Tag Archives: sidewalks

How streets came to be for cars and not for pedestrians

Posted on by

There is little doubt that American streets and roads are typically made to optimize the driving experience. It wasn’t always this way:

According to Peter Norton, an assistant professor at the University of Virginia and the author of Fighting Traffic: The Dawn of the Motor Age in the American City, the change is no accident (so to speak). He has done extensive research into how our view of streets was systematically and deliberately shifted by the automobile industry, as was the law itself.

“If you ask people today what a street is for, they will say cars,” says Norton. “That’s practically the opposite of what they would have said 100 years ago.”

Streets back then were vibrant places with a multitude of users and uses. When the automobile first showed up, Norton says, it was seen as an intruder and a menace. Editorial cartoons regularly depicted the Grim Reaper behind the wheel. That image persisted well into the 1920s…

Norton explains that in the automobile’s earliest years, the principles of common law applied to crashes. In the case of a collision, the larger, heavier vehicle was deemed to be at fault. The responsibility for crashes always lay with the driver.

Public opinion was on the side of the pedestrian, as well. “There was a lot of anger in the early years,” says Norton. “A lot of resentment against cars for endangering streets.” Auto clubs and manufacturers realized they had a big image problem, Norton says, and they moved aggressively to change the way Americans thought about cars, streets, and traffic. “They said, ‘If we’re going to have a future for cars in the city, we have to change that. They’re being portrayed as Satan’s murdering machines.'”

A fascinating story: as the car became more popular and the auto industry banded together, understandings of streets changed. If you look at old pictures of streets before the 1920s, they often seem like the Wild West: there are carts big and small (plus animals providing the power), pedestrians, sometimes electric streetcars, and more.

This reminds me of the efforts of New Urbanists to redesign streets so that cars become less dominant. They typically suggest several changes: reducing the width of the road, allowing cars to park on both sides of the road (this makes drivers more cautious), and putting trees close to the edges of the road to create another barrier between cars and pedestrians.

The suburban critic James Howard Kunstler is also fond of showing pictures of barren intersections where multiple 4-6 lane roads come together and the scale dwarfs even the most hardy pedestrians.

It is amusing to think of cars being portrayed today as “Satan’s murdering machines” – even though car accidents are a leading cause of death.

Cultural differences in pedestrian behavior

Posted on by

How you act as a pedestrian is influenced by your culture:

Much of the piece focuses on the research of Mehdi Moussaid, a crowd scientist at the Max Planck Institut for Human Development in Berlin. A great deal of Moussaid’s work looks at how pedestrians respond to sidewalk traffic. When a person is walking straight toward another, for instance, a decision occurs whether to go right or left to avoid a collision. The decision has nothing to do with driving customs; in Britain, walkers avoid to the right despite driving on the left. Still people end up choosing the proper side through the some sort of implicit social understanding, Moussaid concluded in a 2009 study…

Not every society reacts to pedestrian congestion the same way. A recent comparison of Germans and Indians revealed that although people from both cultures walk “in a similar manner” when alone, their behavior varies greatly in the presence of others. As one might expect given the densities of their respective countries, Indians need less personal space than Germans do, according to the researchers. As a result, when Germans encountered traffic during a walking experiment, they decreased speed more rapidly than Indians did. “Surprisingly the more unordered behaviour of the Indians is more effective than the ordered behaviour of the Germans,” the study concludes.

Moussaid has found that it’s a natural tendency to clump together on the sidewalk. In a 2010 study published in PLoS One, Moussaid and colleagues reported that 70 percent of walkers travel in groups — a custom that slows down pedestrian flow by about 17 percent. That’s because when pedestrian groups encounter space problems on the sidewalk they flex into V-shaped clusters that “do not have optimal ‘aerodynamic’ features” just so they can continue to talk, according to the researchers.

I have been known to get frustrated with pedestrians on sidewalks, particularly those who suddenly stop in clumps, forcing other people to go around them. In high school, I remember thinking that the school could paint/put traffic lines on the floor to help remind students that they shouldn’t walk four across.

