E2 A Street is a Terrible Thing to Waste

PowerPoint Presentation

A Street Is A Terrible Thing To WasteJohn Montague Massengale AIANorman W. Garrick

[email protected]

[email protected]

One of the reasons we wrote the book is because theres a revolution going on in street design now. Were coming to realize that for much of the last century weve been building transportation corridors rather than places for people, and were getting more interested in making places for pedestrians and cyclists. MY OFFICE - SPECIAL TIME - COME BACK TO THIS

A Street Is A Terrible Thing To WasteVision Zero & Completer StreetsTerrible Lafayette Street, New York, New York

Theres been a revolution, but the evolution of the solutions is slow, and not all the current responses are equally good. SAME STREET AS PICTURE BEFORE, LOOKING OTHER WAY.

Thank you, XXX. Yes, I wrote a book about Street Design with Victor Dover. When we started the book, we sat down together and made a list of our favorite streets and streets we were curious to see, and then we consulted with our friends and colleagues, who gave us their own lists.

Singelgracht, Amsterdam, the Netherlands

We got a travel grant and we went to visit and revisit many streets. This was one of the first places we went, the Shinglegracht in Amsterdam, which is a little urban paradise. Ill come back to this.

A Street Is A Terrible Thing To Waste

And of course we have to look at what weve been building for the last few decades, which are transportation corridors for cars that are actually hostile and dangerous for pedestrians. And its worth saying that at least 40% of Americans are too old, too young, or too poor to drive, and an increasing number of Millennials are simply choosing not to drive.

Functional Classification Arterials, Collectors, Local

Level ofService (LOS)

BRIEFLY EXPLAIN SOMETHING WERE LESS FAMILIAR WITH THAN PEOPLE IN OTHER PARTS OF THE COUNTRY.

Functional Classification Level of Service (LOS)

Traditional Neighborhood Walkable Index Number (WIN)

THE NEW SYSTEM SEPARATES THE CAR FROM THE PEOPLE AND PRODUCES A NEW PATTERN OF DEVELOPMENT.WIN & LOS

And we pointed out if you plan for cars, youll get places for cars, and that if you plan for people, you will get places for people. And so we replaced the 3 street types of Functional Classification with what we called the 11 Essential Street Types.NEXT

The New Urban Transect describes the range of natural and built environments from the heart of the wilderness to the center of the city. The diagram for the Transect show these as Transect Zones: each urban T-zone is a neighborhood with most or many of the needs and activities of daily life within a short five-to-ten minute walk.

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The diagram for the Transect show these as Transect Zones: each urban T-zone is a neighborhood with most or many of the needs and activities of daily life within a short five-to-ten minute walk. The Transect reflects the New Urban reaction to the sub-urban way we've been building for the last 50 years, a way of building that mandates the same auto-based, single-use sprawl for most places from the country to all but our biggest cities. In this sub-urban world, only nature (T-1 and T-2) is worthy of our attention everywhere else we retreat to our houses, cars and backyards.T-zones have implications for architectural and urban form not so different from the old saying for suits and business dress, Dont wear brown in town. A tower appropriate for Boston doesn't fit in Belfast, and McDonalds designed for the strip doesnt fit either.I made some transects to illustrate this. Heres the Paris transect

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... and for those of you whove missed the last 200 issues of People magazine, this is Paris Hilton, with Paris in T-3, and Paris in T-2. Paris is always in fashion, so she dresses appropriately for each T-zone. But there's a practical aspect too: her Manolo Blahniks look great on Rodeo Drive, but they get stuck in mud when she's on her country estate.Here's Paris in T-1... Jane told me I wasnt allowed to show Paris au naturel in the Natural zone. But at the other end, in the Special District, we have the Red Light District.

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And heres the transect for Pittsburgh. Down on the end you can see what we call a transectualNEXT

T1 - Central Park Steps, New York, New York

DESCRIBE

T5, Metropolitan Museum of Art, New York, New York

Only a few hundreds yards away, on the urban edge of Central Park,

So we went beyond Functional Classification to talk about the 11 Essential Street types in different contexts: we showed them in Historic Streets,

Retrofitted streets, and new streets

Via Appia Antica (the Appian Way), Rome, Italy

We had some very old streets

Littlebredy Lane, Dorset, England

some country lanes

Main Street, Cooperstown, New York

And American streets, like this classic Main Street in Cooperstown, New York, where the Baseball Hall of Fame is.

