Living Streets - Degree Project
-
Upload
seth-geiser -
Category
Documents
-
view
217 -
download
0
Transcript of Living Streets - Degree Project
-
7/23/2019 Living Streets - Degree Project
1/106
1
WOONERF-BASED, PEOPLE-ORIENTEDSTREET POLICY AND DESIGN FOR THE CITY OF SEATTLE
LIVINGSTREETS
-
7/23/2019 Living Streets - Degree Project
2/106
-
7/23/2019 Living Streets - Degree Project
3/106
STREETS FOR LIVING
SETH GEISER
A PROFESSIONAL PROJECT
SUBMITTED IN PARTIAL FULFILLMENT OF THE
REQUIREMENTS FOR THE DEGREE OF
MASTERS OF URBAN PLANNING AND DESIGN
ANDMASTERS OF PUBLIC ADMINISTRATION
UNIVERSITY OF WASHINGTON
2011
PROGRAMS AUTHORIZED TO OFFER DEGREE:
DEPARTMENT OF URBAN PLANNING AND DESIGN
EVANS SCHOOL OF PUBLIC AFFAIRS
-
7/23/2019 Living Streets - Degree Project
4/106
-
7/23/2019 Living Streets - Degree Project
5/106
UNIVERSITY OF WASHINGTON
DEPARTMENT OF URBAN DESIGN AND PLANNING
EVANS SCHOOL OF PUBLIC AFFAIRS
THIS IS TO CERTIFY THAT I HAVE EXAMINED THIS COPY OF A PROFESSIONAL PROJECT BY
SETH GEISER
AND HAVE FOUND THAT IT IS COMPLETE AND SATISFACTORY IN ALL RESPECTS,
AND THAT ANY AND ALL REVISIONS REQUIRED BY THE FINAL
EXAMINING COMMITTEE HAVE BEEN MADE
COMMITTEE MEMBERS:
NANCY ROTTLE
JOAQUIN HERRANZ
GARY JOHNSON
DATE: JUNE 2, 2011
-
7/23/2019 Living Streets - Degree Project
6/106
EXECUTIVESUMMARY
LIVING STREETS DEFINED
Living streets are streets which promote urban vitality byallowing for active, daily use by residents. Through thebending and blurring of automobile travel lanes, space can beshared, speeds can be reduced, and activity can occur. Whereempty pavement once sat, people space can be provided.Achievement of living space design requires cooperation
by neighborhood residents, private developers, and citydepartments.
Living street is used in this document as an umbrella termwhich synthesizes design and policy features of woonerven,home zones, and shared space projects.
WHY WE NEED LIVING STREETS
Seattles center city neighborhoods face three confoundingproblems:1. Many streets have excess capacity and inefficiently use
scarce public land.2. Public open space for daily use and play is scant and
expensive to provide.3. An unsustainably low proportion of Center City residents are families with children, in part because of
the lack of space required to comfortably and livablyraise a family.
Backed by findings from the great minds of urban planningand international case studies, living street design provides:1. More efficient use of valuable street right-of-way.2. Livable, family-friendly neighborhoods by
creating public open space directly adjacent tohomes that can be used for a wide variety of dailyactivities.
3. Promotes safety by lowering travel speeds throughdesign.
4. Provides increased opportunity for green stormwater
infrastructure.
RECOMMENDATIONS:
This document contains a series of policy and designrecommendations aimed at designing, implementing,regulating, and maintaining livable streets in Seattle.
While the document is primarily aimed at exploring how tointegrate living street design to Seattle, most of the findings
and analysis would be useful and applicable in other citycontexts.
POLICY RECOMMENDATIONS:
SDOT should incorporate a living street designation inthe Right-of-Way Improvement Manual.
DPD should develop a legal and funding frameworkfor the implementation of living streets.
SDOT and DPD should investigate methods for livingstreet residents to engage in the design process andlong-term maintenance of their street space.
SDOT and DPD should partner with University ofWashington or private firm to conduct study of streetquality and resident perception for designation andevaluation of livable streets.
DPD should coordinate neighborhood plans, zoningdesignations, and development incentives thatpromote living street design.
SDOT and DPD should develop living street designguidelines that allow for context-specific living streetdesign.
DPD should select a South Lake Union EIS alternativethat promotes ground-related housing and would
accommodate living street design.
-
7/23/2019 Living Streets - Degree Project
7/106
EXECU
TIVESUMMA
RY
CONCEPTUAL STREET DESIGN FOR 8TH AVE N:
To show how the policy and design recommendations canbe applied to a specific context within Seattle, a conceptualdesign was developed for 8th Ave N in South Lake Union.
Because of a confluence of development potential andneighborhood interest, 8th Ave N serves as a prime example
of how living street design could help anchor an age-diverseand livable neighborhood in a dense, urban setting.
Through context-sensitive site analysis and assembly ofliving street design features, the 8th Ave N conceptual planenvisions a street that is more than just a thing to passthough, it is also a place to live in.
-
7/23/2019 Living Streets - Degree Project
8/106
8 TABLEO
FCONTENTS
LITERATURE
REVIEW
Pages 13-28
CASE
STUDIES
Pages 29-54
12 projects, 6 countries.
The concept of living streets is
seeped in 50 years of physical
experiments and adaptations.
While no two designs look the
same, they all share common
features which inform
how streets can be betterdesigned.
From a trove of living streets
scattered across the globe,
a sampler of model cases is
provided to show what can
be done when streets are
designed for activity and life.
PROJECT
STATEMENT
Pages 10-12
While no one has yet to write
the definitive text on the
merits of living street design,
a great wealth of urban design
texts from the luminaries
of the field points the way
forward.
Some authors mention
woonerven or home zones
by name, while others simply
describe the features which
define living street design. All
agree that streets should be
for more than the most banal
of transportation needs; that
street space should be used
for enjoyable activity, for dailyrecreation and interaction,
for living in.
The introduction, covering:
what is a living street,
why this document exists,
how it was developed,
what it contains,
and what it could be used for.
-
7/23/2019 Living Streets - Degree Project
9/106
9
DESIGN
Pages 55-64
Baseline facts exist which
define the streetscape
problems our city must
overcome and inform the set
of solutions available. Simply
put, people need room to do
things and the space they
need, in an urban context, islimited and precious.
The first step to resolving this
dilemma is acknowledging
the physical, perceptual, and
regulatory barriers to living
streets.
Research and analysis
wouldnt be much withoutinvestigating where gained
insight leads. To that end,
recommendations focus on
setting up the procedural and
funding system required to
locate, plan, and implement
living street upgrades.
F
Pages 65-74
POLICY
Pages 75-98
As the history of woonerf and
home zone projects has been
one of context-sensitivity,
there is a wide range of
ways to take the core design
elements and rearrange them.
Acknowledging this, a menuof configuration options and
design features is provided.
From this, future planning
efforts can assess the context
of the street considered
for living street design and
use the menu to begin
conceptual design work.
Recommendations are thenprovided which key on the
physical elements essential to
the living street form.
CONCEPTUAL
DESIGN
Pages 99-106
As a culmination of the
project, a conceptual living
street design has been
prepared which provides a
sense of what a living street
could look and feel like.
Should the proposedrecommendations be
implemented, this conceptual
design can serve a visual
example of the sorts of
changes that can be made to
streetscape design in Seattle.
CONCLUSION
Wrapping everything up, this
section looks back at what
has been presented and what
remains to be done. This
project can start the process
of implementing living street
design, but its going to have
to be carried by others.
-
7/23/2019 Living Streets - Degree Project
10/106
10
WHAT IS LIVING STREETS ?
This document is three things:
1. A Primer on the History of Living Street Design, compilingthe best written and built studies on the subject2. A Proposal for the City of Seattle, offering analysis andrecommendations on how to implement living street design
3. A Vision of Living Street Design, rendering policyguidelines into a conceptual design project
WHAT IS THE PROJECTS PURPOSE?
The purpose of this document is threefold:
1. To question our status quo design that sees streets asthings to pass through, not spend time in. By marginalizingpedestrians, limiting them to the edges of the street, existingstreet design works contrary to many of our sustainabilityand livability-oriented goals and policies. It is thisdocuments contention, backed by literature review and casestudy, that street space can, and should, be better designedto encourage daily use and social interaction.
2. To offer a solution to the imbalance of supply and demandof usable space in the urban context. For lightly traffickedstreets, large swaths of potentially usable public space situnderutilizied, while, at the same time, urban residents findthemselves with relatively small living spaces and scarcepublic open space. Living streets provide an elegant solutionto this imbalance and provide a great deal of positive effectsto urban livability.
3. To spare others the trouble of hunting down thedisjointed and dispersed information on living streets. Thisproject began as a design exploration for a single street. Ithas since expanded to become a primer on the history and
justification for living streets. While conducting research,I was stymied by the fact that no one has yet written thedefinitive, or even decent book, on living streets. Instead,
the concept and characteristics of living streets are scatteredacross sixty years, under differing names through thefootnotes of reports and legislation. Finding out what aliving street is, what it looks like, and how to make one was afrustrating process.
WHAT DOES THE TERM LIVING
STREETS MEAN?
Living streets are streets which promote urban vitality byallowing for active, daily use by residents. Through thebending and blurring of automobile travel lanes, spacecan be shared, speeds can be reduced, and activity canoccur. Where empty pavement once sat, people space canbe provided. Achievement of living space design requirescooperation by neighborhood residents, private developers,and city government.
