Title:جوامع قابل زندگی، مناطق پایدار چگونه سرمایه گذاری های حمل و نقل توسعه ما را شکل می دهد

۰۳-۰۶-۲۰۱۱ ارائه دهندگان: هانا توادل و کریس سینکلر این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. این وبینار ارتباط بین دسترسی، تحرک و توسعه جامعه را بررسی می‌کند و بینش و ایده‌هایی را برای شکل‌دهی به سیستم‌های حمل‌ونقل ارائه می‌دهد که جوامع را هم در اینجا و هم اکنون و برای نسل‌های آینده قابل زندگی‌تر می‌کند. هانا توادل و کریس سینکلر با گروه برنامه‌ریزی رنسانس، مجموعه‌ای از تکنیک‌ها و ابزارها را برای برنامه‌ریزی و طراحی سیستم‌های حمل‌ونقل چندوجهی که مکان‌های مطلوب و مناطق پر رونق را بهینه می‌کنند، مورد بحث قرار خواهند داد. با حمایت بخش APA ویرجینیا.

قسمتي از متن فيلم: Hello my name is Cody price and I just want to welcome everyone it is now one o’clock so we’ll begin our presentation shortly today on jun 3rd will have a presentation on livable communities sustainable regions how transportation investments shape or development patterns given by Kristin Claire and

Hannah to Adele for help during today’s webcast please feel free to type your questions from the chat box found on the webinar tool bar to the right of your screen or call one eight hundred 26 36 3174 content questions please feel free to type those in the questions box and

We’ll be able to answer those at the end of the presentation during our question-and-answer session here’s a list of our participating chapters divisions in universities and I just want to send a personal thank you out to the APA for jinniyah chapter for sponsoring today’s session for our

Upcoming webcast our next one will be on jun 10th on real estate finance from simple to complex and then we’ll have another one on june seventeenth in june twenty-fourth and then as of right now we have a lone ranger on in july with on July fifteenth on community erosion and

You will be able to find a complete listing for our 2011 webcasts at ww utah APA org slash webcast and you will also be able to choose your webcast of choice in register for at this site to lock your same credits for attending today’s session you’ll need to go to ww planning

Org slash iam select activities by day and then underneath friday june third you’ll see livable communities sustainable regions and this is up so after the conclusion of today’s webinar you’ll be able to go to this website and claim today’s credits and it is for one and a half same credits and then

Afterwards you’ll be able to find a PDF and video recording of today’s webinar at ww utah APA org slash webcast archive and this should be if I Monday do you happen to miss this I will be going over this at the end of today session so if you don’t have time to

Write it down you can write it down the web address down then so at this time I would now like to handle over to Glenn Larson he’ll be introducing our speakers for today thanks Cody once again welcome to this afternoon say PA chapter webcast livable communities sustainable Regents how transportation investments shape our

Development patterns I’m Glenn Larson aicp professional development officer for the APA Virginia chapter the APA Virginia chapter is sponsoring today’s webcast i’ll also be ma during moderating questions at the end of the presentation so as you have questions go ahead and send them in and we’ll try to

Get to as many as possible at the end of the presentation our presenters are Chris and Claire and had to Adele with the Renaissance planning group the Renaissance planning group is a planning design and policy analysis consulting firm that works with cities regions states and federal agencies to integrate

Transportation land use urban design and technology headquartered in orlando florida the firm has offices in Tampa South Florida Tallahassee as well as Charlottesville Virginia in Washington DC Kristen claire has more than 25 years of experience managing a variety of land and transportation planning projects as founder and president of resident

Renaissance planning group chris is a visionary leader committed to advancing the art and science of planning practice by integrating disparate disciplines methods and approaches to produce meaningful plans policies and tools chris’s managed master plans transportation studies comprehensive plan updates metropolitan planning organizations long-range transportation plan updates impact fee and concurrency

Ordinances and fiscal impact studies he is well versed in a wide range of planning tools and methods including land use models travel demand models traffic operations software and physical impact models one of the many unique technical tools and methods chris has created his core plan a gis-based scenario planning model that many

Communities and regions have used to craft a shared vision for future development chris joins us from the Renaissance planning groups offices in or lando Anatole dell has 23 years of experience in regional and local planning with an emphasis on integrating transportation land use community design and public participation prior to

Joining renaissance in 2001 Anna served 14 years as chief transportation planner for the Thomas Jefferson planning district Commission and charlottesville-albemarle NPO in Virginia Hannah’s regional planning work includes award-winning scenario planning and visioning processes for communities such as Bingham to New York Lynchburg Virginia Midland Texas and Waco Texas as

Well as context-sensitive corridor plans and design guidelines she has developed a variety of educational resources and tools for state and federal agencies including an online smart transportation toolkit for the Montana Department of Transportation a multi-day course on land use and transportation planning for the National Highway and transit

