Video: "Complete Streets"

In my writings, I frequently mention terms such as "walkability", "livability", mode share", "bus rapid transit", bike friendly" and "transit oriented". Some of you may know what they mean and maybe you've heard them before. However, even if you do know what they mean, it is hard to visualize these words. It is difficult to translate these words into an actual physical space.

Another term I constantly mention is "complete street". I define it as a street for all users: cars, bikes, pedestrians, skateboards, children, transit users, transit vehicles, trucks, you know, everyone and everything.

If you've ever had a hard time visualizing a complete street, today is your lucky day! Streetfilms just released a very in depth video on complete streets.

Watch it right here:


My favorite part about this video is the people they interview. They ask pedestrians about the bike lanes, transit users about pedestrian plazas, car drivers about safer sidewalks. The big takeaway from all of this is mutual benefit. If a street is made safer for pedestrians, it is probably made safer for car drivers as well. Sure, you may have to wait at the light for another 5 seconds but you are also more likely to make it home alive! I think that's something we can all get behind.

In regards to this video, one small caveat: This is NYC they are talking about. This is a city where, as they said, over 50% of people do not own cars! Essentially, it's crazy to think that these complete streets policies are only now being implemented.

What about Tucson? Or Albuquerque? Or even Denver? Most people in these cities a) own cars and b) drive everywhere. Can we even compare these cities with the mighty Big Apple?

I would argue that we can. All of these cities have significant numbers of people who do not own cars. Maybe these people get a ride with friends or buy a car not because they want to but because they feel like there is no other choice.

Gas prices are on the rise again and more people are out biking and riding transit. As communities, will we support these people or continue pushing them to the margins?

I think the video speaks for itself.

A European Hill Town in Southern Arizona

Bisbee, Arizona is a unique town. According to local lore, a century ago, Bisbee was the largest city between St. Louis and San Francisco. Built on mining, it was also very wealthy. It followed the same pattern as many American mining towns: the mine closed and the city began to dissolve. However, Bisbee was saved from extinction by artists who visited and fell in love. Many decided to move there and the town became a tourist destination. On the other hand, it still has problems. With a constantly declining population and an economy dependent on tourism, abandoned lots and buildings litter the local landscape. From a purely economic and demographic standpoint, Bisbee, AZ is a place long forgotten.

If you look a little closer, the town is filled with life. This lush oasis in the Sonoran Desert, just ten miles from the Mexican border, offers neat and unique shops, colorful houses with lush gardens and a very walkable environment. In fact, I would say that this is the most pedestrian friendly place I have ever visited in Arizona. Narrow winding streets and pathways connected buildings and neighborhoods. Bisbee is an explorers paradise. It reminded me of small towns I have visited in Europe.


View Larger Map

Look at the series of pictures below. I have included pictures of Bisbee and pictures of Spanish and Italian towns.








They are different, but the parallels are noticeable. The reason?

All of these places were created before automobile dominance. When cities and town were built in the past, most places were accessed by foot. Therefore, places were connected by footpaths and narrow streets instead of multi lane roads. Local geography also played a role. Since the town is surrounded by huge hills, it made more sense to build up instead of out. Parts of Bisbee resemble older portions of San Francisco, California.

Americans spend large sums of money every year traveling to European hill towns that are similar to Bisbee. In Europe, many of those towns have failed from an economic standpoint; however, the governments understand the historic and intrinsic value of these places, spending large sums of money renovating these towns and attracting tourists.

Bisbee has potential. With a bit of a boost, I feel Bisbee could really become a thriving place. Right now, it is rocking between success and failure.

Bisbee is a good model for a place built for pedestrians. It is accessible by car, bike and transit as well. This is great. It means people living in Bisbee can truly choose how they want to move around. There is an important lesson here:it is easy to integrate cars into places built for people; it is hard to integrate people into places built for cars.

All places should be accessible by all modes: driving, walking, biking, and public transit. Then, people can truly have freedom of choice. Some people prefer to bike; others prefer to drive. We should build our cities, towns and suburbs to reflect these different preferences.

MANIFESTO

This is a long post.

However, you should still skim through it because it is in easy to read outline format!

This is basically my structured methodology about how to create an actual transportation revolution, one street at a time.

So, here it is:



Key to a Social Revolution: Transportation Equity

Transportation equity follows one basic tenant: we should build our cities for people instead of cars.

