planning where to put capacity, network designers are guided by the law of locality; this law states that network traffic is at least 80 per cent local, 95 per cent continental, and only 5 per cent intercontinental. This is not the “death of distance” once promised by Internet pioneers. Communication network designers use another rule that we can learn from in the analogue world: “The less the space, the more the room.” In silicon, the trade-off between speed and heat generated improves dramatically as size diminishes: Small transistors run faster, cooler and cheaper. Hence the development of the socalled processor-in-memory (PIM) – an integrated circuit that contains both memory and logic on the same chip. So, too, in the analogue world: radically decentralised architectures of production and distribution can radically reduce the material costs of production. We need to build systems that take advantage of the power of networks – but that do so in ways that optimise local-ness. This design principle – “the less the space, the more the room” – is nowhere better demonstrated than in the human brain. The brain, in Edward O. Wilson’s words, is “like one hundred billion squids linked together…” An intricately wired system of a nerve cells, each a few millionths of a metre wide, that are connected to other nerve cells by hundreds of thousands of endings. Information transfer in brains is improved when neuron circuits, fulfilling specialised functions, are placed together in clusters. Neurobiologists have discovered an extraordinary array of such functions: sensory relay stations, integrative centres, memory modules, emotional control centres, among others. The ideal brain case is spherical, or close to it, Wilson observes, because a sphere has the smallest surface relative to volume of any geometric form. A sphere also allows more circuits to be placed close together; the average length of circuits can thus be minimised, which raises the speed of transmission while lowering the energy cost for their construction and maintenance. The mobility dilemma is not as hard as it looks. I have tried here to look at the issue through a fresh lens and to borrow from other domains such microprocessor design, network topography and the geodesy of the human brain. The biosphere itself is the result of 3.8 billion years of iterative, trial-and-error design – so we can safely assume it’s an optimised solution. As J anine Benyus explains in her wonderful book Biomimicry, biological communities, by and large, are localised or relatively closely connected in time and space. Their energy flux is low, distances covered are proximate. With the exception of a few high-flying species, in other words, “nature does not commute to work”.

| John Thackara, Domus 928 |

Traffic Congestion en Ciudad de Mexico

Persuading for Pedestrian Zones

Viene quantomeno da chiedersi perchè questi restano dei casi isolati e non la bella consuetudine urbana cui dovremmo essere abituati.

| Picture: Istiklal Caddesi, Istanbul |

In Istanbul, waterways ruled strong over the seat of empires. The former Constantinople’s claim to fame came from its geography nestled among the world’s most strategic waterways. Once on land, merchants and other city dwellers would generally utilize human and horse power through narrow streets. Then, automobiles became the city’s main method for movement. As the city grew and its population became more motorized, Istanbul rapidly transitioned from sleepy seat of empires past to modern era of transport terror, where people often commute for up to 4 hours a day and gridlock swallows the city whole. Though, one area decided to restore peace and prosperity: Istiklal Caddesi, a major artery through the heart of modern Istanbul.

The pedestrian zone of Istiklal Caddesi, is not only on every tourist’s to-do list, but also a important hub for Istanbul commerce, culture, and history. This street, built mainly in the 1800s, became dirty, dangerous, and overrun with cars throughout the past decades. The city decided to reinstate the old trolley car lines and make the street a pedestrian zone. Istiklal is now the center of life in Istanbul with up to 3 million visitors a day. Public transport strategically placed on both ends of the street provides access to businesses, nightlife, and cultural. Meanwhile, taxis and private mini-buses provide other access points.

The street is so crowded at any given day of the week or time of day that one could scarcely imagine where a car could even fit. Istiklal Caddesi offers peace in its tucked-away cafes and narrow passages filled with flowers, sweets, and other treasures. Although the path to pedestrianization was not easy.

Good for commerce?

Shopkeepers protested that denying cars access would ultimately hurt their businesses. Still the city proceeded. Business revenues most certainly increased. Although more research needs to be conducted to provide data on how much business might have increased, the differences are clear. Pedestrian zones have more room for people, so logically more people come and ideally, shop, eat, or otherwise spend money.

Overall, Istiklal Caddesi raises an interesting point in Istanbul. For whom and where a place is pedestrianized matters. Pedestrian zones might not be appropriate for all business districts, but in certain places they do reinforce local commerce and bring life back to the streets. Which businesses sit on the pedestrian zone are a major determining factor. Istiklal Caddesi’s main businesses are cafes, restaurants, shops of clothes, books, and music, making it ideal for strolling pedestrians to browse.

The nearby neighborhood of Şişhane is the central business area for lighting stores and heavier home goods, which are usually transported in cars. A pedestrian zone would obviously not succeed in Şişhane because the businesses rely on automobiles, however on Istiklal most businesses don’t need cars. Thus, business zoning is an important factor when pedestrianizing street and convincing local business owners

| Laura Root, |