Hoffman Lane, Cooperstown, New York

Perpendicular to Main Street in Cooperstown is this alley, one of our eleven essential street types. Alleys are useful once you get to a certain density. Without them you have to make curb cuts in the sidewalk, and thats bad for pedestrians.

Pequot Avenue & Old South Road, Southport, Connecticut

A great American tradition: tree-lined, walkable streets with single-family houses. NEAR OUR TOD.

Quince Street, Philadelphia, Pennsylvania

We had very narrow streets, like this nineteenth century skinny street in the historic center of Philadelphia.

Market Street, Charleston, South Carolina

We talked about principles of urban design, like putting important buildings in important positions at the end of streets, to announce their importance. We call that a Terminated Vista. Landmarks like this also become a way you navigate the town.

Centre Street, New York, New York.

Heres a Deflected Vista, near my office in New York.

Regent Street, London, England

This is Regent Street, in the center of London. Youll see this big curve in the next slide.

Regent Street, London, England, 1814 Plan

This shows the street overlaid on the old medieval grid. DESCRIBE. BIG DIG.

Air Street (Regent Street), London, England

New buildings on the old medieval streets crossing Regent Street. IMPERIAL SCALE

Paseo de Gracia, Barcelona, Spain

This is what we call a multi-way boulevard.

Longmoor Street, Poundbury, England

NEW STREETS. PRINCE CHARLES. LEON KRIER.

Longmoor Street, Poundbury, England

COMPARISON TO PREVIOUS PHOTO

Dauphine Street, New Orleans, Louisiana

NOT A PLACE WITHOUT PEOPLE. DESCRIBE.

Main Street, Nantucket, Massachusetts

MAJESTIC CANOPY, DISTANCE ACROSS,


HORSE TROUGHCOBBLESTONES85 FEETThe successful construction of a place like NantucketsLower Main begins with the making of the street. Thebuildings lining Lower Main Street reinforce ones senseof the street itselfthe space between the buildingsby making a solid streetwall. None of the buildings areindividual masterpieces, but they all have the urban virtues of traditional materials, composition, rhythms, and beauty. Traditional composition means that they have distinct bottoms, middles, and tops; thattheir design involves the use of principles like centering,symmetry, the appearance of obeying the laws of gravity(their walls have substance, with light and shadow, vertical openings, and openings spanned by lintels); and that they have architectural scale and ornament that relates to human scale, human culture, and even the human body. Traditional composition does not mean that they are in any particular style, or that they cannot appear modern.


1) SAFE 2) CONNECTED 3) COMFORTABLE 3) INTERESTING


GRADING, TOPOGRAPHY


STARBUCKS, THREE BRICKS, RETAIL LESSONS IN BOOK, WHALING TO RESORT


The challenge for America is to build again in our neighborhoods, towns, and cities in a way that produces great places we all can afford. Then we can concentrate less on preservation and more on making the future better.


TRAFFIC CALMING, COBBLESTONES, YELLOW PAINT, REFLECTORS, COME BACK TO THIS

Main Street, Great Barrington, Massachusetts

DOT, NATIONAL GEOGRAPHIC, RUBINERS, RESTAURANTS, The Seven Roles of the Urban Street Tree1. Define the space of the street.This particularly applies to streets that are too widefor the height of the buildings, streets with holes inthe street wall, or suburban streets with buildingstoo far apart to contain the space of the street.Mature trees provide a canopy.2. Define the pedestrian space.A mature canopy hides the tops of tall buildings,giving the sidewalk a consistent human scale.3. Calm traffic and protect the pedestrian from cars.The tree is aided in this by on-street parking.4. Filter the sunlight.Deciduous trees, unlike evergreen or palm, serve differentfunctions in the summer and winter. Trees alsolower city temperatures in the summer and changecarbon dioxide into oxygen through photosynthesis.5. Bring order to the street.Trees should be laid out with regular geometries,repetition, consistent sizes, and alignment. On long,straight streets, trees that form canopies over thestreet limit the visual length of the street.6. Visually soften the streetscape.At some times of the day, the shadows are as beautifulas the trees.7. Introduce the beauty of nature.Living plants contrast with the buildings, and inmany parts of the world introduce seasonal change,color, and fragrance.


