new street typologies/new street types - getting more out of the same r.o.w.: overlap space street...
DESCRIPTION
As communities turn from sprawl and work to retrofit existing districts and corridors, misfits between street and land use types often compromise livability, sustainability, and economic development. We’ll look at how some cities have responded by designing streets that go beyond the conventional arterial-collector-local street classification system and have implemented innovative streets with flexible spaces and uses - often overlapping the single-use functions of typical street "zoning." Presentation delivered at CNU 17, Denver, CO on June 12, 2009.TRANSCRIPT
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New Street Typologies/New Street Types
Getting more out of the same R.O.W.:Overlap Space Street Types
CNU 17June 12, 2009
Gregory Tung, PrincipalFreedman Tung & SasakiSan Francisco, California
www.ftscities.com
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Street Types and New UrbanismThe body of work of new urbanists (and in recent years, working with partners like the ITE) has been instrumental in laying out a range of street types and elements tied to the urban transect.
Source: SmartCode v9.0
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From The Lexicon of the New Urbanism
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From The Lexicon of the New Urbanism
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American street designers (and users) have often been “jealous”of what European street designers achieve as apparent “standard practice” – e.g. various types of shared & multimodal street spaces
Gothenburg, Sweden
Gothenburg, Sweden
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Photo: John Marshall Mantel, NY Times
Photo: Hiroko Masuike, NY Times
But we’re seeing that type of “adaptive re-use” of American street spaces starting to happen
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YET: one of our biggest challenges is the retrofitting of suburbia (and of suburban forms imposed on our older cities)
Life Magazine
City of Huntington Beach
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Single-purpose, “zoned” street types are deeply embedded in our engineering, design, and maintenance cultures
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Forces of economic and demographic change create needs and opportunities for restructuring of focal places and streets
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As we retrofit our suburban districts and corridors, streets need to be similarly “retooled” to support the desired multimodal, alive,
beautiful and loved public places we know they need to be
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Source: AASHTO
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Source: AASHTO
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“Street Type must match Development Type”
“Street Type must serveDevelopment Type”
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Let’s assume that your property frontages are correct for the district…
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Does your street type serve your development type / place type?
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It takes few vertical elements to effectively buffer pedestrians from traffic
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...and with plenty of $$$ and space, a great street can readily be created
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Source: ITE
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The “turfs” of the street section – pedestrians vs. automobiles
© Freedman Tung & Sasaki
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East 14th Street (CA-85) in San Leandro, CA 1991
EXISTING:• Wide enough sidewalk, few pedestrians• 4 lanes• Curbside parallel parking• No bike lanes• Almost no trees or furnishings
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East 14th Street (CA-85) in San Leandro, CA TODAY
CHANGE:• Continuous Street Tree Canopy Planting• 4 lanes to 3 lanes + narrowing• Added Bike Lanes• Basis for sidewalk “zones” established
NO CHANGE::• No R.O.W. expansion• Same curbside parallel parking• No curb reconstruction• No changes to drainage
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East 14th Street (State Highway 185) in 1991
Enhanced Corridor Street Type as a condition for new Corridor
Development Type
East 14th Street Today
New Senior Housing -linked to corridor transit
Building prototype in corridor design guidelines
© Freedman Tung & Sasaki
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…But what if you need to do more with the R.O.W. than the existing width allows?
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Two Techniques of Existing ROW / Street Modification that can
squeeze more functions –especially the usually minimal
pedestrian “share” - out of the same right-of-way:
1. Spatial Overlap2. Use Overlap
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The usual “share” of street use zones
© Freedman Tung & Sasaki
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© Freedman Tung & Sasaki
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Source: ITE
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The Strategic Placement of Street Verticals – the
“Strong Force” in streetscape design
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Whittier Boulevard in “downtown” Montebello, CA circa 2003
(relinquished segment of State HIghway 72)
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Corridor Revitalization Concept and Streetscape Support
Streetscape Plan with Segmentation
“Broad Brush” Concept Diagram
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
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Auto-dominated space
Building architecture “armors” itself - becomes less permeable, more inward-focused - in response to unpleasant setting
H E A V I E R T R A F F I C
Sparse street tree planting has limited buffering effect
CONVENTIONAL ARTERIAL STREET DESIGN
© Freedman Tung & Sasaki
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Auto-dominated spacePedrealm
Pedrealm
STREET TYPE MODIFICATION: SPATIAL RETROFIT OF THE EXISTING CONVENTIONAL ARTERIAL STREET DESIGN
Existing 80’ R.O.W.