Living street is used in this document as an umbrella termwhich synthesizes design and policy features of woonerven,home zones, and shared space streets. Each of the threetypes offer something critical to the living street concept,but all have flaws which make them difficult to adapt to theSeattle context individually.
Since woonerf is a 50 year old concept, it has beenmodified and adapted over the years to the extent that theoriginal version is no longer quite the same as the modern
interpretation. Much like the terms sustainable or green,
PROJECTSTATEMENT
-
7/23/2019 Living Streets - Degree Project
11/106
11
Woonerf, as a concept, has been diluted and the potential formisunderstanding is present. Woonerf, itself, is an ungainlyterm, roughly translated as living yard, that is not initiallydiscernible nor widespread in its use.
As a derivative of woonerf design, the Home Zone is auniquely British take on streetscape design. As it stands
codified, tailored to the specifics of British law, simplycopying and pasting Home Zone regulations into Seattlecode would be problematic. The term Home Zone evokes aclearer understanding of its purpose than does woonerf, yetstill doesnt fully encapsulate living street design.
Finally, shared space is the most current design type adaptedwithin living streets, but is too specific to stand alone. Byfocusing primarily on the removal of signage and physicalbarriers to mode mixing, shared space misses the daily usecomponent of woonerven and the community involvementaspect of Home Zones. Shared spaces can also be appliedin contexts, such as heavily trafficked arterials, where livingstreet design would be inappropriate.
So living street serves to combine positive features fromwoonerven, Home Zones, and shared space while providinga new concept that can be implemented in Seattles context.
The term is also gaining in use in the US and abroad.
HOW WAS THE LIVING STREETS
PROJECT DEVELOPED?
Streets for Living is designed with two characteristics:
1. Digestibility: Streetscape policy and design can be a verydry and obtuse subject, interesting and understandableonly to transportation wonks, especially when in the form
of an academic degree project. To the extent possible, this
document is intended to be legible to transportationengineers, design professionals, and people who simplyuse streets in their daily lives.
2. Utility: Related to the previous point, this document wasdesigned to be used. Not as a plan for a specific street inintricate detail nor as a theoretical broadside against auto-
dominated street design that will sit in polite obscurityon some shelf, Streets for Living is instead a platform forfurther investigation into and implementation of livingstreeets. Each section can be taken and used to inform,implement, or inspire.
That may seem a touch bold, but it has become my beliefthat living street design is not just some fancy that citiesshould toy with in order to beautify a street (though it canhelp), but that it is a critical tool in fostering a sustainable,livable neighborhood in places of urban density. It is mydesperate hope that this document, in some way greator small, helps shift the mindset that streets are for theenjoyment of life, not just the moving of things.
WHAT SHOULD I DO WITH THE
LIVING STREETS PROJECT?
To anyone reading, please shamelessly take anything youfind useful and run with it. Run as far as you can, because,for the most part, we deserve better than the streets wevebeen given and the streets we continue to build. Share it,adapt it, realize it. Thats all I ask.
Now, on to the project...
-
7/23/2019 Living Streets - Degree Project
12/106
12
-
7/23/2019 Living Streets - Degree Project
13/106
13
LITERATURE REVIEW
Life Between Buildings - Jan Gehl
Livable Streets - Donald Appleyard
The Forgotten Child - Henry L Lennard
The Death and Life of Great American Cities - Jane Jacobs
Streets and the Shaping of Towns and Cities - Eran Ben Joseph
Image of the City- Kevin LynchThe Social Life of Small Urban Spaces - William H Whyte
Housing as if People Mattered - Clare Cooper Marcus
LR1
LR2
LR3
LR4
LR5
LR6LR7
LR8
-
7/23/2019 Living Streets - Degree Project
14/106
14
LIVING CITIES, THEREFORE, ONESIN WHICH PEOPLE CAN INTERACT
WITH ONE ANOTHER, ARE ALWAYSS T I M U L A T I N GBECAUSE THEY ARE RICH IN
EXPERIENCES, IN CONTRAST TOLIFELESS CITIES, WHICH CANSCARCELY AVOID BEING POORIN EXPERIENCES AND THUSD U L LNO MATTER HOW MANY COLORS ANDVARIATIONS OF SHAPE IN BUILDINGS
ARE INTRODUCED. - JAN GEHL
-
7/23/2019 Living Streets - Degree Project
15/106
15
not they visit the space. For optional activities,
those spent at leisure with family and friends, thequality of space has a significant impact on where
the activities take place. For this reason, any
space where people are encouraged to linger in,
whether for play, conversation, or simple people
watching, careful attention should be applied inthe design of the space.
Gehl recommends looking at use of space
holistically, in terms of time spent, not justnumber of people moving through. He argues
The number of people or events does not initself give a real indication of the activity level
in an area, because actual activity, life between
buildings as it is experienced, is equally a
question of duration of stays outdoors. This
implies that a high level of activity in a certain
area can be stimulated both by ensuring that
more people use the public spaces and byencouraging longer individual stays.
It is this ability to linger in the public realm that
Gehl advocates. To achieve these quality urban
spaces, Gehl offers thoughts and principlesto keep in mind on street form, building edge
zones, play of children and site planning. Gehls
thoughts on these topics are especially pertinent
for development of living streets in Seattle.
Something
happens
because
somethinghappens
because
something
happens.
LR1LIFE BETWEEN BUILDINGS
Gehls findings and views in this text stem from
his statement that Life in buildings and betweenbuildings seems in nearly all situations to rank
as more essential and more relevant than the
spaces and buildings themselves. Planners and
architects, he argues, focus too much attention
on the buildings and large scale plans of the city,while neglecting the spaces between buildings
where the majority of public life actually takes
place.
In the below graphic, Gehl notes that for
activities residents find necessary, the qualityof the space has little impact on whether or
JAN GEHL
-
7/23/2019 Living Streets - Degree Project
16/106
16
On Street Design
Winding or interrupted streets make pedestrian
movement more interestinga walking networkwith alternating street spaces and small squaresoften will have the psychological effect of
making the walking distances seem shorter.
Woonerf principles of slow vehicular traffic in
predominantly pedestrian and bicycle streets
represent a remarkable improvement comparedwith the situation commonly found in city
streets.
On Edge Zones
The edge zone offers a number of obvious
practical and psychological advantages as aplace to linger. Additionally, the area along the
faade is the obvious outdoor staying area for
the residents and functions of the surrounding
buildings. It is relatively easy to move a function
out of the house to the zone along the faade.
It is important that it is easy to go in and out of
dwellings. If the passage between indoors and
outdoors is difficult if it necessary, for example,
to use stairs and elevators to get in and out the
number of outdoor trips drops noticeably
LR1 LIFE BETWEEN BUILDINGS
Life between buildings can be supported
further if opportunities for staying outdoors
are offered in the form of a semiprivate frontyard placed in the transitional zone between
the dwelling and the access street.
To improve the quality of the outdoor
environment in an area by simple means, it
is almost always a good idea to create more
and better opportunities for sitting.
On Childrens PlayGenerally, play is not arranged. It evolves
when children are together, when they see
others at play, when they feel like playing
and go out to play without actually being
certain that play will get started. The firstprerequisite is being in the same space.
Meeting.
Being able to see what is going on in publicspaces can also be an element of invitation.
If children can see the street or playgroundfrom their homes, they can also follow what
is happening and see who is outside playing.
They then are more motivated to go out and
play, in contrast to the children who cannot
see what is going on because they live too
high up or too far away.
A summary of
observations andinvestigations
shows that people
and human activity
are the greatest
object of attention
and interest. Even
the modest form ofcontact of merely
seeing and hearing
or being near to
others is apparently
more rewarding and
more in demand
than the majorityof other attractions
offered in the public
spaces of cities and
residential areas.
-
7/23/2019 Living Streets - Degree Project
17/106
17
LR1LIFE BETWEEN BUILDINGS
It is nearly always more interesting to be in small spaces,where both the whole and the details can be seen onehas the best of both worldswhenever in doubt, leavesome space out.
In these woonerf areas, automobiles are permittedto drive right up to the front doors but the streetsare clearly designed as pedestrian areas...cars are
guests in the pedestrian domain. The concept ofintegrating automobile traffic on pedestrian terms offersconsiderable advantages over methods that segregatetraffic.
It is [important] that in public spaces in residentialareas there are not only opportunities for walking andsitting, but also opportunities to act...This should besupplemented preferably with possibilities for taking
small, daily domestic activities, such as potato peeling,sewing, repair jobs, hobbies, and meals, out into thepublic spaces.
One of the reasons why relatively few activities takeplace in front of houses in many residential areas isundoubtedly that suitable places for outdoor stays arelacking precisely where it would be most natural to havethem - at the entrance or at places where it is equally
easy to enter and exit.
It is, quitesimply, of
utmost
necessity
to be very
careful
with every
single
square
foot of
facade or
pedestrian
route.
TO ASSEMBLE OR DISPERSE
TO INTEGRATE OR SEGREGATE
TO INVITE OR REPEL
TO OPEN UP OR CLOSE IN
-
7/23/2019 Living Streets - Degree Project
18/106
18
In the wake of surveys conducted as part of SanFranciscos 1969 Urban Design Plan, Appleyard wrote
Livable Streets as an examination of the results ofthose surveys and their implications on how livablestreets function.