SIMPLICITY OF ARCHITECTURE

Railroad Street, Great Barrington, Massachusetts

THREE BRICKS

Railroad Street, Great Barrington, Massachusetts

Railroad Street, a short shopping street in Great Barrington, Massachusetts, shows how easy it can be tomake a good street, because the elements and details ofthe street are so simple and easy to replicate. It has onemedium-length block that goes uphill from Main Street(Figure 4.55 later in this book) before the street makesa right turn and becomes a service street for a parkinglot next to the railroad tracks (Figures 2.115 and 2.118later in this section). The sidewalks are poured concreteslabs with granite curbs, and the streetlights are old cobra heads. The buildings along the street are two- andthree-story mixed-use buildings, with storefronts onthe ground floor and offices or apartments abovealltypical of Massachusetts in the nineteenth century. TheWestern Massachusetts town has enough tourists so thatthe spaces have a high occupancy rate, but the rents arenot expensive, and no one is getting rich owning thestores or buildings.Lets catalog why its good. The space is a comfortableoutdoor room, because: It is well proportioned; the tallest buildings areapproximately three-quarters as tall as the street iswide. From wall to wall, the space is 50 feet wide and350 feet long (1-to-7). The slight upward slope gives the building thatterminates the vista more prominence and increasesthe sense of enclosure. The streetwalls that define the room are almostcontinuous. The streetwalls have great firmness, a solidity thatcomes from their weighty materials and the lightand shadow that show the depth of the facades. The materials that make the streetwall, primarilybrick and stone, are pleasing to the senses. The vertical window openings above the groundfloor and the number of individual buildings onthe block give a visual counterbalance to the horizontalspace. The weathered asphalt floor is a pleasant grey.The asphalt harmonizes with the building colorsand unifies the space. The parked cars and the painted stripe alongsidethe parked cars visually narrow the space. The cars, the stripe, and the sidewalks are all parallelto the streetwalls. The street plan works well with the block.The buildings are not great works of architecture,but they are all beautiful in a simple way that reflects thevisual principles described by Christopher Alexander inA Pattern Language and The Nature of Order. The simplecompositions of their facades and their natural materialsmake excellent background buildings, background buildings that can withstand scrutiny


THREE BRICKS


THREE BRICKS


THREE BRICKS


THREE BRICKS


THREE BRICKS

Streever Farm Road, Dutchess County, New York

THREE BRICKS

Madison Square, New York, New York

Of course some of the most exciting things are happening right here in New York City. Theres a saying that in my book, so and so is a hero. And in fact, in Street Design we call former DOT Commissioner Janette Sadik-Khan our hero. And she would be a hero in our book even if she had done nothing more than send a crew out overnight to change a big chunk of the roadbed at Broadway in Madison Square into the plaza you see here (but of course she did much more than that). All DOTs have enormous control over our streets, and Sadik-Khan was one of the first DOT Commissioners in the country to say Im going to use this control for the good of the pedestrian instead of the car.



Broadway at Herald Square, New York, 1908

To understand where we might go, its interesting to look back a hundred years. I dont think we want to go back to the way things were then, but since weve all grown up in the age of the automobile, its valuable to see what life was like before what some now call Organized Motordom changed our cities and our city streets.Organized Motordom is a name we use to describe the coalition of car companies, oil companies, and other groups like the brand new American Automobile Association. All these groups and companies wanted to increase automobile sales and automobile use, and they realized that wouldnt happen unless they could change the ways cars operated in cities, so that cars could quickly and easily go from Point A to Point B.This wonderful photo shows Broadway in 1908, looking north from the Elevated Subway platform at Herald Square, towards Times Square. You can see that most people in the photograph are over on the sidewalk, but that they seem very comfortable stepping out into the street. Out in the middle of the street are the cable cars that ran up and down Broadway, and people comfortably wait there in the street to get on the cable cars, as cars, cable cars, and horseless carriages flow all around them.