© Freedman Tung & Sasaki
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Whittier Boulevard in Montebello – “before” (2004)
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Whittier Boulevard in Montebello – retrofit concept
© Freedman Tung & Sasaki
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Whittier Boulevard in Montebello – retrofit concept built (2007)
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Whittier Boulevard in Montebello – retrofit concept built
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Whittier Blvd in downtown Montebello, CA TODAY
SUCCESSES:• “Healed” street proportions
(though not as emphatic as on narrow main street type)
• Recognizable downtown segment along strip
• “Family of objects” furnishings & landmarks
LESSONS/OBSERVATIONS:• Some trees & pylons have
been hit by cars – arterial setting less tolerant than main streets
• Streetscape completed in 2007; infill development interest is present but proposals slowed by recession
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School Street in downtown Lodi, CA today
School Street circa 1994
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School Street sidewalk in downtown Lodi, CA today
sidewalk circa 1994
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School Street in downtown Lodi, CA TODAY
SUCCESSES:• “Healed” street proportions• Larger tree canopies, better
shade in 100º sun• Sidewalk colors/paving help
define zones• “Family of objects” furnishings
& landmarks
LESSONS/OBSERVATIONS:• Bollard tree protection @
parallel parking tree islands didn’t work well (OK w/mature trees now)
• Remaining complaints about lost street parking due to trees despite new parking structure 1 block away
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Mission Boulevard, Mission San Jose District of Fremont, CA
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Auto-dominated space – before and after
SUCCESSES:• Improved street proportions• Modest cost, modest intervention• Lighting operates well • Reinforced pedestrian scale
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Pedestrian realm – before and after
LESSONS/OBSERVATIONS:• Effect not as strong as trees in parking,
but still useful
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1994: #1 Issue of Downtown Visioning – Lack of Pedestrian Friendliness
Key Streets in Downtown Phoenix, AZ: Second, Adams, Monroe
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2nd Street’s verticals in parking lanes – pylon streetlight columns -reproportioned the street
Second Street before project
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Other streets were reproportioned with palms and shade trees centered in parking lanes, and 1-way to 2-way conversions
Monroe Street before project
SUCCESSES:• Improved street proportions• Modest cost, modest intervention• Reinforced pedestrian scale
LESSONS/OBSERVATIONS:• Effect not as strong as trees in
parking, but less problematic for visibility
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Summary – Spatial Overlap at the pedestrian/car interface (using verticals)
• Allows the reproportioningof ped/car “turfs” where no additional ROW is available & w/out curb moves
• Most effective overall at narrower streets (2-3 lanes), but sidewalk space always made better
• Efficiency of investment –“spend $$ on verticals, it’s what people see”
• Regular spacing important• Tree or pylon uplighting
recommended in focal areas
• Tree in pkg. feasibility a function of U/G utilities
• Trade-off of lost on-street “teaser” parking, may require district parking supply & strategy
• Trade-off of higher maintenance costs
• Snow area issues• Young tree trunk protection
@ parallel parking an issue• Tree pits may merit load
bearing design such as structural soils or “Silva cells”
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The Strategic Placement of Horizontal Surface Types –
the “Weak Force” in streetscape design
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Colored textured asphalt topping at center turn lane narrows visible roadway width, changes the “feel": State Highway 114, Barrington, RI
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Colored textured asphalt topping at aprons narrow the visible roadway width, articulates bikeway/shoulder: State Highway 16, Capay, CA
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Summary – Spatial Overlap at pedestrian/car interface (using horizontals)• No interference with
existing road space allocation
• Effect is purely visual - no safety conflicts, but effect also not as strong
• As such, more readily approvable by DOT’s
• Relatively new topping product treatments make this more affordable than unit pavers
• Topping products are only usable for low traffic applications (shoulders, “medians”) and do not have the lifespan of unit pavers or stamped concrete
• Pavers are expensive and require higher maintenance in most cases
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…OK, but what if overlapped visual space is not enough –
what if I want pedestrian activity to expand –
especially if there isn’t enough R.O.W.?
