“What makes the Cultural Trail unique is that it’s an urban exploration trail, as opposed to an urban escape trail.” / Photo: Indianapolis Cultural Trail

Back in 2007, we highlighted the Indianapolis Cultural Trail project in Bold Moves, Brave Actions, a feature that looked at five cities on five continents making exceptional strides toward becoming more people-friendly places. Indy, we wrote, was “taking what may be the boldest step of any American city towards supporting bicyclists and pedestrians” – an especially exciting thing to see happening in a city that may be most famous for speeding cars.

Now, five years later, the project’s big debut is upon us! Today marks the official grand opening of the Indianapolis Cultural Trail. Tomorrow, May 11^th, 2013, the city will host Get Down On It, a massive, downtown-wide effort to stage 75 cultural and entertainment events all along the eight-mile trail route.

We are particularly thrilled to see this project come to fruition, and not just because we had the opportunity to serve as part of the design team. The Indianapolis Cultural Trail is a significant project in and of itself, but it gains even more significance when considered in the larger scope of the transformation taking place in this Midwestern state capital. Driven largely by the efforts of the Central Indiana Community Foundation (CICF) over the past decade, Indy is fast becoming a city where Placemaking is a way of life for all citizens. The focus on place, from the top down and the bottom up, is creating a stronger, more vibrant city that doubles down on the local people and places that make it most unique.

To mark the opening of the Cultural Trail, we spoke with Brian Payne, the president and CEO of the CICF and the “zealous nut” who took this amazing project from inspiration to implementation. Congratulations to Brian and everyone at the foundation for this remarkable accomplishment! We’re lucky to have had the pleasure of working with him, and to have seen the potential that a community foundation can have in leading a Placemaking agenda for a city.

We’ve gotten to know many of the projects of his Inspiring Places Initiative through having PPS lead trainings and technical assistance, and are looking forward to starting work shortly on major transformation of Monument Circle (a project that Brian had us help kickstart back in 2008 with a concept paper), the heart of the city and the Cultural Trail.

Why don’t we start this off by having you tell us a bit about what the Indianapolis Cultural Trail is, and how the project came about?

The trail is, from an experiential perspective, a great way to experience all of the great stuff in downtown Indianapolis; it’s also meant to serve as a catalyst for areas that need a catalyst. It is a curbed, buffered, beautifully paved, richly landscaped, and artfully lighted bike and pedestrian pathway that connects to every arts, cultural heritage, sports, and entertainment venue in the urban core. The inspiration for the idea was that it was going to connect to five designated cultural districts downtown in order to make those districts more vibrant and viable by connecting them and giving people a way to get to them that was walkable and bikeable.

Most bike trails are greenways; they’re a way to escape the urban environment and experience nature. The Cultural Trail is actually an urban trail that connects you to everything that’s good in the city center. What makes it unique is that it’s an urban exploration trail, as opposed to an urban escape trail.

One of the big benefits of this project is that it’s changing what we value in Indianapolis. We value beautiful design more since the trail came up; we value bicycle culture; we value sustainability. It’s also a major amenity that the tourism and convention industry is selling and appreciating. It’s a unique experience that makes Indianapolis different or better than it was as a destination. Even in these tough economic times, it’s actually been a catalyst for over a hundred million dollars of new real estate development. People are even moving their offices in order to be on the trail. We’ve had three major nonprofits relocate so that they can connect to the vibrancy this project is generating.

How did you first come to realize the importance of focusing on place? Did you come to Placemaking while you were working on the trail, or was it something you were aware of before?

It’s funny…today, I’m considered a local expert on Placemaking, but it was actually the trail project that taught me what I know. It wasn’t like I was an expert going in. Before I joined CICF as the president and CEO, my career was in managing professional theater companies. A few months after getting hired at the foundation, I was appointed by the mayor at the time, Bart Peterson, to be a commissioner of a new initiative that was originally scheduled to be a five-year, $10 million effort called the Cultural Development Commission. The goal was to establish Indianapolis more as a regional or even national cultural destination city.

We wanted to make our own citizenry connect to our local cultural offerings at a higher deeper level, but also to establish ourselves as a cultural city. My perspective was always: what are we going to offer that’s different, authentic, or unique compared to the cities around us? Why would someone from Chicago, Cincinnati, St. Louis—or, thinking nationally, Denver, Austin, etc—why would they come to Indianapolis for a cultural experience if we just offer what every city offers: regional theater, symphony, dance company, etc? What was going to make us a destination?

There was this idea presented to us, as new commissioners, that there was a significant opportunity in  the historic retail villages that were either part of downtown or just outside of it. It struck me that, inherently, cultural neighborhoods are unique from other cultural neighborhoods. Focusing on drawing out those neighborhoods’ distinctive qualities seemed like a great way to make the city a unique destination that people would travel to. I tried to raise money for that and got nowhere, because everyone said it wasn’t going to work because these districts were too disconnected: from downtown, and from each other.

So, I thought, let’s connect them! I was a new bicyclist at the time, and was enjoying this rail trail that we had called the Monon Trail. And I thought well we can just connect these downtown districts by creating an urban version of the Monon Trail. Over the years, the idea got more and more ambitious. We could have connected the districts with a five mile trail, but the trail wound up being eight miles. It also became a bigger idea, to connect every significant venue downtown. It’s also now the hub for an entire countywide system of trails. It connects the three other major trails in our multi-county area.

Placemaking has played a major role in transforming Indianapolis / Photo: Indianapolis Cultural Trail

There are a lot of other exciting new public space projects happening in the center of Indianapolis. Can you talk about the role that the trail has played in driving that shift toward the Placemaking idea?

PPS was certainly a big influence, but what’s happened is that, at CICF, the trail became the first of what we now call community leadership initiatives. The foundation used to be a straightforward, donor-advised grant-making organization. But we saw the trail project as a community leadership opportunity, and we started tying other community leadership efforts to what we were learning while working on the trail.

In 2005 (the trail idea started in 2001) we created two community leadership initiatives, one of which was called Inspiring Places, which has played a major role in encouraging people in Indianapolis to care more about Placemaking. We now have this idea that we should be a leading city in America for creating access to art, nature, and beauty every day, for everybody. Today, many of the people who cared about this trail project have been emboldened by the success of the Cultural Trail and Inspiring Places; they feel like they can get their ideas done, too. They feel like it’s worth being an advocate and having big ideas because they know there’s momentum around that now. There is now a huge, huge focus, and a lot of energy and people who are spending their creative time and resources making Indianapolis this great place.

You said something interesting earlier about cultural neighborhoods, and how each one is inherently different from other neighborhoods. How has the trail’s development affected the city’s neighborhoods? Is this energy spreading out from downtown?

It really is. Since we took on the Cultural Trail project we’ve been making sure that we balance that with our neighborhood efforts. We’ve had opportunities through that to work with some great partners. We have a very dynamic LISC in Indianapolis, and they had this idea of doing neighborhood quality of life plans. They’ve gone in and worked from the grassroots, doing neighborhood organizing around this idea of what the neighbors want to do to improve their local quality of life. The trail created major awareness, so among other things these neighborhoods want walkable and bikeable neighborhoods, they want cultural assets, and beautiful green spaces. All of these things reinforce each other.