By combining the findings of a physical qualitysurvey of street blocks and an attitudinal survey ofresidents, Appleyard found that use and perceptionsabout streets tended to match the level of traffic oneach street. Dividing them into Light (2,000 cars/day), Medium (8,700 cars/day) and Heavy (15,750cars/day), his findings were that pedestrian activityand sense of ownership was inversely related totraffic volumes.
On Light street, residents reported more socialinteraction with neighbors, felt safer from collisionsand crime, and were more likely to spend timeoutside. On Heavy street, the noise seemed worse,the air seemed dirtier, and children were less present.
On the subject of children, Appleyard channels JaneJacobs stating that As a domestic hearth, the streetoffers a place for children living up and down theblock to meet, gather, and pursue their activitiesin a territory which is neither strictly supervised byparents, yet not completely disassociated from theirwatchful gaze Noting the potential for socializationand activity, Appleyard argues that residential streetsshould be designed so that people of all ages feel
safe and welcome.
LR2 LIVABLE STREETS
In many
communities, streets
are overdesigned
for the traffic they
have to carry. There
is a great deal of
spare fat in manyresidential street
systems, and at low
traffic levels street
space can be shared
between slow-
moving vehicles and
pedestrians.
DONALD
APPLEYARD
To this end, Appleyard attempts to envision what theideal residential street would look like. To achieve
this vision, he proposes a Charter of Street DwellersRights
Livable Streets Action Items
From Appleyards findings, there are somepertinent action items that could be beneficial forthe development of Living Streets, and streets in
general, in Seattle:
Conduct a physical and attitudinal survey ofstreet blocks within Seattle to assess the qualityof existing street infrastructure and to identifywhich streets would benefit from living streetupgrades
Address right-of-way norms and regulations inresidential areas to provide equal standing for all
modes of traffic
Design and regulate streets with the StreetDwellers Rights in mind (see page 18)
Limit speeds on residential streets to 15-20 mph through design features
-
7/23/2019 Living Streets - Degree Project
19/106
19
LIVABLE STREETS
On Light Street, inhabitants were found to have three times
as many local friends and twice as many acquaintances asthose on heavy street...there was a marked difference in theway these streets were seen and used, especially by the young
and the elderly...Front steps were used for sitting and chatting,sidewalks for children playing, and for adults to stand and passthe time of day.
As with the
woonerf, we
may seriouslyhave to consider
changing
the right-of-
way rules in
residential
neighborhoods.At the present
time, drivers
believe they
have the right
of way on even
the quietest
residentialstreet. Until
this attitude
is changed,
livability and
safety will be in
jeopardy.
Life on light street...was in some ways idyllic. Residents were
much more engaged in the street. They saw it as their ownterritory. Their children played on the sidewalk and in the street....and they were generally much more aware of its detailed
qualities. The contrast between the two streets was striking.On the one hand alienation, on the other friendliness andinvolvement.
LR2
-
7/23/2019 Living Streets - Degree Project
20/106
20
A CHARTER OF STREET DWELLERS RIGHTS
1. Street as a safe sanctuary:Streets on which children grow up should be
safe... Drivers of cars, delivery vans and other vehiclesshould understand that they are in a pedestrianterritory when traveling on these streets, and shouldtherefore move slowly, carefully and with warning.
2. Street as a livable, healthy environment
[Street dwellers] should not be forced to withdrawfrom the street because of discomforts caused by
traffic. The street environment should have placeswhere people can sit, converse, and play
3. Street as a community
Streets should be places where communal lifeis possible, where it can happen if street dwellerswant it to... street communities can not only reducethe anomie of urban life, they can encourage streetactivities, keep the street clean, and engage in
common action.4. Street as a neighborly territory
The street should become in a symbolic, if not alegal sense, territory that the residents feels belongto them
LR2 LIVABLE STREETS
The protection and
creation of livablestreets is not simply a
matter of increasing
the comfort or safety
of urban living. The
street has other
functions.
As the place where
most children growup, it is a crucial
mediator between
the home and the
outside world, where
the child learns to
confront strangers
and environments on
his own.
It should be a
receptive and
reasonably safe
environment that
the child can explore,
manipulate, and use
as a setting for all
kinds of activities.
5. Street as a place for play and learning Since the street is where many children spendby far the largest amount of their time outdoors, itshould be a fine place to play... Learning about thelarger city depends on their freedom to roam safelyin their neighborhood
6. Street as a green and pleasant land
Trees, grass, plants, and flowers not only providerelief from the hardness and greyness of the city,
they provide shade in the summer and remindpeople of the natural environment which is often faraway.
7. Street as a unique historic place
People take pride in places that have a specialidentity... and its present history can be recordedwere residents able to begin seeing it as a placerather than a channel.
-
7/23/2019 Living Streets - Degree Project
21/106
21
Beauty is important
to every child,
perhaps especially
to disadvantaged
children. And yet, in the
twentieth century, we
have permitted cities toevolve with vast areas
that are so ugly that,
if we can, we adults
flee the city as fast as
our cars will take us,
leaving the poor, and
the children of the poor
to bear them as best as
they may
LR3THE FORGOTTEN CHILD
Lennards prime contention is that well designedurban places not only provide space for children to
grow up, but can allow children to grow up better.
By exposing children to the complexity ofmovement and commerce, diversity in race, culture,economics, and age, they become better equippedto deal with the complexity of l ife and to becomesocially-integrated people.
For this reason, Lennard recommends that normsabout where children play should be reenvisioned.
Sandboxes, swings and slides inside chain linkfences are no substitute for playing on a traffic freestreet where children can be a part of the everydaylife of the city. Ideally, the whole city should beusable as a playground.
In the city-as-playground, children redefine ordinaryobjects steps, walls, bollards, posts and rails aselements in their playall of these activities occurwithin sight of adults carrying on their daily lives,and the child is free to move back and forth betweenplay and playful interaction with adults.
In the direction of universal use of the public realm,Lennard advocates the German Wohnstrasse, whereparking is available only to residents, through trafficis impossible, and vehicles must travel slowly andgive way to pedestrians and playing children. Manyare repaved with stone paving, and planted with
trees and climbing plants, and have blossomed aspublic parlors for people to meet, and as locations
Benefits of the city as playground:
Everyday components of street design candouble as play space and equipment, savingthe need for dedicated playground space
Broadly defined play spaces are more likely
to be used as adult recreation spaces as well Children are able to experience active street
life instead of just protected child spaces
for outdoor cafes and restaurants, ensuring publicpresence on the street, and opportunities for a
sense of community to develop
Lennard ends his text imploring twenty-firstcentury architects and urban planners [to] have thecourage and vision to create a meaningful urbanenvironment that accepts children as integralparticipants in the social world; that encouragesplayfulness, curiosity, and discovery; thatemphasizes cooperation and interdependenceover isolation and independence; and that
respects the best qualities of the cultural heritageof the built environment
HENRY L
LENNARD
-
7/23/2019 Living Streets - Degree Project
22/106
22
Three main qualities for successful
neighborhood streets:
First, there must be a clear demarcation betweenwhat is public space and what is private space.Public and private spaces cannot ooze into eachother as they typically do in suburban settings.
Second, there must be eyes upon the street, eyesbelonging to those who we might call the natural
proprietors of the street. The buildings on thestreet equipped to handle strangers and to insurethat the safety of both residents and strangers,must be oriented to the street. They cannot turntheir backs or blank sides on it and leave it blind.
Third, the sidewalk must have users on it fairlycontinuously, both to add to the number ofeffective eyes on the street and to induce thepeople in buildings along the street to watch the
sidewalks in sufficient numbers. Nobody enjoyssitting on a stoop or looking out a window at anempty street. Almost nobody does such a thing.Large numbers of people entertain themselves, offand on, by watching street activity.
LR4 THE DEATH AND LIFE OF
GREAT AMERICAN CITIESIn a section titled, The uses of sidewalks:
assimilating children, Jacobs argues that childrencan passively learn about how to integrate withtheir neighborhood while playing in the streetsand observing the daily activities of adults. Insteadof being isolated in bedrooms or playgrounds,children should be allowed to play in and aroundthe general life on the street.
Jacobs claims There is no point in planning forplay on sidewalks unless the sidewalks are used
for a wide variety of other purposes and by awide variety of other people too...If sidewalks ona lively street are sufficiently wide, play flourishesmightily right along with other uses. In supportivecoexistence, active daily use of streets by childrenat play and adults at work and leisure provide atonce both security in numbers and neighborhoodvitality.
In general, she argues that compact retail use onthe ground floor with housing above is the idealform for encouraging this active street life. Whenretail is not available (such as in plans for ground-related housing on 8th Ave N), active spacesshould be provided in the street right-of-way toencourage residents to spend time outside.
JANEJACOBS
You cant make people use
streets they have no reason
to use. You cant make people
watch streets they dont want
to watch. Safety on the street
by surveillance and mutualpolicing may sound grim,
but in real life it is not grim.
The safety of the street works
best, most casually, and with
least frequent taint of hostility
or suspicion precisely where
people are using and enjoying
the city streets voluntarily and
are least conscious, normally,
that they are policing
-
7/23/2019 Living Streets - Degree Project
23/106
23
Shared streets
establish a socIal
milieu and make the
street a mixed-use
public domain as it
was prior to mass
ownership of the
automobile. They are
especially supportive
of childrens activities,
providing more play
options and social
contact within a safe
home-base territory.
