LIVABLE STREETS

FROM AN AUTO-CENTRIC POLICY TO A CITY OF GREAT STREETS

People have always lived on streets. They have been the places where children rst learned about the world, where neighbors met, the social centers of towns and cities.
DONALD APPLEYARD

New York is a city best enjoyed on foot, yet we plan our streets for cars
ew York Citys streets are the soul of its neighborhoods and the pathways to some of the worlds most in-demand destinations. For generations, New Yorkers and visitors have strolled, shopped and socialized on sidewalks and street corners. Pedestrianfriendly streets are the citys most fundamental assets.
Unfortunately, we arent making the most of these assets. Instead, our streets are being managed almost entirely for trafc ow. If we continue planning our streets for cars and trafc we will get more cars and trafc; conversely, if we start planning our cities for people and places, we will get more people and places. Around the world, cities are tackling the problems caused by automobile trafc with creative solutions. New York is not keeping up. The choice is clear: either we choose to be dened by worsening trafc and perilous streets or we can dene ourselves through great public spaces and lively streets. This exhibition sheds light on the unbalanced, undemocratic, and underperforming condition of New York Citys streets. Through action and dialogue New Yorkers can raise expectations for their public realm and envision better streets for all New Yorkers.

It is difcult to design a space that will not attract people. What is remarkable is how often this has been accomplished.
WILLIAM H. WHYTE

BROKEN STREETS
N
ew York City has an enormous trafc problem. Streets are

Trafc Harms Neighborhoods

Donald Appleyard, UC Berkeley Professor of Urban Design, quantied the impact of trafc on social ties. He found that people who live on low trafc streets: had more friends knew more neighbors felt greater pride and stewardship
HEAVY TRAFFIC 16,000 vehicles per day

overrun with cars, pedestrians are jammed onto sidewalks, cyclists are forced into dangerous trafc, buses fall behind schedule, and deliveries, taxis and emergency vehicles struggle to get through.
New Yorks outdated trafc planning policy primarily attempts to maximize vehicular throughput. This fails to consider how pedestrians, cyclists and transit-users can improve the total capacity of our streets. Streets are more than just car corridors, they are valuable civic spaces and resources that need to be wisely allocated. Improving these public spaces is the simplest way to improve the quality of life for all New Yorkers.

0.9 friends per person 3.1 acquaintances per person

How Do New Yorkers Deal With Trafc?

MEDIUM TRAFFIC 8,000 vehicles per day

Undemocratic Use of Space 1,292

Cars are the most inefcient users of New York City street space. A sensible, sustainable transportation policy would priortize transit users, cyclists and walkers.

In the summer of 2005, Appleyards research was replicated in four New York City neighborhoods. The results conrmed the detrimental effect of trafc on relations between neighbors.
sqf
I deal with trafc in my neighborhood in the following ways:
56.5% 52.2% LIGHT TRAFFIC STREET MEDIUM TRAFFIC STREET HEAVY TRAFFIC STREET 43.5%

1.3 friends per person 4.1 acquaintances per person

LIGHT TRAFFIC 2,000 vehicles per day

129 sqf
26.0% 21.7% 18.5%

2 in 5 New Yorkers own a car 1 in 5 Manhattanites own a car

Yet New York City streets are almost entirely devoted to cars.

97sqf
7.7% 5.1% 7.4% 0.0% 2.6% 7.4%

3 friends per person 6.3 acquaintances per person

22 sqf
Square feet used per traveler
I keep my windows shut I spend more time in the back of the house

Unbalanced Streets

I forbid my children to play in the streets

I go out on the street less often

CHRONIC LAWLESS DRIVING

Pedestrians are killed at twice the national average in metropolitan New York. Nearly one in seven admissions to the trauma center at Staten Island University Hospital are pedestrians struck by motor vehicles.

VULNERABLE PEDESTRIANS
86% of respondents to the NYC Stroller Report Card said they have avoided streets because they are too difcult to navigate when walking with a stroller or child. An incredible 50% indicated that they avoid these streets even without a stroller.

UNDERPERFORMING PUBLIC SPACES

Many of the citys major intersections, where great streets meet, are the least friendly places to pedestrians. If treated as squares and plazas, these car-dominated areas could become some of the most valuable destinations in New York City.