Another great partner has been Keep Indianapolis Beautiful. They used to just be a neighborhood beautification initiative, but over the past ten years KIB has become a major community development organization. They use their principles of enhancing nature, expanding the tree canopy—the tools that they’ve always used—but they frame it with a much bigger ambition. Now, their work is about transforming neighborhoods and quality of life. They think much more comprehensively about what they do. All of these great organizations, we’re working together from different angles, but we all reinforce each others’ work.

You’ve been talking about connectivity; how do the Cultural Trail and the Inspiring Places initiative improve connectivity in Indianapolis?

At our foundation, we think that connectivity is the theme of the 21^st century. Whether it’s physical connectivity, digital, social, community—we think that a city that creates connectivity at all different levels is going to be a successful city. We’re big believers that innovation and creativity come from the collision and connection between different sectors and different kinds of people. We organize all of our work around connectivity.

The trail project is all about the journey, and the idea that the journey should be as exciting and inspiring as any of the destinations in our city. In fact, the journey itself should be a destination. The journey needs to be a great inspiring thing to do.

“We’re trying to create a city where the journey is as powerful and inspiring as the destinations.” / Photo: Indianapolis Cultural Trail

Jane’s Walk Weekend is this May 4th and 5th!

The fact that Jane Jacobs’ name is so often attached to the idea of gentrification today seems a cruel irony. Jane’s writing was focused on how to create strong neighborhoods that fostered robust social networks; she was far from a “NIMBY”, and her interest in preservation was more about economics than aesthetics. Unfortunately, the complexity of her ideas is often vastly oversimplified or taken out of context today by people looking to generate a bit of controversy. Reports that ‘Jane was wrong’ are greatly exaggerated, often by people who wind up making many of the same arguments that Jane, herself, made.

So it is always wonderful to see people gathering in communities across the country for Jane’s Walk Weekend. Over the next two days (May 4th & 5th), thousands will meet their neighbors to explore, observe, and appreciate what makes their neighborhoods great. In honor of one of our very favorite Placemakers, we’ve rounded up several walks scheduled to take place this year that focus on the theme of resilience, a concern at the core of much of Jane’s work. She was a champion of complexity and flexibility in urban form because these qualities allow communities—and the people that inhabit them—to address challenges more nimbly and effectively. Or, in her own eloquent words:

“Vital cities have marvelous innate abilities for understanding, communicating, contriving, and inventing what is required to combat their difficulties … Lively, diverse, intense cities contain the seeds of their own regeneration, with energy enough to carry over for problems and needs outside themselves.”

And now, without further ado:

1.) Levee Disaster Bike Tour, New Orleans: The Crescent City’s comeback post-Katina, while far from frictionless, has been nothing short of miraculous. This bike tour will visit the sites of several levee breaches around the city, giving participants an opportunity to discuss what happened to their city, and how far they’ve come since.

2.) Not Your Typical Regent Park Walk, Toronto: This walk, in the city where Jane moved after her time in Manhattan’s Greenwich Village, will “[shine] a light on the capacity of local residents and [reframe] Toronto’s negative ‘public housing’ narrative,” focusing on the importance of generating new economic opportunities from within local communities rather than attracting them from somewhere else.

3.) The Roots of Mack Avenue, Detroit: This tour will focus on an historic neighborhood commercial corridor in the Motor City, which recently played host to the Placemaking Leadership Council’s inaugural meeting. The tour will explore Mack Avenue’s economic decline, and look forward to the bright future outlined through the “Green Thoroughfare” revitalization plan.

4.) Hometown Security, The Bronx, NYC: Led by South Bronx-based advocate Majora Carter, this tour will examine the impact of the Spofford juvenile detention facility on the neighborhood. The tour will end with a performance by a group of people whose lives were affected by Spofford, and who have worked with the Theater of the Oppressed to tell their stories. Observations from the performances will inform how the 5-acre Spofford site will be re-developed in the future.

5.) Recycle Kingdom Walk, Calcutta: This year Jane’s Walk is making its way to several cities in India. This unique walk will meander through the East Calcutta Wetlands, providing an intimate look at the vital role that the site plays in the city’s ecological resilience. The wetlands “take in all the solid and liquid waste of the city and generates fish, rice and vegetables and sends it back.”

One last thing: if you’re in New York, the Municipal Art Society will be offering a host of free tours of neighborhoods affected by Hurricane Sandy last fall. You can check out the full list of related events by clicking right here.

If we are what we eat, do we also design what we experience? / Photo: Mr. T in DC via Flickr

A few years back, I paid a visit to the headquarters of a state DOT, for the purpose of helping to plan its Safe Routes to School program. As DOTs went, this one had a reputation for being fairly amenable toward pedestrians, by which I mean that the department in question considered walking to be a legitimate form of transportation, which was eligible for spending federal transportation dollars. That, of course, doesn’t always seem to be the case.

Returning from lunch (in a car, because we certainly weren’t in a mixed use neighborhood) we encountered a pedestrian about to cross the DOT’s driveway apron. The driver, being both a human being and a law-abiding citizen, yielded to the pedestrian. But the ped stopped and waived us through. We insisted, and after a confused shrug, he proceeded along his right-of-way. Some might read this merely as a courteous interaction between two users of the transportation system. I saw something more sinister: a microcosmic reminder of the hierarchy at play on our nation’s roads, in which the convenience of the driver subordinates all other forms of transportation. I immediately cracked a joke that the yielding pedestrian was probably a traffic engineer. (As it turned out, he was.)

Entering the building I noticed, next to the front door (kudos!), what is to date the saddest, loneliest, and  rustiest specimen of a wheel-bender bike rack that I have ever seen. I was begged not to take a picture of it. (I did anyway, and framed it nicely with the DOT’s name placard above the front door. Sadly, I’ve lost track of the photo…it’s gone to the great digital beyond.) My final reward came at the end of the day when, upon exiting the building into the parking lot, I stepped out onto a raised, textured crosswalk. I joked: this is the only raised crosswalk in the state, and it’s in the DOT’s parking lot! My smirk turned into a grimace when I was informed there was a not-so-funny reason for that particular traffic calming feature being exactly where it was.

I had largely forgotten about this experience until I received a call recently from a reporter who was doing a story on a spate of pedestrian deaths where he lived. As one who aced the state capitals quiz in 7th grade Geography, I immediately recognized the city in question was also that state’s seat of government. After examining the corridor where the deaths occurred—a multi-lane, high-speed, no-median, state road lined with strip retail development—I located the state DOT’s headquarters, which happened to be a 10-second drive from the road in question, at the confluence of an expressway and a sea of parking.

I had to wonder: if we are what we eat, do we also design what we experience? It isn’t hard to imagine that, deep within the bowels of the state DOT, there are people who’ve never ridden transit, who’ve never walked to lunch, who live a suburban lifestyle, who cannot imagine their children walking to school, and who haven’t ridden a bike since they passed their driving test? Should it be a surprise to us that driving is the first thing the engineer or planner thinks about when he or she sits down to review a plan for a bridge, an intersection, a corridor, or a roadway “improvement”?