Institutes and an AARP webinar on designing Complete Streets for older adults a prolific writer and popular speaker Hanna writes a regular column for the nationally distributed planning commissioners journal Hannah joins us from the Renaissance planning groups offices in Charlottesville Virginia you can reach both Chris and Hannah through

Their website www cities network com welcome Chris and Hannah I’ll turn the presentation over to you well thank you glenn and we are just delighted to be with you today and i will confirm now that indeed that is the picture of me disguised as hannah montana it was taken

In Yellowstone a couple of years ago not to out-of-date my hair does still kind of look like that so a few questions that’s really spurred our decision to come and greet with you and meet with you all the day that have been rattling around in our heads for quite a long

Time that we’d like to try to share some thoughts with you about as we move through the webinar today how does transportation really affect community livability and sustainability what are the linkages between accessibility and mobility and development and how can we shape transportation systems that will

Make us all thrive not only today but for generations to come the word livability is perhaps one in the series of words that we try to use to describe what it is we planners are trying to do in this world create communities that are not only livable

But I think much better than that however this is the current word and a current definition of livability that’s coming from the federal sector includes six basic principles regarding transportation choices equitable housing economic competitiveness investing in existing communities leveraging federal policies and investments and valuing urban suburban and rural communities and

Neighborhoods these principles were crafted by a partnership between Department of Housing and Urban Development Environmental Protection Agency and USDOT that was formed a couple of years ago now and has been working very hard to try to advance these concepts across those three federal agencies as well as introducing

Them and pushing them across the federal government and throughout communities in in America as a way to really make our places better on a related note the concept of sustainability and the word sustainability has been around a little longer as some of you may know as planners a definition that’s been

Working for 20 or 30 years for ability is to meet the needs of the present generation without compromising the ability of future generations to meet their needs and the sort of three legged stool or overlapping circles or however you want to define it that really underlie the concept of sustainability

Is making sure that you have plans and systems and communities that simultaneously balance preservation of the environment with advancement of the economy and an equitable society so how do you take those kinds of concepts and principles and specifically address them in transportation plans and investments traditionally this issue that’s on the

Screen now has been the issue which is that agencies have been trying to do it for quite a long time but there’s no real standardized practice for integrating livability and sustainability concepts and goals into transportation agencies have really been struggling for a long time now to really make these

Relationships clear and explicit and what we hope to do today is is share with you some of the emerging ideas and thoughts and really exciting things that are going on across the country starting from that federal scale with us do tease interest in livability with Federal Transit Administration interest in

Livability and sustainability and with the federal highway administration’s interest all three agencies USDOT of course is served umbrella for more agencies than that have have really been trying very hard to craft resources for planners transportation planners and land use planners that can help us achieve this goal of really affecting livability positively through

Transportation this little quote is from a guide book published very recently by federal highways that we had a chance to work on along with a part our consultant partner ICF to help define and and provide case studies and best practices not only for incorporating livability into transportation investments and

Systems and plans but also to address the longer-term issues of sustainability which is in one definition you could say it’s really livability for future generations and this guidebook is just one example of many that are out there that are being created by transportation related agencies throughout the

Administration many of which are just a sampling or seen on your screen and many of which are being funded by a variety of agencies including ones that are not coming added do t including EPA and HUD particularly so I think this is a really golden opportunity for us as planners to

Really begin to integrate our transportation planning our funding our sources our best practices with the larger practice of urban planning regional planning rural planning and really address the whole question of creating communities that people want to live in so that makes me step back and say why

Do people live in community what was the purpose of getting together in the first place and I think initially the goal was to survive and I think that is still true today but as our societies have advanced we also gather in community to thrive and so transportation needs to

Help us survive and the way it does that is providing us connections that help us get our basic needs met in a way that helps supports our health and our well-being but a transportation also needs to help us thrive which has to do with economic well-being with with with

Healthy living and with advancing our sort of social spiritual educational goals of life connections for transportation can help or hinder us depending on their quality the other question that’s on the table here when we’re looking at integrating livability in transportation is asking well why do people travel one reason is to get stuff

Another reason is just to have fun and many times it’s kind of both if anybody’s ever taken a road trip on route 66 or somewhere else we know this traveling really is a blend of activity that is essential to human life and some of you may know this but I think there’s

A generally conventionally accepted point that human beings across the world and throughout all time typically travel about 90 minutes a day and if all they do is walk they don’t go but as far as people who drive but generally people want to travel and we need to support

Travel that allows people to achieve the purpose of the trips get the stuff they need make the exchanges they need but also to enjoy the experience of traveling to have it be something that’s safe that’s easy to navigate whether or not you can drive for example in many

