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Tag Archives: Rick Hall

CNU20: Final Reflections.

19 May

It’s been one week since I started out on my first CNU journey, and overall it was a wonderful one. I am still wallowing through all my reflections on my week in West Palm Beach and have been able to express many of them through posts I’ve written. I have believed in the movement and adhered to the CNU Charter in my own way since I wrote my MA dissertation on “New Urbanism in Suburban America: Strategies for the Implementation of LEED-ND” a few years ago. I’ve long considered myself a New Urbanist, but this was my first interaction with the organization. Here are a few final reflections on my experience:

Perhaps one of the most impressive things about my time at CNU20 were the people I met at the heart of the movement – not necessarily what they said, or how they said it, but their surrounding energy. I was most impressed with Ellen Dunham-Jones: I already knew her ideas, they are great, but that’s not what impressed me this week. What impressed me was her keen sense of natural leadership. She is kind, articulate, impassioned, and respectful with an air of carefree positivity. I immediately felt like she was the type of person who would be my mentor, as I am sure she is to many at Georgia Tech. I almost applied there after attending Georgia Tech Architecture Career Discover Camp the summer of 1999, but didn’t. This week, spending time with Ellen, made me seriously regret it.

Similarly, Victor Dover welcomed us with such a kindness, that even though he was speaking to a room of hundreds, I immediately felt important to the New Urbanism movement. I can only assume he was a commanding leader of the Board after all, the acceptance of diversity and warmth that he embodies is at the heart of good leadership. I am looking forward to getting to know him better as I become more involved in CNU.

Another thing that struck me about the CNU was the diversity that it carries in its mission. It was Solomon’s calm, yet striking comments and Duany’s passionate rebuttal that immediately made me realize that while this is a professional organization, it is very much steeped in academic debate. There is no doubt that I love to learn for learning’s sake, so this culture immediately felt like a forum in which to develop my career. I was so impressed with the tracks offered, and felt torn in many directions. I could easily see myself in The Incremental, Entrepreneurial City, Architecture and Placemaking, and Sustainability and Livability, but it was the Mobility and the Walkability track where I spend most of my time because of the commitment I have made in my career to integrate land use with transportation planning.

I really enjoyed the mobility track, especially because of Rick Hall, Eric Dumbaugh, and Peter Norton. Peter presented an extremely interesting and enlightening historical background of our “car loving” behavior, Rick spoke about the importance of working with Functional Classification to create complete streets, and Eric Dumbaugh addressed bike safety among a host of other topics. Each presented with an equal amount of conviction and entertainment. All three were extremely knowledgeable and passionate about what they do, and I have to say it was contagious. My experience confirmed for me that integrating land use and transportation is the most effective way to bring change to the large amount of the population whose lives are reined by the automobile. I am certainly where the action is: while the CNU needs members concentrating on all initiatives, transportation is the underlying foundation that will determine the success of economic development, placemaking, sustainability, and livability of a place.

There is no doubt that the magical matchmaking I felt with CNU, hit a stumbling block with Leon Krier’s plenary session. I will not elaborate here, but you can read my past post on the topic. And while it is challenging to identify myself with people like him, and those that champion him, we become better people, writers, designers, and professionals by being around others that test us and our beliefs. It will undoubtedly lead to passionate debate, exasperation, and sometimes even despair, but then we come out on the other side of it more clearly understanding our principles and how we apply them to our work better. New Urbanism makes room for me, and it makes room for him.

Going forward as a more active member of CNU, it will be my mission to help make the Congress the most relevant and applicable to real world scenarios. As important as I think it is to debate for our personal development, it is the work on the ground that is most influential in seeing change in our built environment. While theologians like Solomon certainly contribute to the success of the organization, people like Rick Hall and Andres Duany have made me realize the importance of speaking the language of those that mold the development of our cities. Whether its code, functional classification, or design guide standards, they are the vehicles in which New Urbanists will make change. While there has been a shift in the demands of the market and the expectations of local government organizations, if the design of the new Walgreen’s on the corner in my neighborhood is any indication, I still think we screw up our built environment more than we improve it. Until that scale tips in the other direction, we cannot afford to wait for people to figure out what we’re preaching, we have to apply it to what they already know.