We decided to have some fun with Walkscore and state DOT headquarters. We found the address for each state headquarters office and found that the average walkability rating for state DOT headquarters offices is a paltry 67.4. As any high school student can tell you, that’s a barely-passing “D” grade. Below is a slideshow of the eight state DOT offices with Walkscores below 50, which the site categorizes as “Car-Dependent.” We’ve ranked them from best (or: least horrible of the worst) to worst. Take a look, and then let us know how well the built environment around a your state’s DOT correlates to its consideration for walking, bicycling, and transit.

UPDATE: You can also click here to download the list of all 50 DOT offices, ranked by Walkscore.

Industrial Rd & Millard Ave in Omaha, America’s worst intersection for pedestrians according to Streetsblog / Photo: Google

The Pedestrian Pandemic
In 2010, the last year the National Highway Safety Traffic Administration (NHSTA) published such figures, a startling 4,280 pedestrians were hit and killed in traffic and 70,000 were injured. For many states, this past year was one of the most deadly in a decade, ending a general decline in pedestrian fatalities. Even still, there is a disturbing cultural willingness to accept these deaths as a necessary evil. The public increasingly blames the victims. The police rarely prosecute, and if they do, the courts are often lenient. In 2012, 136 pedestrians were killed and another 11,621 were injured in New York City alone—and in all that time, only one sober, unacquainted driver was charged.

The Texas Transportation Institute (TTI) just released their annual Urban Mobility Report resulting in the usual public outcry to spend billions of taxpayer dollars to address congestion, because of what time stuck in traffic costs the American economy.  According to AAA, pedestrian deaths and injuries cost American society $300 billion in 2010, that is nearly three times the national cost of congestion as estimated by the Urban Mobility Report.  Where is the public outcry to improve safety?

In the US, Common Law tradition has a clear provision for the right of access. Given that all forms of transportation begin and end with walking, this is essentially a right to be a pedestrian—a right severely restricted by expensive and counterproductive high-speed roads that we’ve built. A key problem in defending this right is that very few laws motivate law enforcement to consider killing a pedestrian as a crime. Involuntary Vehicular Manslaughter is a potential charge, but it’s hard to prove constructive manslaughter since a little speeding is rarely seen as a crime, and the threshold for recklessness is hard to meet. Anecdotally, drivers who kill a pedestrian are better off waiting for the police to arrive, because hit and runs really are about the only time the police reliably pursue these drivers with any prejudice. New laws specifically dealing with pedestrian-vehicle crashes are needed.

Blaming the Victim
In my opinion, our local media outlets are exacerbating the problem. Their stories discount the human loss and reinforce widely held misconceptions. First and foremost, underlying all of the poor media coverage is what I call the “Accident Axiom.” This is the widely-held (but almost never-question) belief that accidents are an unavoidable and innocent consequence of modern motorized society. The assumption here is that crashes not involving excessive speed, alcohol, or gross negligence are presumably the fault of no one, but an unfortunate systemic fluke.

This axiom has two corollaries: the Inherent Risk Corollary and the Reckless Driver Corollary. The former states that in this world of unavoidable accidents, pedestrians and cyclists are senselessly putting themselves in harm’s way by traversing concrete and asphalt. If they get hit, it is a deserved consequence of their poor decision making. And the latter states that those rare instances when a driver is at fault, it is the result of that driver being a reckless and careless individual, a deviant member of society. All blame is attributed to the individuals involved. The road network and driving culture are given immunity.

Recently the focus has been on the bad behaviors of pedestrians: texting, wearing earphones, jaywalking, drunk walking, etc. While there is clearly a personal responsibility to remain aware of your environment, we should not rush to judgement. Freakonomics ran a particularly illogical analysis of drunk walking back in 2011, claiming that it was eight-times safer to drive under the influence. Safer for whom?

As the mounting death toll makes the issue of pedestrian safety harder to ignore, the Reckless Driver Corollary has expanded to include distracted driving, a legitimate problem just like drunk driving. But in the age of TV screens, internet radio, and GPS navigation systems in dashboards, can we really claim distracted driving to be the isolated acts of a few negligent operators? Driving at high speeds with all of these modern additions is a pervasive indiscretion, a transgression a plurality of society idly commits on a daily basis.

I’m from Nebraska, one of the “safest” states for pedestrians, though that statistic is largely a function of our rural population and lack of pedestrians in cities.  Even in the Cornhusker State, 2012 was a 250% increase in pedestrian fatalities over 2011 as reported by AAA. The Omaha World Herald, is particularly fond of stating pedestrians “were not in a crosswalk” when they were hit. But this is often not even true! Victims were often not in a marked crosswalk. By law, crosswalks do not have to be marked; in a city where road salt strips the paint every year, few crosswalks even are. In September, when the World Herald reported on the increase in fatalities, I decided that enough was enough, and I responded by challenging the misconceptions so flagrantly repeated in their reporting. It took mere minutes of research to refute their presumptions.

The state’s traffic laws, Chapter 60 of the Nebraska Revised Statutes, lays out that a crosswalk exists whenever sidewalks are present on both sides of an intersection, regardless of whether there are white lines painted or not.  It goes on to explain a pedestrian can step into an unmarked crosswalk even if an approaching car is in view, so long as the driver has time to stop and there isn’t a Don’t Walk signal.  And most importantly if references a case Vanek v. Prohaska that states, “Violation of a statute is not negligence per se, but is merely evidence of negligence.”  In other words, just because a pedestrian violated these laws, doesn’t mean they should be considered the party at fault.  Given the inadequacy of the infrastructure, it might have been perfectly reasonable to cross in such a way.  Though the original post has since been deleted, you can read the full text of my comment here.

In the early 1900s, cars and their drivers were depicted in editorials, cartoons and accident reports as reckless murderers / Photo: via Peter Norton

The Rise of Motordom—and the Future of the Message
This wasn’t always the media’s modus operandi. In the early 1900s, cars and their drivers were depicted in editorials, cartoons and accident reports as reckless murderers, as grim reapers spreading death across cities and as pagan gods appeased by the sacrificing of children. What changed, mid-century, was that the highway lobby essentially took over the reporting of pedestrian and cyclists harmed by drivers; unsurprisingly, they changed the voice of coverage to presume the innocence of drivers.

Fortunately, there are signs that the narrative might be starting to change. While stories highlighting the injustice inherent in the way we treat pedestrian fatalities are usually the purview of urbanism-friendly publications (think Streetsblog, The Atlantic Cities, et. al.) NPR ran a story last month profiling the impossible task that police face in tracking down hit-and-run drivers involved in vehicle-pedestrian crashes. Brian Williams also covered the topic recently on NBC’s Rock Center, and the segment starts off promisingly enough. Unfortunately, about twenty minutes in, it becomes clear that the story is being framed using the Reckless Driver Corollary, focusing on the fact that drivers involved in the crashes being discussed were on their phones, rather than the fact that pedestrians died.

Solutions
There are many things that can be done to keep pushing the message back to a place that values human life first, and speed and efficient movement of automobiles second. On the policy side, get a Vulnerable Users Law introduced into your state legislature. Vulnerable Users Laws shift the burden of evidence onto the more dangerous individual. Drivers are responsible for cyclists, cyclists for pedestrians. I’m a huge fan of these laws, because pedestrians are put on a pedestal. They’ve been popular in Europe and are catching on in the United States.

