Steven can plan

New York City doesn’t need Google Street View.

Every street has been captured at some time or another in a shoot for photos, music videos, or movies.

Two simultaneous photo shoots. I couldn’t tell if they were related. The one on the right might be pointed in the wrong direction and feature the people in the left. Right above this was a movie shoot on the High Line.

I saw one movie shoot, five photo shoots, and this music video shoot all while riding and walking around New York City. Just in three days!

A rap music video shot across the street from Recycle-A-Bicycle.

Everything in New York City is normal.

I was reading a plan for a streetscape design (doesn’t matter for where) and I saw a street map with orange dots showing “bumpout opportunities.” The plan was mostly images and didn’t describe this feature.

Were these opportunities because the community had indicated their desire for slower turns, shorter crosswalks, additional landscaping, or they needed space for bike parking?

Or did someone think, “A bumpout would fit here, let’s install one.” (In other words, “because we can.”)

This post is less about questioning the rationale behind constructing bumpouts (also called curb extensions), but about questioning why and how we decide to build stuff.

Do we build things because there’s a need for that thing, or because someone thinks that thing is needed? This discussion leads us to talking about the role of public participation in planning. Often I see public participation used as a way to measure support for an idea that seems like it will become real regardless of which way the vocal public feels. Organizations should measure, instead, the demand for a solution of a problem, from which they can attempt to discover, understand, and propose fixes or improvements to the problem.

Facebook launched a feature called Places that allows its users to “check in” to Places and to see where their friends are. People can also see where the most popular venue is at any given time (provided they have friends there).

SeeClickFix has mobile apps (and a website) that enables users (in participating locales) to report issues (like graffiti and potholes) in their neighborhoods.

Augmented reality apps for smartphones overlay the virtual world (of yellow pages and restaurant reviews) on the physical world depending on where you point your phone’s camera.

Is there something (an app, a concept, a teaching) that we can develop that uses these apps or the same technology to raise awareness of “urban planning” in all of our cities’ citizens? Such a scheme would attempt to educate and involve more people into the city’s social, cultural and built environments, the urban fabric (buzzword alert!), as well as the history of their surroundings.

Possible scenarios

1. While riding the train through a neighborhood, the new location-based service that encompasses everything about urban planning might aggregate information relevant to the location and activity. Perhaps the application would display to the user information about the history of this particular elevated train’s construction on this branch as well as pull up information on upcoming schedule changes. Lastly, the transit operator may ask the user to take a survey about this particular trip, looking for information on how the user accessed the station (via bike, walking, car, or bus?).

2. My friend Brandon Souba created a proof-of-concept app called Handshake that tells you about nearby app users with similar interests. But this hardly raises civic or urban awareness. Maybe non-profit organizations who need volunteers could create profiles in Handshake and when you’re near a staff member or the headquarters, your phone alerts you to a possible volunteer opportunity.

3. What are your ideas?

I submitted this photo to the “What Makes Your Place Great? Your Secret Corner of Chicagoland Contest.”

Stefano Rini took the photo for me.

The contest will have 4 winners, one of which will be chosen by popular vote. I want to increase my chances of winning so I want to win the popular vote. If I don’t win, then it’s up to the judging panel to choose mine amongst three winners.

Vote here!

(Scroll down or search for “growing station”.)

Every weekday afternoon in Chicago, over 100,000 people need to get to Union Station and Ogilvie Transportation Center to get on their Metra trains and go home. If you’re watching them walk, it seems like they don’t have enough room. The multitude of private automobiles with a single occupant and the hundreds of taxicabs also traveling towards these train terminals block the tens of buses that are trying to get commuters to the stations or to their neighborhoods.

Let’s look at Adams Street between Wacker Drive and Riverside Plaza. Riverside Plaza is a pedestrian-only thoroughfare (privately owned) alongside the west bank of the Chicago River and connects both train stations.

People “wait” to cross to the south sidewalk on Adams Street at Wacker Drive because they want to get to the entrance of Union Station. I use wait lightly – they creep out into the street and jog across whenever there’s the slightest opening (against the crosswalk signal).

Those who didn’t cross Adams Street at Wacker Drive now have to cross at Riverside Plaza. Thankfully, there’s a timed signal here for the crosswalk that stops traffic on Adams Street. It doesn’t always work because taxi drivers park their cabs on all segments of Adams Street here, sometimes on top of the crosswalk stripes themselves.

Take a look at the data (from the City of Chicago Traffic Information website):

• 41,700 pedestrians, walking in both directions, were counted on Adams Street immediately west of Wacker Drive in one 10 hour segment, between 7:45 and 17:45, in 2007.
• 14,300 vehicles, westbound only, were counted on Adams Street immediately east of Wacker Drive in one 24 hour segment, on September 20, 2006.

For simplicity, divide the number of pedestrians in half to get the actual number of people walking toward the train station in the afternoon. 20,850 commuters walk on Adams Street to get to Union Station. But trains don’t stop at 17:45. There are several more leaving every 5-10 minutes until 19:00. So add a couple more thousand pedestrians. Imagine that a couple hundred of them will be walking in the street because the sidewalk is crammed (I haven’t photographed this yet).

Now for vehicles. We don’t know how many are delivery trucks, taxicabs, or buses were counted. Only two bus routes come through here. (On Madison Street, in front of the Ogilvie Transportation Center, there are twelve bus routes and fewer walkers.) Some of the vehicles are turning right or left onto Wacker, so we can probably decrease the quantity that’s actually passing by the same count location as the pedestrian count.

Spatial mismatch

So now we know a little bit more about how many people, and by what mode, travel on Adams Street between Wacker Drive and Riverside Plaza. Walking commuters have little room (so little that some choose to walk in the street) on their standard 10-14 feet wide sidewalks and motorized vehicles get lots of room in four travel lanes. Then, the vehicles that achieve the highest efficiency and economic productivity are delayed by the congestion, in part caused by the least efficient vehicles.

Is the space divided fairly? What should change? What examples of “transportation spatial mismatch” can you give for where you live?

Is Chicago ready for Tokyo-inspired elevated pedestrian bridges at intersections? Las Vegas has several of these, as well as every Asian city with a few million residents. I first brought this up in the post, World photographic tour. Photo by Yuzi Kanazawa.