Currently, most urban areas are being developed with only cars in mind. This phenomenon is occurring in both the developed and developing world. It is especially apparent in the United States, the first country where car became king. This pattern of development has created problems, including, but not limited to:

A. Middle class families going broke paying for a car oriented lifestyle
B. High bike and pedestrian fatality rate from collisions with cars
C. High fatality rate from car collisions in general (#1 killer of young children)
D. High pollution levels as a result of the majority using a vehicle for transport

There are many more problems, but I will focus on these for now. There MUST be a better way for humans to live, don't you think? For centuries we have lived in actual communities where we knew our neighbors and interacted with them more frequently, where walking down the street wasn't a danger to ones health. Wouldn't it be nice if there were people actually using the sidewalks we have paid so much money to build? What if people could actually survive and thrive in modern society without having to buy a car for every family member?

I believe we can create this society- if we really want to. This is my first attempt at creating a template for the process needed to make this change occur. For this template, I use the neighborhood surrounding my old elementary school as a potential case study. Nothing has actually been done in this neighborhood, but this template serves as a guideline for what could be done if one wanted to make change happen in this neighborhood.

I desire this kind of change because having more people interacting in neighborhoods leads to cumulative positive benefit. When you know and are comfortable with your neighbors, when you feel better at the end of every day because you have been walking or biking, when there is quality public space in the neighborhood and less car traffic, cities improve. Better health is acquired. Quality conversation about real local issues is had. Safety improves with more "eyes on the street". Transportation equity is, in some ways, the most significant way to begin the process of necessary transition in our society.

So, how does it happen?

I. Community Support: Without community support, little will happen. Some change could occur (using eminent domain, for example) but overall, with community support, one has much more flexibility with a project. Plus, connecting with people who have different opinions is an educational exercise that allows one to think outside the box and acquire new ideas.

A. How to Acquire Community Support: First, when talking with community members, assert the desire to retain the assets that already exist, assets that make the place nice. These people are already living here (usually by choice) due to existing assets. Discuss these assets, and ask community members what other assets they appreciate about the area. Then, and only then, should you get into things that they don't like/ things that should be changed. Generally, change is not a word with a favored opinion by community members (especially older community members). Based on what they said in these two exercises, you can begin to shape your argument.

B. What Will They Say? In many suburban areas, high amounts of traffic and speeders are looked upon unfavorably. However, community members also enjoy the easy automobile access that causes these high speeds. Approval for projects will depend on striking a balance between these two concepts.

Another point that community members may want to discuss is the issue of emergency response time. Emphasize in your response that no emergency access will be taken away from any part of the neighborhood; the only change will simply be a reduction in average speed. Emphasize how this reduction will make everyone SAFER.

C. How To Strike that Balance:
1. Focus On Neighborhoods With Multiple Access Points: Neighborhoods built recently in the classic sprawl style are less likely to be successful multi-modal access areas, simply because many of them are dependent on a single access point. This means that all traffic can only go through one street, limiting the utility of the street network; basically, it's hard to accommodate multiple modes (biking, walking, transit, etc.) with a single access point. Neighborhoods with a grid system are ideal, but not necessary. Multiple access points are a very important factor. Multiple through roads in the neighborhood are also essential; if there is only one road connecting the entire neighborhood, accommodating various modes will be difficult as well.


Ver Lower Manitoba Bike Boulevard en un mapa más grande

CASE STUDY: Lower Manitoba Bike Boulevard
My proposal: Turn Manitoba Dr. between Juan Tabo and Tramway into a bike boulevard/multi-use corridor. This innovative project would connect the existing Bear Canyon Arroyo Trail, which currently ends at Juan Tabo, to Tramway, which has one of the busiest multi use trails in the state of New Mexico.
The existing plans call for a new paved multi-use trail to cut through land that is currently open space, housing many native animals and plants. My plan would mean no disruption to this unique, relatively wild area. It would also help to reduce auto speeds and increase safety in a neighborhood that contains an elementary school.
The reasons for potential success of this project are many and varied. They include:

A. the neighborhoods opposition to the current plan with the paved trial through the open space (and therefore the desire for an alternative)
B. the neighborhoods desire to reduce thru traffic and traffic speeds in the neighborhood (speed bumps have already been installed on Manitoba for that reason)
C. the design of the street layout in the neighborhood, which includes two parallel through streets. Though only one of the streets (Manitoba) actually cuts through the entire neighborhood, the other street (Key West) parallels Manitoba for the vast majority of the route
D. the desire by the city to make all of Albuquerque more bike friendly, while providing a multi-use connection between the current end of the Bear Canyon Arroyo Trail and the Tramway Trail
E. the desire by the city to accommodate all users, including handicapped individuals, walkers and bikers on existing roadways. The sidewalks in this segment are not currently ADA accessible so this could be another justification for the project.