You can also pursue other policies like Vision Zero, famously applied in Sweden and currently being campaigned for by Transportation Alternatives in NYC. Essentially, Vision Zero is a directive to eliminate all pedestrian and cyclists fatalities in quick order. The central premise being, “that no loss of life is acceptable.” Concerning law and order, you can find local lawyers to represent and advocate for justice on the behalf of pedestrians and cyclists injured or killed by drivers.

You can work to lower the speed of traffic. More specifically, advocate to decrease the range of speeds driven over a segment of road.  A fundamental belief in traffic engineering is that differences in operating speed causes higher risks of crashes. Spread can be reduced by lowering speed limits and using roundabouts instead of signalized intersections. The end result is travel times remain the same but maximum operating speed and the range of speeds are significantly lowered. Other geometric changes include narrower lanes, pedestrian refuge islands, neck-downs and Rightsizing.

However, only so much will be accomplished until our local papers and the nightly news starts putting pressure on state DOTs and public works departments to keep our citizens safe on foot. So, first and foremost, pay closer attention to the way that pedestrian deaths are portrayed by the local media in your area, and don’t be afraid to put pressure your local news outlets when you see improper coverage that blames the victim. It is easy to find language in your State Statutes that debunk published misconceptions about crosswalks and jaywalking. We all have the right to walk—and like most rights, it’s one that must be defended.

Helpful Resources

• Peter Norton’s excellent presentation on the history of media depictions and societal opinions on pedestrian-vehcile crashes
• AAA report on the societal costs of pedestrian-vehicle crashes
• World Health Organization pamphlet on the risk of pedestrian fatality as a function of traffic speed
• AAA report on the risk of pedestrian fatality as a function of traffic speed
• Transportation for America’s Dangerous by Design, interactive pedestrian-vehicle crash data
• National Highway Transportation Safety Administration pedestrian data
• America Walks, the best starting point for resources, tools and links

“Ready, set, go!” / Photo: Dan Burden

In mid-December I was invited to participate in a listening session convened by the AARP and GOVERNING to consider the question of how local government can prepare for the so-called “Silver Tsunami” of Baby Boomers entering retirement. It was an impressive group that convened: leaders from Federal agencies; leaders from the many national non-profit organizations and associations that populate DC; even a few private sector individuals sprinkled in.

For us to have a common departure point for the morning’s discussion, we had to first define the Baby Boomers in broad strokes, a task that fell to Neil Howe. Howe may be the most widely read and influential generational theorist of our time. He delivered to us some stark statistics and observations: 25% of Boomers have no retirement savings; 26% have no personal savings (beyond a 401k); and the recession couldn’t have  hit at a worse time for the Boomers, who saw a 33% drop in median household net worth just as retirement looked to be approaching. The bottom line of those numbers is that the typical Boomer will work well past retirement age, and remain in his community, in his home. This conclusion is backed up by numerous surveys of Boomers who (overwhelmingly) indicate they’re staying put.

If you are wondering where the Harley Davidson-riding, little-blue-pill-popping “greedy geezers” went, you need to look to the “Silent Generation” (born 1925-1945) who cashed out near the peak of the housing market with generous defined benefit packages. (FYI: the highest median-net-worth cohort is households headed by someone 75 years and older.)

Howe’s words were a reality check for my fellow attendees, many of whom had reached the pinnacles of their careers, and as such were members of the Boomer cohort. I noticed many of them nodding in silent agreement as Howe detailed how the fates of the Boomers and their Millennial children were intertwined. As the Boomers approach retirement age, their children are emerging from college and graduate school saddled with oppressive debt and grim employment prospects. It is no wonder that the percentage of young adults (24-34 years old) living with their parents as doubled since 1980, from 11% to 22%.

The Baby Boomers were our first suburban generation, and it is in the suburban environ that many are likely to remain in retirement. By 2029, when the last Boomers reach retirement age, 1-in-5 Americans will be over 65. Before listening to Howe, I considered the notion of retrofitting suburbia to a more multimodal, mixed-use form to be a quaint, romantic, or even hubristic idea. Now such transformation appears to be a necessity.

Walkable neighborhoods are critical in creating livable, accessible places for senior citizens to live / Photo: Mark Plotz

Despite the tall task before us, I departed the discussion full of optimism because I heard from many people in the room about the importance of place, and the necessity for communities, neighborhoods, and developments that are supportive of walking, bicycling, and transit. These people weren’t ringers; they were drawn from all sectors including housing, finance, commercial development, health care, and governing.

Crisis can precipitate change, which can lead to better outcomes. The Silver Tsunami can be considered such an opportunity for those of us who desire a stronger sense of place, and a more sustainable transportation system to support it. Here are a few ideas that the AARP/GOVERNING discussion inspired for me:

• A deep distrust of institutions. According to Howe, Boomers have a deep distrust of institutions, and in the past have united to oppose war, racism, and environmental destruction. State DOTs remain some of our most opaque and entrenched institutions. Perhaps Boomers will start asking why, when we have passed peak driving, DOTs continue to follow the prime directive of increasing capacity.
• Mixed use in the rough. A major challenge to reducing vehicle miles traveled (VMT) in suburbia is the segregation of land uses and the distance between residential and retail. One way to solve this may be to start converting some of this country’s 16,000 golf courses, only one-third of which break even or actually turn a profit, into mixed use developments. Think about it: they’re often at the center of a neighborhood or community, they contain miles of cart paths that could become multiuse trails, and they’re not even in use for part of the year. (Of course, I don’t play the game, and if you suggest turning my pool or velodrome into a lifestyle center, then we’re going to have a problem!)
• We’re spending the money anyway. We spend billions annually to build un-walkable and un-bikeable junk; that money could just as easily be used to build something that supports sane transportation and land use. Yes, MAP-21 is problematic, but your state DOT has a tremendous amount of flexibility with what they can build using Surface Transportation funds. At the local level, The Man is constantly replacing out worn out roads, bridges, and water/sewer infrastructure, so go stick it to him when he shows up with the orange cones and bulldozers and tell him to complete your street. Groovy!

Downtown Madison, NJ, in full swing during the Bottle Hill Day festival / Photo: Borough of Madison

PPS heartily congratulates the Borough of Madison, New Jersey, whose downtown was recently named one of the 2012 Great Places in New Jersey by the state chapter of the American Planning Association. It is an affirmation of the Borough’s unwavering dedication over the past 30 years and demonstrates the power of a community to transform a place through persistent efforts over time.

Here at PPS, it has been exciting to witness the “before and after” of Downtown Madison, beginning with a plan we created in 1980. “It was one of my first projects at PPS,” recalls Senior Vice President Steve Davies. “Since I had grown up in a similarly sized town, I immediately felt an affinity for the community. It’s been wonderful to have worked periodically with Madison over such a long period.”

In 1980, Downtown Madison, located on hour by train west of New York City, was in better shape than other small town centers across the U.S., though it was sliding downward. The Geraldine R. Dodge Foundation, located in nearby Morristown, had a special interest in Madison, given that it had been the original home of the Dodge family. It was their support, and other support which followed, that helped reverse the downward momentum and get the wheels going in a positive direction. But it was the citizens and leadership of Madison that really drove the transformation over time.