But I am very fascinated here by the idea that people of different cultures act in different ways as pedestrians. This must be part of the socialization process: children learn how to walk with other people around even though no one ever explicitly says do this or that. What happens in notable tourist spots – which sidewalk behavior “wins out”? Do some people have consistently quicker paces compared to others? Do different cultures have different goals in the average walk, say getting to their destination versus enjoying the stroll?

Improving suburban roads in Montgomery County

Posted on by

The suburbs are full of roads. But, as many have noted, these roads are primarily built for the fastest automobile speeds between Points A and B. Montgomery County, Maryland has put together a plan to improve their roadways:

As a result, Montgomery has actually been in the business of “retrofitting” or “repairing” the suburbs (very gradually, to be sure) since before planners began to call it that. Now, it has undertaken a pilot study on two stretches of roadway in the county to evaluate the use of green infrastructure – strategically placed vegetation and other methods that reduce polluted runoff by using or mimicking natural hydrology – along with measures to better accommodate pedestrians and bicyclists. One is an arterial road that goes through residential areas, the other a wide commercial street. Both showed there was much potential, and Montgomery is now planning to integrate more environmental features into its streets…

Note that the changes are not extensive, for the most part, but incremental: subtle narrowing of traffic lanes to slow auto speed; plantings in medians, along sidewalks and in parking lots to capture and filter rainwater; bike lanes and wider sidewalks to accommodate non-motorized users; striping to mark a people-first pedestrian lane where a sidewalk may not be feasible…

There’s a lot to like about Montgomery’s initiative, including that it brings together three relatively new and successful – but often independently successful – lines of sustainability thinking and planning: redesigning suburbs; green infrastructure; and “complete streets” that accommodate all types of users. It reminds us that the greatest potential for sustainable communities lies with the integration of ideas and purposes. I hope this kind of initiative continues to catch on.

This seems to include a number of techniques New Urbanists have talked about for years.

What I like best about this is that it is hard to argue against these changes. Generally, busy roads are either nondescript or unattractive so these changes help improve the aesthetics. Runoff is a common suburban problem and no one likes having to drive through big puddles. Carving out space for other users of the roads would appeal to a lot of people (as long as the bikers and drivers can get along – not a guarantee in some places). And this should be safer as we know that narrower roads tend to slow drivers down.

The only problem that I could envision: how much do these subtle but helpful changes cost? It might be a good amount of money upfront but then reduced costs (and perhaps even savings?) down the road (fewer accidents, fewer cars on the road so less road maintenance, etc.). Are taxpayers willing to pay to improve already pretty good roads (generally defined as very drivable and fast)?

It will be interesting to see how this plays out and how much they expand the program.

Looking for sidewalks in Tyler, Texas

Posted on by

A “news app developer” who moved to Tyler, Texas has found that it is difficult to walk around the community due to a lack of sidewalks and development that revolves around the automobile:

Several people insisted I couldn’t live without a car in Tyler–and they were absolutely right. When I landed at Tyler Pounds Regional Airport I hadn’t driven a car in four months. Since I landed, I’ve driven nearly every day. (Mostly ferrying my son to school and various activities.)

I very carefully selected the house I’m renting–an eccentric, hundred-year-old single-story in the Charnwood neighborhood–so that I can get to as many things as possible without driving. It’s within a mile of:

  • 2 parks (Children’s Park and Bergfield Park)
  • 2 coffee shops (Brady’s Speciality Coffee and Downtown Coffee Lounge)
  • 2 hospitals (Trinity Mother Frances and East Texas Medical Center)
  • 1 bookstore (Fireside Books)
  • 3 bus lines (the red, green and blue)
  • Tyler Public Library

Interestingly, it seems like the city knows about the problem. But addressing the issue won’t necessarily be easy:

Now that I’ve been out and walked the streets of Tyler, I have to say I think the plans laid out in Tyler 21 are impressively on-target. Tyler needs to build a lot more sidewalks. However, I also foresee a few challenges that just building more sidewalks won’t solve:

  • Tyler’s downtown is a food desert. It is impossible to live within walking distance of a grocery store. Getting a green market as a downtown anchor should be a very high priority.
  • The lack of pedestrian signals makes travel on foot unsafe. Front and Broadway have some of the longest continuous sidewalks in the city, but crossing either one on foot is nearly impossible. (The tunnel under Broadway at Hogg Middle School is a notable exception.)
  • Too many bus stops lack shelters. Nobody wants to stand on the corner and look lost. If there isn’t a shelter, there effectively isn’t a bus stop.