The other very important aspect of this plan includes the existing elementary school, SY Jackson. Much of the traffic in this neighborhood is generated by parents dropping off and picking up their kids at this school. If more of these kids were walking or biking to school, this neighborhood would not need the existing traffic capacity. With a multi-faceted, comprehensive biking and walking education system at this school (involving the faculty, the students AND the parents), a very different neighborhood structure could emerge.

The big barrier to the success of this education program is parents fearing for the safety of their children. This is a legitimate fear, as the existing network of streets and roads are dangerous for a child. However, if you explain the project that is proposed, and its potential to make the streets safe for walking and biking, opinions can change.

How Can One Change Opinions?
A. Start Small: before hosting a big, public community meeting about this project, talk first to people in small groups. For example:
1. the teachers lounge
2. neighborhood association meetings
3. high ranking individuals, such as the principal of the school
4. low key PTA meetings
If you start at these smaller venues, and then begin to acquire larger pools of support, this plan has far more potential to work. Most rational people AGREE with the basic tenants of this plan (safer streets, less traffic, community building, revitalizing existing infrastructure, healthier kids and healthier neighborhoods in general). Support for these types of projects is always hard to find due to lack of EDUCATION. If you educate the stakeholders about all the potential benefits of this project, success is very attainable.

What are the potential benefits of this project and other similar projects?
This project is considered a "traffic calming" project. In this situation, the term "complete street" could also be used. The term complete street refers to a street that is arranged to accommodate ALL potential users (opposing to incomplete streets, which only cater to cars). What benefits have been observed from other projects such as this?

A. Safety: Auto speeds decline; accidents are reduced; noise is reduced; through traffic/ traffic volume is reduced. Ironically, the major factor that make walking and biking dangerous for the kids in this neighborhood are the parents who are driving their kids in and out of this neighborhood. This is why the involvement of the school AND parents in this plan is so crucial.
B. Economics: This could be a big selling point to the parents. There is a significant economic cost to driving and picking up their kids every day. There would be significant gas and time saving over a long period if parents did not have to do this.
C. Health: this is a selling point to teachers AND parents. Many studies have shown that when kids exercise before class (walk or bike) they perform far better in the classroom. They focus better because they released some energy before coming in and sitting for a few hours. They also sleep better at night, and these are just some of the benefits that come with exercise. In addition, walking and biking can help to solve the obesity crisis. Just a small amount of exercise every day can really help this problem move in the right direction.
D. Freedom: this will be a hard point to get through, but certain demographics may be quite partial to it. American ideology dictates that cars = freedom. The open road and a full tank of gas have become a very important parts of our modern culture. Recently, in some circles, the conversation has been changing. People are beginning to realize that the car is a consumer item. If you live in a community where the car is the only option (or where it is treated like it is the only option), you are NOT free; you are restricted. Creating areas where one has the ability to bike, walk, skateboard, ride transit or use anything else outside of a single occupancy vehicle to travel = OPTIONS for residents. America is about options and freedom; an environment where one can CHOSE how to travel is more free and equal than an environment that only provides one single option: driving.

If and when these arguments are successful, and the community embraces positive change, one can then move to the hardest part of this project: how to pay for it.

II. Capital
Without cash, nothing happens. Ideas are fantastic, but unfortunately, they go nowhere without financial support. For projects like this, where social equity is a main selling point, cash can be found in many different places.

A. Government: Historically, for projects such as this, government was the primary, if not the only, source of funding. Since streets are a government funded project to begin with, this makes sense. However, there are many different levels of government to choose from:

1. Local-City of Albuquerque: Since this trail network is a city based project, CABQ would be the most likely to fund this project. As of right now, though, there is no money available. There is no telling when money will be available, and with the current Republican mayor, it is unlikely for taxes to be raised any time soon. So, it may be necessary to look for alternate sources of funding.
2. Metro-MRCOG (Council of Governments): These are regional planning agencies, required by federal law to exist in large metro areas. In ABQ, MRCOG is responsible for innovative projects, such as the Rail Runner and long-term regional traffic planning. They may be willing to help provide support for an innovative project such as this.
3. State: The state frequently gives money to transportation projects (including the Rail Runner). With the delivery of a convincing argument to certain state leaders, it may be possible to acquire money from the state.
4. Feds: With the current administration, alternative transportation is finally coming back in vogue. Innovative projects, such as TIGER grants and Safe Routes to School campaigns have been receiving national attention. This project would fit the criteria of many of these innovative programs, allowing an opportunity for federal funding of this project