The revitalization of downtown Madison has focused on key public spaces and thoroughfares: Main Street (a state highway, which made it more challenging), Lincoln Place, Waverly Place, and the train station. Madison’s downtown is on the National Register of Historic Places, so amidst all of the physical changes and improvements, the question was always about how to build on downtown’s distinctive historic character and make it even better.

While much of the effort has been on improving the design of streets, sidewalks, and public spaces, the effort has been multi-dimensional. Based on PPS’s recommendation, Mayor Elizabeth Baumgartner created the Downtown Development Commission (DDC) in 1981, which took the opportunity to involve all stakeholders, from landlords and merchants to residents and the arts and non-profit communities – tapping into the inherent passion of the 16,000 people who call the place home. Playfully underlining the later feat, Davies adds, “No one agreed with anybody in 1981. Merchants thought that the problem was with parking.”

The commission, in turn, hired the first downtown manager in New Jersey, and one of the first in the country. “You know, we didn’t say it this way in 1980, but 80% of the success of public spaces is in the management,” says Davies. “In recommending they hire a downtown manager, the outcome in Madison was trendsetting.”

The manager began with programming, marketing, filling retail, and getting everyone on the same page. Programming was launched to highlight what is local and seasonal, and has also been an important kernel for spurring Madison’s renewed vibrancy. Today, the downtown is marketed under the banner of the Love Madison Shop Madison campaign.

Madison went beyond great programming and well-designed spaces to earn its distinction as one of the state’s Great Places. In another move, the Police Department created a “town man” post with an officer stationed at the intersection of Main Street and Waverly Place. The town man acts as a local ambassador, giving directions, making suggestions, and helping shoppers cross the street. Good management practices like this have been indispensable to the revitalization of downtown and the experience of Madison as a safe and welcoming place.

The road to establishing successful programs is not always a straight one and usually requires experimentation. One of PPS’s recommendations back in 1980 identified Waverly Place as an ideal spot to get a farmers market going in downtown. A market was created, but it started as a smaller affair sited in a parking lot outside of the center. When the lot needed to be repaired, the market was relocated to Waverly Place and became an even bigger hit. Mary Anna Holden, Mayor from 2008 to 2011 and long time community advocate, sent an email to PPS at the time saying “It took 25 years to follow the recommendation, but it worked!”

In addition to the now hugely popular farmers market, the DDC and community partners organize other programs throughout the year. These include Bottle Hill Day, a community festival celebrating local culture and downtown businesses, and May Day, a town-wide streetscape beautification day to improve Madison’s parks, business districts, and public spaces. The DDC also links with local colleges to provide shuttles and welcoming tours of downtown for students.

Easterly view on Lincoln Place from Madison’s train station showing roadway, sidewalk, accessible crosswalks, curb, drainage, lighting, shade tree and landscaping improvements / Photo: Robert Vogel

More recently, the Borough came to PPS because they had to replace utilities under Lincoln Place, where the train station, post office, and movie theater are all located. Davies notes, “It felt like a back alley, not a major entrance into downtown.” Following ideas generated at a public Placemaking workshop, PPS prepared a plan to remake the street – which had to be completely torn up in any case – to make it more walkable, including a planted center islands to calm traffic in front of the train station, new sidewalks, and simple interventions at problem intersections with stop signs. Construction was completed in 2011.

“I always knew this was one of New Jersey’s great places, so it’s nice to have it recognized” said current Mayor Bob Conley about the recent APA designation. “The process we went through with Lincoln and Waverly Places was well thought-out; using PPS resources to help, we brought in residents and merchants to all have an input, and it’s obvious that it came out beautifully!”

The work of creating great places is never over and done, but step-by-step communities like Madison are making huge progress. Congratulations, Madison, on this exciting milestone. We look forward to more stories about the life of your public spaces yet to come!

Click to purchase from Powell’s

Jeff Speck’s new book, Walkable City: How Downtown Can Save America, One Step at a Time, is worth a read for its acerbic wit, alone. The author fits a remarkable collection of data and anecdotal evidence from his long career in urban design (which included a four-year stint at the helm of the National Endowment for the Arts’ design department) into a mere 260 pages while maintaining a tone that is both punchy and urgent. It’s not often that I’ve found people who can make the discussion of parking minimums entertaining, but Speck has a way with words.

Walkable City begins with Speck’s General Theory of Walkability, before proceeding on to an overview of the challenges facing our built environment today. The author’s deep understanding of the topic at hand thus becomes clear early on, and by the time the book launches into its meatiest section—a detailed breakdown of the Ten Steps of Walkability—the author-reader bond is already established. Barely a fifth of the way through the book, it is hard not to already feel engaged, like a comrade-in-arms.

But this is not the next great book on American cities; Speck says so himself in the prologue, arguing that “That book is not needed. An intellectual revolution is no longer necessary.” This struck me as odd, and it nagged at the back of my mind throughout what was otherwise a mostly enjoyable read. For, as Speck explains a mere paragraph after the line quoted above, “We’ve known for three decades how to make livable cities—after forgetting for four—yet we’ve somehow not been able to pull it off.”

That “we’ve” is instructive; the book is seemingly intended for a mass audience, but I got the sense that I was part of a choir, being preached to with the church doors thrown open. While it is a very accessible book, Walkable City comes off feeling a bit more specific than it seems the author himself had hoped. There is a preoccupation with the physical cityscape that suggests the underlying assumption that the reader has some knowledge of and access to the proper channels to act on the information that’s being presented. But many (or even most, if the book is intended for a mass market) won’t.

Indeed, for a book about walkability, Walkable City seems much more concerned with cars and buildings than with people. “America will be finally ushered into ‘the urban century’ not by its few exceptions,” writes Speck, in wrapping up the prologue, “but by a collective movement among its everyday cities to do once again what cities do best, which is to bring people together—on foot.” Yet at the outset of the section titled The Useful Walk, he writes that “Cars are the lifeblood of the American city.” Are we to understand, then, that it is a collective movement among our cars that will create more walkable cities?

Of course not.  People are the lifeblood of cities, and if we’re going to pull off the feat of ushering America into the urban century, we have to show those people not only why walkability is important, but how their own actions and decisions can help to create more of it. [Of note, via PPS's transportation director Gary Toth: even AASHTO included the following line in the 1984 edition of the Green Book: “…it is extremely difficult to make adequate provisions for pedestrians.  Yet, this must be done, because pedestrians are the lifeblood of our urban areas…”]

“Specialists,” Speck writes in no uncertain terms, “are the enemy of the city, which is by definition a general enterprise.” Yet the urban designer seems not to heed his own advice. If he had, we may have seen a fifth category in the book’s General Theory of Walkability; alongside The Useful Walk, The Safe Walk, The Comfortable Walk, and The Interesting Walk, perhaps a section on The Considered Walk.

If we’re going to create more popular support for walkability in the US, we need people in auto-centric places to start thinking differently about the benefits of getting around on foot instead of by car: improved health, more time to spend with families, lower transportation costs, more unplanned social encounters, better sense of purpose and community. If you’ve lived your whole life in a landscape dominated by cars (as most Americans have), walkability may be far from the front of your mind. The idea that an intellectual revolution is no longer necessary assumes that everyone is already on the same page. They’re not.

