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Transcript of New Street Typologies/New Street Types - Getting more out of the same R.O.W.: Overlap Space Street...
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
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
From The Lexicon of the New Urbanism
From The Lexicon of the New Urbanism
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
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
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
Single-purpose, “zoned” street types are deeply embedded in our engineering, design, and maintenance cultures
Forces of economic and demographic change create needs and opportunities for restructuring of focal places and streets
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
Source: AASHTO
Source: AASHTO
“Street Type must match Development Type”
“Street Type must serveDevelopment Type”
Let’s assume that your property frontages are correct for the district…
Does your street type serve your development type / place type?
It takes few vertical elements to effectively buffer pedestrians from traffic
...and with plenty of $$$ and space, a great street can readily be created
Source: ITE
The “turfs” of the street section – pedestrians vs. automobiles
© Freedman Tung & Sasaki
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
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
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
…But what if you need to do more with the R.O.W. than the existing width allows?
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
The usual “share” of street use zones
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
Source: ITE
The Strategic Placement of Street Verticals – the
“Strong Force” in streetscape design
Whittier Boulevard in “downtown” Montebello, CA circa 2003
(relinquished segment of State HIghway 72)
Corridor Revitalization Concept and Streetscape Support
Streetscape Plan with Segmentation
“Broad Brush” Concept Diagram
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
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
Auto-dominated spacePedrealm
Pedrealm
STREET TYPE MODIFICATION: SPATIAL RETROFIT OF THE EXISTING CONVENTIONAL ARTERIAL STREET DESIGN
Existing 80’ R.O.W.
© Freedman Tung & Sasaki
Whittier Boulevard in Montebello – “before” (2004)
Whittier Boulevard in Montebello – retrofit concept
© Freedman Tung & Sasaki
Whittier Boulevard in Montebello – retrofit concept built (2007)
Whittier Boulevard in Montebello – retrofit concept built
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
School Street in downtown Lodi, CA today
School Street circa 1994
School Street sidewalk in downtown Lodi, CA today
sidewalk circa 1994
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
Mission Boulevard, Mission San Jose District of Fremont, CA
Auto-dominated space – before and after
SUCCESSES:• Improved street proportions• Modest cost, modest intervention• Lighting operates well • Reinforced pedestrian scale
Pedestrian realm – before and after
LESSONS/OBSERVATIONS:• Effect not as strong as trees in parking,
but still useful
1994: #1 Issue of Downtown Visioning – Lack of Pedestrian Friendliness
Key Streets in Downtown Phoenix, AZ: Second, Adams, Monroe
2nd Street’s verticals in parking lanes – pylon streetlight columns -reproportioned the street
Second Street before project
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
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”
The Strategic Placement of Horizontal Surface Types –
the “Weak Force” in streetscape design
Colored textured asphalt topping at center turn lane narrows visible roadway width, changes the “feel": State Highway 114, Barrington, RI
Colored textured asphalt topping at aprons narrow the visible roadway width, articulates bikeway/shoulder: State Highway 16, Capay, CA
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
…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.?
© Freedman Tung & Sasaki
The “Flexible Zone” Main Street: A Use Overlap
© Freedman Tung & Sasaki
First Street (CA-84) in 2004
First Street after streetscape (2006)
First Street (CA-84) in 2004
First Street today (with flexible zone café space)
First Street sidewalk today (with flexible zone café space)
First Street sidewalk in 2004
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
Google search: Livermore permit "flexible zone"
Source: City of Livermore
Former slip lane and traffic median at crossroads…
…converted to a new town green with interactive fountain
New Investment: Shops, Offices, & Entertainment Anchors
The First Flexible Zone Main Street: Mountain View, CA (1989)
Castro St. in 1982
Castro Street
Shoreline Parkway
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
© Freedman Tung & Sasaki
The Latest Flexible Zone Main Street: Plumas Street in Yuba City, CA (2008)
Plumas St. in 2005
Theatre Way in Downtown Redwood City, CA
© Freedman Tung & Sasaki
Middlefield Road in 2004
“Theatre Way” Today
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
© Freedman Tung & Sasaki
Flush (no step) flexible zone
San Jose Mercury News - August 2, 2007
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
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
© Freedman Tung & Sasaki
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
Strategy: Don’t allow state highway to become a barrier within downtown
© Freedman Tung & Sasaki
Strategy: Apply a street design treatment that can transform state highway into a unifying
“seam” that is also a distinctive place
© Freedman Tung & Sasaki
Existing State Route 527
Rendering of Multiway Boulevard Concept© Freedman Tung & Sasaki
An essential factor in livability is “buffering” of fronting rooms of buildings from the effects of
fast traffic
Would you want your living room this close and this exposed to arterial traffic?Will this hold value over time?
Dwellings are buffered from fast traffic by 2 rows of trees and slow speed, pedestrian friendly environment
Avenue Daumesnil, Paris
Photo: Payton Chung
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
© Freedman Tung & Sasaki
Octavia Boulevard, San Francisco, CA
Boulevard D’Arcole, Toulouse, France
Flexibility: Individual block-lengths of side lanes may be closed off to host farmers’ markets, street fairs, etc.
The Multiway Boulevard is a composition of two “opposite” AASHTOstreet types
Source: AASHTO
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
© Freedman Tung & Sasaki
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
GOAL: Enable a broad taxonomy of street types, some plain, some specialized, that apply to existing AND new urban fabric.
© Freedman Tung & Sasaki
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
Gregory Tung, PrincipalFreedman Tung & [email protected]
www.ftscities.com