Broadway at Herald Square, New York, New York, circa 1907

And heres a great film clip, shot from the front of one of the cable cars. It begins underneath the elevated subway tracks and runs north along the exact same stretch of Broadwaythats the New York Herald building on the right.In the photograph I just showed and in this film clip you can see that there are no stop lights, stop signs, traffic signs, or stripinganywhere on the road.Most of the pedestrians do stay over on the sidewalk, but you can see that Organized Motordom hadnt yet invented the word jaywalking, or made it a legal offense in cities across the country.

Fifth Avenue at 40th Street, New York, New York, 1909

This drawing of Fifth Avenue in midtown, taken from the New York Times, shows that just one year later, Organized Motordom (sort of like the All Powerful Bike Lobby, only powerful), managed to get the sidewalks cut down from 60 feet to 45 feet, making the new roadway 10 feet wider than the sidewalks, when it had previously been 20 feet narrower.

Fifth Avenue at 38th Street, New York, New York,1909

And we were off to the races. For the next one hundred years, we gave more and more space and importance to the automobile in the city, at the expense of the pedestrian.

Fifth Avenue at 38th Street, 19

Lexington Avenue at 89th Street, 19142012

The space between the buildings had been where public life took place, but now the space between the sidewalks became Transportation Corridors, and the job of the new profession of the traffic engineer was to make the traffic flow as smoothly and quickly as water in a pipe. Over time, a lot of those pipes became what we call auto sewers, particularly new roads built in the suburbs without sidewalks. But a lot of the same suburban-style design philosophies were brought into city streets, even Manhattan streets, where 80% of the residents dont own cars. Manhattan and the outer boroughs got many suburban-style arterials, designed to get suburbanites quickly and easily in and out of the city. Many of these are also the roads where the most fatalities take place, because the engineers successfully used techniques like wider traffic lanes and one-way streets to make the traffic flow faster, and on city streets you can not make the separation of cars and people that Vision Zero advocates for streets with fast flowing traffic.On suburban and exurban streets, engineers can minimize the impediments to smooth traffic flow. They refer to trees as Fixed Hazardous Objects (FHOs) and restrict them whenever possible to what they call the Vegetative Containment Zone, away from the edge of the arterial. Pedestrians are MHOs, Moving Hazardous Objects, and Best Practice also recommends moving them as far as possible from the edge of the road.When I was a kid, Manhattan's avenues were all two-way. Now, of course, they are mainly one-way. These two photos of Lexington Avenue at 89th Street, taken almost one hundred years apart, show how much of the public realm has been lost to traffic flow. When you look closely and see that the buildings on the left lost large light wells as well as their stoops, you realize that the situation was even worse than you first thoughtand your first thought was probably something like "Wow." The owners of the houses may have gotten on the new one-way arterials and moved out to the suburbs themselves. Because who wants to live on an auto sewer? But we're so used to walking alongside these auto sewers, that here in America's most walkable city, we accept the dominance of the car as normal. An irony is that the busiest subway line in American runs underneath this street, and the best commuter rail lines are one block away, under Park Avenue. We don't need the car the way that most of America does.

Lexington Avenue, New York, New York

Complete Street after Road Diet, Anywhere, Florida

Complete Street after Road Diet, Anywhere, Florida

A couple of quick notes about how we got here. I was born in New York City and grew up in the suburbs. When I reached 11 years old, I was allowed to take the train into New York and walk around. Thats an interesting time, as the Jungian psychotherapist James Hillman knows.Hillman, who wrote, Weve Had A Hundred Years Of Psychoanalysis And The World Is Getting Worse, also wrote a New York Times bestseller called The Soul's Code: In Search of Character and Calling. In The Souls Code, outlines what he calls the "acorn theory" of human development. This theory states that all people already hold the potential for the unique possibilities inside themselves, much as an acorn holds thepattern for an oak tree. The books describes how a unique, individual energy of the soul is contained within each human being, displayed throughout their lifetime and shown in theircalling and life's work when it is fully actualized.