For those of us who are already advocating for more walkable urban fabric, Walkable City offers a wealth of facts and figures with which we can load our cannons. But it also serves as a reminder that we have to keep working on how we present that information to broader constituencies. We’re getting there, but we’re still en route.

A colorful crosswalk scene / Photo: Alex E. Proimos via Flickr

For more, check out Brendan’s conversation on Walkable City with Next American City’s Brady Dale, part of the #NextCityBooks online book club series.

Brooklyn's Court Street is often bustling with pedestrian activity. / Photo: PPS

“Walking: It’s What You Do Once You’ve Parked Your Car…”

Or so lamented Traffic author Tom Vanderbilt, in his keynote address at last week’s Walking and the Life of the City Symposium, organized by the NYU Wagner School’s Rudin Center for Transportation Policy and Management. Vanderbilt set the morning’s theme by charting the history of walking from its criminalization with the first jaywalking laws in 1915, to its sharp fall from public favor in the 1970s following a spike in vehicle miles traveled (VMT), changes in land use (widened streets, trees removed between roads and sidewalks), and the popularization of our favorite modern conveniences, like drive-throughs and escalators.

“Walking is like sex” Vanderbilt postulated. “Everyone is doing it, but nobody knows how much.” Quipping that we haven’t yet had “the great Kinsey report of walking,” he proposed that much work needs to be done to define not just the quantitative indicators for walking, but also the qualitative indicators that can help us understand how to make truly complete streets. Together, the researchers’ presentations started to present a Kinsey-like breadth of information about the role that walking plays in contemporary culture. Full presentations will soon be available online here, and a publication of the day’s proceedings is in the offing. In the meantime, brief summaries of the presentations are coupled below with a big question raised by each researcher’s findings.

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  Pedestrian satisfaction is closely linked to motivation; vibrant walking streets like this one in Lisbon can encourage people to get out and enjoy traveling on two feet. / Photo: B G via Flickr

  McGill University’s Kevin Manaugh aims to fill the gap between behavioral psychology and the built environment. Arguing that there’s a difference between choosing to walk (the environmentalists), and having no choice but to walk (poorer populations), his research categorized types of walkers to understand who’s doing the walking and why they’re doing it. Manaugh’s research shows no relationship between the distance walked during a trip and the satisfaction experienced by the walker, illustrating how the enjoyment of walking relies heavily on one’s motivation. How can we motivate more people to start walking by choice?

• Picking up where Manaugh left off, Dick Ettema, of Utrecht University, explored how well-being has been defined by academic researchers. He suggested that urban design could be improved through deeper research into the relationship between sensory experience and behavior change, noting that “Physical experience is much more important when walking [than other modes of travel].” Ettema’s research into understanding optimal arousal for pedestrians raises an interesting question for anyone interested in the idea of re-thinking Streets as Places: What are the qualitative indicators that can help us understand how to make out streets truly complete?
  

• Columbia University’s David King looked at the relationship between transportation system funding and walkability, making a strong case for “person-oriented development” by highlighting key problem areas, such as fuel taxes driving transit investment decisions, wealthy areas enjoying the majority of bike and pedestrian investment, and a planning preference for increasing speed. With lawsuits against cities for decades of underinvestment in pedestrian infrastructure and non-ADA compliance becoming increasingly common, he asked “Are pedestrian environments something we should be engineering, the same way we engineer road environments?“

• The second panel of the day kicked off with the Rudin Center’s Andrew Mondschein, who discussed his research into how people cognitively map their streets and neighborhoods. Presenting different processes of spatial learning, he explained how we engage in ‘active learning’ when walking, noting that frequent pedestrians tend to have a better understanding of their streets and neighborhoods than transit riders. With this in mind, Mondschein raised the question: Might mobile apps, GPS, and other ICT platforms be chipping away at our ‘walking IQ’ by making us less reliant on our cognitive maps?

• Sarah Kaufman, also of the Rudin Center, also presented research on the impact that digital technology is having on walking. “Right now,” Kauffman explained, “we know that physical & augmented reality are separate; in future, we will feel more transported and immersed by AR apps…especially in areas such as navigation, tourism and translation.” Kauffman’s primary question, regarding the future of this field, is worth repeating verbatim: “Are we aiming to augment reality, or substitute it?“

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  Data on mid-block crossings is hard to come by, but important / Photo: Ian Muttoo via Flickr

  UC Berkeley’s Robert Schneider’s work aims to better quantify pedestrian activity by gathering more complete data. Explaining the need for different types of data that are currently lacking (middle-block crossings, trip generation, travel within activity centers and parking lots, and movement within multimodal trips key among them), his talk highlighted innovative forms of data collection which might make this process easier, such as video and GPS tracking using stationary cameras and smart phones. If we’re currently missing a great deal of data on shorter walking trips, how might collecting that data more efficiently change how we design for walking?

So what do you think? How can we get more people walking? Are digital apps the answer–or do they just raise even more troublesome questions? Is contemporary research on walking even asking the right questions, to begin with? Join the discussion commenting below!

Wanna go for a walk? / Photo: JaneJacobsWalk.org

The annual Jane’s Walk Weekend is just around the corner! On Saturday, May 5th, and Sunday, May 6th, hundreds of free walking tours will take place in cities around the world. We were going to try to round up the best walks for people interested in Placemaking but, perhaps unsurprisingly given that Jane was the doyenne of human-scaled urbanism, it’s pretty much impossible to find a tour that isn’t great in that regard. Instead, we sifted through all of the listings to find some of the most original and offbeat tours on the roster.

We highly encourage you to visit the two main websites with listings of walks around the world, JaneJacobsWalk.org and JanesWalk.net, to see what’s going on in your city or town, whether it involves unicycles and ugly houses, or a good old fashioned exploration of the history, people, and architecture of a unique place.

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City of Labyrinths Project (Toronto, Ontario)
Toronto, where Jane lived during the latter half of her life, will be the setting for more walks than any other city during the weekend; still, several stand out. This walk ont he 5th, organized by a group that aims “to place a semi-permanent labyrinth within walking distance of every Torontonian,” celebrates the city’s existing sidewalk mazes, and explores the history of labyrinth design.

Cityscape/Soundscape (Toronto, Ontario)
Most walking tours tend to rely more on what we see than what we hear, but Toronto will play host to a “soundwalk” on the 5th. This tour will “show how Toronto’s diverse downtown spaces can be distinguished by their own characteristic soundscapes.” Sounds cool enough already, but take a look at the photo–it seems this walk will even include blindfolds to heighten your hearing!

Food Foraging (Flesherton, Ontario)
For a thoroughly rural ramble (say that five times fast), head to Flesherton on the 6th to learn all about what can and can’t be eaten during a walk in the woods. Organizer David Turner “will also point out plants, roots, barks and leaves that can be used for tinctures, salves and teas.”

IRUBNY Celebrates Gramercy Park (New York, New York)
Artist Carol Caputo will lead participants in New York on a walk around Manhattan’s Gramercy Park neighborhood on the 5th, armed with paper and crayons to create rubbings of the architectural details that define this historic district.