Communities and that that does not harm the environment and allows us to spend appropriate time 90 minutes a day not too much more and not necessarily too much less if we don’t want the third question I have before I turn it over to Chris that I

Just wanted to lay out as an opening premises to think about what makes a community and again I’m thinking here about what is it that transportation brings to the table when a community is created and it’s right up front transportation really is a fundamental element that frames all communities the

Natural landscape and the accessibility created by rivers by roads by railroads really establish a framework for any community anywhere in the world which then weaves a fabric the people in that community creative fabric of buildings and parks and local connections and from that fabric that’s woven onto that

Framework we get a unique fingerprint of each of every community every community is shaped very very distinctly by the natural systems as shown here in the town of little town of orange Virginia by the transportation systems that get overlaid over time into the canyons and rivers and valleys and rail lines and so

Forth and then the settlement patterns that tend to organize themselves around those transportation networks where things are most accessible is where development wants to go and in turn the scale of those streets and networks really dictate the built form a large framework of large streets and Street

Grids as Chris will be talking about in a minute we’re going to give you a fairly large scale community a small scale of fine-grained skeets is going to give you a much finer grained scale community and it will ultimately really contribute heavily to the character of that community and you can really see

The character of a community changing and evolving very closely in step with the quality and the type and the scale of its transportation networks chris is going to talk a little bit more about that concept and some of the science behind it and I’ll turn it over to you

Chris to discuss that a little further alright I’m going to start by talking about the building blocks of urban places place types fire a hierarchy of place types and Street networks and then corridors and then I’m going to talk about what we think are the fundamental planning and design goals which are

Ensuring that mode sheds and destinations overlap and that network continuity is provided at all levels and all scales so start now with place types what we have done just do to get this this area introduced these are transect based place types i think a lot of people familiar with them

They go all the way from t1 natural zone up to a t6 urban core downtown zone with a hierarchy of place types in between the two there’s also special district zones which include where housing and retail big-box retail and industrial uses next slide the spice types are

Defined in the smart code these are some general characteristics of the place types next slide Hannah there we go what’s not clear when you look at the smart code and transect information as you know what are the details of the transportation network that underlie these different place types if you look

At the smart code they do talk about pedestrian sheds which are a quarter mile radius have mile in diameter there’s a primary pedestrian shed I think there’s also a secondary pedestrian shed that extends out another half a quarter mile to create a mile diameter area and then there’s a third

Bike shed that’s somewhere between two and four miles diameter so those are showing up on your screen as the pink dark the dark paint the pink in the yellow and then there’s also a hierarchy of streets that serve differing market areas there’s through streets for regional and inter-regional travel

There’s commute connectors to try to get to work market connectors to get to local retail neighborhood streets that allow you to get through the neighborhood itself and just to give you some examples of place types these are focused on Virginia this is downtown Richmond Virginia what you’re seeing in

The aerial photograph is the primary pedestrian shed with that smaller circle that’s the half mile diameter walk area the secondary shed circle surrounds that that’s the Milan and diameter so the circle represents this is going to be pretty consistent through my presentation the circuit circle represents about a mom I’ll square mile

An area downtown a Richmond if you can see on that aerial photograph is pretty much fully contained within that mile area it is a fairly large building footprints are in downtown Richmond so it’s a t6 type of zone next line and then moving down the scale on the next

Slide is downtown charlottesville not as big of an urban area on downtown Charlotte feels much more like an urban center the building heights aren’t as big it is primarily non-residential character what’s interesting about downtown Charles fells because the Charlottesville region is smaller than Richmond what’s in downtown charlottesville is pretty much contained

Within that primary pedestrian shed and since downtown charlottesville has put together before cars were invented it is a very walkable place it’s like the next area is against district in Norfolk Virginia it’s would be considered a general urban zone because it is more residential and character but it does

Have a lot of good urban form and urban bones to it most of what would people would consider to be gynt lies within that quarter-mile half-mile primary pedestrian shed next slide the next area is just on the outskirts of Lynchburg Virginia and what’s interesting about this this is suburban placetype which is

T3 is that there’s a fairly ubiquitous landform within the entire mile circle all of the footprints that you see in the aerial photograph or just about all of them or single-family residential areas so if you’re going to walk within this particular area the destinations that you would walk to it be other

Houses but that’s typically not what people walk to so even though these are walkable places in terms of functional walking it’s not the place that provides that and then Glenn probably would recognize this area it’s the brandy one area of Chesterfield which is more rural in character and you

Can see the flavor of it next slide and the last zone is the special district zone this is a place in Virginia Beach it’s where lynnhaven mall is it’s right off of lynnhaven road in Virginia Beach a lot of activity you can see a lot of prints within the aerial photograph a

Lot of activity within that mile circle but it’s mostly non-residential activity so not a lot of walking positive lack of destinations occurs within this area but more importantly it’s not well connected and because it’s not well connected it’s not as easy as it would appear to be to

