The project is about understanding the work of urban planner Kevin Lynch, author of the canonical text The Image of the City. He found that people tend to understand, and create images of, cities in terms of five characteristics: paths, edges, districts, nodes, and landmarks.

So I spent some time this morning getting pictures that illustrate these things in Springfield. Here’s a small sample:

Here we have a path — “channels along which the observer customarily, occasionally, or potentially moves.” I have plenty of pictures of arteries (i.e. traffic sewers). But I thought you might like to see the Jordan Valley greenway instead

Here we have an edge — “linear elements not used or considered as paths.” In some cases, such as this railroad dividing a neighborhood in the northwest section of town, an edge can be a barrier.

Here we have a district — “medium to large sections of the city, conceived of as having two-dimensional extent, which the observer mentally enters ‘inside of,’ and which are recognizable as having some common, identifying character.” This is the historic Commercial Street district. And, yes, that’s my bicycle parked outside Big Momma’s.

Here we have a node — “points, the strategic spots in a city into which an observer can enter, and which are the intensive foci to and from which he is traveling.” This is The Square, which is being renovated to enhance its function as a node. More on this soon.

Here we have a landmark — “another type of point-reference but in this case the observer does not enter within them, they are external.” This is Hammons Tower. Most “skyline” photos you’ll see of Springfield include this tower because it is the most prominent feature and can be used by the observer to orient themselves to the rest of the urban core.

I’m going to be putting much of what I hope to learn in this class to use here on Carbon Trace and in my bicycle-pedestrian advocacy work.

Technorati Tags: bicycle advocacy, cycling, Springfield Missouri, Transportation Planning, Urban and Regional Planning, urban design, urban development, Urban Planning

I’ve been accused — in public meetings even — of wanting to force Americans to live like Europeans. And “like Europeans” is always spoken in derision by the folks who accuse me.

Well, their accusations are correct in one sense: I do think we have a lot to learn from Europe about land use, transportation, and making urban life enjoyable. But I do not want to force anyone to do anything (economic and environmental circumstances will take care of that soon enough). What I want to do is make sure people have choices: where to live, how to live, and how to get around. Right now our choices are severely limited by our car-centric culture.

In the link above you can read about how Portland, Oregon is getting into a Euro-like groove with coffee houses and pubs that are beginning to spill into the streets.

We’re doing that here. Just look around downtown. Check out the new Bistro Market. If you haven’t checked it out yet, you may be the only one left in town who hasn’t. The place is P O P U L A R. And people are spilling onto the sidewalks along the side of the building where they have a few tables and chairs — even in this brutal heat.

Why?

Because a vibrant street life is what people want. Just take a look at the other downtown venues that offer street seating. We need more of this. We need more of this closer together, i.e. around the entire perimeter of  The Square and along the intersecting streets.

Vibrant street life is what people want. Just be sure not to call it European

Our Urban Challenge Series:

• First in a Series
• Getting Started
• Green Density
• Networks
• Barriers
• Free Parking
• The Good Life
• Cost of Living
• Build It First
• Make It Awesome

Technorati Tags: bicycle advocacy, cycling, Urban and Regional Planning, urban design, urban development, Urban Planning

Dan Gutierrez has posted some interesting photos on Facebook that show what’s happening in California:

Cities in southern California are starting to place Sharrow symbols on roadways. Unfortunately cities are not always placing them in the best lateral position or painting them frequently enough for them to be effective notices to motorists and cyclists. Part of the problem is that the federal and state standards don’t give effective lateral placement guidance with a too close to the curb minimum of 11′ [see the Door Zone Bike Lane and Sharrow Clearance album showing the 13' recommended minimum for sharrows] though the lateral placement guidance requiring them at intersections and every 250 feet mid-block is reasonable, however many cities are not heeding this guidance.

For example:

I mention this because sharrows are part of the new plan for the Springfield Bicycle Route System with the CIP renewal. Along with the new route signs (that create numbered bicycle highways), our system will become, I believe, a model for other communities to follow. We’re making great strides, and I am proud to play a small role in this progress as part of the STAR Team of Ozark Greenways.

But we will be a model for others only if we get the sharrow placement right. And “right” doesn’t necessarily mean by minimum state or federal standards. By “right” I mean better than minimum so that the true meaning of a sharrow — a shared lane indicator — is communicated clearly to all road users.

For advocacy information regarding street engineering, I recommend Advocacy How To: Road Design Review by Cyclelicious. Also see this guide for reviewing road design and bicycle accommodation.