STREETS AND THE SHAPING OF
TOWNS AND CITIESWhile much of Ben-Josephs text is oriented
towards solving aws in suburban forms ofresidential streets, many of the principles can be
adapted nicely to the 8th Ave N setting.
Ben-Joseph argues that street standards,
and the norms embedded within them, have
a great impact in how we build and perceive
the built environment. This being the case, he
suggests that street standards be revised to
make residential streets more livable, safer, and
equitable.
Specically, he recommends the shared street
model as an intelligent option to pursue.
Design Characteristics of Shared Streets Through traffic is discouraged Paved space is shared, with pedestrians having
priority over the entire street
Walking and playing are allowed everywhere Entrances are clearly marked No conventional, straight stretches of pavement
with raised curbs The pavement and sidewalk are not rigidly
demarcated Car speed and movement are restricted by
physical barriers and deviations, bends andundulations
The area has extensive landscaping and street
furnishings
ERAN
BEN-JOSEPH
LR5
-
7/23/2019 Living Streets - Degree Project
24/106
24
LR5 STREETS AND THE SHAPING OF
TOWNS AND CITIESCriteria for Improved Street
Standards
1. Support varied uses of residential streetsincluding childrens play and adult recreation.Streets should reflect a pedestrian orientation,rather than just facilitate vehicular movement.
2. Design and manage street space for thecomfort and safety of residents. Walking and
playing surfaces should be comfortable, and
appropriate furniture should be provided forthe activities.
3. Provide a well-connected, interestingpedestrian network. An ideal path system isexplorable, offering new experiences.
4. Provide convenient access for people wholive on the street, but discourage throughtraffic. The street system should provide access
to all dwellings in a logical way. Speeds shouldbe below 20 mph.
5. Differentiate streets by function and scale.
6. Relate street design to the natural andhistoric setting.
7. Conserve land by minimizing the amount ofland devoted to vehicular movement.
-
7/23/2019 Living Streets - Degree Project
25/106
25
In developing a program and design for a space,
Lynch advocates for an anticipation of user needsand qualities so that form and function of a spacealign with the sort of people who are intended touse the space.
In addressing the habitability of a space - that is, thelikelihood that it will be made use of by residents -Lynch lists four criteria:
Sense
Places should have a clear perceptual identity:be recognizable, memorable, vivid, engaging toour attention...places play a part in the intellectualand emotional development of the individual,particularly in childhood, but also in later years.
Fit
A good user environment supports purposefulbehavior; it makes a good fit with user actions... oneneeds to know what people actually do and alsowhat they experience and plan.
Access
The degree to which users can reach other persons,services, resources, information or places...one needsto know the access that users consider adequate oroptimum, including what it is they most want accessto.
IMAGE OF THE CITY
An environment
which is ordered
in precise and
final detail mayinhibit new
patterns of
activity.
KEVINLYNCH
Control
The ideal environment is one controlled in allits essential respects by those who use it, whothereby have the greatest stake in its quality andare most familiar with its requirements...The sitedesigner seeks to encourage responsible controlby the actual user.
Notes on Spaces for ChildrenIt is better to distribute a varied set of playopportunities in many locations rather than toconcentrate them in one area.
The grounds of a housing site are, for many of itsresidents, the most important setting for sociallife. Children are not only the most committedgroup of users but also the brokers for many adultfriendships.
Parking areas will be hockey arenas, baseball
diamonds, and basketball courts. Retainingwalls will be climbed and walked upon, bencheswill be stages, and flowerbeds will be ideal forearthworks...all this can be restrained by strenuousadult supervision, but it is preferable to design thesite to withstand the assault.
LR6
-
7/23/2019 Living Streets - Degree Project
26/106
26
THE SOCIAL LIFE OF SMALL
URBAN SPACES
WILLIAM HWHYTE
Starting as a time study of activity in New York City
plazas, The Social Life of Small Urban Spaces turnedout to be a seminal study on how and why space isused in the city.
By observing the patterns of people in space as theyreact to each other, amount of sunlight, time of day,and space design, Whyte came across profoundunderstandings about basic human nature. Thepower of these observations are their simple, almostcommon-sense nature.
On Play
It is often assumed that children play in the streetbecause they lack playground space. But manychildren play in the streets because they like to.
The street itself was the play area. Adjoining stoopsand fire escapes provided prime viewing across thestreet and were highly functional for mothers and
older people.
Why People Go Where They Go
What attracts people most, it would appear is otherpeople. If I belabor the point, it is because manyurban spaces are being designed as if the oppositewere true.
People tend to sit most where there are places tositIdeally, sitting should be physically comfortable
benches with backrests, well-contoured chairs.
Its more important, however, that it be socially
comfortable. That means choice: sitting up front,in back, to the side, in the sun, in the shade, ingroups, off alone. Choice should be built into thebasic design.
On Open Space
The area where the street and or plaza or openspace meet is a key to success or failure. Ideally,the transition should be such that it is hard to tellwhere one ends and the other begins.
I end, then, in praise of small spaces. Themultiplier effect is tremendous. It is not just thenumber of people using them, but the largernumber of people who pass by and enjoy themvicariously, or the even larger number who feelbetter about the city center for knowledge ofthem. For a city, such places are priceless, whateverthe cost.
LR7
We have given a
disproportionate
amount of our
street space tovehicles, and the
time has come
to start giving
some of it back to
the pedestrians
from whom it was
taken.
-
7/23/2019 Living Streets - Degree Project
27/106
27
HOUSING AS IF PEOPLE MATTERED
CLARECOOPER
MARCUS
LR8
Noting the poor performance of high-rise and
suburban development for the space needs offamilies with children, Marcus wrote Housing asif People Mattered as a design treatise on how toproperly design and site low-rise, high-densityhousing.
While the majority of the document focuses onproper building form and site layout, Marcusrecognizes the crucial link between the home andpublic open space. Specifically for children, it is
crucial that the public realm works to provide spacesfor exploration, socialization, and play in a way that isacceptably safe.
To this point she specifically mentions adaptingliving street design principles to provide the sorts ofpublic spaces that she believes people require
The relatively new solution of mixer courts inBritain or woonerfs in the Netherlands may be asatisfactory compromise between total vehicular-pedestrian segregation and the traditional street.Cars are allowed access right up to the dwelling,but they must pass through a zone where paving,landscaping, and layout clearly indicate that thespace is primarily for pedestrians, thus slowing thecar to a walking pace and strongly reducing thelikelihood of accidents to children, the physicallydisabled, or the frail elderly.
THE BASIC NEEDS OF CHILDREN FOR
PUBLIC SPACE
1. Children need safe, uninhibited outdoor play for their
physiological and mental health
2. Parents need to be able to allow their children
outside without constant, close supervision
3. The environment around childrens homes needs to
be safe from traffic, pollution, and unnecessary physical
and social hazards
4. Children should be able to experience the pleasures
of finding bugs, picking leaves, smelling flowers,
collecting things, and so on without their parents or the
management harassing them.
5. Children need to create private spaces for
themselves (for example, tree houses, forts, or
clubhouses) on wild or unmaintained ground away
from public view
6. Children need easy, casual access to other children
without a formal invitation to play
7. Children need places in the communal environment
that are undeniably their territories where they can
expect to find other children
8. Children need to be able to move about their home
neighborhoods safely and to take little trips father and
farther from home to gain a sense of independence
It is
inappropriate,
whatever the
budget, to regard
landscaping, site
layout, play areas
and community
facilities as
luxury areas.
-
7/23/2019 Living Streets - Degree Project
28/106
28
PROVIDING OUTDOOR PLAY SPACE WITHIN VIEW OFTHE HOME IS IMPORTANT FOR CHILD DEVELOPMENTAND PUBLIC REALM VITALITY
LITERATURE REVIEW SUMMARYSPACE IN THE RIGHT-OF-WAY SHOULD BE DESIGNED
TO ALLOW FOR ACTIVE USE, COMMUNALINTERACTION AND RESTFUL INHABITING
ALL MODES SHOULD HAVE EQUAL PRIORITY IN THESTREET
HOUSING THAT IS ORIENTED TO AND DIRECTLYACCESSIBLE FROM THE STREET IS CRUCIAL FORACTIVATION AND SAFETY OF LIVING STREETS
LIMITING TRAFFIC SPEED THROUGH DESIGN ISIMPORTANT FOR CREATING USABLE SPACE AND ASENSE OF SAFETY
SPACE SHOULD BE DESIGNED FOR ADAPTIBILITY ANDLINGERING SO THAT RESIDENTS FEEL A SENSE OFOWNERSHIP AND CONTROL OF THE STREET
SPECIFICALLY, WOONERF DESIGN IS AN APPROPRIATEMETHOD FOR CREATING LIVABLE SPACES
-
7/23/2019 Living Streets - Degree Project
29/106
29
CASE STUDIES
Woonerven
Original Woonerven, Delft, The Netherlands
Potato Rows, Copenhagen, Denmark
Moabit District, Berlin, Germany
Terry Ave N, Seattle, USA
Home Zones
The Methleys, Leeds, UK
Morice Town, Plymouth, UK
Lansbury Estates, Poplar, UK
Northmoor, Manchester, UK
Shared Spaces
Ashford Ring Road, Kent, UK
Kensington Market, Toronto, Canada
False Creek N, Vancouver, Canada
Longfellow Street, Santa Monica , USA
CS1
CS2
CS3
CS4
CS5
CS6
CS7
CS8
CS9
CS10
CS11
CS12
-
7/23/2019 Living Streets - Degree Project
30/106
30 C
ASEST
UDY
IN
TROD
UCTIO
N
WoonervenDeveloped by the Dutch in the late 1960s, the development of the woonerf street designation was a response to
the growing segregation of cars and pedestrians in the right-of-way. To resolve the conict of residents natural
inclination to use the street for daily recreation and an increase in collision injury rates, the design of woonerven
is specically intended to integrate the use of street space by all modes.