Get from one front door to the next front door as you go through this area next slide so place types in and and and networks they form they’re connected and they form a hierarchy and I want to go through a fairly quick representation of what that hierarchy looks like starting

With travel sheds you know if we could get everybody into a very small space then we wouldn’t have to travel very far but the fact is we do spread out over space because of that we have differing travel sheds that are generally recognizable the first is a neighborhood

Shed you know getting to the park or to the school the next is a market shed what I call market shed which is getting to the drug store or grocery store the commute shed typically is a little bit longer because you’re getting to work which is give you a little bit further

Away then there’s regional sheds such as the track a trip to downtown if you don’t live in downtown or that regional destination and then the last is eat inter-regional which is travel among regions in the country walkable neighborhoods are at the the base of the hierarchy and these are all based on a

Quarter mile Oh primary walk area that I talked about earlier x5 they should be connected by a series of streets to form the neighborhood grid next slide the commute quarter centers the this cluster of neighborhoods together you can see it’s a a couple of cross roads and transit it’s very

Appropriate on that then you’ve got the regional access is being provided by the through Street which is typically an express funny and then on top of that you’ve got a series of sub streets market connectors that get you to a smaller series of centers next line and so the center’s start orienting

Themselves to this network so you have at the smallest level the parks and schools and things like that our neighborhood centers that serve the neighborhoods themselves very directly and on top of that at the next level you have town center is a smaller set of centers and on top of that you’ve got

The larger center which is the regional center and you also have these things called portal areas which provide opportunities for high accessibility because of your location next to expressways so that’s a very conceptual highlighted a high level diagram of low but the system would look like in terms

Of the hierarchy into travel markets and then how that starts forming across the landscape so you’ve got the regional environmental landscape next slide as you try to protect the landscape level next slide try to connect all these features together next slide and one way of understanding how forms should fit on

This landscape is to put that that grid on top of the land form and then start modifying that grid next slide so that the I ements minimize our impacts to this this landscape network next slide and within that that framework that that network come the neighborhoods and those

Pedestrian sheds next slide and then the public in green space is that to help frame up and form those those urban areas next slide and then we’re all those those there’s larger streets in the network intersects start informing you in terms of where the center should take place next one and then lastly

Quarters quarters are places where there is a lot of high intensity travel taking place there’s also a lot of high intensity development that’s usually taking place next slide and in the transect diagram itself there’s an implication of quarters you can see the in the top diagram is that transect

Diagram that we started with in a different place types what you’re seeing on the bottom is just a network representation of the same thing adding some some detail about how the network should form up around these transects owns so there’s a direct correlation between the top graphic in the bottom

Graphic next slide and the transect as it implies it to goes from fairly high density in the downtown area and it transitions into lower densities the transition though isn’t always smooth there’s typically sub centers within larger areas where there is some additional density thanks a lot and the

Way corridors get put together can be very different so he Anna where are you here next slide please look sorry it’s a little stuck not sure why here we go all right yeah I’ve got it so what what I’m showing I must show just a series of different quarter types

And they’re all predicated on again these these circles the outer edges of these circles represent a mile diameter so we’re going to be looking at a series of places using three circles joined together so it’s about a three by one area that we’re looking three by one

Mile area that we’re looking at what we’re seeing on the screen right now is downtown Washington DC and the footprints within all three of those circles are fairly big it’s a very intense place is the core of the region and it’s pretty extensive and pretty big

So this is a very high intensity Urban Corridor that’s like there’s another form a corridor this is actually an Arlington Virginia just on the other side of the potomac river from downtown washington DC arlington is organized at least as quarters organized along the the orange line metro orange line coming

Out of washington DC and what you see within that three mile area is a lot of intensity right along the the orange line stations itself and the alignment itself but unlike washington DC the big fit building footprints as you get further away from the station’s start dropping off into fairly low intensities

But right in that primary pedestrian area the inner sir well there are very high densities within this corridor so it would be a high intensity a transit-oriented development quarter next slide the next slide is a very classic transect kind of looking place this is Richmond again the

Circle and the bottom right of the green of the aerial photograph is downtown Richmond which we saw before the most intense part of richmond region and then the middle circle is a urban center the densities get a little bit lower here virginia commonwealth university is located in this area some of the museums

In richmond are located in this area a little bit more residential and flavor but still a pretty good mix between residential non-residential the densities as I said drop off and then when you get to the next circle to the northwest the upper left it becomes much more residential in character it’s the

Fan district but it still got very good bones and very good urban structure to it next slide so that’s an idea the different flavors of quarters and how they can be organized and there’s a lot of variations to quarters and how they’re put together what I want to do

