GREGORY SAVILLE · MATEJA MIHINJAC
GREGORY SAVILLE · MATEJA MIHINJAC
STREETS FOR HIRERead Now
by Greg Saville
Years ago I spent an afternoon with the exceptional urban designer Richard Gardiner. Anyone reading encylclopedia references about the beginning of CPTED will recognize Richard Gardiner’s name, especially his 1978 book Design for Safe Neighborhoods, the first attempt to transform CPTED into a comprehensive planning system.
In our chats, Richard described how he had moved away from CPTED and began focusing on the serious congestion problem of street parking. He had developed an ingenious parking management program to tackle the assumption that “free parking is actually costing governments and institutions millions of dollars each year without their actually being aware of it. Public parking in cities constitutes the third-highest hidden cost that U.S. cities face each year.”
I'm embarrassed to admit I just didn't get it. Urban land economics wasn't my thing back then; it seemed unimportant. But in the years since then, I came to see the huge impact on both safety and urban finance. This was especially the case when I observed the Portland Intersection Repair program where residents reclaimed their neighborhood by reclaiming their local intersection.
PARKING SPACES FOR LEASE
Lately, I’ve seen a fascinating variation on this theme: Municipalities that lease the street parking areas in front of restaurants and bars. The bars turn this area into outside sitting areas, eating areas or other uses for their patrons.
Does this help make sidewalks and streets safer by putting more eyes on those streets? Does it make those streets less safe at night if those same bars have poor management and thereby trigger drunken street brawls and drunk driving?
Obviously, funds from leased parking spaces will feed city coffers and that might help recover the hidden costs of free parking (or with few meters, minimally costed parking). Those funds might help cash starved municipalities reinvest into their cities.
But what, I wonder, does this mean for other types of transportation, such as bicycle riders who still have inadequate and safe parking spots for their bikes?
by Mateja Mihinjac
During my recent visit to New York City, I was thrilled to witness the upsurge in cycling in this iconic city. As an avid cyclist, I love when cities provide infrastructure for bipedal commute.
Promoting physical and social connections through design, such as increased bike usage, fosters interaction and establishment of social ties. In SafeGrowth we know that this also influences safety and perception of safety.
New York City, the metropolis well known for its traffic congestion and yellow cabs, has followed the lead of several European and Australian cities and in the past decade expanded its cycling infrastructure. Cycling in the city has since 2005 increased by an astounding 260%, currently amounting to 450,000 daily trips.
In 2013, the city also introduced the nation’s largest bike sharing program Citi Bike, which currently offers 603 bike stations and 10.000 bikes across the city’s five boroughs. These bikes are extensively used by city dwellers and tourists alike.
Exploring Manhattan on a bike
CYCLING FOR HAPPINESS?
Replacing motorised commute with biking impacts health and social connectedness, two of the three most important contributors to happiness in urban environments.
Moreover, planning for environmentally sustainable cities that prioritize cycling and walking is intrinsically linked to socially cohesive communities.
IMPROVING CYCLING INFRASTRUCTURE
Talking to locals revealed that despite great progress, cycling infrastructure could benefit from several improvements. The first was more bike lanes and Citi Bike stations outside downtown and affluent areas, a common need in other cities.
Ironically, those living on the peripheries of the cities and those less prosperous are the ones who would most benefit from biking connectivity.
The second issue concerns safety. A 2015 article reported 90% of bike lanes in New York City were unprotected, meaning the majority were lanes without a safety buffer between cyclists and cars. This is surprising knowing that protected bike lanes can reduce the risk of injury by 90% and also increase ridership.
CYCLING FOR CITIES OF TOMORROW
Promoting cycling in progressive cities like New York is an excellent avenue for developing environmentally and socially sustainable cities. Planners should encourage future expansions of bike infrastructure in less affluent areas and designers must follow guidelines for safety and buffered lanes.
Designing future cities around cycling will contribute to overall healthier and happier cities.
SafeGrowth® is a philosophy and theory of neighborhood safety planning for 21st Century.