Walk/Live St. Louis: Elected Officials & Staff Event
1.
2. THE POWER OF Desired
COLLECTIVE IMPACT Outcomes
Transformative Projects
New Collaborations
Identify Opportunities
Walk/Live St. Louis 2012
EPA Grant – West End CONNECTING THE DOTS...
REALTORS –> New Partners for Smart Growth
Need for a more walkable St. Louis
7. Not Walkable Walkable
High Car Dependency Low Car Dependency
Serious Congestion Moderate Congestion
8. “There is No There There”
…Gertrude Stein
Houston, Texas
Fifty percent of all American
cities are now under concrete
and asphalt.
(In Los Angeles it is now 66 percent.)
13. Cycle of Automobile Dependency
For much of the last
century
transportation and
land use planning
practices supported a
self-reinforcing cycle
of increased
automobile
dependency and
sprawl.
14. Why we
cannot
build our
way out
of traffic
Vehicle miles traveled (VMT) around the U.S. have increased
by 70 percent over the last 20 years, compared with a two
percent increase in new highway construction. The U.S.
General Accounting Office predicts that road congestion in
the U.S. will triple in 15 years even if capacity is increased
by 20 percent.
Traffic is growing about five times faster than the growth in
population.
(Data compiled for a report to the U.S. Department of Transportation in 2006 written
by Stephen Polzin, (transportation researcher at the University of South Florida in
15. Land Use & Transportation – Ideal Traffic
Planning
Widen
20-Year Forecast
Capacity
Years
16. Land Use & Transportation – The Reality
Actual
Widen
Induced Traffic
Forecast
Capacity
Years
17. A B a la n c e d T r a n s p o r t a t io n A p p r o a c h
More Roads
More Lanes
Management
Transit
System
Bicycling
ITS
Walking
HOV/HOT Lanes
More More User View and Comfort
Pavement Car-Carrying Context-Sensitive Design
Capacity
l
ve
Traffic Calming
a
Tr
Personal Security
rs
of
Ca
y
lit
ua
ot
Intensify land use densities
,N
Q
Promote Mixed Use Development
se
Conventional Approach
ple
More Cars
iles
ea
Transit Supportive Development
eo
er M
cr
In
w
eP
Demand Management – Pricing,
, Fe e-commerce, telecommuting, etc…
pl e
v
o
Mo
s Pe
L es
ve
Mo
Shift Policy Lane Limits
Change Standards
Lateral Approach
18. Chain of Impacts
Widen Road
FIRST Reduce Reduce
ORDER Delay Cost
SECOND Move Range Drive Own More
ORDER Home Farther More Cars
THIRD Lose More Increased Higher Increased
ORDER Communit Big Inactivity
Business & y Box Epidemic VMT Energy Carbon Household
Jobs Disinvestm Demand Footprint Transportat
ent ion Costs
34. The Average U.S.
Family now pays
$16,000 per year
in health care
costs, and this
figure is rising.
With almost double the cost
per capita of the average
Western nations, the U.S.
receives less in the way of
health care and health
outcomes.
This makes us vulnerable in
global competition
Source: The Kaiser Family Foundation, April
35.
36. Action Question #1
If driving more than 20
miles per day is not
sustainable, how do we get
back to 1985 levels.
Driving more miles each
year (like obesity) is a
visible symptom, an
indicator of a disease
that is running amuck in
each of our towns and
villages.
39. Depressive Disorders
19 million American adults
• Leading cause of disability
in the USA
• Treatment:
• Medication
• Social Contact, including
therapy
• And…..
40. “There is No There There”
…Gertrude Stein
Houston, Texas
Fifty percent of all American
cities are now under concrete
and asphalt.
(In Los Angeles it is now 66 percent.)
41.
42. Cost Comparisons
Suburban vs. Urban
Housing Transportation
Costs Costs Total
New York City 37.1% 15.1% 52.2%
Tampa 31.1% 25.1% 56.4%
43. What got us into this mess?
Many things -- No one is innocent
Bankers bundled and traded 500 shopping
centers at a time, designed, not for “place”
but to fit their definition of profitability.
Bankers bundled 5,000 homes at a time, all
at set price points requiring 3 bedrooms and
2 baths. This was at a time when the
average American family shrunk to 2.1.
As consumers we drove up house sizes to
2200 square feet
The highway guys built the roads to
nowhere.
44. Cost Comparisons
Suburban vs. Urban
Housing Transportation
Costs Costs Total
New York City 37.1% 15.1% 52.2%
Tampa 31.1% 25.1% 56.4%
45. Residential
c. 1935 Office 1980’s
Retail
Retail
Residential
Tyson's Corner, VA
46. Residential
Office
Retail
Historic Architecture
Trees
Civic Statue
Sidewalks
Public Space
Washington, DC
51. Such places do not sprout by
happenstance. Driven by irresistible
economic forces and shaped by
subtly shifting social patterns, they
are being created, down to the
tiniest detail, by a handful of major
developers with a master plan for
the new America.