We live in exciting times. Mayor DeBlasio and our DOT Commissioner Polly Trottenberg have pledged to reduce traffic fatalities in New York City to zero within 10 years. This Vision Zero pledge will change the way we make our streets. The end result will noy only be fewer deaths. For reasons well discuss, Vision Zero will help us to design and build more walkable streets.Victor and I decided to write this book because there were so many exciting, new things suddenly going on in street design. Weve both been involved in street design for decades. We first worked together 20 years ago, and weve both witnessed how the pace of change has dramatically picked up the last several years.

Second Avenue New York, New York.

A couple of quick notes about how we got here. I was born in New York City and grew up in the suburbs. When I reached 11 years old, I was allowed to take the train into New York and walk around. Thats an interesting time, as the Jungian psychotherapist James Hillman knows.Hillman, who wrote, Weve Had A Hundred Years Of Psychoanalysis And The World Is Getting Worse, also wrote a New York Times bestseller called The Soul's Code: In Search of Character and Calling. In The Souls Code, outlines what he calls the "acorn theory" of human development. This theory states that all people already hold the potential for the unique possibilities inside themselves, much as an acorn holds thepattern for an oak tree. The books describes how a unique, individual energy of the soul is contained within each human being, displayed throughout their lifetime and shown in theircalling and life's work when it is fully actualized.

We live in exciting times. Mayor DeBlasio and our DOT Commissioner Polly Trottenberg have pledged to reduce traffic fatalities in New York City to zero within 10 years. This Vision Zero pledge will change the way we make our streets. The end result will noy only be fewer deaths. For reasons well discuss, Vision Zero will help us to design and build more walkable streets.Victor and I decided to write this book because there were so many exciting, new things suddenly going on in street design. Weve both been involved in street design for decades. We first worked together 20 years ago, and weve both witnessed how the pace of change has dramatically picked up the last several years.

The 21st Century Street, Brooklyn, New York

Americans were once as good as anyone in the world at making streets. If we can get good at it again, we can grow the best cities ever, and live happily ever after.

East 4th Street, Long Beach, California

Heres another view of East 4th. You dont see quite as far down the long straight street because one block away, you can see the new light rail that runs perpindicular to it. But you can see that this is a place to park cars, although not a place where people want to get out of their cars and walk. The sidewalk is an afterthought, and its narrow and crowded with things like hydrants. Most of all, the space between the buildings has been cut up for the convenience and safety of the moving car, so that the car can move quickly through the city. It is an ugly place, scaled to the needs of speeding cars. Like the suburban Complete Street in Florida, this street clearly tells humans that they are restricted to a small, meager place by the side of the road.

East 4th Street, Long Beach, California

This is East Fourth Street in Long Beach, California. Long Beach is sometimes called the Brooklyn of Los Angeles: its a medium-sized city, with a real downtown, and a wonderful climate for biking and walking. Long Beach has put a lot of work into new bike lanes, but you can see that work has not gone into making walkable streets. This is a suburban-style arterial in the center of Long Beach. It is a Transportation Corridor, now with a bicycle lane addedin a way that is a compromise between the desire to move cars and the desire to keep cyclists alive. Its a bike lane about throughput, and its not a bike lane thats safe for children.

The trouble with traffic engineers is that when there's aproblem with a road, they always try to add something,says Hans Monderman, Traffic Engineer.To my mind, itsbetter to remove things.

Willow Street, Brooklyn, New York

Heres the real Brooklyn. This is a place where people want to be. It is human-scaled, it is beautiful, and it does not visually segregate the center of the public realm for automobile use only.

American DeathsVietnam60,000World War II130,000Traffic380,00

2003-2012

Pedestrian Deaths45,860Cyclist Deaths7,0022003-2012Vietnam60,000World War II130,000Traffic380,00

2003-2012



There are only two ways to move to zero traffic deaths. Either separate the people from the cars, or slow the cars down.

VisionZeroInitiative.com

Vision Zero tells us there are only two ways to move to zero traffic deaths. Either separate the people from the cars, or slow the cars down.Nothing else will get you to zero.That means, as Commissioner Trottenberg has said, that we are going to have to change our behavior, including the way we drive in the city, and the way we design our city streets.