Is I want to start shifting into planning and design goals and the first one I want to talk about is creating mode shed and destination ogle app next slide again using that same diagram that we’ve been looking at if you could hit the down button this is my animation

Screen here you know again the primary pedestrian shed in the dark pink in a lighter pink secondary pedestrian bike shed and then what’s being superimposed on top of all this if you eat it again is the transit shed and the transit shed is formed primarily by what’s accessible

From the transit stations and you want to minimize accessibility to transit stations by automobiles and by other cars because it introduces a transfer which is a real impediment to travel that’s next slide I’m going to go through some examples here just to give you an idea of the

Importance of overlap so in this particular example let’s assume we’ve got a young married couple and they live in a house it’s located where that yellow dot is on the screen on lower middle left part of the screen and they’re deciding on one Friday night to

Go out and eat some eats dinner and they’ve looked at their restaurant app and they’ve decided they found that there’s ten potential restaurants within relatively close proximity of their house those are represented by the red dots on this particular map now in terms of where they go and how they get there

They’re going to start factoring in you know where that where is the place and what are the weather the travel options for getting to those places so there’s one place it’s right next to them within walking distance and they’ll likely walk to that place there’s another if you

Look just to the southwest of that yellow dot there’s another restaurant that’s a little bit more of a walk but it’s a nice gridded network and they’ll probably take the walk to that and there’s a dot to the north east of them that’s in the yellow area within the

Bike shed they may walk there they may take a bike to get there but then if you look at the rest of the destinations there beyond the walking distance or even a bicycle distance there is no transit provided in this particular scenario so they’re likely going to get

Their car to get to the one of the remaining seven restaurants so there’s a in terms of restaurant destinations only thirty percent of the destinations are accessible by a non auto mode next slide let’s say that’s a year later and they’re trying to make the same trip the

Restaurants are in the same spot but now the jurisdiction has built a nice light rail system with a stop real close to their house they still have three restaurants that are within walking and biking distance but now if they get on transit and they go to the next station up to

Right there’s three more restaurants that are within walking distance of that station and if they go further to the east to the next station there’s yet another restaurant within walking distance of that station so now they’ve got four additional destinations restaurants that are accessible by non

Auto mode and only three of the ten may have to get in the car to go to so you can see the richness of their destinations has increased significantly by adding this transit system for them to take next slide I just want you to base this morning reality Chris because

If a community could build this in one year we’d be living on another planet however in the 30 years I took them to build with that the couple age to the point where they need transit and it’s there for them so there you go they can

Age in place uh-huh so next slide okay okay in the end let’s assume rather than it did took a more than a year but they let’s assume that rather than put that transit alignment along the blue quarter near the house what they did was they put the transit alignment up in the

Regional through a quarter same station spacing as down is in the previous example but because this transit transit station is so far away from the house it would take a lot of time for it would be hard to walk from the house up to the

Station it would take a lot of time just to get to the next station and back down to the two restaurants so basically this transit alignment has done them and the restaurants absolutely no good in terms of natto to travel so they’re back where they started in terms of their non-auto

Accessibility next slide and the lab last example that I’m going to go through in a series let’s assume that the the local land use codes don’t support putting a lot of intensity and density and around these stations and in pedestrian areas so what happens over time is a lot of those restaurants that

Are shown in the the lighter pink colors close up and use new restaurants open up and so the viable range of restaurants shown in the dark red dots are scattered as you see on the screen here this is what happens when you don’t make Delaney’s and transportation compatible

There’s a lack of overlap between your land use policies and your transit and transportation investments in this example what’s happened is the number of transit trips rather than being four has been reduced to they’ve lost that favorite restaurant right next door to them so they’ve lost their non-auto

Accessibility because of the lack of overlap so the bottom line next slide the bottom line is you want to create as much overlap in terms of your mode sheds and your destinations as you possibly can this is where the the four DS really come into play density diversity design

And destinations this is how it all comes together and if you can get all these things together there really is there’s evidence out there that there’s a lot of synergy in the overlap and you get a great big boost in the amount of non other travel when you can get these

Things to overlap properly next slide the importance of continuity is the second goal that I want to go through major goal next slide back to that same diagram if you remember there’s different market sheds and then there’s different transportation facilities that serve those market sheds the purple

Lines in this or the throw streets for the regional streets serving their regional inter-regional market the commute streets are in the darker blue they provide connectivity within the quarter on a short shorter travel scale these even smaller streets provide that access to even more localized markets

And then the white streets or the locals streets transit also operates in that fashion where you’ve got commute transit typically it’s some sort of premium transit at least it’s fixed bus route transit and then shuttles transit services is typically provided for the more localized markets next slide are we

There we go and this is I’m back to downtown Richmond in that transect in Richmond and this is still just a fascinating place I used to live there and I love I love living there because of its livability but you can see the three circles of pedestrian sheds and

