Autonomous Urban Systems
Foreword
Autonomous Urban Systems is my brainchild — a vision aligned with the global mission to accelerate the transition to sustainable energy and affordable high-tech mobility.
Four years ago, I embarked on a deep exploration of smart cities, focusing specifically on autonomous transportation and robotaxis. What I discovered was both revealing and concerning.
In nearly all materials I studied, robotaxis are treated merely as a new form of public transport — a component of the broader "ecosystem" of a smart city. (in my works, I deliberately use the term "techsystem" for human‑made complex systems. "Eco" belongs to forests and natural landscapes — not to engineered infrastructure.)
I believe this is a fundamental misconception.
Four years ago, I embarked on a deep exploration of smart cities, focusing specifically on autonomous transportation and robotaxis. What I discovered was both revealing and concerning.
In nearly all materials I studied, robotaxis are treated merely as a new form of public transport — a component of the broader "ecosystem" of a smart city. (in my works, I deliberately use the term "techsystem" for human‑made complex systems. "Eco" belongs to forests and natural landscapes — not to engineered infrastructure.)
I believe this is a fundamental misconception.
Over four years of research, I have yet to encounter a single serious work from the architectural community that treats autonomous transport as the foundation of urban planning. Yes, there are studies linking urbanism with autonomous vehicles — but nearly all of them are reactive in nature, not proactive. They do not prepare cities for the inevitable autonomous future.
And this is an even greater oversight.
And this is an even greater oversight.
But the most critical — yet correctable — mistake is the absence of an educational programme for the future specialists we will soon need in the tens of thousands. The lack of such talent, coupled with a general failure to grasp the inevitability of the end of the personal car era, could cost America more than just leadership in this field. It could cost the United States its role as a leader in the global civilisational model.
A century ago, the personal automobile was the crowning achievement of the Industrial Revolution. A sole horse power — backbone of transportation for thousands of years (!) was disrupted by visionaries like Henry Ford, Karl Benz, and Ferdinand Porsche — in just two decades. Today, we stand at a similar inflection point.
In theory, a single automotive giant like General Motors could meet the United States demand for passenger robotaxis within a decade. Unlike traditional vehicles, robotaxis do not need to replace conventional cars on a one-to-one basis. Initially, the required fleet would not be 300 million units, but rather 40 to 50 million.
In practice, GM is shutting down its autonomous vehicle division, Cruise, opting instead for the "driver‑assistance smart‑system" approach and continuing to produce conventionally driven vehicles.
In theory, the American architectural school — long a cradle of innovation and, in a positive sense, one of the driving forces behind America’s rapid motorization is well positioned to lead the integration of autonomous vehicles into urban infrastructure and to set a pioneering "autonomous" standard for future architectural solutions.
In practice, it’s sometimes best not to read or even look at certain proposals offered by the Grandmasters of American architecture — just new rhetoric centred on abstract notions such as "green", "justice", and "sustainability". Strikingly, there is complete silence on Waymo’s rollout of autonomous vehicles at San Francisco Airport — an innovation with clear architectural relevance and an obvious example of a sustainable solution leading to a green future.
In theory, we now also have all the tools — AI, 5G/6G, digital twins, advanced sensors, and autonomous driving software — to calculate, plan, and forecast how autonomous transport will reshape cities. This revolution will be the crowning achievement of the Information Age and the dawn of a new era for Humanity.
A century ago, the personal automobile was the crowning achievement of the Industrial Revolution. A sole horse power — backbone of transportation for thousands of years (!) was disrupted by visionaries like Henry Ford, Karl Benz, and Ferdinand Porsche — in just two decades. Today, we stand at a similar inflection point.
In theory, a single automotive giant like General Motors could meet the United States demand for passenger robotaxis within a decade. Unlike traditional vehicles, robotaxis do not need to replace conventional cars on a one-to-one basis. Initially, the required fleet would not be 300 million units, but rather 40 to 50 million.
In practice, GM is shutting down its autonomous vehicle division, Cruise, opting instead for the "driver‑assistance smart‑system" approach and continuing to produce conventionally driven vehicles.
In theory, the American architectural school — long a cradle of innovation and, in a positive sense, one of the driving forces behind America’s rapid motorization is well positioned to lead the integration of autonomous vehicles into urban infrastructure and to set a pioneering "autonomous" standard for future architectural solutions.