NACTO / VISION CONE

This great composite from the National Association of City Transportation Officials shows one of the most important things that happens when you slow cars down: The circle at the top represent the cone of vision of a driver going 15 miles per hour. Second from the bottom shows the same thing at 25 miles per hour. You can see that the driver going 15 sees more than twice as much as the driver going 25.Two more important things happen when you slow the cars down:The driver has more time to react, more time to avoid an accident, and more chance of slowing down even below 15 miles per hour.And cars that are going more slowly dont kill the pedestrian, if they do hit him or her.



Earlier this week, Community Board 2 gave preliminary approval to a heavy-duty, transportation corridor solution for Layayette Street. There are more walkable solutions. Working just half a block from Lafayette, I feel confident in saying that local residents and workers would be interested in seeing them.

This chart from our DOT shows how much our streets have improved the last 8 years. But these wide, one-way arterials will never take us to zero deaths. We need new, innovative designs that build on the recent work for that. The good news is that Vision Zero can lead us to new streets that are beautiful places where people want to be.Zero deaths requires slowing the cars down, and once that happens you dont need the heavy-duty engineering that gets in the way of placemaking. When that happens, you can have human-scaled streets where public life once again takes place in the space between the buildings.The overwhelming majority of New York residents and visitors walk. Walkable streets require urban design and placemaking as well as traffic engineering. Fifth Avenue and Lafayette Street offer perfect opportunities for imaginative new solutions go beyond the innovations of the last few years, without design baggage from streets designed for faster, sub-urban conditions.Manhattan already has enough one-way arterials. When the city made the avenues one-way in the 1950s and 60s, the avenues at the center of the island were the last to be converted from two-way. Now they should be first to be converted back.

Lafayette Street, NYC


Bleecker Street looking South

Looking south: From the knees up, this is one of the nicest street spaces around; the slight diagonal results in a triangular wedge of space that is very agreeable, and adds variety to the grid. From the ankles down, its obvious the restriping has been successful in taking back some of the right-of-way previously devoted solely to motoring. This was big progress. But what might it look like in an even more evolved form? What if the area striped off here was consolidated as it was at Madison Square and we took the next step, to shape it into a really composed scene?

We design highways for a driver with a BAC of 0.8% driving 10 MPH over the speed limit. Told to Michael Ronkin, his first day on the job at the Oregon DOT.

Looking south: From the knees up, this is one of the nicest street spaces around; the slight diagonal results in a triangular wedge of space that is very agreeable, and adds variety to the grid. From the ankles down, its obvious the restriping has been successful in taking back some of the right-of-way previously devoted solely to motoring. This was big progress. But what might it look like in an even more evolved form? What if the area striped off here was consolidated as it was at Madison Square and we took the next step, to shape it into a really composed scene?

Shared SpaceSystem Time versus Context Time

Norman W. GarrickUniversity of Connecticut

Shared space is an old idea... rediscovered

Shared Space is a reconsideration of how urban space is used

In shared space design, signs, signals, lines play a subordinate role

The idea is that the design governs how the space is used

Storrs, Connecticut, 1950s SubdivisionA shared design that supports pedestrian use

Rockport, Cape Ann, MassachusettsPedestrians Control, Cars Share

Hans Monderman, Dutch Engineer (1945 2008) was inspired by these types of more traditional places in conceptualizing Shared Spaces

According to Monderman the best public spaces and streets are ones where human behavior governs

While contemporary traffic engineering is based on largely on regulation and control

From Presentation by Koop Kerkstra

In comparison, this is a design where human behavior controls

Monderman conceptualized design as being based on System Time

. or Context Time, where human behavior prevails

System Time

Traffic Behavior Governs

Single purposeRegulatedImpersonalUniformPredictable

Context Time

Social Behavior Governs

Multi-functionalCulturally definedPersonalDiverseUnpredictable

Conventional Design is a bad fit where we can expect Context Time BehaviorIn other words, where there is an inconsistency between the design and the context

Shared Space Design is a better fit to context time

Context Time and Urban Street DesignSeven Dials, LondonMost urban streets are by their nature context time situations, since they are multifunctional and diverse

Context time design should form the basis for urban street design, with some level of traffic control as warranted.