What’s interesting about Richmond is the major through streets which are i-95 and I 64 they form an edge of the pedestrian area so they don’t bisect these places they help shape these places and then you see in the lighter blue streets that are shown on the map this this network

It’s a very connected network of higher level market and commute shed streets that provide the more localized access into this area and then it’s not but you can sort of see the pattern and aerial photograph there’s yet the local streets that provide a real strong complement to the larger connector streets that go

Through this particular area so there’s a lot of just really easy and fit together well continuity that’s being provided by the entire network that goes through this particular area the red lining that you see on the map is a proposed bus rapid transit alignment that’s going to go along Broad Street

And you can see it was easy to superimpose that into this particular fabricant into this network because it’s it was connected together properly so the continuity happens at all levels it happens at the local level the market street level the commute street level as well as the connector street I mean the

Through street level excellent the next place is I think most people are familiar with if you’re not it’s an interesting area it’s called tysons corner it’s up in the Washington DC area it’s in the suburbs it’s right off of 295 just looking at it you know the initial impression is that

Well you’ve got the through streets in purple that provide the edges there’s one through street that kind of bisects this place but then when you get down below the the through street level the connectivity and network connectivity at the commute level and at the market level is gone there’s a series of street

Eats that kind of flow through here but there’s no pattern to them there’s no spacing like you saw in richmond and then even more damaging for the connectivity of this place is the local grid there is no local grid that helps support the connector streets and so the

Pedestrian sheds same scale as downtown richmond are not as evidence because of the patterns because of the lack of network connectivity and what they’re proposing to do in this particular area is extend the metro line the purple line will come through this area and it’s been a somewhat of a challenge for them

To get that alignment through here it’s going to happen what it does happen it’s going to improve this area quite quite a bit but they’ve had to go in and redesign this area to try to get it to be more walkable more network continuity and more overlap of the emotions and the

Destinations in other words to try to get this formed up to provide all the things that we’ve been talking about that’s like with that with that transit line Chris could go where the red dotted line is more or less yeah that’s close to it but not not quite exactly there

But close okay but it is sort of in between the two large thoroughfares that frame the region which is which is good yeah next line so I’m gonna this is fascinating place the Arlington Fairfax quarter and it’s that quarter that comes out of Washington DC and just some of

The lessons learned we’ve done a detailed study of the quarter and so I want to show you what we’ve learned is we’ve looked at it this is the quarter extends on the very right side of the graphic you see the Potomac River so it is just the very right part of the

Screen is Rosslyn and then the purple area is Arlington itself the city of Arlington by the county of Arlington I should say falls church is in the green area and then fairfax county is in the brown and the golden areas each one of those circles that you see on the screen

Is a station area the primary walk area again at a quarter half mile circle of diameter and the larger circle is the secondary walk area which is the mile circle looks like so these are the stations along the way next slide this is a profile of the densities along the

Corridor so the different colors you see represent the different sub areas but you can clearly see the purple area to the right the densities are extremely high you can see that that notion of a transect as it moves from you know the areas closest to Washington down see

Washington DC it started starts fading fast once you get past Arlington a little bit of density starts popping up in in fairfax as you get further out those are those sub notes that i talked about earlier with the transect it’s like this is a sort of a bleak angle view of the same

Density contour just to show you the stationary is themselves one thing that Arlington did extremely well as they did a plan for overlap in their station areas so they put they purposely and spent a lot of money putting the Metro alignment underneath the ground underneath a from the big through street

Which in this case was I 66 and if you look at the Reds that red spikes that are coming up those are your densities within the primary walk area you can see the densities drop off very quickly when you get into the blue or dark blue areas

In those stations but the same sort of spiking does not occur at all and the rest of the stations in fact the rest of the stations have very low densities around the stations themselves because they mainly are being impacted by the fact that those stations are in the i-66

Quarter itself next slide and network continuity you can see we’re measuring in this particular example we’re measuring network continuity through intersection density and each one of those dots on the screen down below represents a different intersecting street and you can see the densities of the intersecting streets a

Very high in arlington stage somewhat high when you get out into the falls church area but then they start dropping off as you get further out into arlington I mean into Fairfax County that’s the other thing I notice and this one chris is that there are very few intersections within the station areas

As you get out into the suburban areas we have intersections there outside of that circle and you’ll see that in more detail in the next slide believe it’s the next slide this know the next slide is a representation of the densities intersection densities just to give you

A sense of of how that works out in terms of quantifying the network next slide and this is what you are talking about Hannah this is a diagram of the network street footprint along the quarter with the station areas highlighted in the black and white areas so you can see the primary secondary

Station pedestrian areas and the stations and what’s noticeable about that is when you on the right side of the graphic you can see I 66 which is the through Street does not go through the station areas it edge as the stationary is much like 95 and 64 did