In practice, it’s sometimes best not to read or even look at certain proposals offered by the Grandmasters of American architecture — just new rhetoric centred on abstract notions such as "green", "justice", and "sustainability". Strikingly, there is complete silence on Waymo’s rollout of autonomous vehicles at San Francisco Airport — an innovation with clear architectural relevance and an obvious example of a sustainable solution leading to a green future.
In theory, we now also have all the tools — AI, 5G/6G, digital twins, advanced sensors, and autonomous driving software — to calculate, plan, and forecast how autonomous transport will reshape cities. This revolution will be the crowning achievement of the Information Age and the dawn of a new era for Humanity.
In practice..
Insights on this question are likely to materialise within the next three to five years. But it is absolutely clear for me that:
By leading not just in technology innovation, but in advanced urban design, we can:
A unified model and standard for every state will eventually emerge.
All we need now is greater dialogue and collaboration — between technologists, urban planners, policymakers, investors, and visionaries.
In this section, I will share a part of my course on new urbanism, designed to bridge the gap between mobility innovation and city design. You are also welcome to request a free copy of RethinkCities — a study that outlines how cities (and global players) can be reimagined for the autonomous future.
Insights on this question are likely to materialise within the next three to five years. But it is absolutely clear for me that:
By leading not just in technology innovation, but in advanced urban design, we can:
- ensure cities are built to maximise the efficiency of next-generation high-tech mobility;
- shape policies and standards that accelerate adoption;
- create new markets and business models for sustainable urban living;
- foster cross-sector collaboration between tech, infrastructure, and governance.
A unified model and standard for every state will eventually emerge.
All we need now is greater dialogue and collaboration — between technologists, urban planners, policymakers, investors, and visionaries.
In this section, I will share a part of my course on new urbanism, designed to bridge the gap between mobility innovation and city design. You are also welcome to request a free copy of RethinkCities — a study that outlines how cities (and global players) can be reimagined for the autonomous future.
TaaS Course
A century ago, the personal car fundamentally transformed urban mobility and reshaped the physical layout of cities. Today, this once revolutionary invention has become a significant source of environmental and social challenges. According to EPA, transportation sector contributes about 28%-29% of the United States total CO2 emissions, and personal vehicles represent the largest portion within that sector.
Herein lies a critical dilemma: as people’s prosperity increases, so does the number of private vehicles. Consequently, this trend accelerates the approach of a climate catastrophe.
Even if we assume that all vehicles become electric and are powered solely by renewable energy—without burning fossil fuels—this will not solve other issues associated with private car ownership. These include traffic congestion, accidents, maintenance and insurance costs, as well as the persistent problem of parking, where cars remain idle 90 % of the time.
However, the solution exists. It would not only help prevent a climate catastrophe but also resolve the dilemma between rising prosperity and the growing number of cars.
Today, we have the power to engineer a revolution that transcends mere mobility — it is a transformation of lifestyle itself. This potential upheaval could be even more profound than the one sparked by the advent of the automobile itself. Most importantly, we now possess the necessary tools, data, and intelligent design frameworks to deliberately shape and steer this revolution.
Herein lies a critical dilemma: as people’s prosperity increases, so does the number of private vehicles. Consequently, this trend accelerates the approach of a climate catastrophe.
Even if we assume that all vehicles become electric and are powered solely by renewable energy—without burning fossil fuels—this will not solve other issues associated with private car ownership. These include traffic congestion, accidents, maintenance and insurance costs, as well as the persistent problem of parking, where cars remain idle 90 % of the time.
However, the solution exists. It would not only help prevent a climate catastrophe but also resolve the dilemma between rising prosperity and the growing number of cars.
Today, we have the power to engineer a revolution that transcends mere mobility — it is a transformation of lifestyle itself. This potential upheaval could be even more profound than the one sparked by the advent of the automobile itself. Most importantly, we now possess the necessary tools, data, and intelligent design frameworks to deliberately shape and steer this revolution.
Robotaxis will change everything
We must regard autonomous transportation as the cornerstone of our urban future. This revolution is inevitable — the only open question is who will lead it.
