Tag Archives: lifestyle choice

Placing Blame

 

By Dom Nozzi

March 30, 2004

An important point I make in my speeches is that most of the ruinous transportation decisions we arrive at (regularly) are decisions that we are compelled to make by our unfortunate circumstances. I don’t, for example, blame folks for their desperate desire to make their cars happy (with, for example, big roads). What choice do they have when they live in a remote, low-density, single-use area filled with disconnected roads?

The approach I try to take is that we must work with the hand we’ve been dealt. Design our transport system in such a way as to not “get rid of cars,” but to make our cars behave themselves. (to be our slaves, not our masters).

Traffic calming. Connected streets. Mixed uses. Modest setbacks. Unobtrusive off-street parking.

It is important to point out that the conventional transportation design strategy WORSENS conditions for the motorist.

In our increasingly cocooning, isolationist, gated community culture, it is EXTREMELY difficult, politically, to push the connected streets agenda — crucial as that agenda is. Given that, can we really blame the traffic engineer for recommending a monster intersection on our sparse, cul-de-sac’d road network?

In the end, I recommend that the community establish and protect lifestyle choices within the community: Walkable urban areas and rural areas — not just car-dependent suburban areas. Each has clear design imperatives that we must abide by. One size does not fit all. Freedom of choice is difficult to argue against.

I am dedicated to doing all I can to see that high-quality models of the walkable, traditional lifestyle (a lifestyle that is rapidly vanishing) are established in my community so that people can see with their own eyes that it works quite well (envy can be our friend.) Models help us avoid the “abstractions” problem. Or the common wet blanket that it “won’t work here because ‘they’ are different than us.”

I live for the day when we have reached that much-sought-after “tipping point.” In other words, when smart growth is self-reinforcing, and does not need ZEALOTS like me to keep making what many find to be embarrassing, awkward observations about needed transportation and urban design reforms.

 

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A Vision for Designing a Community

 

By Dom Nozzi

April 16, 2006

A Work in Progress

Because it is a matter of fairness and political viability, it is essential that we design for at least three community components: Urban, Suburban and Rural/Preservation.

The following are the examples of components, principles and assumptions for each of the three zones.

The overall objective for the community is equity, quality of life and sustainability.

As an aside, I recognize that the Suburban Zone is not sustainable. It is provided for because America is so overwhelmingly suburban that to not provide for it is politically unsustainable.

Urban

Principles: Sociability, equity, sustainability, supremacy of a quality public realm, compactness, mixed-use, walkability, sense of community, civic pride.

Streets. Low design speed, relatively narrow travel lanes. Maximum size is 2 lanes (major streets have turn pockets.) Roundabouts acceptable. Bulb-outs to increase landscape area, reduce car speeds and pedestrian crossing distance. Turning lanes are either not used or extremely rare. Relatively small dimensions for turning radii, sight triangle. Straight, rectilinear trajectory.Catania Italy walkable

Alleys. Common.

Congestion. Not considered a problem, in part because the Urban Zone is rich in features that allow relatively easy evasion of congestion. Indeed, congestion is seen as an ally to reduce regional air pollution, reduce fuel consumption, reduce car speeds, reduce low-value car trips, promote infill and higher-density residential, promote mixed use, promote compactness, promote trip dispersal.

Congestion fees. Electronic system. Used to recover costs (air pollution, noise, danger, public realm degradation, water pollution, etc.) imposed by motorists entering the Urban Zone. Revenues dedicated to Urban Zone public realm improvements. Revenue, by law, cannot be allocated to road capacity increases.

Signal Light Synchronization. Strongly discouraged, but if employed, timing is based on bus and bicyclist speed (15-20 mph).

Street lights. Structure is no taller than 20 feet — preferably less. Full-spectrum lighting is required.

Lot sizes. Relatively small.

Block size. Relatively small. No more than 200 feet long on a side.

Sidewalks. Required on both sides of street, due to high number of utilitarian and sociability walking trips. Rectilinear and parallel to streets, buildings. Curvilinear alignment not allowed.

Street connectivity. Maximized. High level of trip dispersal in the street network.

Parking.  On-street parking emphasized. Parking is market-priced. Off-street parking, when necessary, is relatively modest and on the side or rear of buildings. Off-street parking is never located at the street corner of a lot at an intersection.

Transit. High frequency and convenient access from residences and shops to stops.

Service vehicles. Fire trucks, delivery trucks and buses are relatively small.

Landscaping. Hardscape much more common than greenscape. Rectilinear rather than curvilinear placement of vegetation.

Street trees. Formally aligned large canopy trees forming street enclosing envelope. Trees are of same species along individual streets.

Land Development Regulations. Form-based (emphasis is on building location and design) rather than use-based. Promoting a quality public realm for pedestrians is the imperative.

Building setbacks. Little or none.

Accessory dwelling units (“granny flats”), home occupations, bed & breakfasts. Expressly allowed.