For the fan district in richmond virginia and and there’s if you look at the station areas there’s that real fine grid that Hannah was talking about within those station areas then when you get out to the Fairfax stations you can see the big footprint that’s imposed by

I-66 in the station areas which which actually consumes quite a bit of land that could be used for destinations that can’t be because the footprint the street footprints so big and and then the network around the stations and around i-66 itself is not as well connected so

Quite a bit of connectivity in those stationaries as compared to the stationaries in arlington next slide and the urban footprints the building footprints themselves also tell a story you can see the bigger footprints within the primary walk areas in arlington and then and by the way that was

Intentionally planned by the city of arlington and then if you start looking at some of the other station areas you see some big footprints but mostly those footprints have been outside that primary walk area next slide and this is just a blow-up to show you what’s going

On in two of those stationary is the one on the right you can see the big building footprints within the primary walk area and then the one on the left you see how much I 66 from the Bellas toll road really impact that particular stationary next slide and the proof is

In the pudding if the goal is to make places you know one of the livability goals from federal highways that are u.s. department transportation that he and I mentioned earlier was to increase travel choices and if you really want to fundamentally increase travel choices then you play in these places with a

Whole lot of overlap on a lot of continuity and what this graph is showing its the mode splits that occur across this quarter and when you’re out in fairfax amid splits are hard-pressed to get above five percent this is the amount of transit trips but once you get

In arlington itself they zoom up to over fifteen percent which is pretty significant so if you really want to fundamentally change travel patterns and provide travel choices you need to think about the overlapping mode footprints as well destinations next slide and a way to potentially do this is to

Start you know add add some more parameters to the transect concept and start maybe thinking about multimodal intensity zones where you have a certain set of requirements for the places where the most overlap occurs so if you look on this diagram that placed that pink place it’s right next to a transit

Station it’s walkable with this core of the bikeable area as well it has the most overlap so you need to design it properly you need to get the highest densities in there so target that as a high m1 intensity zone and then you can sort of back off of those zones as you

Get further away from the overlap and you get less overlap until you get down to the place where there’s very little overlap at all which is in this diagram the m4 is going down to the bottom right here you don’t have a whole lot of options that are going to be provided to

People in terms of travel modes so this is where you can allow the network to get a little bit less dense where land use has become a little less dense where it is okay to have a more suburban kind of development going on in those zones

Chris correlate to the t1 t2 and so forth transit sounds I think yes they could see turlington so so that’s an actual I was going to say a nutshell that was not a nutshell I understand that but that’s that’s an overview of that relationship between land use and

Transportation so here and I’m just going to sort of bring it back to kind of thinking about that framework and fabric and fingerprint concept that as we design our streets and our corridor networks and keep in mind that a corridor isn’t just a street or a transit line it’s it’s a network through

A swath of area that is an activity center or zone or a place and by linking up our streets and our corridors properly you can really set the stage for good complete communities most of you probably have heard of Complete Streets it’s certainly a concept now that’s been

Around for quite a while and basically it’s just advocating making your street network accessible to all types of users but really thinking again now about the fact that it doesn’t mean that every single street is accessible to every single user it’s really more thinking about the corridors as a whole the

Corridor networks as a whole to take a place like the one that’s showing on your screen now that is sort of as it was today or a couple years ago along a major highway in Albemarle County Virginia with big bucks development and their vision for creating more of a grid

Network at a suburban scale here that allows the major street to be that sort of edge that sort of through Street and begins to orient development into the activity center and create a place essentially that is bounded by the larger high mobility street so that both affray and larger mobility travel has

Has a place to go but you also have a network that really supports the kind of community you want to have in the future it’s really understanding as Chris was saying the completeness of the entire network so it’s really balancing having your higher speed streets your higher

Speed transit options that provide a lot of mobility with your decisions to locate activities in higher and higher levels of intensity and mix and supplementing and supporting that proximity of activities with the accessibility within that place where you’ve got those activities going on it’s Christmas and it’s it’s not enough

Just to put a transit station in if it’s not in the right spot within your land use pattern and it’s not enough just to put a lot of density in if you haven’t created a place that is easy to walk from it within door to door or by all

Types of people it’s really a matter of finding a balance between all three sort of levels of design if you will in order to make a community really work with a good complete framework I sometimes think about it just like it designing a home and I thought a lot

About barrier-free homes in the last few years expansion especially you need the speed to move around your house to get from one room to the next easily from your dining room to your kitchen once you get to your kitchen you want to have things located the right things in the

Right proximity to one another you want the food relatively near the place where you’re going to cook it and so forth and then when your things there you’ve gotten to that room you’re going to want to be able to actually access the objects and the things you’re trying to