…. NY Times, August 15,
2005
52.
53.
54.
55.
56. Ten Steps To Walkability
C o mp a c t, M a n y p e o p le
liv e ly t o w n o f a ll a g e s
c e nte r a n d a b ilit ie s
Low s peed w a lk in g m a n y
s tre e ts , hours
d is t r ib u t e d C e le b r a t e d
v o lu m e s p u b lic s p a c e
a n d p u b lic
F in e g r a in e d
lif e , p a r a d e s ,
s tre e ts ,
ma rk e ts ,
m a n y t r a ils ,
f e s t iv a ls ,
t r a n s it lin k s P u b lic La nd us e
a w a rds
p la c e s w it h a nd
N e ig h b o r in v it in g tra ns p o rta ti
hood fe a tu re s : on
s c h o o ls be nc he s , A f fa r tdnaeb lseh i p
p or r ,
a nd re s tro o ms , i nss p i r i n g ,
pa rks , C h a d e ,n w a tt e r
s onv ie n , w e ll
w it h in o n e s a f e aar n d
a nd t m a in t a in e d
q ua rte r s tre e ts a nd
64. Townhouses frame the square while open
space provides an outdoor environment for The largest lots of
nearby residents the TND can be at
the edge
Civic buildings
Should be
terminate street or
open space vistas
In these cases where
The intensity of
a TND is bordered by a
uses should
principal street higher
gravitate away
intensity uses such as
from the
medium density
neighborhood
housing can be used in
center
creating the edge
Based on the 1928 drawings by James Perry
65.
66.
67. If Cities are to
reduce auto-
dependence a
working alternative
should include:
Developers no
longer block access
to those places
people want to
reach.
70. Size neighborhoods
for a 5-minute walk
Design for a mix of
land uses:
Make blocks a
walkable size:
Neighborhood
Centers • Block perimeters of
1,500’ to 2,000’
• Create a connected
network of streets
Civic Parks Centers include denser
Buildings and Open housing, a square, civic
Spaces uses, and
neighborhood-
oriented retail.
75. Significant reduction in VMT as we go from
Land Use Pattern Affectsunits/acre to over 20 units/acre
3-4 Travel
8.0 Higher Density can reduce Vehicle Trips
6.0
Trips / Household (ADT) 7-10 du/a
Vehicle Trips
2-3 du/a
4.0
20 du/a
2.0
Walking Trips 0.0
11-18 du/a
0.0 20.0 40.0 60.0 80.0 100.0 120.0
6-7 du/a in Units/Acre
Density
Source: John Holtzclaw, PhD,
Sierra Club
83. Connectivity Requirements
Compact Area Type for
Network Additions
• Link-Node Ratio of 1.6 or
greater
• One external connection as
well as an additional
external connection and
stub-out per 50 links or
fraction thereof
Virginia
DOT
84. Connectivity Requirements
Suburban Area Type for
Network Additions
• Link-Node Ratio of 1.4 or
greater
• One external connection
as well as an additional
external connection and
stub-out per 50 links or
fraction thereof
Virginia DOT
85. Rubber Band
Planning
Cut and Place Strings Pin actual travel routes Mark Needed Changes
89. Infill Mixed Use
Vacant lots and under-
used spaces become
active centers
New and added “eyes”
on our important
parks, corners and
principle streets.
Attractive new
features and a way
to pay for upgrades
to our intersections
Great new
convenient places
to have coffee or
simply hang out in a
quasi public-private
place
93. Well Designed
What are the problems here?
Density
Urban-Advantage.com
Lack of Security Auto dependence
Lack of people No place to buy a popsicle
Lack of investment Lack of diversity
Lack of diversity Lack of activity
106. Le
e R
K Ma rt d.
S
o
e
la
Av e nu
n
o
a
rl a nd
A
O
v
e
.
W W in t e r P a r k
eb
st
er Vo Te c h
W in t e r P a r k Av
e.
V illa g e
r.
D
n g
ni
en
D
107. Lee Road Mixed Use
Extension Redevelopment
Le
e R
K Ma rt d.
e
Av e nu
o
rl a nd
O
W
eb
st
er
W in t e r P a r k Av
e.
V illa g e
r. Residential
D
W.P.V. g Redevelopment
n
Development ni
en
D
108. Not a
good
p la c e
S e n io r s
Poor Not a
L o c a t io good
n Ok
fo r Lo ay p la c e
S hoppi c p e o p le
n g f o r a t io B e
P la z a Sh Ln s w it h
Pl op fo o c t d is a b ilit i
a z p in r a t
a S hg io es
P o n
la p
za p
in
g
Not a
good
p la c e f o r
Not a
m u lt i-
good
f a m ily
p la c e f o r
the to w n
h a ll
109. An auto driven policy design for housing. This is ugly, wasteful of
land, and it does not orient to transit
110. An transit driven policy design for housing. This is sociable,
oriented to the transit stop, and the living space works for all.
111.
