Over the course of four years, the Granary District of Salt Lake City has been trialling “median development” whereby pop-up shows, stands, and other forms of temporary architecture exist literally in the middle of the street. Now, James Alfandre, director of the Kentlands Initiative, proposes something more concrete.
The United States is currently 4th in the world in terms of vehicle ownership (measured by vehicles per capita)—a statistic that is reflected in contemporary cities’ car-dominated infrastructure. Urbanism website Urb-i however, is intent on changing that, giving cities back to the people. To show that change is possible, the group compiled before and after photos of dozens of amazing street transformations from across the globe.
This month, Adriaan Visser of Rotterdam‘s city council and Adriaan Geuze, principal of landscape architecture firm West 8, unveiled a new plan for the municipality’s 0.6 mile long Coolsingel. The streetscape aims to restore the allure of the 19th century boulevard which once defined the area.
From Los Angeles to Chicago, city governments across the nation have been following San Francisco’s early lead and popping up parklets on their streets, mini sidewalk-side public parks for rest, small group gatherings, and people watching.
This summer, Boston joined in on the trend, installing its first parklet in Mission Hill in September and another in Jamaica Plain at Hyde Square. While these spaces have seen success in other cities, the Boston Globe reported that the Boston parklets have shown disappointing usage during what should have been their prime season.
One of Jane Jacobs’ most valuable contributions to the understanding of cities was her faith in the wisdom of the urban dweller. She argued that the physical city—and any approach to city planning—could not be separated from the wisdom of each individual inhabitant, “People who know well such animated city streets will know how it is. I am afraid people who do not will always have it a little wrong in their heads, like the old prints of rhinoceroses made from travelers’ descriptions of rhinoceroses.” The complication arising from Jacobs’ argument is simple though difficult to solve; how can we plan a city when planning is one part abstraction and abstraction removes us from Jacobs’ precious “real life” mentality?
A step towards solving this contradiction is sfbetterstreets.org, a website launched last week by the City of San Francisco. Developed by the San Francisco Planning Department in conjunction with other city agencies, the website is part of the city’s larger, “Better Streets” initiative. The legislative concept, described in San Francisco’s Better Streets Plan, is to create streets “designed and built to strike a balance between all users regardless of physical abilities or mode of travel… maximizing features for the comfort, usability, and aesthetics of people walking.”
A major transformation of the once-industrial Hudson Square neighborhood in Lower Manhattan aims to bring pedestrian vitality to streets originally designed for delivery trucks servicing printing houses. Crain’s reports that Hudson Square Connections, the local business improvement district, has selected a design group led by Mathews Nielsen Landscape Architects from a pool of 23 respondents to create a new streetscape to improve the area’s image.