Thanks to everyone who made my CNU journey possible, enjoyable, challenging, and informative. I will see you next year.

This article can also be found at Tindale-Oliver & Associates.

Erin Chantry is an Urban Designer in the Urban Design and Community Planning Service Team with Tindale-Oliver & Associates. With a BA in Architecture, an MA in Urban Design, and an MSc in Urban Planning, Erin has served on a variety of projects for both public sector and private sector clients, with a primary focus on architecture, urban design, land use planning, design research, and sustainability. She has expert knowledge in New Urbanism, LEED for Neighborhood Development, and how sustainable city planning and urban design can be used as a catalyst for redevelopment.

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Functional Classification to Realizing Complete Streets for Everyone.

15 May

“Who the heck invited the DOT?”

This was John Moore’s question to the audience this past week at CNU 20 during the presentation he entitled, “Not Your Grandfather’s DOT,” as part of the Balanced Roads to Transit-Oriented Development session. His question to the audience was humorous because traffic engineers have gained the reputation in the past as being insensitive and unaware to the many street design qualities required by the CNU Charter and the Complete Streets movement. Moore from District 5 of the Florida Department of Transportation wasn’t the only one creating buzz about how the DOT is moving forward to complete streets. Billy Hattaway, the Secretary of District 1, was also present at CNU20, speaking about the Transit Oriented Development (TND) Chapter in the Roadway Design Green Book that goes live today. Hattaway’s continual presence at CNU and Moore’s presentation show that there is a shift that is beginning to occur within the transportation engineering community.

Moore began by laying out the four challenging issues that the DOT is increasingly facing and are creating a new challenge in Florida and the United States. These are acting as the foundation for the direction in which the DOT is shifting its policies.

1. Funding

A diminishing reserve of funding and a decrease in revenues shows DOT that its current operation plan is not sustainable. Low densities often equal low tax revenues, which don’t meet the demands of maintaining infrastructure and public facilities. Affecting them even more is the reductions in gas tax due to the decrease in VMT as gas prices have risen, as well as the amended CAFÉ standards and the influx of hybrid vehicles that have improved fuel economy. There is a consensus that this unsustainable trajectory needs to shift.

2. Safety

Our roads are becoming increasingly unsafe. The top four metropolitan areas in the U.S. with the most pedestrian deaths by vehicle are all in Florida: Orlando, Tampa, Ft. Lauderdale, and West Palm Beach top off the list. To name a few, here are some sobering facts provided by Transportation for America’s Florida Overview between 2000-2009:

  • 5,613 pedestrians were killed in Florida
  • 67% of pedestrian fatalities occurred on roads that are eligible to receive federal funding
  • 60% of pedestrian fatalities occurred on roads 40 mph or higher
  • 15% of pedestrians have a chance of surviving a collision with a car travelling 40 mph
  • 40% of collisions occurred where no cross walk was available and 10% of fatalities occurred inside a cross walk

3. Decrease in Drivers

The exponential cost increase of driving has made it more unpopular. When I was 14 years old, I counted down the days until I got my learner’s permit. It was a rite of passage and a representation of personal freedom that is desired by all teenagers. I was astounded to see that there is a big culture shift that is beginning. Moore provided these stats:

  • People now spend a 1/5 of their yearly income on transportation costs
  • There has been a decrease of 23% in young drivers with their VMT on a downward trend
  • 1/3 of Americans don’t drive due to age and affordability

4. Land Use

Out of the 40 projects that request funding from MetroPlan Orlando, 23 are multimodal. There is an understanding at the DOT that land use is integral to the success of multimodal systems. The most important quality in achieving the optimal realization of a transportation system is a connected street network and land use patterns. For all modes to connect, they need to be easily accessible and intersect often. Here are some stats the DOT is becoming more aware of:

  • 66% of people want more transportation options to allow more freedom in accessing their built environment
  • 73% of people feel like they have no choice but to drive
  • 57% of people want to spend less time in their car

It was refreshing and encouraging to have such committed representatives from the DOT in attendance at CNU20. I am an urban designer at Tindale-Oliver & Associates in Tampa that has traditionally been known for its transportation planning and engineering practice. As a member of the newly formed Urban Design and Community Planning team, it is my team’s responsibility to integrate land use planning and design into the many projects we do. It has been a wonderful learning experience so far, and with the commitment of my firm and people like Moore and Hattaway at the DOT, I see an encouraging future of change in how we design and build our streets. To quote John, “Move people, not cars.” It’s going to be really exciting to be at the lead of that shift and incrementally change how Florida and the rest of the country address the four issues above.

While John Moore did a nice job spelling out the challenges that the DOT faces in realizing its commitment to complete streets, Richard Hall’s presentation as part of the Functional Classification: The Least Interesting Policy that Dominates Most Everything session offered a realistic solution that I believe can have a great impact on getting DOTs there faster.

First and foremost, Hall was just funny. At the beginning of what potentially could have been the most boring discussion in CNU history, he demonstrated the irony of the land use world we live in. We give our suburbs names like “Town and Country Estates.” Well is it a town or is the country? Hall suggested it might be Middle Earth. He also defined “street” and “road.” Many use these terms interchangeably when really they are very different. A street is a place that fosters community activity and relationships with people. They are important elements for the social and economic health of the public realm. Roads, on the other hand, are primarily for moving people and cars quickly and provide access to get places. Take the phrases “A product is hitting the street” and “Hit the road, Jack.” You would never exchange the two terms in these phrases. They would lose their meanings, because they are not the same. This is certainly a humorous and easy way to define the two. Read more about the difference between roads and streets here.

A Visual Definition of Road vs. Street (Sources: Future Communities and Walk Sydney Streets)

Hall was involved in the development of Seaside and has committed to New Urbanism ever since. In his quest to see more complete streets built, he realized, just like the master planner, Andres Duany, that in order to see change, he must speak the language of the people capable of making change. Enter the DOT. As a former employee, he knew that the Functional Classification System was so imbedded in the U.S. transportation culture that he needed to adapt it to consider land use, contextual character, and multimodal uses.

In addition to his Walkability Index, which can be seen here, he designs roads and streets based on Augmented Functional Classification. Traditionally, arterials, collectors, and local roads are defined by certain characteristics of speed and right-of-way despite the changes in urban context that they are in. The traditional DOT focus has been on safety = less congestion = moving cars quickly. While the traditional system defines a lot, along with establishing this belief, it doesn’t clearly demarcate the difference between suburban, rural, and urban. In many cases, the system defaults to rural and suburban, resulting in large roads devoid of place. Hall’s new system manipulates the speed and design for the same road type based on the context. This system can also serve as a guide in block size and connectivity based on the graphic below.

A visual representation of Richard Hall’s Augmented Functional Classification

It’s going to take creative conceptual thinking by consultants to work within the transportation planning culture that is rooted deep in engineering. Hall’s innovative reconfiguration of the Functional Classification system is an example of how all transportation planners can approach a more open DOT culture. There is no doubt that even if it is small, there is a shift in engineering culture within the public and private sectors to change the way we design our roads. The change will be slow, but with the help of good urban designers who understand the art of placemaking and the constraints of transportation engineering, we can make change happen faster.

This post can also be found at Tindale-Oliver & Associates.

Erin Chantry is an Urban Designer in the Urban Design and Community Planning Service Team with Tindale-Oliver & Associates. With a BA in Architecture, an MA in Urban Design, and an MSc in Urban Planning, Erin has served on a variety of projects for both public sector and private sector clients, with a primary focus on architecture, urban design, land use planning, design research, and sustainability. She has expert knowledge in New Urbanism, LEED for Neighborhood Development, and how sustainable city planning and urban design can be used as a catalyst for redevelopment.

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