112. If Cities are to
reduce auto-
dependence a
working
alternative should
include:
Buildings no
longer “moon” the
street
127. N
Roswell, Georgia
3,260 miles of
roads
.
Rd
le
bb
Ho
H
a
cr
uz
ds
u e
r
Ha
eR
Crabappl e Rd.
d.
d
Hembree Rd.
Cr
os
sv
ill
e R
d
y.
.
w
a H
W
W
oo
o
ett
ds
d
har
to
ck
Alp
k
Rd
.
.
Pin 400
e G
ro ve
Rd R d.
. Ala
Old
H
ol
co
m
b
Br
id
. ge
y
Hw R
d.
tta
rie
Ma
Riv
ea
A zal
er s
e
ide
id
Rd
R
.
.
128. N
Roswell, Georgia
3,260 miles of
roads
760 miles
connect
.
Rd
le
bb
Ho
H
Only 22% of
a
cr
uz
ds
u e
r
Ha
eR
Crabappl e Rd.
roads are doing
d.
d
Hembree Rd.
Cr
os
sv
ill
e R
the heavy lifting
d
y.
.
w
a H
W
W
oo
o
ett
ds
d
har
to
ck
Alp
k
Rd
.
.
Pin 400
e G
ro ve
Rd R d.
. Ala
Old
H
ol
co
m
b
Br
id
. ge
y
Hw R
d.
tta
rie
Ma
Riv
ea
A zal
er s
e
ide
id
Rd
R
.
.
143. Connectivity Requirements
Compact Area Type for
Network Additions
• Link-Node Ratio of 1.6 or
greater
• One external connection as
well as an additional
external connection and
stub-out per 50 links or
fraction thereof
Virg
219. This: One less travel lane; bike lanes; parallel to back-in
This 5-lane Main on one side; new pavement
diagonal parking Street was converted to…
Pottstown PA
220. If Cities are to
reduce auto-
dependence a
working alternative
should include:
Streets must
become “right-
sized” for their
230. The Institute team
suggests the following
goals for towns/cities:
Goal 1: A complete
network of streets and
public spaces to
support active living
Goal 2: Safe, natural
and enjoyable walking
and biking conditions
Goal 3: Sustainable
transportation choices
Goal 4: Healthier,
happier people
231. To achieve these goals,
we recommend:
1. Adopt Complete Streets policies
and incorporate Complete Streets
policy language into all planning
documents
2. Create and adopt the Livable
Street Design Guidelines
3. Develop a Regional Pedestrian
Master Plan
4. Adopt the Regional Bicycle
Master Plan
5. Increase enforcement for
pedestrian safety
232. 6. Increase education and
awareness for all road users
7. Improve and enhance Safe
Routes to School programs
8. Update General Plans and
Municipal Codes to include
livability and wellness principles
9. Transform regional corridors,
local corridors and neighborhood
streets to encourage active
transportation
10. Apply best practices, lessons
learned and available resources to
improve livability throughout the
region
233. A Model Design Manual for Living Streets
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
234.
235.
236. Goal 1: Build Multi-
Modal Communities
Prioritize development of
multi-modal communities
that provide residents of all
ages and abilities, and
economic levels with safe,
reliable, comfortable and
economical transportation
choices.
Made possible by funding from the Department of Health and
Human Services through the Los Angeles County Department of
Public Health.
237. Goal 2: Promote Safety
transportation system to reduce
serious injuries, decrease
Design, operate, and manage
the crime and violence, ensure
mobility for all ages, abilities
and socio-economic levels.
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
238. Goal 3: Design for
Health
Design, operate, manage
streetscapes and public
spaces to promote active
living and lessen exposure
to air and noise pollution
and water and soil
contamination.
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
239. Goal 4: Promote
Transportation
Investment as
Economic Development
Invest in transportation
improvements-including
operational improvements-
that support the economic
health and competiveness of
city’s businesses, and the
safety and general welfare of
its residents.
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
240. Goal 5: Integrate
Transportation and Land
Use
Cities and counties should
coordinate transportation
infrastructure with land use
and development.
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
241. Goal 6: Embrace
Streets as Civic Space
City streets will be
regarded as important
spaces for civic
engagement and will be
developed to promote
health, economic vitality,
and well-being while
reflecting a city’s unique
character.
Made possible by funding from the Department of Health and Human Services through the Los Angeles County Department of Public Health.
Notas del editor
* 07/16/96 * ##
* 07/16/96 * ##
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Click repeatedly to go through animation (ending with built land) White spaces are unconstrained and vacant
Studies, such as this one from the SF Bay Area demonstrate that residents of compact neighborhoods tend to drive less and walk more.
Here ’s another example. CLICK TO NEXT SLIDE
Here ’s another example. CLICK TO NEXT SLIDE
Here ’s another example. CLICK TO NEXT SLIDE
Here ’s another example. CLICK TO NEXT SLIDE
There are many possibilities; a typical 5-lane can be converted to (next slide)