Translating as living yard, the woonerf serves as a means to make for safe, accessible, and usable public street
space. By breaking down the rigidity of lanes and sidewalks, woonerf designs reduce speeds and put pedestriansand vehicles on equal footing in use of the street.
The concept has been incorporated widely throughout the world, showing up in variations in the United Kingdom,
Germany, Denmark, Sweden, Israel, Japan, and only recently in the United States.
Home ZonesInspired by woonerf design principles, the Home Zone designation was enacted as a national policy in the
United Kingdom with the specic intent of improving the quality of public space in new and existing residential
developments.
To promote the long term use and upkeep of redesigned streets, the Home Zone process requires the
cooperation of neighborhood organizations throughout the projects design, development, and maintenance.
By adding a regulatory framework and promoting resident involvement, Home Zones add to woonerf design by
expressly promoting community development, rather than let it be a fortunate side effect.
Shared SpacesShared space design relies on the observation that an individuals behaviour in trafc is determined more by
visual clues incorporated into the built environment of the street than it is by conventional trafc control devices
and speed regulations.
In standard street design, lanes are excessively wide, speed limit signs are ignored, and drivers are able to travel
with little concern, except at controlled intersections. By removing street lights and similar trafc control clutter,
users of all modes are required to actively negotiate trafc, reducing speed as caution and awareness increases.
Advancing the importance of mode integration and visual cueing, shared space design is many ways an
extension of the principles incorporated in woonerf design. While shared space design is more focused on the
efcient and safe movement of trafc than creating daily-use street space, the increased safety created and
aesthetic value of street clutter removal provided meshes nicely with the principles enshrined in woonerf/home
zone design.
-
7/23/2019 Living Streets - Degree Project
31/106
31
WO
ONERFDESIGN
PR
INCIPL
ES
Lane Conguration1. Sidewalks should be level with the roadway or
non-existent.Reducing the emphasis of sidewalks
encourages free pedestrian ow over the entire street
rather than solely in isolated channels.
2. Adopt the minimum lane dimensionsthat allow
for staggered two-way trafc and emergency vehicleaccess (Between 15-20ft)
3. Drive areas should be designed to limit speeds
to under 20mph. Curvatures in the drive lanes help
reduce driver sight lines and should be employed to
achieve speed targets.
Surface Treatment
4. Incorporate interesting patterns and variedsurface treatmentsto send both visual and physical
cues to drivers, signalling that their driving context has
changed.
5. Changes in surface color or type can be employed
to signal where driving is intended, but paint lines
should not be used.
Street Furniture6. Bollards should be used in front of housesentrances to prevent vehicle intrusion (both driving
and parking), and where pedestrian-protected areas
are intended. Bollards provide permeable barriers
that protect but do not divide.
7. Street furniture, squares, childrens play areas, and
cafes should be encouraged to spill into or be located
within the street right-of-way. Encouraging community
use of the street and a sense of ownership,
these features act to obstruct linear travel and
thus reinforce driver engagement.
Green Features8. Planters boxes, swales, lawned spaces should be
located along and within the street right-of-way to
bend lane paths and provide usable public space.
9. Street trees are encouragedto provide vertical
elements in the street that assist in calming trafc
and provide for pedestrian scale when adjacent to tall
buildings.
Lighting10. Pedestrian-scale lightingin the street and on
adjoining buildings helps foster a sense of security
and encourages use of public space at all times ofday.
Parking11. On-street parking should be providedat an
adequate level for direct home access and loading.
12. Parking should be provided intermittentlyin
small groups to help reduce the linearity of the street
and to l imit visual monotony.
Gateways13. Gateway elements should be provided at
the entrances and exitsof woonerf streets to alert
drivers that they are about to enter a different street
context.
14. Simple signageshould be incorporated to mark
the street transition.
*Derived from design criteria provided in Evolving Streets: a review of contemporary
approaches to street design by Dylan Passmore, 2005.
-
7/23/2019 Living Streets - Degree Project
32/106
32
CASE DETAILS:
Birthplace of the woonerf design concept.
Now nearly ubiquitous street design in Delft centralneighborhoods, which primarily consist of densely ordered2-3 story buildings. Wide range of design styles contextuallyemployed in residential, commercial, and mixed-use streets.
Slightly raised pavers are used to mark pedestrian-onlyand front door spaces, but otherwise continuous, level streetsurface.
Pedestrian use of entirety of street width, with informalagreement that use of street should not block local caraccess.
Street trees used within street right-of-way to mark outdoorrooms, parking bays, and divert traffic lanes.
O
RIGINALWOONERV
EN
D
ELFT,
NETHERLANDS
-
7/23/2019 Living Streets - Degree Project
33/106
33
Ground-related
housing
Roadway
narrowing
Integrated green
features
Semi-private
front yard spaces
Woonerf sign
identifies street
as shared space
Bollards protect
pedestrian-only
spaces
Roadway bend
slows travel
Ground-related
townhomes
Planters define
parking bays and
provide seating
Quality pavers
add vibrancy and
character
Tree boxes
extend into
roadway
Corner-markets
support nearby
residencesLinkedpocket parks
Paving change
alerts drivers
Pedestrian scale
lighting
Ample bicycle parking
-
7/23/2019 Living Streets - Degree Project
34/106
34 P
OTATO
ROWS
COPENHAGE
N,
DENMA
RK
CASE DETAILS: Small neighborhood just outside of downtown
Copenhagen.
Series of 13 parallel streets, 11 lined withtwo-story townhomes, lined with six-storystacked flat and mixed-use buildings.
Although built in the 1800s, well prior towoonerf concept, the streets embody many ofthe design principles.
Residents are allowed to place furniture, playequipment, and planters in the street so longas they dont obstruct traffic and are movable.
Since lanes are straight, tree boxes are used
to narrow the street at points and slow traffic.
-
7/23/2019 Living Streets - Degree Project
35/106
35
Ground-related
housing
Paving used toshow change in
user priority
Roadway used
for play-space
Roadway used
for lingering
Private
Semi-private
Public
Trees narrow
drive lanes
Semi-private
buffer space
Eyes on the
street
-
7/23/2019 Living Streets - Degree Project
36/106
36
CASE DETAILS: Center city neighborhood composed of 4-6
story buildings used for work-force housing andcommercial corridors.
Application of German Verkehrsberuhigter Bereich,a derivative of woonerf design, which translates
roughly to traffic-reassuring area.
Contextually applied based on adjacent uses andstreet width.
While regulation is in place for traffic speedand mode priority, Woonerf design standards ofcontinuous grade paving, traffic redirection, andgateway signing are typically present.
M
OABIT
DISTR
ICT
B
ERLIN,
GER
MANY
VERKERSBERUHIGTER BEREICH
STANDARDS:1. Pedestrians may use the whole width of the
road; Childrens games are permitted everywhere.
2. Vehicle traffic must keep pedestrian rate(roughly 5mph).
3. The drivers may not endanger nor obstructpedestrians; if necessarily they must wait.
4. Pedestrians may obstruct the vehicular traffic, butnot unnecessarily.
5. Parking is not allowed, except in designated areas,or for loading vehicles.
-
7/23/2019 Living Streets - Degree Project
37/106
37
Integrated
seating
Roadway bend
breaks up lane
linearity
Outdoor room providesinhabitable space
Paver variety indicates road
narrowing and provides
visual interest
Tree canopy reduces
perceived bulk of
buildings
Bollards provide
permeable barrier
-
7/23/2019 Living Streets - Degree Project
38/106
38 T
ERRYA
VEN
SEATTLE,W
A
CASE DETAILS: Intended to be a fully-designed woonerf street,but regulatory and legal problems pushed backthe design.
Runs the length of six city blocks, lined with newoffice and retail development.
Neighborhood streetcar line runs down aportion of the street.
Was meant to have seamless, flush pavement,but short curbs had to be installed.
Angled parking bays are defined by greeninfrastructure.
*More information and design documents at http://www.seattle.gov/transportation/
terryavenuenorth.htm
-
7/23/2019 Living Streets - Degree Project
39/106
39
Tree canopy in
development
Pedestrian lighting
improves sense of safety
Bike parking promotes
shared space
Comfortable benches
promote longer outdoor
stays
Pavers provide
visual interest
Planting space used to define
parking bays
Planting and street furniture
create outdoor rooms
Active ground-floor
uses
-
7/23/2019 Living Streets - Degree Project
40/106
40 H
OMEZ
ONED
ESIGN
G
UIDELINES
Planning a Home Zone1. Home zones must be designed to fit the characterof individual streets and spaces. Home zones willwork best when prospective residents or the existinglocal community has a sense of ownership of andcommitment to the scheme.