I’ll be following this issue closely and including more resources (and comments/criticism of those resources) as we move forward.

Technorati Tags: bicycle advocacy, bicycle infrastructure, bicycle politics, cycling, traffic design, Transportation Planning, Urban and Regional Planning, urban design, Urban Planning

Describe The Link. What will it be? How will it work? What is its purpose?

The Link will be a series of direct routes that will connect greenways in Springfield’s core. The routes will be on existing streets with minimal vehicular traffic. There will be very recognizable, color-coded signage to inform users and motorists alike of the routes. There will be a different color designation for each link between greenways. For example, the link between the future Pea Ridge Creek Trail (Doling Park) and the Jordan Valley Trail could be designated the Green Link and the link between Jordan Valley Trail and the future Fassnight Creek Trail (Phelps Grove Park) could be designated the Orange Link. Where each link connects a greenway or crosses a transit route, user facilities such as shelters and bike racks could be installed. There is also the potential to demonstrate innovative storm water solutions to reduce localized drainage issues and improve the environment along The Link.   In addition to providing links between the greenways, there will be improved walker and bicyclist access to retail, service, and educational facilities in Springfield’s core. These facilities may include: Central Bible College, Commercial Street, Drury University, Ozarks Technical Community College, the IDEA Commons, Downtown, Missouri State University, St. John’s Hospital, Battlefield Mall and Cox South Hospital. The experiences of walkers and bicyclists on The Link will vary along different routes; however, the ultimate goal is to develop a system of shared-use routes that creates an experience of comfort and safety. While the experience will not be the same as walking or riding on a greenway trail, the landscaping, fixtures, and materials along The Link are planned to ultimately be better than along a typical city street. The Link, like the greenway system, will take a number of years to complete.

What is the genesis of this project?

There has been discussion for a number of years about constructing a bicycle boulevard and creating pedestrian/bicycle links between the existing and planned greenway trails. This project grew out of those conversations.

How much will it cost? Where is the money coming from?

We have not estimated the costs because we are in the initial planning phase. We have $500,000 from the Neighborhood Assessment program in the  1/4 -Cent Capital Improvements Program that has not been allocated to projects because we ended the Neighborhood Assessment Program. We had considered using the funds to build sidewalks throughout the community but decided it would be better to concentrate it into one project that could have a significant impact community wide. It will also be difficult to estimate the total cost because The Link will grow and evolve over time. Initial work will just involve placing signs along the routes, but we hope to enhance the routes over time with landscaping, shelter facilities and innovative storm water solutions to localized drainage issues. We believe we can get a good start on two segments of the link: 1. Doling Park to Jordan Valley and 2. Jordan Valley to Phelps Grove Park with the funds we have.   We are applying for a $2 million HUD grant using the funding we have already identified.   The grant funding will be used to plan the remainder of the system and further development of the routes. We also hope to get additional funding from local institutions and companies.

When might work begin? When might it be finished?

We would hope to begin marking the initial routes this fall after we have received comments from the public. Construction of intersection improvements at major street intersections, shelters and other facilities would not occur until the spring and summer of 2011.

What role has the recent naming of Springfield as a bicycle-friendly community played in the decision to consider The Link?

The discussion of this concept pre-dated the recent designation as a bike-friendly community, but the efforts that went into the designation certainly had an impact. If the community had not gotten to where it is today with greenways, bike routes and sidewalk facilities, it would not make sense to begin to develop The Link.

Technorati Tags: bicycle advocacy, bicycle infrastructure, bicycle politics, bicycle trails, cycling, sustainability, Transportation Planning, Urban and Regional Planning, urban design, urban development, Urban Planning, walking

The open, permeable space invites people to walk about as they please. Drivers are welcome. That is a street you’re seeing there. But the space tells them that what they gain in comfort and privacy within their cars is paid for by giving up being in control of the space.

On my way home I was stuck in traffic on South Street. The 4-way stop at Walnut, where I turn left, was packed with pedestrians.

While in the traffic line a guy shouted and waved to me from the sidewalk. I pulled out of line to see who it was; he looked harmless enough. It turned out to be Carbon Trace reader and frequent commenter A.J.

Yet another hint: There were plenty of cycle chic photo-ops downtown last night if someone hereabouts would get on that. I think it’s time for a Springfield Cycle Chic blog. If someone will step up, I’ll help you put it together.

Technorati Tags: bicycle advocacy, bicycle culture, traffic design, urban design