UNFRIENDLY SIDEWALKS
Sidewalks in all neighborhoods could be more accommodating to people. Trash, blank walls, poor pavement and lack of shade are some common conditions.

SIDEWALKS AT CAPACITY
The Times Square Alliance found that 68% of employees surveyed within their district rated congestion as the number one reason they would consider working somewhere other than Times Square.

PEDLOCK
Pedestrian trafc frequently reaches levels that not only make walking uncomfortable, but also negatively affects retail sales.

GRIDLOCK
83% of cars in Manhattan originate from the outer boroughs and the suburbs. 60% of drivers using the East River bridges are simply passing through Manhattan, causing congestion and delays for everyone.

CULTURE OF AUTO DOMINATION

A sense of entitlement among drivers is reected in pervasive car advertising and increasingly large automobiles.

Urban transport is a political and not a technical issue. The technical aspects are very simple. The difcult decisions relate to who is going to benet from the models adopted.
ENRIQUE PEALOSA

The Truth About Trafc

A
fter decades of auto-centric trafc policies, we have lost sight of the role that cars should play in New York.
In a city where over half of all commuters walk or use transit, and only 6% of all shopping below 59th Street involves a car, why do we dedicate so much street space to vehicles? An honest examination of how New Yorkers get around would allow us to shrug off outdated assumptions about trafc and set transportation policy that serves the New York of the 21st century.

Cars Can Disappear

Requested street improvements are often rejected on the premise that they will increase trafc congestion. However, cities around the world have increased transportation throughput while simultaneously reducing the amount of road space allocated to cars.

Before its collapse in 1973, the double-decker West Side Highway carried 110,000 cars daily. After it was reconstructed as an urban boulevard, it carried only 50,000 cars with no major trafc jams.

Alternatives to Driving
New York City has the potential to be the most walkable city in the world. In fact, most trips are ve miles or lessmaking them easily walkable or bikeable. In addition, the city boasts the largest public transportation network in North America.

Shoppers are Walkers

All too frequently we forget that cars dont shop, people do. When shopping destinations work for the pedestrians and connect well to public transportation, people linger longer and spend more.
How do shoppers get around?
6% DRIVE 69% WALK 24% USE TRANSIT

Driving is a choice,

not a necessity
90% of auto commuters have an
existing transit alternative.

30-60% of cars entering

Manhattan below 59th Street are going through the district and have no economic purpose.

69% of all trips below 59th Street

in Manhattan are on foot.

6%
Walkers and transit riders outnumber drivers in New York City. Throughout New York shoppers are walkers.

Only 6% of shopping below 59th Street in Manhattan involves a car.

Whenever a street is widened, a few more [cars] are able to trickle in, with the net result that they and not the general public are beneted. Congestion has not been relieved, nor will it be by any such public improvement until adequate restrictive measures are adopted.
A 1926 NYC TRAFFIC COMMISSION REPORT

BUILDING ON PROGRESS
N
ew York City can be greatly improved. There is much
A Destination that Accommodates the People Who Use It
The Herald Square Pedestrian Project succeeds due to the 146 planters, paid for by DOT, that delineate the newly claimed sidewalks from the street. The temporary widening was so popular with local users, DOT has agreed to make sidewalk widenings permanent.

Neighborhood Streets that are Easier to Cross

Shortening the crossing distances on neighborhood streets indicates that streets are designed for the community rst.

A Downtown Retail Street and Pedestrian/Transit Destination

Wide sidewalks, amenities and slow vehicle speeds have created a walking environment that attracts pedestrians from all over Brooklyn to the otherwise isolated downtown area.

IN NEW YORK CITY

DOWNTOWN ALLIANCE

progress being made today that we can build on tomorrow.

Each street and neighborhood faces its own issues and opportunities. Here are several recent examples of how the New York City Department of Transportation and other city agencies have successfully worked with communities to improve streets and neighborhoods.

An Historic Street Brought Back to Life

Once a desolate, neglected street in Lower Manhattan, Stone Street was used as a back entrance alley for adjacent businesses. Now closed to cars, Stone Street ourishes. New restaurants and businesses have opened creating highly desirable retail space.

At Lafayette Street in Brooklyn, bulb-outs extend past the regular curb to shorten the crossing distance for pedestrians. Fulton Street Mall in Brooklyn is a vibrant pedestrian environment with retail stores, amenities and numerous subway and bus connections.