2. The concept and detailed design of a home zone mustbe redeveloped with the participation of the localcommunity, so that any potential conflicts and problemsare resolved.
3. In many situations, the design and implementation ofa home zone scheme will provide a focus for the physicaland social regeneration of an area, empowering localresidentsto shape their neighborhood.
4. Home zones are appropriate in all types ofresidential area, including suburban, urban and innercity locations; and for all dwelling types including high-rise flats, terraces and semi-detached or detached homes.
5. Home zones will enable higher density developmentto be created as the space outside the home is moreuseful and the area given over to traffic is reduced.
6. Home zones can be suitable for use in areas that have asignificant level of non-residential use provided that thevolume and type of non-residential traffic is not excessiveor damaging to the quality of the residential environment.
There must always be enough residents to form aviable communitythroughout the home zone.
7. Home Zone streets should have traffic flows of nomore than about 100 vehicles per hour.
Defining the Home Zone Space8. It is the buildings, trees, planting and surfacetreatments that should define the home zones spaces,rather than conventional kerb edges and carriagewaywidths. Each home zone should be uniquedependingon the building heights, setbacks, its overall architecturalcharacter and the communitys use of the street.
9. A high proportion of residential buildings in HomeZones should have active fronts to the streetto providegood opportunities for natural surveillance and to foster asense of local ownership of the street
10. High walls and fences that divorce dwellings from thestreet should also be avoided wherever possible. Withinhome zones, the street should not be seen as a hostileplace.
11. Home zones must be clearly marked at theirentrances and exitsto ensure that all street usersrecognize the different nature of the area.
Designing for Activity12. Home zones should be designed to encouragevitality in residential streets, with a high level of socialinteraction between residents.
13. Home zones must provide children with a safe andattractive area outside their homes, which will providea place to meet and play with their friends.
14. Children playing will generate greater adult presenceon the street, through informal supervision, leading tomore social interaction between residents of all ages a virtuous circle.
*Derived from design criteria provided in Home Zone Design Guidelines by Institutute of
Highway Engineers, 2002.
-
7/23/2019 Living Streets - Degree Project
41/106
41
15. Any communal features, including play equipment,must be located carefully so as to not cause nuisance tolocal residents.
Designing for People and Vehicles16. The design for a home zone should make motoristsfeel that they are a guest in the street, and must make it
difficult for them to travel at speeds of more than 10mph.Vehicles must be accommodated within homes zonesas an intergral part of daily life, but must share the spacewith people on foot.
17. Home zones must be designed to be accessible to,and usable by, disabled peoples of all types.
18. Drivers usually expect to have priority over anypart of the street between raised kerbs and therefore
a continuous raised kerb should not normally beprovided throughout the home zone.
19. The route for vehicles through a home zone shouldbe narrow as is practicable, with a minimum of width of3m.
20. Home zones must be designed to cater for occasionaluse by large vehicles.
Parking21. Some on street-parkingshould normally beprovided in home zone street.
22. On-street car parking should be arranged so that itdoes not dominate views of the street or impinge
upon the other activitiesthat will take place in thehome zone.
23. Opportunities for indiscriminate parking shouldbe removedthrough the design and location of streetfurniture, planting or other features so that it is onlypossible to park within the designated on-street spaces.
Designing for Safety24. In locations where it is considered necessary to
maintain visibility, a stopping sight distance of 12m shouldbe applied. Significantly longer views will encouragedrivers to increase their speeds and should be avoided
where possible.
25. Until further experience is gained, it is advised thatspeed control measures within home zones should be
providedat a spacing of up to around 30m.
Adoption and Maintenance26. Where new home zone streets are to be adopted,developers should consult with the relevant authorities atan early stage in the design process to agree the materialsand other design specifications that need to be met.Developers should also establish the agencies that will
be responsible for the maintenance of each element
of the street, as this will have a major bearing on thescheme.
-
7/23/2019 Living Streets - Degree Project
42/106
42
CASE DETAILS: 330 mixed-income units in the home zone. The
majority have direct street frontages.
Questionnaire, newsletter, charrettes, and steeringgroup used to involve community in redevelopmentprocess.
Design focused on providing safe public space forchildrens play and social interaction.
Gateway treatments and paving color used to signala change in street use to drivers.
Use of road chicanes and bump-outs to createplazas, green spaces, and play areas in the streetright-of-way. Lack of nearby public open space
frequently cited as a concern for residents.
T
HEME
THLEY
S
L
EEDS,
UK
-
7/23/2019 Living Streets - Degree Project
43/106
43
Naturalistic,green stormwater
management
Semi-private front yard
spaces
Bump-outs
slow traffic and
provide play
space
Ground-related
housing
Change in paving type
for visual interest
-
7/23/2019 Living Streets - Degree Project
44/106
44
CASE DETAILS: Designated for Home Zone funding in 2002,
completed by 2004.
Covers 9 streets in a post-war residentialneighborhood with an elementary school andlocal retail.
Residents concerned with lack of usable public
space, car cruising, and crime.
POST-HOME ZONE RESULTS: Incidents of crime reduced by 94% from 142 in
the year before to nine in the year after.
Average traffic speed dropped to 13mph and
through traffic was cut by 40%.
Community groups thriving including gardeningclub and history club.
M
ORICE
TOWN
P
LYMOUTH,
UK
CS#
-
7/23/2019 Living Streets - Degree Project
45/106
45
Bollards form
permeablebarrier
Bumpout slows
traffic and provides
people space
Change inpavement marks
travel area
School
integrated into
neighborhood
Ground floor has
view and access to
street level
Parking bay defined by
planter walls
Mini-plazas created by
bollards and surface
treatment
Linked to public
play spaces
-
7/23/2019 Living Streets - Degree Project
46/106
46
CS# CASE DETAILS: Selected for Home Zone funding due to high
residential use, well-connected street network,and ample street width for redesign.
Inclusion of existing community groupsin streetscape design and public space
programming.
Set within a reduced speed neighborhoodto accustom vehicle users to lower speeds onhome zone streets.
Green features extended in street space tolink neighborhood park and ball play area.
Mid-block roundabouts and pinch-points used
to reduce traffic speeds.
L
ANSBU
RYESTATES
P
OPLAR,UK
-
7/23/2019 Living Streets - Degree Project
47/106
47
Continuous,
shared paving
Semi-private
front yard spaces
Mix of housing
types and
affordability
Defined
parking boxes
Pinch point to
lower speeds
Connected
pocket parks
Tree canopy
encloses
street
-
7/23/2019 Living Streets - Degree Project
48/106
48
CASE DETAILS: 1400 stacked flat and townhouse units.
Almost all have direct street access.
Residents reported concerns about continuousparking on both sides of the street, narrowsidewalks and lack of large vehicle access.
Low demand for car use (0.4 cars/household)due to proximity to services and transitnetwork.
Design focused on redesigning streets aslinear courtyards where people have streetpriority.
Some units demolished to create linear park
cross-street.
Post-development study found speeds reducedfrom 25mph to 10mph.
N
ORTHMOOR
M
ANCHEST
ER,
UK
Shared-space street
Green alley w/
backyardsPublic mid-block
connector
-
7/23/2019 Living Streets - Degree Project
49/106
49
Pedestrian mid-
block connection
Eyes on
the street
provides
security
Semi-privatefront yard spaces
Mini-plazas and
tree plantings
integrated
Continuous
paved surface
Chicane gives
street variety and
breaks up lanes
f ffi
-
7/23/2019 Living Streets - Degree Project
50/106
50 S
HARED
SPACE
P
RINCIP
LES
Street Design1. Barriers and curbs should be removed if not
absolutely necessary
2. Design elements, including pavement color and
material, should be used to mark the line betweenopen space and shared space
3. Travel speeds should be determined by the width
of travel lanes and the placement of street furniture
Equal Priority4. All street users, regardless of mode, have equalpriority in travel lanes
5. Street users should signal to each other theirintentions rather than assume them
6. Street users should not unfairly obstruct thepassage of others
Removal of Signage7. Street signs provide visual distractions to drivers
which divert their eyes from the road
8. Street signs clutter the visual landscape and detract
from urban aesthetics
9. Speed limit signs have little effect on the prevailing
speed of travel
10. Crosswalk signs implicitly tell drivers that
pedestrians should never be in the general drive
lanes which makes them less cautious
Removal of Traffic Signals and Stop
Signs11. Traffic signals force cars, bikes, and pedestriansto queue even when cross-traffic is not present,
promoting red-light running and jaywalking
12. Yellow lights induce drivers to speed throughintersections
13. Free right turns at stops put crossing pedestrians
in danger
-
7/23/2019 Living Streets - Degree Project
51/106
51
CASE DETAILS: Redesign of a historic ring road to account for
growth projections doubling the cityspopulation of 55,000 by 2035.
For $24 million, 1.4 miles of road were leveledand repaved, traffic signals removed, and
extensive green infrastructure installed.
In the first year post-development, for 10,000vehicles/day, only 6 reported accidents for allmodes.
Incorporates numerous woonerf designprinciples, including level surface, coloredpermeable pavers, pedestrian lighting, and lanenarrowing.