This sounds like the sort of place James Howard Kunstler would love to visit so that he could bemoan its unfriendliness toward pedestrians. As this writer points out, Tyler would have to undergo some major changes to make it truly walkable. The infrastructure of sidewalks needs to be there but there also need to be places for people to want to walk to. Building the sidewalks doesn’t necessarily lead to a street culture. Can a regional center like this effectively revive itself through building sidewalks and encouraging businesses and residents to take advantage of these new public spaces?

Second, isn’t the bigger issue here who is going to pay for all of this? Perhaps Tyler has some money set aside for this but this could be expensive and particularly in an era of economic crisis, some would argue that the money could be spent elsewhere. (To be fair, some people could always argue that the money could be spent on something more necessary than sidewalks.)

I don’t know much about Tyler, Texas but wouldn’t this plan also involve convincing people to move back into the denser parts of the city rather than living on the fringes in typical suburban neighborhoods? What would be the selling point?

On the whole, it sounds like there is a lot of work to be done.

Tysons Corner: is the protoypical edge city evolving into a “real city”?

Posted on by

One commentator argues that Tysons Corner, the prototypical edge city located west of Washington D.C., is changing into a “real city”:

The expansion of Metro through Tysons Corner to Dulles airport on a new Silver Line will be key to making Tysons much more accessible to DC residents. Currently there is no real downtown and few pedestrians. In a cover story for the Washington Post Sunday business section, staff writer Jonathan O’Connell detailed how Tysons is changing…

Almost under the public radar, Tysons has quietly become a major destination for corporate offices and has 26.7 million square feet of office space, which is why tens of thousands of people drive into Tysons every morning for work. Five Fortune 500 companies have headquarters there.

One major question facing developers and urban planners is how to properly create walkable streets out of what currently exists in Tysons…

Visiting Tysons this spring was for me an odd experience as I felt the place didn’t have much character and seemed rather sterile. As I headed from one mall to the next, I was one of the few people walking along the highway as a never-ending stream of cars whizzed by. If all goes well, hopefully in a few years, Tysons will be more inviting to visitors looking to wander around a new downtown.

So sidewalks will transform this into a real city? I wonder if there is a lot more that would be needed included more housing spread out between the shopping centers and corporate offices. Sidewalks may help in the creation of a downtown but without many mixed-use developments, people will still have to drive from home to these places.

Additionally, simply adding places for pedestrians to walk doesn’t necessarily mean that it would be pedestrian-friendly – the commentator suggests the sidewalks now are sterile and located along highways. As the post suggests, there needs to be a shift toward a “walkable community,” a New Urbanist principle where shops, restaurants, and housing would line these streets and sidewalks so that there becomes a streetscape rather than simply a sidewalk. Plus, “authenticity” doesn’t simply come from a pleasant streetscape – you can find these at “lifestyle centers.” It requires a dedicated population of people, a shared history, and a municipal character that can pull these pieces of infrastructure into a cohesive community.

How much demand is there for such changes in Tysons Corner? On one hand, I could see envision that if things are going well (business is thriving, people are moving in, etc.), most people would say why both messing with the formula. On the other hand, if the shiny facade of the community is showing some cracks, changes might be desirable.

This highlights one issue I have with suburban types like edge cities: the suburbs themselves don’t necessarily stay within one category. Does Garreau’s criteria allow for a walkable edge city or would a transformed Tysons Corner have to be slotted into a different category?