Levee Disaster Bike Tour (New Orleans, Louisiana)
Led by an organization lobbying for safer levees to protect New Orleans (sad that we even need sustained advocacy for that), this bike tour on the 6th will visit the sites of two levee breaches that flooded the Crescent City shortly after Hurricane Katrina blew through town.

Not a Cakewalk (Toronto, Ontario)
There are a number of food-related tours scheduled during the weekend, but only one will focus specifically on the design of bakeries, and “illuminates the relationship between emotions and desire with architecture.” The walk will take place in Toronto’s West End neighborhood on the 5th.

Seersucker Ride (Sacramento, California)
If you’re the kind of person who regrets not being born during the Victorian Era, you’re in luck! On the 6th, the group Sacramento Tweed will lead an olde-fashioned bike tour of the historic city core “that encourages period dress and a more relaxed style of riding.”

Silent Midnight Walk (Regina, Saskatchewan)
If the Cityscape/Soundscape walk in Toronto sounded fun but a bit too easterly, you can experience another soundwalk in Regina on the evening of the 5th. During this one-hour traipse, “participants may choose to practice walking meditation or to simply allow their senses to take over.” Tranquil or spooky, depending on your perspective, it certainly sounds like an interesting experience!

Ugly Houses (Karlskrona, Sweden)
There’s not much information available about this walk on the website, but the title suggests that, if you happen to be in Karlskrona on the 6th, this walk has potential to be very entertaining!

Unicycling for Change (Bozeman, Montana)
While Jane’s Walk Weekend will feature several biking tours, we only found one that will be conducted via unicycle! If you’re a fan of transportation of the one-wheeled variety, head out to Montana on the 5th to help promote the cause! (Don’t worry, the route includes several breaks for weary legs).

All Photos: JaneJacobsWalk.org

A sharrow points the way toward Long Beach's iconic Villa Riviera / Photo: waltarrrrr via Flickr

With so much attention focused on a certain conference in Long Beach last week, we want to make sure that complete streets advocates, placemakers, transportation wonks, and other walking and cycling enthusiasts don’t miss the news about another big event on the horizon in this sunny California city: early bird registration for the 17th Pro Walk / Pro Bike conference has just opened. The conference, which will focus on the theme “Pro Place” is scheduled for the week of September 10-13, 2012, and you can reserve your seat for a reduced rate up until Wednesday, May 16th.

Pro Walk / Pro Bike is a biennial event, founded in 1980 by the National Center for Bicycling & Walking, and serves as the premier venue for presenting work and meeting peers from the fields of transportation planning, engineering, health, advocacy, public policy, research, and more. The chair of this year’s host committee is Charlie Gandy, a cycling and pedestrian advocate with some serious cred. Currently the director of Livable Communities Inc. and a board member of the California Bicycle Coalition, Charlie previously served as the Director of Advocacy Programs for the Bicycle Federation of America, pioneered the concept of the Bicycle Friendly Business District as the Mobility Coordinator Long Beach’s Bike Long Beach program, and founded the Texas Bicycle Coalition (now Bike Texas).

To get a sense of Charlie’s approach to the subject at hand for September’s conference, one need look no further than his talk on Creating Charismatic Communities at last summer’s TEDxSoCal event. Charlie talks about encouraging the development of the personality of place, and explains how the city of Long Beach has spent the last few years “looking at basic urban design and health issues and coming up with some new and different ways to articulate them…and has been developing fans and followers.”

All of us here at PPS are excited for this opportunity to work with Charlie to bring together transportation reform advocates from around the country for a discussion of how placemaking can help create more equitable transportation networks in our cities. This conference is central to our effort to Build Communities Through Transportation, and we’re looking forward to meeting with other placemakers in September to talk about the latest and most cutting-edge case studies in building more walkable, bike-friendly, charismatic communities. We hope to see you there!

We’ll be bringing you more information in the next couple of months as the Pro Walk / Pro Bike host committee culls through the hundreds of event proposals received from across the country in response to an open call and begins to lay out the full schedule. In the meantime, you can stay up to date with the National Center for Bicycling & Walking (which officially became a program of PPS last June) by signing up for their bi-weekly Centerlines e-newsletter.

Bicyclist-friendly Long Beach's downtown boasts a crisp new Bike Station / Photo: waltarrrrr via Flickr

Grand Avenue in L.A.: the new Model Street Manual aims to make streets more welcoming for people

L.A. County has begun to rewrite the “DNA” of its streets with a new Model Streets Manual that will set guidelines to support improved safety, livability and active transportation options.

This effort was supported through a grant from the Los Angeles County Department of Public Health, through its RENEW initiative. RENEW stands for “Renewing Environments for Nutrition, Exercise and Wellness.” It’s inspiring to see a health-focused organization embrace a leadership role in Placemaking by broadening the scope of its concern to include planning for the built environment.

There is a growing understanding that streets configured to support an active lifestyle can lead to positive community health outcomes.

As Streetsblog reports, team lead Ryan Snyder of Ryan Snyder Associates has said the manual is like “the DNA of our streets, and it defines everything from where to place bike lanes to how wide a roundabout should be.”

Our Gary Toth and Pippa Brashear joined a team of local and national experts to contribute to this a new Model Streets Manual and each led a chapter in the manual, in addition to contributing to other chapters.

Please Plagiarize
While the guide is primarily targeted to the 88 cities that comprise L.A. County, the team hopes the information about making streets for people will reach as many communities as possible: in Snyder’s words, cities can “use it, adopt it, steal it, and plagiarize it.”  Toth said the guide was written in such a way that it can provide a base of valuable information that each city can adapt to suit its specific context.

By summer 2011, it will be available for free download on L.A. County’s website.

Downtown L.A.

The Manual has 12 Chapters (here’s a list of them from Streetsblog):

The manual covers a broad range of street design elements at many scales, from land-use to textured surfaces and raised pedestrian crossings.  Pippa led the development of the “Re-Placing Streets” chapter and Gary led the development of the Transit Accommodations Chapter.