ASHFO
RDRIN
GROA
D
KENT,UK
BEFORE
AFTER
CASE DETAILS
-
7/23/2019 Living Streets - Degree Project
52/106
52 K
ENSIN
GTONMARKE
T
TORONTO,C
ANADA
Full width of
roadway used by
all modes
Bollards and
curbs used to
protect sidewalk
space
Narrow storefronts and
upper-level residences
provide vitality
CASE DETAILS: Live/work shops and artist lofts provide
residential and commercial opportunities towide income diversity.
Road is curbed and continuously parked, butis informally a shared space as people and
bicycles use main drive lane.
Community group made of residents, ownersand workers collaborate to maintain localnature of the market.
On Sundays, street ends are blocked off tomake for a pedestrian street.
CASE DETAILS
-
7/23/2019 Living Streets - Degree Project
53/106
53
FALSE
CREEK
N
VANCOUV
ER,CANAD
A
Limited access
for automobiles
through
bollarding
Ground-related units
with semi-private
front yards
Pedestrian-scale
lighting
*see document at http://vancouver.ca/commsvcs/guidelines/H004
CASE DETAILS:Design guidelines* for high-density family housingthat promote: family-sized units passive surveillance from units ground-related housing links between protected, private
play spaces and public, outdoorplay spaces
13% of population is under 18 years old in theFalse Creek N neighborhood (compared to the5% of South Lake Union).
Integrates high-density, tower developmentwith ground-related housing options.
Shared streets run perpendicular to moretraditionally-organized arterial streets.
CASE DETAILS
-
7/23/2019 Living Streets - Degree Project
54/106
54
CASE DETAILS: Proposed* in 2008 for a cost of $117,000. The
project envisions a communal front yard.
With 40ft of roadway, Longfellow St wasunnecessarily wide and used primarily byspeeding, through traffic.
Design based on providing visual cues to slowtraffic and allowing pedestrians to use the fullwidth of the street.
Incorporates numerous woonerf designprinciples, including level surface, coloredpermeable pavers, pedestrian lighting, andlane narrowing.
L
ONGFELLOW
ST
S
ANTAMON
ICA,
USA
*see document at www.nelsonnygaard.com/Documents/Quals-Project-Proles/NNproj-Santa-Monica-Borderline.pdf
-
7/23/2019 Living Streets - Degree Project
55/106
55
DESIGN FEATURES +
RECOMMENDATIONS
-
7/23/2019 Living Streets - Degree Project
56/106
56
This section is designed to:
-
7/23/2019 Living Streets - Degree Project
57/106
57
DESIGNFEA
TURES
+
RECOMMENDATIONS
This section is designed to:1. Serve as a distillation of the most common and essential elements of design found in the case studies
While looking through the case studies, hopefully you noticed that no two projects looked identical and thateach project was a unique representation of living street design, custom-tailored to the specifics of eachlocation. While each case study may have taken on a different shape, color, and scale, there are commonalitiesbetween them that together constitute the essential elements of living street design. These commonalities
influenced the selection of the provided design features and the list of design recommendations proposed inthis section.
2. Offer a starting point for development of a conceptual living street plan
While not full exhaustive of the potential permutations of living street design, the following design featuressection offers a sample menu of how to arrange a living street and how to fill it with functional spaces. Thedesign features are separated into two types: street layout prototypes and design components.
For street layout prototypes pages, simplified forms are shown in a progression from most-standard on the
left to most-living streetesque on the right. Complex assemblies of these prototypical forms are possible andhave been built, but these graphics serve as a beginning point to start the process of rearranging street space.For instance, chicanes could occur on the same block as a mid-block roundabout, but what is important is thatthere is some element that contributes to lane diversion.
Following are the design components pages, which are divided into four categories: street furniture, surfaces,outdoor rooms, and green stormwater infrastructure. Unlike the layout prototypes, design components can beadded and combined in an endless variety of ways to create unique and interesting living streets. A successfulliving street design could have every component listed and more, but, as a minimum, it should have a couplefrom each category.
Later in the document, an example of how to assemble the layout prototypes and design components will beprovided. This example was quite helpful in my own design process to develop a conceptual design for 8thAve N.
STREET LAYOUT PROTOTYPES
-
7/23/2019 Living Streets - Degree Project
58/106
58
STREET LAYOUT PROTOTYPES
LANEDIVE
RSION
LANEWIDTH
ANDDIRECTION
PARKING
PINCH-POINTS CHICANEROUNDABOUTSBLOCK BULBS
20
STRAIGHT-LANE
2-WAY
18
16
SHARED PASS, BOTH SIDES
2-WAY
SHARED PASS, ONE SIDE
2-WAY
12
STRAIGHT LANE
1-WAY
PARALLEL ANGLED ANGLED STAGGERED BAY
-
7/23/2019 Living Streets - Degree Project
59/106
59
PEDESTRIAN-
PRIORITY
SPACE
STREETTREE
LAYOUT
FR
ONTYARDING
STOOP SUNKEN FENCED ATTACHED FENCED IN R.O.W.
CURB LINE LINEAR PARK BOULEVARD WOONERF
SIDEWALKS SIDEWALKS +
MID-BLOCK CROSSINGSHARED SPACE SHARED SPACE +
PROTECTED SIDEWALKS
-
7/23/2019 Living Streets - Degree Project
60/106
60 D
ESIGN
COMP
ONENTS:
S
TREETFU
RNITURE
BOLLARDS - ACT AS PERMEABLE BARRIERSTHAT PROTECT BUT DONT RESTRICTPEDESTRIAN MOVEMENT
SEATING - PROVIDES A PLACE TOSOCIALIZE, REST, PEOPLE-WATCH,CONTEMPLATE, AND PLAY.
PLANTERS - ESSENTIALLY GREENBOLLARDS. PROVIDE VISUAL ANDENVIRONMENTAL BENEFIT
OVERHEAD PROTECTION - CREATESYEAR-ROUND GATHERING SPACES.
BIKE RACKS AND BAYS - PROMOTESBICYCLE USE AND CAN BREAK UP WALLS OFPARKING
BARRIER WALLS - CAN ENCLOSEOUTDOOR ROOMS WHILE PROVIDINGPLANTING SPACE OR SEATING
PLAY EQUIPMENT- IN A PROPERLYWORKING LIVING STREET, EVERYTHINGSHOULD BE PLAY EQUIPMENT
WATER FEATURES- PROVIDES VISUALINTEREST, PLAY POTENTIAL, AND CANREVEAL NATURAL WATER MOVEMENT
LIGHTING- LIFE DOESNT STOP AT DUSK
-
7/23/2019 Living Streets - Degree Project
61/106
61
D
ESIGN
COMP
ONENT
S:
SURFAC
ES
BRICKS - PEDESTRIAN AMENITY WITH ARUSTIC FEEL
PERVIOUS CONCRETE - SOLID, HARDSURFACE WITH STORMWATER MANAGEMENTPOTENTIAL
PLANTED PAVERS - VISUAL INTERESTCOUPLED WITH PERMEABLE BENEFITS
COLORED PAVERS - OPPORTUNITY FORARTISTIC PAVING AND A TEXTURED FEEL
STAMPED CONCRETE -THE LOOK OFBRICK WITH THE SIMPLICITY OF CONCRETE
NATURAL GROUNDCOVER - GREENBENEFITS FOR PLACES WHERE PEOPLESHOULDNT WALK
CONTAINED GRAVEL - CAN CATCHPOLLUTANTS AND BE REPLACED. GOOD FORPARKING SPACES
PAINT - AN EASY WAY TO SPRUCE UPANY SURFACE AND AN OPPORTUNITY FORCOMMUNITY EXPRESSION
-
7/23/2019 Living Streets - Degree Project
62/106
62 D
ESIGN
COMP
ONENTS:
O
UTDOOR
ROOMS
SEATING SQUARES- APLACEFOR CONVERSATION, OBSERVATION,RELAXATION, AND ENJOYMENT
POCKET PARK- SPACES TUCKED BETWEENBUILDINGS
GREEN PATCHES- SPOTS TO TOUCHEARTH
GROWING GARDENS- MEDITATIVESPACES TO SUPPLEMENT DIETS
PLAYGROUNDS- MONITORABLE SPACESFOR YOUTHLY RAMBUNCTIOUSNESS
BALLCOURTS- VENUES FOR FRIENDLYCOMPETITION
COMMUNITY KITCHENS- A PLACE FOR AWEEKEND BBQ OR A BLOCK PARTY BUFFET
STREET FOOD STATION- STREET LIFEWHEN YOU DONT FEEL LIKE COOKING
SHELTERS- PLACES TO GATHER DURINGTHE UNPLEASANT MONTHS
G
-
7/23/2019 Living Streets - Degree Project
63/106
63
D
ESIGN
COMPONENT
S:
GREEN
STORMWATERINFRASTRUCTU
RE
SWALES- LINEAR ELEMENTS DESIGNED TOSLOW AND CLEAN RAINWATER
GREEN WALLS- VERTICAL GROWINGPOTENTIAL THAT CAPTURES CO2 AND
BEAUTIFIES BUILDING SURFACES
GARDENS- MAKES LOCALLY-SOURCEDPRODUCE WHILE PROVIDING INFILTRATIONPOTENTIAL
CISTERNS- REGULATES WATER FLOW ANDFEEDS OTHER GREEN ELEMENTS
TREE PITS- HOME TO STREET TREES ANDSOIL ACCESS
Design: Integrated stormwater infrastructure
-
7/23/2019 Living Streets - Degree Project
64/106
64
gIn preparing a Living Street designation, the followingprinciples should be incorporated as part of the designguidelines:
Context-sensitive designAll features of a living street design plan should
be carefully tailored to the physical and spatialcharacteristics of the project site.