According to RethinkX projections, within a decade following the official approval of self‑driving vehicles, 95 % of passenger transportation in the United States will be handled by autonomous electric vehicles (A-EVs). These vehicles will operate on‑demand as part of shared fleets under a new business model known as Transport‑as‑a‑Service (TaaS).
This system will not merely transform the nature of transportation — it will reshape the physical, economic, and cultural fabric of cities.
Although RethinkX’s initial projections seem to have overestimated the pace of change (mainly because of COVID19 and geopolitical disruptions), we might consider 2026 as a potential turning point — the symbolic end of the personal car era. What makes 2026 significant? It could be Tesla’s complete rollout of the Cybercab.
Despite the fact that Tesla’s Cybercab does not fully align with the TaaS model (since the vehicle remains in private ownership), it represents a significant stepping stone toward the autonomous mobility future."
According to RethinkX projections, within a decade following the official approval of self‑driving vehicles, 95 % of passenger transportation in the United States will be handled by autonomous electric vehicles (A-EVs). These vehicles will operate on‑demand as part of shared fleets under a new business model known as Transport‑as‑a‑Service (TaaS).
This system will not merely transform the nature of transportation — it will reshape the physical, economic, and cultural fabric of cities.
Although RethinkX’s initial projections seem to have overestimated the pace of change (mainly because of COVID19 and geopolitical disruptions), we might consider 2026 as a potential turning point — the symbolic end of the personal car era. What makes 2026 significant? It could be Tesla’s complete rollout of the Cybercab.
Despite the fact that Tesla’s Cybercab does not fully align with the TaaS model (since the vehicle remains in private ownership), it represents a significant stepping stone toward the autonomous mobility future."
Course description
Positioned at the intersection of architecture, sociology, and urban planning, this course advocates for a paradigm shift from observational analysis to interventionist practice regarding urban and transportation change. The curriculum emphasizes proactive engagement, empowering students to become agents of intentional change rather than passive observers.
The core objective is to train professionals in an emerging field — Urban TaaS Coordinators — who will regard robotaxis not as technological novelties or "just another mode of transport", but as a fully‑fledged core of urban infrastructure and development.
"Ultimately, students will begin planning for upcoming changes today — for instance, posing critical questions such as: Will this area still need a parking lot with a charging station? (Traditional charging stations for conventional vehicles will become unnecessary with the transition to the TaaS model.)"
Through this program, participants will reconceptualize the urban form in an era where mobility is evolving to become:
The core objective is to train professionals in an emerging field — Urban TaaS Coordinators — who will regard robotaxis not as technological novelties or "just another mode of transport", but as a fully‑fledged core of urban infrastructure and development.
"Ultimately, students will begin planning for upcoming changes today — for instance, posing critical questions such as: Will this area still need a parking lot with a charging station? (Traditional charging stations for conventional vehicles will become unnecessary with the transition to the TaaS model.)"
Through this program, participants will reconceptualize the urban form in an era where mobility is evolving to become:
- autonomous — and, as a consequence, deeply embedded in hi‑tech systems;
- collective — shifting from individual ownership to shared, on‑demand access;
- ubiquitous — seamlessly integrated into the daily fabric of city life.
The course structure comprises two components: a theoretical part and a practical part.
In the theoretical part, students will gain an understanding of the transition from the transportation system based on individual car ownership to fully autonomous transportation, as well as the impact this system will have on urban planning solutions and the social, environmental, and economic spheres of the city.
In the practical part, students will develop a pilot program for the most seamless transition using the example of the Downtown Crossing neighborhood in Boston, which has existing dense development, in three stages:
Additionally, students will be asked to develop a model of a suburban residential area fully serviced by robotaxis.
In the practical part, students will develop a pilot program for the most seamless transition using the example of the Downtown Crossing neighborhood in Boston, which has existing dense development, in three stages:
- Designation of an "autonomous" transportation lane within the current model (for example, an autonomous shuttle service from the airport; the airport as an "autonomous" zone);
- Transition of 50 % of traffic to TaaS;
- Transition of 100 % of traffic to TaaS.
Additionally, students will be asked to develop a model of a suburban residential area fully serviced by robotaxis.
- Finally, students will be tasked with developing a City‑as‑a‑Service (CaaS) model using Las Vegas as a case study — a city that, in many respects, already functions as a service‑oriented urban environment.
THEORY
To learn more, please contact me