• Street Network Design: In terms of safety and livability, networks with numerous short blocks in a grid achieve much better outcomes than street networks with long blocks and numerous cul-de-sacs.
• Traveled Way and Intersection Design: Bike lanes and narrower car lanes can improve safety and “modern roundabouts” improve the comfort of intersections. Streets should be physically designed for slower speeds.
• Universal Pedestrian Access: Without precise design guidelines, obstacles to mobility, like utility boxes, start to crop up. A four-zone system — representing the curb zone, furniture zone, pedestrian zone, and frontage zone — can ensure that there’s always a passable sidewalk.
• Pedestrian Crossings: Simply put, pedestrians must have the ability to safely cross the street. Real and perceived safety is important and is not well reflected by crash data, i.e. “maybe no body gets killed here, because no one feels safe enough to cross.” Planners should use treatments that are proven to reduce crashes. Transit stops should always have good crossings, because trips typically begin and end on opposite sides of the street. Above all, evaluate the success of new crossings using performance measures.
• Bikeway Design: All streets are bicycle streets, and so all should be safe for bicyclists. Existing manuals tell us how to design roads for cars; this one will accommodate all users.
• Traffic Calming: “Design streets that self-enforce the behaviors that you’re looking to enforce.” Some of the physical measures that can achieve “self-enforcement” include: lane reductions, medians, refuges for pedestrians, bulbouts, curbless flush streets, flush medians, streets trees, lateral shifts, shared spaces, bike lanes, textured surfaces, back-in angled parking, valley gutters, roundabouts, mini-roundabouts, impellers, chicanes, medians, yield streets, pinch points, raised intersections, raised pedestrian crossing, and speed humps.
• Transit Accommodations: Planners should think beyond the station as merely being a portal to the service. Rather, transit should be integrated further into the community, using stops to anchor local activity. Use street treatments to enhance access to transit vehicles and provide accommodations for everyone arriving at stations. When it comes to travel lanes, think beyond the car to bus lanes, BRT, and streetcars.
• Streetscape Ecosystem: Utilize street features to help irrigate landscaping. Make irrigation equipment highly visible to educate everyone about the relationships between all the parts of the ecosystem.
• Re-placing Streets: Streets should be more than just a conduit for goods and people. Designs should “support activities and destinations in the streets” with design elements built at the human scale; provide a feeling of safety; invite activities on both sides of the street; and reward slow movement by lowering speeds.
• Land Use & Urban Design: Land use is “the great definer of street character and influences travel patterns.” Key design elements should focus on things like setbacks and ways that land uses can complete the public space — ground floor uses.
• Retrofitting Suburbia: The goal of retrofitting suburbia is to “suggest ways that existing cities can think about getting ready for a different economic and demographic future.” In neighborhoods with poor connectivity, break open sound walls and cul-de-sacs so that pedestrians can move more freely. Break through long blocks with additional and safe crosswalks. Above all, “high quality economic development comes to high quality streets.”
• Getting It Built: First, the public engagement process should become an authentic two-way process, in which the public are experts.

Recently some of PPS’ Transportation team attended the 90th annual meeting of the Transportation Research Board to see who else is in the field of transportation was thinking about streets not only in terms of mobility but also as quality public spaces.

Here, PPS’ Pippa Brashear and Aurash Khawarzad tell us what they thought of the meeting and share some new transportation resources.

The beauty of this waterfront path in Vancouver, Canada encourages walking and biking.

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The theme of this year’s conference was “Transportation, Livability, and Economic Development in a Changing World,” which made us think that there might be some focus on walkability and place-making. It did not disappoint! Sessions devoted to “pedestrians” and “livability” held their own among more traditional topics such as pavement engineering, rail planning, and highway operations, among others.

What makes a place “walkable”?

The consensus within the field of transportation is that having more people use non-motorized transportation more often is critical to sustainability, economic development, and good public health.

Getting people walking and biking – practicing active forms of transportation – is essential to finding solutions for some of the biggest challenges of our time. But while recognizing the importance of walking and biking is one matter, actually getting more people to walk and bike is another.

One critical first step in promoting walking and biking is to identify the factors that influence people’s decisions to bike, walk, take transit, and/or drive. At PPS, we believe that creating good places that rely on human-scale transportation is essential to getting  people out of their cars and onto their feet. Here are some things we learned from presenters at TRB:

• In Hawaii, research by professor Karl Kim showed that a third of the variation in pedestrian volumes in a busy area of Honolulu could be attributed to environmental quality (like cleanliness, landscaping, and amenities such as seating, shade, and curb ramps, condition of street furniture, quality of paving materials, sidewalk continuity, and various nuisance conditions including noise and odors).

• A study presented in the same session by researchers at the Voorhees Transportation Center at Rutgers showed that proximity to transit raised the likelihood and frequency that people walk.

• In another session on urbanism, Wesely Marshal and Norm Garrick illustrated that street network characteristics such as configuration, compactness, and connectivity influence levels of driving.  Denser, gridded street networks correlate with lower vehicle miles traveled, or VMT (which is one way to get an idea of how many people chose to drive).

What the combination of this and other research suggests is that there are a variety of factors that may influence people’s decisions to walk. The picture that emerged from the conference was one that we at PPS have observed for some time: the factors affecting people’s decision to walk, are the types of factors that make a good place: uses & activities, access & linkages, comfort & image, and sociability.

When it comes to street life, it seems the presence of people depends on whether the street provides access to the destinations where people want to be, whether or not the street is a comfortable and legible place to be, and also whether there are other people around.

One of the sessions we attended at the 90th Annual TRB Conference in Washington, D.C.

How to Quantify Walkability

A strong emphasis at this year’s conference, and within the field of transportation in general, is not only on identifying what makes a street walkable but also on measuring and quantifying their impacts. At the conference, several techniques were discussed:

• Walkscore is perhaps the most widely known of these measures. It bases walkability measures on proximity to key destinations. While the creators are currently piloting a “street smart” Walk Score, which uses actual street distance to destinations rather than “as the crow flies” distances, the score is still spaced on mapped street routes and does not account for any urban design or environmental factors that might influence walkability, including the presence or absence of sidewalks.

• Sungjin Park, with the  University of California, Berkeley, is creating a separate measurement tool that is a composite walkability index. The index measures walkability  through the integration of a walker perception survey and detailed ‘objective’ measurement of street urban design factors. This study emphasized the value of users perceptions of things like safety, security and comfort in their decision to walk.

• Yet another assessment was presented by Michael Lowrey of University of Idaho, who presented a paper on a novel way to assess street “completeness” based on context and public input, using a four dimensional audit for automobiles, transit users, bicyclists, and pedestrians. The tool allows communities to rate how oriented toward various modes of travel a street is or should be.

• A variety of additional walking and connectivity measures were presented in poster sessions at the conference including GIS tools to measure the benefit of new transportation connections, performance measures for complete green streets, and multi-modal level of service measurements.

• One very interesting study by Kevin Manaugh, a PhD student at McGill Universtiy, examined how well of a predictor of actual walking volumes four different walkability measures (Walkscore, Walk Opoprtunities Index, Walkability Index by Frank et. al. and the Pedshed Connectivity measure) were in a study of over 40,000 home-based trips in Montreal. His findings demonstrated that all of the measure were quite good indicators of actual walking. However, he also examined how well they performed across a variety of human social factors such as income and demographics. What he found was that walkability indicators better predicted actual walking volumes in more affluent neighborhoods.

There’s no one metric for walkability

It is exciting to see these emerging tools for measuring walkability, which not only educate communities about factors that influence good walking environments, but will also serve as a practical tools for community involvement and planning.

We understand the demand for measures and metrics, and applaud these efforts. But we offer a word of caution, what much of this research shows is that there is no “one” metric. While there are key principles and more commonalities than differences, people and places are unique, and walkability tools will need to adapt to community needs. We hope they continue to evolve to reflect that demand.

Ample bike parking in Portland, Oregon, makes it easier to make the choice to rely on human-powered transportation.

Free Transportation Resources from the TRB

One of the things we took away from the conference was access to the TRB’s portal of full transportation research articles and resources which the TRB makes available through its website. You can search for information on topics like pedestrians and bicyclists, public transportation, security and emergencies, livability and economic development in a changing world.

Connect and learn more

Check out the Young Professionals in Transportation blog: they’ve set up a page where you can hear more about the conference and get in touch with other attendees.