B. Non-Government: This would be a game changing proposal, but this project could possibly acquire money from non-governmental groups. Who would be interested in such a project?
1. Local Small Businesses: Many small donations from local businesses could add up. For example, Flying Star contributes heavily to the local community every year and there happens to be a Flying Star adjacent to this neighborhood. They could give a heavily advertised donation, and then ask people to make donations in turn. Though this would probably add up to a small amount of money, this could be a way to close some gaps if needed.
2. PTA: For items such as new bike racks at the schools, the PTA could help to pay and fund-raise. This would be difficult because it would require a lot of political support. However, it would not be impossible.
3. Cutting edge tech companies (think Google): In a future with limited public funds, private organizations may take the place of government to fund certain things. This already happens: think charter schools, the Pepsi Refresh Challenge, the competition for Google broadband, etc. Since this is an infrastructure project, it would be a bit of a harder sell, but there may be companies out there who are looking for just this kind of creative project to put their name onto.
4. Non-Profits
a. Local: There are many local groups that specialize in doing projects that initiate social equity. However, in a city like ABQ, the need is far greater in other, less wealthy neighborhoods. Competing against these other, poorer neighborhoods would not only be challenging, but unjust.
b. Non-Local: There are many large groups in existence (both nationally and internationally) that LOVE these types of projects. For example, there is a group on Portland, OR called Depave that rips up unneeded asphalt (usually old parking lots) and puts in gardens. Sure, they may not have any funding, but they might be able to rally up some people who could get some money, or maybe some volunteers who would help with the project. Essentially, the whole idea is that there are people out there.

and finally….

C. The INTERNET! Yes, the Internet, that virtual world filled with… everything. There are many ways that the Internet could be used to help accomplish this project, but the best example I can think of right now is Kickstarter. It works like this: you post a video, say how much cash you want for the project, and wait a few months. If at the end of the set period you make it to or past the amount you wanted, you keep the cash. If you don't make it to your set goal, everyone who donated gets the cash back. If a well made video were posted on here, and money was made, this could be enough to get this project rolling into high gear (more money = more capability to acquire more resources).

With some research, some spunk, some confidence and a high speed Internet connection, this project (and many like it) is entirely possible.

In summary, getting massive social change to occur is NOT easy. However, with a solid game plan and a reliable template, ideas can grow and flourish, while positive change can occur.

I am not saying this template is an end-all, be-all solution to the problems currently facing our society; I simply see it as a very important part of a new transition, along with a TRANSPORTATION REVOLUTION.

Who's with me?

New Title, New Vision, New Ideas

Here I am, back again.

I have not written in a very long time. This is due to the fact that I am in España (Spain)! I will be in Europe until early January and then return to the University of Arizona for one and a half more semesters.

The first item I would like to address is a project I have been working on with Parking and Transportation Services at the University of Arizona. Last year, I noticed an interactive map on the PTS website. It had some neat features, such as traces for various buildings on the campus, maps of parking zones and CatTran routes. However, the map left me wanting more transportation information, especially for SunTran, the Tucson city bus.

I visited PTS and talked to the person who created this map. He liked my ideas so much that he decided I should add the things I wanted to the map! How about that for innovative collaboration?

Though I made quite a few changes, the major ones were adding more SunTran stop icons (all stops within close vicinity of the U of A campus) and adding stop information to all of the stops (both SunTran and CatTran). Also, this map is now linked directly to the U of A home webpage. Here is the current live version of the map as it exists now. I am now listed as a collaborator. Though I have more ideas about things to add, I will wait until next semester to address them.



So, back to the title of this post.

New Title: I decided to change the title of this blog (yet again) to "Urban Transport Revolution: Ideas for a More Intelligent Future". Why the name change?

The new name is more broad because my posts and ideas have become more broad. Though I am primarily interested in transportation, I am also interested in EVERY facet of urban life.

In addition, transportation does NOT exist in an isolated bubble; its success or failure depends on a huge variety of factors, with walkabiltiy being a huge part of the equation. Changing the current paradigms of American transportation policy will truly require a revolution. Though some cities and states are beginning to understand the work necessary, there is a long struggle ahead of us.


New Ideas: Maybe there are not new, but they are important.

Walkable mixed-use density = successful transit. This equation may look simple, but it is incredibly complicated. Some think density is the primary factor in transit success, but it's only one part of the equation. If these dense areas are:

a) dense single use and not mixed use (miles of apartment buildings without a grocery store)
OR
b) dense and not walkable (divided up by lots of fences, walls, major busy streets, etc.)
OR
c) walkable but not dense (dense is a vague quantifier, but basically anything with only single family homes)
OR
any other combo, transit is not guaranteed success. Sure, there are a few examples of these outlier patterns leading to quality transit ridership, but they are not easy to find.