ABOVE: Stone Street was an ally used as a back entrance for many businesses. RIGHT: In 2001, Stone Street was closed to cars and is now a lively dining and retail destination.

34th STREET PARTNERSHIP

DOWNTOWN ALLIANCE

Reclaimed space at Herald Square on 6th Avenue at 34th Street.

A Highway turned into an Urban Amenity

West Street was transformed into one of New Yorks most visited waterfront and public spaces, spawning neighborhood regeneration and development.

Thoroughfares as Boulevards Fixing an Unsafe Intersection

In 1996, NYCDOT painted the proposed sidewalk bulbouts, as a cheap and effective experiment at the dangerous Mulry Square. In 2001, once it became clear that the experiment was successful, NYCDOT invested in real sidewalk expansions. Today, Mulry Square is much safer and more pleasant to navigateboth for pedestrians and drivers. A new boulevard brings refuge and a pedestrian scale to an otherwise unfriendly corridor.

Bicycle Lanes that Protect Riders

SANDS STREET GREENWAY In June 2005, the NYC DOT announced its plan to build an on-street greenway on Sands Street in Brooklyn. The new on-street greenway, with fencing and bollards, will connect the Manhattan Bridge bike path with the Navy Street bike lane and planned Brooklyn Waterfront Greenway. It will make bridge access safer for many of the 1,200 cyclists who ride across it each day. TILLARY STREET GREENWAY The new Tillary Street greenway connects the Brooklyn Bridge bike path to the Clinton Street bike lane, improving bridge access for many of the 2,000 cyclists who cross the bridge each day.

Private Partners Building Streets as Public Spaces

Over the years, Rockefeller Center has closed streets to trafc to serve a variety of users. The newly created space has become a civic square for New York City, featuring public markets, art, seating, plantings and events, including the daily taping of the Today Show.

An unsafe, inaccessible intersection

ABOVE: The entrance to 30 Rockefeller Plaza was used as a drop-off area. LEFT: Today, Rockefeller Plaza is host to a variety of events which attract visitors and locals alike.

A successful experiment Divided lanes reduce the impact of trafc on downtown Brooklyn.

TRANSPORTATION ALTERNATIVES

NYC DOT

Hudson River Park includes a bicycle and pedestrian trail which spans the length of Manhattans west side.

Mulry Square, the intersection of 7th Avenue, Greenwich Avenue, 10th and 12th Streets was transformed from a dangerous intersection to a safe and pleasant crossing.

A safer more accessible intersection Crossing the street is now easier and safer.

The Tillary Street greenway connects the Brooklyn Bridge path with the Clinton street bike lane.

A proposed path will connect the Manhattan Bridge path with the Navy Street bike lane and planned Brooklyn Waterfront greenway.

I believe very strongly that the cities that pay attentionreally pay attention to quality of life will be the cities that thrive in the 21st century.
RICHARD M. DALEY

Chicago
No department is concerned exclusively with quality of life and attractive public spaces. So all of them have to be.
MAYOR RICHARD M. DALY Left: Local residents participate in an outdoor community charrette for the North Marine Drive Trafc Calming project.

CHICAGO, ILLINOIS

A Walkable Neighborhood
The Edgewater neighborhood has become a model for pedestrian-oriented planning in Chicago, and other wards are ocking to the idea of communitygenerated physical change. The positive relationships between neighborhood associations and the Chicago Department of Transportation are key to the success of the Edgewater planning project.

Community Input
Major Chicago thoroughfare Lakeshore Drive terminates in Edgewater, funneling large volumes of trafc into this residential community.

The Chicago Edgewater neighborhood establishes an unprecedented protocol for transportation planning in American cities.

Too Much Trafc

Although only about half the residents in Edgewater actually own vehicles, trafc volumes are intensely congested. Locals complain of noise, pollution, dangerous intersections, and a feeling of isolation from the parks and waterfront.

Walkable Edgewater works with the community as well as the Illinois DOT to create a community-generated physical plan that is oriented toward local residents rather than the pass-through commuter.

