Saturday, August 16, 2014

Old Town in Salinas

A few months ago, I passed through Salinas, California for a funeral. I wish the circumstances had been better, and that I could have spent a little more time and had an opportunity to speak with some of the local planners. The relationships between the spaces along the Main Street corridor in Old Town seemed quite interesting.

The Main Street commercial core in Old Town is a compact area. This is due in part to its conversion into a sort of enclave. It encompasses a relatively short distance of Main Street that is effectively demarcated from the rest of its length. The busier arterial streets that flank the Main Street core also create some separation from the surrounding area. It is interesting to note that this length of Main Street is generally consistent with the "400 meter rule." The section from San Luis Street to its termination at the Steinbeck Center is a little under 500 meters. It is also significant that the Steinbeck Center terminates the vista and encloses this section of street more like an outdoor room.

While many planners who talk about walkable downtowns are quick to promote two-way streets as a sort of pedestrian panacea, it is interesting to note that the pedestrian-friendly area of Old Town is along a one-way section of Main Street. The use of angled parking effectively calms the traffic, as do the mid-block sidewalk extensions with pedestrian crossings. The traffic calming treatments could be applied to either one-way or two-way streets, although it may be possible to introduce angled parking on a second side of the street on some one-way streets that would not have sufficient width under a two-way configuration. A one-way configuration also has the inherent advantage of limiting the demands on pedestrians to try simultaneously gauging traffic coming at them from two different directions at uncontrolled mid-block crossings.


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The angled parking and the mid-block sidewalk extensions calm traffic

The mid-block crossings form a pedestrian axis that is more than just an extra place to cross the street between intersections. They align with pedestrian passageways through the block to parking areas on the other streets. In some cases, these passages provide additional store frontage or space for outdoor restaurant seating. It was not clear on my quick visit if the outdoor restaurant seating had failed, or if it was a seasonal use that hadn't started yet for the warmer months when I was there.

Monday, August 4, 2014

Creating Social Space at Summer Streets

Last weekend, my neighbor won a hotdog eating contest on 204th Street. It was a great use of residual space.

News 12 Bronx
http://bronx.news12.com/news/summer-streets-2014-celebration-held-on-east-204th-street-1.8902864


Especially in cities, space is a four dimensional problem. Any space is comprised not only by the physical attributes of its length, width, and height, but also its location in time. Spaces can expand or contract; sometimes they can be set up and be taken down entirely. In the case of transportation spaces, they have periods of peak demand, which require more space that what is necessary during off-peak times. Normally, the full right-of-way remains in use for transportation at a low level of utilization. However, with active management and creative programming, it is possible to capture leftover space and put it to use for social activities. Enter Summer Streets.

The center of the Grand Concourse was closed to traffic for Boogie on the Boulevard

On Summer weekends, the New York City Department of Transportation, with considerable assistance from the New York Police Department, closes sections of streets throughout the city. Otherwise, these streets have sleepy volumes of traffic. Sometimes, they can become more prone to dangerous speeding with the light traffic volumes that present drivers with wide-open pavement to race across. Constraining the capacity of the street network has no negative effects on traffic, and may improve safety. It certainly creates the space for great activities that help bring communities together.

Saturday, July 26, 2014

Where Is the Plaza at Bay Plaza?

My family ends up out at the Bay Plaza shopping center in Co-Op City on a somewhat regular basis. Cinemas are becoming few and far between in The Bronx, and the AMC at Bay Plaza is one of our best options for a date at the movies. Despite all the drawbacks of the sprawling strip mall environment, it also remains one of our more convenient shopping alternatives for some needs. Like many others who frequent Bay Plaza, we get there by bus.


Unfortunately, the good money spent on bad design in Bay Plaza does not create a positive sense of place. It just makes transit passengers and the pedestrians from Co-op City feel second class. It makes the place less attractive and functionally inferior for shoppers who arrive by car as well.

There is no coherent network for internal pedestrian circulation.  Everything has been designed to move cars in and out of the parking lots, resulting in sidewalks that are narrow and often disconnected, as well as poorly designed crosswalks.  The transit stops have been dropped in as an afterthought, and are further challenged by their location on private property. Even for those who drive, getting between stores, restaurants, and entertainment is not particularly pleasant. Bay Plaza has put some attention into its landscape architecture in recent years (although there is room for great improvement for stormwater management with the endless acres of pavement!), but what it actually needs is an urban designer.

Nice landscaping.
Where's the sidewalk?

Wednesday, July 16, 2014

A Simple Dirt Path

This is a well-worn path on Needham Avenue where the sidewalk is missing. 

Needham Avenue is an underdeveloped street; it hasn't been built to its full mapped width, and the sidewalks have not been built. The rocks and trees offer a more scenic quality where there would normally be paved spaces. The narrower street offers shorter crossing distances, and those same rocks and trees act to calm traffic. 