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© Freedman Tung & Sasaki
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The “Flexible Zone” Main Street: A Use Overlap
© Freedman Tung & Sasaki
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First Street (CA-84) in 2004
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First Street after streetscape (2006)
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First Street (CA-84) in 2004
First Street today (with flexible zone café space)
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First Street sidewalk today (with flexible zone café space)
First Street sidewalk in 2004
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© Freedman Tung & Sasaki
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© Freedman Tung & Sasaki
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Google search: Livermore permit "flexible zone"
Source: City of Livermore
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Former slip lane and traffic median at crossroads…
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…converted to a new town green with interactive fountain
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New Investment: Shops, Offices, & Entertainment Anchors
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The First Flexible Zone Main Street: Mountain View, CA (1989)
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Castro St. in 1982
Castro Street
Shoreline Parkway
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© Freedman Tung & Sasaki
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© Freedman Tung & Sasaki
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© Freedman Tung & Sasaki
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The Latest Flexible Zone Main Street: Plumas Street in Yuba City, CA (2008)
Plumas St. in 2005
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Theatre Way in Downtown Redwood City, CA
© Freedman Tung & Sasaki
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Middlefield Road in 2004
“Theatre Way” Today
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Underground Public Parking Structure
“On Broadway”Multiplex Cinema-Retail complex
Fox Theatre & ground floor shop-fronts
“THEATRE WAY” - Section
Dining Terrace
Ground floor restaurants
Flexible Zone
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Flush (no step) flexible zone
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San Jose Mercury News - August 2, 2007
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Summary – Use Overlap at the pedestrian/car interface (Flexible Zones)
• Accommodates change of parking/pedestrian use per changing business needs, w/out construction
• Maximizes the visibility of pedestrian retail district assets – on street parking AND street life activity
• Relatively higher cost due to wall-to-wall re-do and regrading
• Requires a 2 step curb OR a flush transition between sidewalk and flexible zone, NOT a single level curb
• Trade-off of some lost on-street “teaser” parking -requires district parking supply & strategy
• Trade-off of higher maintenance costs
• Snow area issues• Needs permit procedures
& required furnishings for outdoor dining uses plus “early adopter” incentives
• Requires specialized furnishings (“level change devices”) and tree well detailing
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Arterial Traffic4 lanes + left
turns
Slow lane, parking, walking,
shopping, outdoor dining
Slow lane, parking, walking,
shopping, outdoor dining
ANOTHER STREET TYPE WITH INHERENT FLEXIBILITY: THE MULTIWAY BOULEVARD
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Sammamish RiverPark at Bothell Landing
SR-522
Main Street
Historic Downtown Core
New Expansion Opportunity
SR-527
Downtown Bothell, WA – SR-527
SR-527 today
Realignment
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Strategy: Don’t allow state highway to become a barrier within downtown
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Strategy: Apply a street design treatment that can transform state highway into a unifying
“seam” that is also a distinctive place
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Existing State Route 527
Rendering of Multiway Boulevard Concept© Freedman Tung & Sasaki
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An essential factor in livability is “buffering” of fronting rooms of buildings from the effects of
fast traffic
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Would you want your living room this close and this exposed to arterial traffic?Will this hold value over time?
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Dwellings are buffered from fast traffic by 2 rows of trees and slow speed, pedestrian friendly environment
Avenue Daumesnil, Paris
Photo: Payton Chung
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Ground floor shops activate a downtown pedestrian walking environment with curbside parking and a slow lane for cars and bicycles; also works well for residential ground floor
Ground floor storefront or residence
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Octavia Boulevard, San Francisco, CA
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Boulevard D’Arcole, Toulouse, France
Flexibility: Individual block-lengths of side lanes may be closed off to host farmers’ markets, street fairs, etc.
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The Multiway Boulevard is a composition of two “opposite” AASHTOstreet types
Source: AASHTO
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Rain Gardens
Pervious Unit
Pavers
MULTIWAY BOULEVARD DRAINAGE CONCEPT
The drainage concept for the Multiway Boulevard uses pervious unit pavers and rain gardens to reduce runoff for cost savings and sustainability reasons.
Unit pavers also contribute to the multiway boulevard concept by distinguishing pedestrian-oriented “slow lanes” from higher speed asphalt arterial lanes.
ImperviousPaving
Sheet Drainage
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RainGarden
Pervious Unit Pavers
Pervious pavers at side slow lanes drain runoff water into structural soil beneath, and provide tactile and visual design cues for slow speed and pedestrian use.
LED streetlighting also reduces energy & maintenance
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GOAL: Enable a broad taxonomy of street types, some plain, some specialized, that apply to existing AND new urban fabric.
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As we build more compact (and dense) communities, so must we increase the quality and variety of urban open spaces – including streets – to live up to promises we are making about urbanism