Multi-agency Teams
Multi-agency teams include a zoning specialist, a planning and development aide, a trafccalming expert, and a chief of staff. The team works with local organizations, block clubs, and re, police, and sanitation agencies to develop areas of improvement and test the projects physical feasibility.
Suggestions generated by community charrettes were implemented along North Marine Drive. These intersections are now hospitable for all pedestrians.

Philadelphia
Logan Circle (below), though in a prime downtown location, was rarely used by pedestrians and was designed primarily for automobiles. Center City District worked with area stakeholders to develop a vision that reduced the number of lanes through Logan Circle.

PHILADELPHIA, PENNSYLVANIA

Downtown Revitalized
Short-term improvements have already been implemented, including narrowing roads, adding amenities and installing art. The pedestrians who now ll the streets keep downtown safe and promote local business. In the ten years following the inception of the Center City District plan, crime plummeted, and the downtown economy boomed.

Pedestrian-oriented Improvements
Center City Districts plan to create a more pleasant and protable urban environment succeeded primarily because of pedestrianoriented improvements. Streetscape improvements include new pedestrianscale lampposts, trees, street furniture, and effective, directional signage to local destinations.

The Center City District in Philadelphia initiates street improvements that spawn safer streets and economic vitality.

Failing Streets
In the 1980s, downtown Philadelphia was ridden with crime and economic decline. The Center City District Business Improvement District formed to promote a clean, safe, attractive and well-managed public environment.

Small business improvement districts with smaller operating budgets can follow this model for promoting neighborhood revival.

An Ambassador program and effective signage create a comfortable street environment for strolling and shopping.

Proposed changes to Logan Circle include art, seating, a market, programmed activities, and outdoor cafs as illustrated above.

Its really wonderful to wake up in a city where everyday you realize that today the city is a little bit better than yesterday.
JAN GEHL

London
Downtown streets have seen a 30% decrease in car trafc since the implementation of congestion pricing, improving journey time reliability.

LONDON, ENGLAND

Street Improvements
Kensington High Street is both a major shopping destination and an important route for throughtrafc to the center of London. These uses were balanced in a recent renovation of the area, which included: Removal of guard rails at pedestrian crossings A central refuge which provides additional bike parking space and helps people cross the street at any point Improved lighting and reduced street clutter, through installation of multifunctional street lamps. One lamp column accommodates lights for trafc, lights for pedestrians, directional signs, and a hanging basket for owers

BEFORE: Although many people predicted that closing the road to cars at the north side of Trafalgar Square would cause a trafc disaster in surrounding areas, no such spillover congestion occurred.

If New York City is paying any attention at all, they have a good example in London to follow.
BOB KILEY, Head Commissioner of Transport for London and former Chairman and CEO of the New York MTA

Congestion Pricing
Increasing the capacity of the transport system cannot be based upon the private car.
The Mayors Transport Strategy Report, released in July 2001

An on-going shift away from private car use has been accomplished with congestion charging, better buses, and bus priority measures. The daily 8 ($14) fee to drive in Central London during peak weekday hours, encourages commuters to seek alternative modes of transportation, while asking motorists who use the citys scarce, valuable road space to pay accordingly. Money raised through the congestion charging scheme is being put back into public transportation facilities. Six months after the program began, the number of vehicles in downtown London had decreased by a third. Travel times were reduced by 15%. The congestion charge zone will double in size in February 2007.

100Spaces Public
Program
The Mayors 100 public spaces program is a major campaign to realize the untapped potential of public spaces throughout Londons boroughs. These forward-thinking initiatives are aimed at enhancing streets and public spaces in order to create a more comfortable environment in which Londoners are invited to linger and enjoy their city, rather than rush through it.

Rather than easing trafc by increasing road space, Transport for London has recognized that making improvements to public transportation is a more sustainable and healthy approach to reducing congestion and improving quality of life in the city. Increasing the ease, efciency and reliability of bus travel is central to achieving this goal.

Infrastructure changes to Kensington High Street have made the area more amenable to walkers and cyclists.

AFTER: Today, Londoners enjoy a beautiful terrace connecting the square to the National Gallery.

Paris
From Congestion to Shared Streets The city implements an ambitious campaign to reduce car trafc, improve public transit, and encourage walking and biking.

PARIS, FRANCE
Trafc bottlenecks and congestion in Paris degrade the quality of the urban environment.