Drive-throughs, retailers over 30,000 sf of first floor area, parking lots as a primary use. Prohibited.

Maximum building height. 5 stories.

Housing types. Mixed.

Garages. Recessed.

Signs. Relatively small, unlit, subdued.

Building entrance. Faces street.

Land uses. Housing mixed with neighborhood-scaled retail, office, light industrial.

Neighborhood incomes. Mixed

Residential density maximum. No maximum. Market-driven.

Travel choice. Maximized. All forms of travel are provided for.

Schools. Exempt from requirements for outdoor ball fields.

Stormwater management. Relatively low concern for inconvenience flooding means that stormwater basins are relatively small in size. Basins are not placed in front or at the street corner of a lot at an intersection.

Interaction with others. Sociability, connection, interaction.

Public Realm. Aggressive efforts to maximize quality. Regular cleaning.

Suburban

Principles: Separation, privacy, equity, supremacy of private realm, landscaping to simulate nature, large open spaces and large parks, ease of free-flowing travel by car.

Streets. Moderate design speed. Maximum size is 4 lanes. Roundabouts acceptable. Turning lanes are common. Relatively large dimensions for turning radii, sight triangle. Tend to have curvilinear trajectory.huge turn radius for road

Alleys. Rare or non-existent.

Congestion. Considered a serious problem, in part because the Suburban Zone provide very few features that allow evasion of congestion. Congestion fees are therefore important.

Congestion fees. Electronic system. Used to discourage low-value car trips, retain free-flow conditions on at least one lane for emergency access. Revenues dedicated to capacity increases. Signal Light Synchronization. If employed, timing is based on motorist speed (35-45 mph).

Street lights. Structure is 30 feet (or whatever the existing suburban design standard happens to be).

Block size. Variable.

Sidewalks. Optional, due to high percentage of walking trips being recreational. Tend to be curvilinear.

Street connectivity. De-emphasized. Cul-de-sacs common. All neighborhood streets feed into sparse network of major streets.

Parking.  Off-street parking emphasized. Parking is free. Parking can be in front of buildings.

Transit. Low frequency (or no service) and poor access from residences and shops to stops.

Service vehicles. Fire trucks, delivery trucks and buses are relatively large.

Landscaping. Greenscape much more common than hardscape. Curvilinear alignment is most common.

Street trees. Few street trees. Clustered trees of variable sizes and species.

Land Development Regulations. Use-based rather than form-based. Separation of uses and provision for car travel are the imperatives.

Building setbacks. Relatively generous (existing suburban setback requirements).

Accessory dwelling units (“granny flats”), home occupations, bed & breakfasts. Discouraged or prohibited.

Drive-throughs, retailers over 30,000 sf of first floor area, parking lots as a primary use. Allowed.

Maximum building height. 5 stories.

Housing types. Mixed.

Garages. Protruding.

Signs. Relatively large, often lit and animated (due to higher speeds and larger setbacks).

Building entrance. Tend to faces rear parking.

Land uses. Strictly segregated, single-use areas. Areas are either all residential, all commercial, or all industrial.

Neighborhood incomes. Mixed

Residential density maximum. Relatively low maximum (existing suburban setback requirements).

Travel choice. Relatively little. Nearly all forms of travel must be by car.

Schools. Existing conventional standards.

Stormwater management. Relatively high concern for inconvenience flooding means that stormwater basins are relatively large in size. Basins are irregular in shape and incorporate native landscape.

Interaction with others. High levels of privacy, separation.

Public Realm. Relatively unimportant. Emphasis is on generous landscaping, setbacks.

Rural/Preservation

Principles: Extreme levels of separation and privacy, equity, farmlands, environmental preservation, small and compact villages, large open spaces and large parks, ease of free-flowing travel by car.

rural landscape

rural landscape

Streets. ?

Alleys. ?

Congestion. ?

Congestion fees. ?

Signal Light Synchronization. ??

Street lights. ??

Lot sizes. ??

Block size. ??

Sidewalks. Rare. When used, tend to be on only one side of road??

Street connectivity. ??

Parking.  ??

Transit. ??

Service vehicles. ??

Landscaping. ??

Street trees. ??

Land Development Regulations. ??

Building setbacks. ??

Accessory dwelling units (“granny flats”), home occupations, bed & breakfasts. Expressly allowed.

Drive-throughs, retailers over 30,000 sf of first floor area, parking lots as a primary use. Allowed.

Maximum building height. ??

Housing types. Mixed.

Building entrance. ??

Garages. ??

Land uses. Housing mixed with neighborhood-scaled retail, office, light industrial.

Neighborhood incomes. Mixed

Residential density maximum. ??

Travel choice. ??

Schools. ??

Stormwater management. ??

Interaction with others. High levels of privacy, separation.

Public Realm. ??

 

 

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Filed under Sprawl, Suburbia, Transportation, Urban Design