Jarrett Walker, in his blog Human Transit, goes into these issues with more depth.

Once the governments controlling the cash understand the connections between all these things (plenty of other people [PDF] already do), the revolution can begin.

Anyway, that's all for now. Hopefully, I will be posting more often now.

Ciao!

ART or GRAFFITI?

I have just completed my short five day stay in Madrid, España and am now in Alcala de Henares to begin my actual studies.

Though I usually write about transportation, I am interested in anything remotely related to urban form and development and this topic is definitely related.

During my adventures through Madrid (by foot and by Metro), I noticed a large amount of paint on the walls of the buildings around me. Some of it was quite ugly and would be considered vandalism by most:


Other examples were more colorful, but would be considered "tags" by many:

However, a "tag" is a pretty negative term to describe the colorful work posted above.

There were many pieces that had tags on top of art on top of tags and onward. Everything became a multilayered piece of work:


And then there was this piece. It is obviously a tag but it made me laugh (value of positive emotional response) due to the resulting geographical juxtaposition of a boutique clothing store + the symbol of anarchy:


Then there were the residents/store owners: some mornings, they would be cleaning the scribbled text off the walls in front of their storefronts. Other retail establishments seemed to embrace the work done on their facade, or maybe they encouraged it in the first place. The store I saw with the most creative solution had a portion of their sign that said "Please do all graffiti here" with an arrow to a portion of the wall.

In the end, this entire situation leads to a question: How do authorities and governments pursue the issue of "street art"? Do they promote some of it and condemn other parts of it? Who makes that judgment call about what should stay and what should not? Does allowing paintings on buildings lead to "taggers" thinking they can mark the walls of the city as well? How much money is the Madrid police spending every year to "clean up" the ugliest of the tags?

In these specific neighborhoods (specifically Malasaña and Chueca), there seemed to be a good balance of the authorities respecting what looked like art and cleaning up the uglier tags.

In my personal opinion, the street art really enhanced the neighborhood. The vivid colors really brightened the narrow streets. It provided me with insight and perspective about the residents of the area. In addition, it helped me to understand the culture in existence without going inside a single residence.

However, I do not live in these neighborhoods; I am simply a visitor. I have a feeling a lot of the residents hate the graffiti, especially the older residents. I also thought about my parents house in Albuquerque; my parents would probably be appalled if any of these colorful forms of expression started popping up in upper-middle class Glenwood Hills.



This whole discussion goes back to the events that occurred just a few weeks ago in Albuquerque.

A few months ago, this beautiful piece of work popped up on the side of a Downtown building.

A couple more similar works popped up around town, but no one talked much about it. The small amount of local discussion I heard about it (through the comments on this post) was mostly positive (Why can't he paint my house?).

Then, the artist, nicknamed the "Rainbow Bandit" for his colorful pieces of self expression on private property, was arrested by APD. This occurred days after a great anonymous interview about him ran in a local "alternative newspaper" called the Alibi.

While I understand the motivation behind his arrest, I have no idea why APD was focusing on him. There are so many other taggers in the ABQ metro area that do some really ugly, crappy work. His colorful drip paint rainbows all over town were beautiful; one of them appeared on a post-crash half-build ugly skyscraper, making this eyesore that much prettier.

So, art or graffiti?

Q: Why Does Nobody Walk?

A: There is nowhere to walk to.

In my neighborhood in Albuquerque (Far Northeast Heights), I just went on a walk. As I was walking, I decided to estimate how large each house lot was: 33 of my steps. This means that only about 2-5 people live within 33 steps worth of street frontage. In this situation, a lot of street frontage is required to create enough density for any business to be successful. Though there are nice smooth wide sidewalks throughout my neighborhood, nobody uses them unless they are walking their dog. The closest services are located in a strip mall at the bottom of a large hill.

People will not walk if there is nowhere to walk to.

In contrast, my neighborhood in Tucson has no sidewalks, but many people walk through this area. This is because there are places to walk to. There are two bus routes that intersect a block away. There is a taco shop, offices, a haircut place and two food stores on this same intersection. The lot sizes are smaller, and the roads are arranged in a grid, which allows for easier walkability.

Even though my neighborhood in Tucson does not have the proper facilities for walking, MANY people walk through it because there are places to walk to.

Sidewalks are not important. Destinations are.