Parking Reform
The Citys Transportation Plan bans the construction of new off-street parking and will eliminate all free parking. By 2007, 3,500 on-street parking spots will be eliminated.

13%
DECREASE IN CAR USAGE

Neighborhood Trafc Calming

There are currently almost 200 miles of dedicated bike lanes in Paris. In neighborhoods throughout Paris, the Mayors ofce has planned trafc calming improvements, as noted in this sign.

In the last ve years, sidewalks have been widened, bike lanes striped, and trees planted across the city. A new light rail line is being constructed around the periphery, and driving is actively discouraged. On 25 miles of Pariss most congested avenues, medians have been added to provide a dedicated lane for buses, bicycles and taxis. Furthermore, bus service was made more reliable and convenient by the addition of realtime service information at every shelter.

40%
INCREASE IN BICYCLE USE

New Public Spaces

The decrease in cars allows for more activities, such as the Paris Plage, a highway-turned-beach along the Seine during the summer.

More than 80% of Parisians approve of the changes and want more.

6%
INCREASE IN TRANSIT USE

Buffered Bus Lanes

A granite buffer separates buses, bikes and taxis from private automobile trafc. While bus speeds have increased 25% city-wide, car speeds have remained stable at about 7.5 miles per hour.

Copenhagen
COPENHAGEN, DENMARK

Copenhagens city center was transformed into a welcoming place through the slow conversion of streets to pedestrian-friendly areas.

Gradual Change
Gradual change made the process politically feasible and gave people the opportunity to incrementally adjust their behavior. Lanes of car trafc and parking spaces in the city center were eliminated slowly, 2-3% per year. The freed up space was put to new uses, including bicycle and bus lanes. One third of Copenhagen commuters now travel by bicycle, with 60-70% of cyclists choosing to pedal even through rain and winter cold. Four times as many people come to the city center now than thirty years ago. Trafc jams are a thing of the past.

Dedicated bicycle and bus lanes were once car lanes with parking spaces.

Parking Lots Removed

Throughout Copenhagen, parking lots were converted from places to store cars into places to enjoy lifeplaces with public squares and markets. Although Danes had little tradition of using outdoor public spaces, pedestrian-friendly changes proved to be very popular.

Gammel Strand 1988

Gammel Strand 1996

The Nyhaven was until recently devoted entirely to parking.

Pedestrian Streets
As the total area of pedestrianized street space increases, the number of people engaged in stationary activitieslingering or sitting on benchesalso increases.
1,750 people hanging out on a summer afternoon 4,580 people hanging out on a summer afternoon

5,900 people hanging out on a summer afternoon

1968

1986

1995

20,500 m2
pedestrianized street space

55,000 m2
pedestrianized street space

71,000 m2
pedestrianized street space

Sustaining Success
Copenhagens success in creating a livable downtown was supported and driven by the collection of pedestrian data and activity mapping, making people visible in the planning process.

Cars are happiest when there are no other cars around. People are happiest when there are other people around.
DAN BURDEN

What Makes a Great Street?

Queen Street in Toronto has engaging sidewalks and destinations that attract both residents and tourists.

Access & Linkages

Easy to cross the street Sidewalks accommodate pedestrians and activity comfortably Multiple transportation options
Pedestrians and bicyclists dont need mobility. They need accessibilityroads that provide continuity, connections, and frequent destinations.
DAN BURDEN Walkable Communities

A mid-block crosswalk in Boston creates a pedestrian zone on a busy street. Students in Staten Island are forced to cross at a dangerous intersection.

Uses & Activities

There are reasons to linger Ground oors are welcoming to passers-by Mix of restaurants, stores and services

The street is the river of life of the city, the place where we come together, the pathway to the center.
WILLIAM H. WHYTE The Social Life of Small Urban Spaces

Street games bring activity and camaraderie to lively Smith Street in Brooklyn. New imposing buildings that ignore pedestrians are all too common in New York City.

Comfort & Image

Local and cultural identity is reected Good seating, lighting, trees and other amenities Clear signage with local information

Sidewalks: the urban arteries of a city; make them wider, well-lit, stylish and accommodating. Make them more enjoyable with the addition of benches, outdoor cafes and public art.
DAVID BURWELL Project for Public Spaces

A triangle park in Chicago became a destination in a burgeoning restaurant district. Queens Boulevard is unpleasant and dangerous for pedestrians.