Narrow lane widthsLanes should be as narrow as possible while allowingfor emergency vehicle access
Public to private progressionDesign for activity throughout the range of spaceownership. Private interiors, semi-private stoops
and front yards, semi-public outdoor rooms, publicpathways.
Outdoor roomsOpen space provided in the right-of-way should beconsolidated to create a variety of play spaces, plazas,green patches, seating areas, and overhead protectedspaces.
Multi-age/function
Spaces should be designed for use by the full-range ofuser age and activity.
Adaptable/ownable spaceSpaces should be designed with established
edges, but adaptable interiors for residents daily use
D
ESIGN
R
ECOMMENDATIONS
g
Green spaces, plantings, and paving system shouldpromote ecological function of the street whileproviding edges to outdoor rooms, parking spaces,and pedestrian-protected spaces
Ground-oriented housing
The street wall should be composed primarily of unitsthat have entrances and windows that look out ontothe street and outdoor rooms
Travel lane diversion
Parking bays, outdoor rooms, and green featuresshould be used to disrupt l inear drive paths
ADA complianceProtected pedestrian-only spaces should be provided
for the length of the block to allow children, theelderly, and the disabled guaranteed safe passage
Permeable barriers
Features such as bollards, tree boxes, and plantersshould be used to define outdoor rooms whileallowing for easy passage by pedestrians
Intersection bridging
Street tables and continuation of paving type should
be used to provide physical and visual continuity ofthe living street as it crosses other streets
All-day lighting
Lighting should be provided that promotes apedestrian scale and a safe feeling throughout theentire day
ANALYSIS SECTION PAGE
-
7/23/2019 Living Streets - Degree Project
65/106
65
POLICY ANALYSIS +
RECOMMENDATIONS
THE PROBLEMCenter City Seattle has an age imbalance with an unsustainably low population of children. It is little surprise to find that the
-
7/23/2019 Living Streets - Degree Project
66/106
66
housing supply in the center city is predominantly comprised of studio and 1-bedroom units. Whether chicken or egg, not many
kids are living in center city and space to live and play is a factor.
AGES 0-4
AGES 5-9
AGES 10-14
AGES 15-20
AGES 21-24
Ages
CENTER CITY
POPULATION
Where are all of those kids going and what is forcing
their families to relocate?..*data adapted from 2000 US Census
BARRIERS TO URBAN LIVINGFor the most part, those families are moving out of the urban neighborhoods or out of the city altogether. If not addressed,
-
7/23/2019 Living Streets - Degree Project
67/106
67
CASH-LIMITEDSPRAWLING DEVELOPMENT
FAMILIES
ECONOMIC
ENVIRONMENTAL
SOCIAL
LIVABILTY
BARRIERS
AFFLUENT
EFFICIENT DEVELOPMENTSINGLES AND EMPTY NESTERS
SMALL
,EXPENSIVEHOUSING
p , g g y g ,
characteristics of the built environment can create barriers to a economically and socially diverse population.
D
ISTANTSCHOOLS
LOW
SENSEOFSAFETY
SCA
RCE,LOW-QUALITY
PU
BLICOPENSPACE
JOBL
OCATIONMISMATCH
LACK
OFESSENTIALSHOPS
ANDSERVICES
EX
PENSIVE,LIMITED
TRANSPORTATIONOPTIONS
Fortunately, there are ways to overcome those barriers...
LIVABLE STREETS PROVIDE USABLE SPACEFor lightly travelled streets, large swaths of potentially usable space sit vacant and unused for most of the day. Some streets, like
-
7/23/2019 Living Streets - Degree Project
68/106
68
g y , g p y p y ,
8th ave n, are simply over-designed for their demand and that space could be put to better use. By implementing living street
design, street space can be more efficiently used for a host of benefits.
24,000
VEHICLES/DAY22,000
20,000
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,0008TH AVE N
ACTUAL USE
CAPACITYFOR A
STANDARD
TWO-LANE
ROAD
IMPROVED PEDESTRIANENVIRONMENT
BETTER SENSE OF SAFETY
MORE SPACE FOR PLAY
AND ACTIVITY
MORE SPACE FOR GREEN
FEATURES AND STORMWATER
MANAGEMENT
We just have to make the choice of what kind ofstreets we want...
TWO POSSIBLE PATHS FOR STREET DESIGNAs streets are developed, we can either continue to design conventionally or we can choose to design better. Streets for moving
-
7/23/2019 Living Streets - Degree Project
69/106
69
VEHICLE
ORIENTED
STREETS
MODE
SEPARATION
INDUCED
SPEEDING
REDUCED
SAFETY
LESS PLAY
AND
INTERACTION
PEOPLE
ORIENTED
STREETS
SHARED
SPACE
SLOWER
SPEEDS
INCREASED
SAFETY
MORE PLAY
AND
INTERACTION
p g y g gthrough or streets for living in.
STATUS QUO
LIVING STREETS
Through living street design we can have less of...
UNSAFE STREETS THROUGH STANDARD DESIGNAlthough they are designed to promote safety though long sight-distances, standard lane design induces drivers to peed
-
7/23/2019 Living Streets - Degree Project
70/106
70
5 10 3530252015 40
100%
80%
60%
40%
20%
0%
0
LIVING STREET SPEEDS STANDARD STREET SPEEDS
PROBABILITYOF DEATH
FROM IMPACT
FOR PEDESTRIAN
SPEED OF VEHICLE IN
COLLISION WITH
PEDESTRIAN
y y
because they see straight-aways that pedestrians arent supposed to be in. But when collisions occur, higher speeds mean more
deaths. Living street design encourages slower speeds.
Living streets also provides nice benefits such as...
*data adapted from D.C. Richards (2010) Relationship between
Speed and Risk of Fatal Injury: Pedestrians and Car Occupants,
Department for Transport: London
INCREASED SPACE FOR PLAY AND SOCIALIZATIONBy increasing safety and providing usable space, living street design gets kids outdoors and active. Whether its more kids
i b j i i kid di i l i id li i i h f hild i
-
7/23/2019 Living Streets - Degree Project
71/106
71
95%INCREASE
PRE-WOONERF123 KIDS
POST-WOONERF241 KIDS
KIDS
OBSERVED ATPLAY OUTIDE
OF HOMES
AVERAGE
DURATIONOF OUTDOOR
PLAY 53%INCREASE
PRE-WOONERF9.85 MINUTES
POST-WOONERF15.15 MINUTES
TOTAL
CHILDREN-MINUTES OFOUTDOORPLAY TIME
201%INCREASE
PRE-WOONERF
1,211 MINUTES
POST-WOONERF3,657 MINUTES
1816%INCREASE
PRE-WOONERF6 COUNTS
POST-WOONERF115 COUNTS
PRE-WOONERF5 COUNTS
POST-WOONERF
67 COUNTS
PRE-WOONERF45 COUNTS
POST-WOONERF263 COUNTS
PRE-WOONERF8 COUNTS
POST-WOONERF109 COUNTS
1240%INCREASE
484%INCREASE
1262%INCREASE
SPORTS PLAY
NON-SPORT,ACTIVE PLAY
SOCIAL PLAY
BICYCLE PLAY
moving nearby or just existing kids spending more time playing outside, living streets increase the presence of children in a
neighborhood.
Which is why we need...
*data adapted from The Impact of Woonerven on Childrens
Behaviorby Brenda Eubank-Ahrens for the Institute for Landscape
Planning, Technical University of Berlin
A GOAL-ORIENTED, OUTCOME-DRIVEN DESIGN PROCESSTo properly align our urban livability goals with the designs we produce, it is crucial that we identify the inputs we will
-
7/23/2019 Living Streets - Degree Project
72/106
72
GOALS INPUTS OUTPUTS OUTCOMES
A PUBLIC REALM THAT
FOSTERS ACTIVITY
AND HAPPINESS
PEOPLE BEING ABLE
TO ENJOY SPENDING
TIME OUTSIDE OF
THEIR HOMES
DESIGNATION OF
AND INVESTMENT
IN LIVING STREET
DESIGN COLLABORATIVE CITY/
COMMUNITY DESIGN
MEETINGS
SAFER, MORE
USABLE STREET
SPACE
COMMUNITIES OF
CULTURAL, ECONOMIC
AND FAMILY SIZE
DIVERSITY
ENVIRONMENTALLY
SUSTAINABLE
NEIGHBORHOODS
INCENTIVES FOR
AFFORDABLE AND
FAMILY-SIZED UNITS
ASSOCIATED WITH
LIVING STREETS
REQUIREMENTS
FOR STORMWATER
MANAGING PUBLIC
SPACE BUILDING AND SITE
DESIGN STANDARDS
THAT LINK TO LIVING
STREET FEATURES
SWALES GARDENS TREES PLANTERS GREEN ROOFS GREEN WALLS PERMEABLE SURFACES
AN AGE, INCOME,
AND BACKGROUND
DIVERSE
POPULATION
A CARBON-NEUTRAL
NEIGHBORHOOD
2-3 BEDROOM UNITS
AT A RANGE OF
INCOME LEVELS
y y y
use for implementation, the output indicators by which we will measure success, and the desired outcomes we hope to
achieve.
City-wide:I t Li i St t