It should not be the other way around, where traffic control is the basic building block of the design.

The level of traffic control will vary depending on the specific design context.

How We Got Away from Context Time DesignThe Case of Switzerland

Source: Die Disziplinierung Der Stadt Moderner Stadtebau in Zurich 1900 bis 1940 by Daniel KurzTraffic Education: The definition of the road, forcing pedestrians to behave.Illustration from the Zurich Traffic manual, which was distributed to all school children in 1927

Example of Contemporary Context Time DesignHegibachplatz, ZrichThanks to the work of Monderman and others, including Ben Hamilton Baillie in the UKsome places are again adopting context time based design

Hegibachplatz, Zrich

Die Laweiplein, Drachten, The Netherlandone of the earliest new generation shared spaces

Die Laweiplein - BeforeFrom Presentation by Koop Kerkstra

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Deregulating DrachtenFrom Presentation by Koop Kerkstra

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Die Laweiplein - BeforeFrom Presentation by Koop Kerkstra

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Die Laweiplein - AfterFrom Presentation by Koop Kerkstra

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Die Laweiplein - AfterFrom Presentation by Koop Kerkstra

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Die Laweiplein Report

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Assessing the Laweiplein

Less congestion - time through the intersection decreased by about 50%Relatively constant traffic speedVehicles cede priority to bikes and pedestriansFewer traffic accidentsHigher quality of public space

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London, UK

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Exhibition Road c2011Kensington High Street c2003

Reconstructed Section of Kensington High StreetLondon (UK)

We desired simplicity, quality and elegance

David MoylanDeputy LeaderCouncil of the Royal Borough of Kensington and Chelsea

Kensington High - Beforehttps://193.36.20.125/EnvironmentalServices/general/hskbeforeafter_photo03.asp

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Kensington High - Afterhttps://193.36.20.125/EnvironmentalServices/general/hskbeforeafter_photo03.asp

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Kensington High - Beforehttps://193.36.20.125/EnvironmentalServices/general/hskbeforeafter_photo03.asp

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Kensington High - Afterhttps://193.36.20.125/EnvironmentalServices/general/hskbeforeafter_photo03.asp

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Kensington High

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Exhibition Road, London

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Reconstructed Section of Exhibition RoadLondon (UK)

Photo Credit: Ben Hamilton Bailliehttp://www.architecturenorway.no/stories/people-stories/hamiltonbaillie-11/Great interview with Ben Hamilton Baillie on plans for Exhibition RoadExhibition Road - Before

Poynton, United Kingdom

Poynton, UK - Before

Poynton, UK - After

See more on Poynton athttps://www.youtube.com/watch?v=-vzDDMzq7d0

Hillside Road, StorrsDoes Context Time Design Apply?

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Hillside Road, StorrsWould this street work better as shared space?

Dog Lane, Storrs CenterDoes Context Time Design Apply?

Queens BoulevardNew York, New YorkMassengale & Co LLC - UrbanAdvantage



Massengale & Co LLC - UrbanAdvantageQueens BoulevardNew York, New York

VISUALIZING CHANGE

Existing conditions

As the VisionZero campaign quickens in the outer boroughs, new challenges, big ones, await for example, taming the boulevards.

Street Improvements

Its going to require a lot of before-and-after, what-if thinking. Visualization.

New Buildings

The public process will require helping people visualize change before it occurs, and

Completing Both Sides of the Street

as you know, it always requires thinking about change over time, as the private real estate investments catch up

In the Future

with the street redesigns. We use before-and-after pictures in this sort of work partly because they are easy to understand, and partly because when you leave the after image on the screen for a while

Existing conditions

and change it back to before, it creates a sense of urgency to do something about what is there today. This example is from northern Virginia, showing a strip corridor restored as a proper multi-lane, multi-way boulevard.

Jane Jacobs Square

Seven Dials, London, England

Jane Jacobs Square

John Montague Massengale AIA

[email protected]

Norman W. Garrick

[email protected]/~garrick

E2 A Street is a Terrible Thing to Waste

Presentations & Public Speaking

Transcript of E2 A Street is a Terrible Thing to Waste