Clearing snow from one of Chicago’s enduring design features: the alleys

Posted on by

Crews around here are still working on clearing snow. Even this morning, several days after the major snowfall, some roads have impassable lanes. But Chicago faces an additional challenge: clearing snow from the alleys of residential neighborhoods:

But snowplows won’t be moving down alleys, arteries that are no less important to city dwellers. Streets and Sanitation Commissioner Thomas Byrne says plows might do more harm than good, pushing snow up against garage doors. Garbage trucks, however, will try force their way down alleys to make tracks for cars, he said…

Indeed, while alleys are the last to see city snowplows, they’re first in the hearts of many Chicagoans.

If the Champs-Elysees epitomizes Paris and Unter den Linden boulevard is symbolic of Berlin, the alleys that bisect Chicago’s blocks are emblematic of Chicago, no less than touristy Michigan Avenue…

Other cities, like New York, lack alleys, which means trash has to be put out on streets for pickup. Chicago’s alleys are lined with garbage cans, yet also are the ultimate urban playground.

Years ago, alley games contributed to local patois. “No dibs on broken windows!” was the starting signal for softball games, an announcement that only the batter would be responsible for smashing a ball through a window. The alley version of hide-and-seek was kick-the-can, accompanied by the cry “Olly olly oxen free!”

Alleys were also traditional avenues of neighborhood commerce. Today’s alley vendors, primarily scavengers, prowl the backyard byways by truck. Their predecessors drove wagons pulled by horses.

In the midst of a story about plowing, the reader receives a short education on the importance of alleys for Chicago culture. It would also be interesting to hear about alleys as a planning feature: does it enhance or detract from life on the streets? Does it allow for greater traffic flows on roads when garages and garbage cans are pushed behind buildings? How often do alleys become more of problems than assets (like in situations like this)?

This reminds me of the prominence of alleys in the designs of New Urbanists. Their neighborhoods often place garages in the backyards of homes and buildings so that cars are not such a prominent feature in front of structures. This is intended to enhance life on front porches and front sidewalks as homes can then be closer to the public areas. But this article from Chicago suggests that the alleys can also become important areas for social interaction, interaction that is not taking place on the front stoop or in more visible, public areas. If the goal of New Urbanist design is to enhance community life and interaction, does it matter if this takes place in front or behind a home?

Dealing with slow people on the sidewalk, London edition

Posted on by

This is an issue I’ve always wondered about: what to do with slow walkers on public sidewalks? Of particular note are people who stop in the middle of the sidewalk to hold an impromptu conference while others try to get around them.

Apparently, this is a concern for others as well. Business owners on London’s Oxford Street have proposed a plan to have tourists and shoppers walk closer to buildings while those who want to get through the area, such as employees and residents, walk closer to the street:

Sidewalk rage may be closer to the point, and an alliance of local landlords and retailers believes it has an antidote. On behalf of London pedestrians who are sick of dodging Oxford Street’s tourist hordes and texting teens, they’re ready to draw the line. A pretend line, anyway.

New West End Company, a group of 600 business owners in the district around Oxford Street, is planning to direct slow movers to walk in a “shopper lane” along store fronts, so that hurried residents and workers can proceed without opposition on the sidewalk’s edges. The concept echoes a gag played in New York City last May, when pranksters laid a chalk line down a sidewalk on Manhattan’s busy Fifth Avenue, with one lane reserved for “tourists” and another for “New Yorkers.”

But London’s line would likely be virtual. Under the plan being hatched by Dame Judith Mayhew Jonas, chairman of New West End Company, maps available at airports, hotels and other traveler spots would tell visitors to cling to buildings. The directive would also be written onto local area maps outside subway stations and at busy intersections.

With little chance of enforcing such rules, how effective could this be? And could tourists and others mount a counter-campaign where they remind the people of Oxford Street how many dollars they bring into the tourist industry and local businesses? (This is unlikely considering the diffuse origins of the slow movers – but it would be interesting nonetheless.)

h/t The Infrastructurist