Sociability
People are inclined to gather Sense of pride and ownership Presence of children and seniors

As well as to see, the street is a place to be seen. Sociability is a large part of why cities exist and streets are a major if not the only public place for that sociability to develop.
ALLAN JACOBS Great Streets

This curb extension with a bench in Chicago regularly attracts a crowd. Any social activity on this downtown New York city street is unlikelyit might even be considered loitering.

The importance of pedestrian public spaces cannot be measured, but most other important things in life cannot be measured eitherpedestrian places are essential to a citys happiness.
ENRIQUE PEALOSA

The Benets of Great Streets

Streets that are oriented towards pedestrians, like this one in Dublin, Ireland, can offer a whole new set of benets to the city.

Stronger Local Economies

Shoppers are walkers: improved pedestrian life supports local businesses and jobs. Street investments enhance real estate values and increase the tax base.

Locals patronize their corner fruit vendor.

A Sense of Community
Great streets create emblematic places that dene communities. Sidewalks serve as public venues shared by people of diverse ethnicities and ages. Vibrant streets encourage local pride and volunteerism.
This expanded sidewalk in New Haven has become a favorite gathering place.

Improved Safety and Security

Making neighborhoods safer for pedestrians and bicyclists saves lives. More eyes on the street reduces actual crime and increases residents sense of security.

Residents using their street make it safer for everyone.

Better Access for All

Reduced emphasis on cars and parking makes transit, walking, and biking more viable options. Walkable streets are comfortable public settings for people of diverse abilities. Community assets, jobs, and services become more accessible.
Bicycling is viable for a wide range of the population.

Healthier Cities
Increased walking brings signicant health benets. Fewer cars on the road and less congestion reduces pollution. Streets as public venues combat isolation and depression.

Kids can explore great streets on their own two feet.

Wise Development
Investing in streets makes efcient use of existing infrastructure. Increased foot trafc attracts new development and businesses. Success fosters ongoing investment.
Streets can build on their success and become destinations.

If we can develop and design streets so that they are wonderful, fullling places to be community-building places, attractive for all peoplethen we will have successfully designed about one-third of the city directly and will have had an immense impact on the rest.
ALAN JACOBS

A STREETS RENAISSANCE
ew York City streets are suffering under outdated and auto-centric policies that fail to meet the social, economic, health and cultural needs of this great city.
Fortunately, it doesnt have to stay this way. Streets are our greatest public space and greatest public asset; improving these spaces is the simplest way to improve the quality of life for every New Yorker. By combining New Yorks innovative spirit with an unparalleled urban infrastructure we can work together to bring about a New York City Streets Renaissance. Success is possible!

New York City deserves great streets. Lets develop a vision together.
Here are some immediate actions we can all take:

Sign on to the NYC Streets Renaissance Campaign

As a supporter of the Streets Renaissance Campaign, you are sending a strong message that you support:

Elected Ofcials
1.
Support proposed City Council legislation that changes how transportation and street performance is measured.

2. Fund pedestrian-oriented street

improvements.

Healthy Communities Pedestrians First Safe Bicycling Efcient Public Transit Walking Shoppers Fewer Cars Balanced Streets

3. Learn from domestic and international

efforts that enhance pedestrian conditions and create lively streets.

4. Schedule a meeting with the Streets

Renaissance Campaign team.

Concerned Citizens
1. 2. 3. 4. 5.
Join your local block or neighborhood association and sign up as a supporter of the Streets Renaissance Campaign. Campaign. Write a letter to Deputy Mayor Dan Doctoroff. Get involved with your local Community Board. Call 311 to report problems on your street. Contact the Streets Renaissance Campaign to strategize about neighborhood efforts.

Business Leaders
1. 2. 3.
Get involved with your Business Improvement District, local Chamber of Commerce or Merchants Association and push for pedestrian-oriented streetscape improvements. Contact Deputy Mayor Dan Doctoroff and Small Business Services to ask for market-rate curbside parking fees. Work with local businesses to sponsor temporary or shortterm improvements, such as adding amenities or hosting a street fair as a way of giving shoppers a taste of how pleasant the streets could be everyday. Contact the Streets Renaissance Campaign team.

6. Throw a block party and close your street for

an afternoon.

4.

Sign up at www.nycstreets.org.