Of course, this path subjects people to an uneven surface. This is of little consequence for most pedestrians on a typical day, and the mud when it rains isn't even that large an issue. Snow is substantially worse. For people with disabilities, it poses a larger problem still, which could significantly limit their mobility.


This street functions well with its narrow width. It would be amazing to see it simply improved with adequate sidewalks while preserving the trees and rocks. To really make the most, just add a couple of nice little rain gardens or bioswales.


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Friday, July 4, 2014

Conflicted Crosswalks: Hudson St and Christopher Columbus Dr

The intersection of Hudson Street and Christopher Columbus Drive in Jersey City has real potential to someday become a great public space at a lively, multimodal intersection. For now, it is a fragmented set of residual spaces with a traffic design that is inconvenient and uncomfortable for pedestrians and bus passengers. This is a case where excess concern about pedestrian-vehicle conflicts, combined with decisions to prioritize motor vehicles and a failure to realize that vehicular volumes never materialized, has resulted in a compromised pedestrian network that simply does not work properly. Let's look at how we can put it on a path toward realizing its potential.



This irregular intersection has only modest conflicts between pedestrians and vehicles. That is largely because the vehicular volumes are really quite light. Nevertheless, at this set of intersecting roadways, pedestrians are instructed to follow an extraordinary detour across several different crossings to avoid the potential conflicts with turning vehicles. To further the inconvenience, one of the crosswalks on that detour route has an unusually short pedestrian signal time.

This poor treatment of all the pedestrians who walk through the area is unnecessary, and it sets the wrong priorities by favoring motor vehicles. The whole confluence of intersecting streets should be reevaluated, and in the process it should be possible to create a whole new public space.

The crazy detour really is unnecessary. The conflict this whole situation was designed to avoid is so minor, it really seems unusual that the crossing was prohibited at all. Typical intersections throughout Jersey City and just about everywhere else have worse turning conflicts than this. With a close review of the signage that has been installed, the motivation can be discerned, but the aspect of the design that raised the concern is not only unnecessary, it creates a risk of vehicular collisions.

The pedestrian crossing is prohibited at this location because southbound Hudson Street has two right turn lanes.

The vehicles turning from the second lane would pose a real threat to pedestrians crossing the street, so in an attempt to maintain safe conditions for the pedestrians, the engineers attempted to remove them from the mix.

Despite the efforts of the engineers, the pedestrians who frequent this location exert their independence and continue to cross illicitly. By and large, they have little difficulty. Nevertheless, the apparent conflicts should be resolved, and can be resolved in a way that is much more satisfactory.

Sunday, June 29, 2014

The Wilderness

New York City Nature Preserves



By the time we can speak of preserving and protecting wilderness, it has already lost much of its meaning: for example, the Biblical meaning of awe and threat and the sense of sublimity far greater than the world of man and unencompassable by him.
"Wilderness" is now a symbol of the orderly process of nature.  As a state of the mind, true wilderness exists only in the great sprawling cities.
- Yi-Fu Tuan, Topophilia 


Monday, June 23, 2014

"Urban Triage" on Our Streets?

With the number of pedestrians and cyclists who get killed on our streets every year, you might think that "Urban Triage" was a reference to the aftermath of vehicular violence. It sounds like it could be part of New York City's "Vision Zero" campaign. Instead, it is a term Jeff Speck uses in Walkable City. He attributes the phrase "Urban Triage" to his mentor, Andres Duany, and he recommends it as a way to determine which streets are deemed worthy of saving. The idea is that resources are limited, so projects should be focused on the streets that have the most potential:
Only the "in" streets are to receive walkability improvements like safer traffic patterns, street trees, and better sidewalks.
Before I sound too critical about Speck's recommendations for prioritizing downtown streets, I want to emphasize that Walkable City has been very effective at sparking public interest around the need to design streets that support pedestrian activity. My views align with Speck's far more than they diverge, especially in the earlier portions of the book where he synthesizes many of the current efforts underway around the country and beyond to understand and improve pedestrian conditions. Overall, it has been very positive that Speck has brought so much attention to the need to improve pedestrian conditions and put real effort into developing active transportation networks.

Nevertheless, as Colin Dabkowski in Buffalo recently noted, there are some real problems with Speck's approach. Dabkowski is right that social equity needs to be at the forefront of our efforts to improve cities, and he is right that Speck's writing does not lead the discussion in that direction.

Speck posted a response, where he claims that these concerns are unfounded, that his critics simply failed to understand him. Speck's tone is dismissive (he accuses Dabkowski of not fully reading his book), but Speck's response ends up reiterating some of the basic problems with his planning approach.