4. People once fled cities … for their health … Tennessee Avenue, Tallahassee, Florida Today people are returning to cities … … for their health Portland, Oregon
5. Living-in-Place in America's Aging Cities and Suburbs Age Friendly Communities Dan Burden, Co-Founder of Walkable and Livable Communities Institute Port Townsend, Washington
6. "Walkable Communities: What Makes A Community Walkable and Livable? AARP and Portland State University Institute on Aging By Dan Burden Livable and Walkable Communities Institute
7. Living In Place Living in Place remaining in one's home and neighborhood safely, independently, and comfortably, regardless of age, income, or ability level. It means the pleasure of living in a familiar environment throughout one's maturing years, and the ability to enjoy the familiar daily rituals and the special events that enrich all our lives. (National Association of Home Builders)
21. As we age access to gentle, friendly exercise will be vital
22. “What is the first thing an infant wants to do and the last thing an older person wants to give up?”
23. “What is the first thing an infant wants to do and the last thing an older person wants to give up?” Walking is the exercise that does not need a gym. It is the prescription without medicine, the weight control without diet, and the cosmetic that can’t be found in a chemist. It is the tranquilizer without a pill, the therapy without a psychoanalyst, and the holiday that does not cost a penny. What’s more, it does not pollute, consumes few natural resources and is highly efficient. Walking is convenient, it needs no special equipment, is self-regulating and inherently safe.”
24. What percentage of Americans do not live in a place where aging-in-place will work? Answer: : 60-80%
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26. If you plan cities for cars and traffic, you get cars and traffic. If you plan for people and places, you get people and places.
28. The notion of combining land use and transportation is not new “Automobiles are often conveniently tagged as the villains responsible for the ills of cities and the disappointments and futilities of city planning. But the destructive effects of automobiles are much less a cause than a symptom of our incompetence at city building. The simple needs of automobiles are more easily understood and satisfied than the complex needs of cities, and a growing number of planners and designers have come to believe that if they can only solve the problems of traffic, they will thereby have solved the major problems of cities. Cities have much more intricate economic and social concerns than automobile traffic. How can you know what to try with traffic until you know how the city itself works, and whatelse it needs to do with its streets? You can't.” Jane Jacobs, Death and Life of Great American Cities , 1961
32. As we age our walking speed slows. This woman took twice as long to get into the street as the younger people. Once in the street it took her three times as long to get to the far side.
39. Thirty percent of North Americans old enough to drive do not drive. This percentage is increasing.
40. The Pedestrian in America has been marginalized compromised to Death
41. Is this the landscape we want to leave our children? From Blight to Boom – Reimaging 3rd Street
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44. As we age access to healthy foods will be critical
45. As we age access to healthy foods will be critical
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47. Twenty years ago Kirkland, Washington declared it would not overly accommodate peak hour SOV travel. Instead they chose to grow “place”, and to focus on the health of its community and people.
48. This is Broadway, in Vancouver, B.C. This street was formerly a strip street This street and surrounding blocks once had a housing density around 6-7 du/acre. This neighborhood is now one of the most sought after places to live, shop, work or play. This neighborhood has tripled its density. Property values increased ten fold. Most of the original homes are still in place.
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50. The Illustrative Plan (above) is the result of this planning approach; it shows the hypothetical buildout of the corridor, locating building footprints (new and existing), open space, and parking areas. The corridor was divided into four study areas, the Western Gateway, the Neighborhood Center, the Village Center, and the Town Center. Each area has it’s own unique characteristics and challenges which were addressed. Quick sketches were done to study buildings that would result from the hypothetical building footprints in the Illustrative Plan, combined with the proposed height limits in the study areas and potential architectural regulations of the new code. each street, which corresponds to written code regulations.
88. Are we building the right housing stock? Yes and No. The housing Americans need most in their senior years has not been built yet. Affordable homes and lifestyles must be built in the right places, the right sizes and mix. We are overbuilding housing we do not need, and failing to build housing we need.
89. Exclusionary Zoning Workforce Housing In about half of central Ohio’s suburbs, those who teach the children, patrol the neighborhoods and put out the fires can’t afford to live among the people they serve. Exclusionary: any community that did not allow for more than 8 residential units per acre.
90. Exclusionary Zoning Workforce Housing "Granville will never allow it to happen," said Officer Keith Blackledge. He and fellow officers have tried for two years to unionize their department to get higher pay, perhaps enough to enable them to live in the Licking County village 35 miles east of Columbus. "Police officers in any neighborhood are going to be good for everyone," said Officer Jon Davis. "Just having them there will improve the quality of the neighborhood."
93. America’s First Development 1550 feet from THE CHEERS BAR, 6 other bars, 8 deli’s, 4 banks, 3 hardware stores, 2 florists, 18 restaurants, 5 churches, grocer, pharmacist, medical and dozens more. Beacon Hill, Boston
95. 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
109. Every blizzard proves motorists prefer two lane roads Indeed they place medians and edge buffers on 4-lane roads when they get to design them (before snow plows arrive). So why not convert to 2-3 lanes, when conditions allow?
113. This: One less travel lane; bike lanes; parallel to back-in diagonal parking on one side; new pavement This 5-lane Main Street was converted to… Pottstown PA
114. 1800 vehicles per hour per lane vehicles per hour Per lane Road Diets
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116. Benefits Motorist: Safety 25- 40% improvement Traffic moves with greater uniformity Compact intersections more efficient Greater cost savings Turns are easier Senior friendly (as motorists) Others: Senior friendly (as pedestrians) Supports transit, walking and bicycling Emergency response friendly Increased property values (and tax base) Community economic development