Get to in a way that works for you so designing a community perhaps isn’t that different from designing a house when we think about it that way and it’s helpful to think about the kinds of people they’re going to be using that community just like you would if you were

Designing a home one of the strategies interesting lead from architecture and from planning and from engineering that has evolved out of the three disciplines particularly architecture and engineering is this concept of context sensitive solutions and I’m going to just walk through very briefly now to wrap up these concepts behind this

Approach I have done it very helpful I’ve used this particular book a lot in the midst of my work with corridors and communities it’s it’s been reflected these concepts have been reflected in a fair number now of guidelines and resources for instance New Jersey do tease ability and community forum

Guidelines and that graphic right there ought to look familiar to you all that’s that’s another adaptation of that very helpful transect concept pennsylvania department transportation has worked alongside new jersey OT with their own program and many many other State Department’s of Transportation and federal agencies and local communities

Are beginning to use this sort of structured approach to designing the street and the built environment together so that you get the framework in the fabric that creates the kind of community you want the approach no matter sort of how you slice it really comes down to a three phase process one

Is deciding what is the purpose of the given street or corridor or or network you’re trying to I to plan for and some of the terminology there that goes into defining the purpose is the context zone similar to transect zones within which your study area is what are the types of thoroughfares

You’re really going to be planning for what needs to move through this kind of place that you’re creating is it trucks is it is it bicycles is it people walking and then what are the appropriate functional classifications of the corridors there once you’ve identified those you can then begin to

Talk about scale because the design speed particularly of the vehicle that you’re assuming is going to be using those the corridors different corridors them the most frequently really drives everything else literally and figuratively so making good decisions about what’s the right scale of each Street Street type and street within the

Place you’re planning is really critical and then once you’ve made those decisions it’s a lot easier to then focus on the design of the street itself again sort of placing that street design process within the larger context of saying well why is the street there and

Who’s going to be using it and how do we want them to be using it answering all those questions prior to getting into the engineering and architecture of designing an actual street or segment on the street is really critical to making your design work and function properly

Within that larger system I’m going to walk through one little case study of a project done I finished against that a year and a half two years ago now and I’m kind of pleased because it’s it seems to be getting implemented and it’s kind of exciting to see it happen this

Is a small community in four central Virginia in the mountains of the Blue Ridge a little city of Stan historic city that’s just three miles from interstate exchange and they wanted to try to design a corridor plan that was going to really improve both the community character and provide the

Kinds of transportation choices that really Express the kind of livable community goals that we’ve been talking about throughout this this whole seminar so the recommendations out of this planning process we use the context-sensitive solutions approach to help structure it really encompassed a lot of what we’re talking about both putting in those

Multimodal improvements but also looking at character enhancements and one of the most important elements to it was the fact that we really had to understand that to the Richmond Road corridor which is the sort of white road running through the very center of your screen as a corridor that have surrounded by a

Network of other streets that combined that really makes your corridor and that all of those streets combined whether they exist today or not really exists to make the entire corridor function properly so we identified several contexts zones just within this again it’s pretty short stretch of roadway but

It really does change context very quickly from a very historic urban center at the Eastern at the western end where you can see the village of Stanton and the city of San all the way to those sort of big box and an interstate area and even out to do the further into a

Rural section all of this sort of takes place within just a few miles and it’s important to get the design of the street and the surrounding environment designed in a way that’s going to support those kinds of environments that the community wants to promote so down in that urban gateway section we really

Focused on having the pedestrians accessing the corridor making the corridor really part of the urban fabric and then as we moved towards a slightly more less heavy urban and intense urban environment more of a local shopping and neighborhood area we found there was a real need to fill in the the street grid

Around the corridor it doesn’t have to be the same intensity as the urban center but it does need to have more logic and connectivity to it and by so doing we can begin to improve the functionality of the main street by removing some of the traffic lights that are causing

Backups and creating an opportunity for transit and then as we get into the more regional service area the big box areas we’re beginning to approach as you can see in this picture the interstate the traffic starts to want to move a little more quickly it’s serving a different

Context and we found the need to begin to pull the pedestrians and the bicyclists even more fully on to that network until you got to the area where it was fully intersected with the interstate at which point you know you really don’t want to have bicyclists and pedestrians that’s one place where you

Don’t want the complete street does not involve having bicyclists pedestrians on the corridor fortunately this area already had a through Street that have been constructed privately underneath the interstate that served very well as a bicycle and pedestrian connector but it really was a good planning exercise and process to understand the overlay

And the the connections the overlaps and connections between the different networks and mode sheds just as Chris was talking about in real life here and then the corridor winds up becoming much more of a rural Parkway at this other end two of the things again that this

Plan really you know relied upon in addition to looking at the engineering of the of the main street itself was making sure that the over time the the surrounding bicycle pedestrian of local Street Network were built properly one opportunity there that they’re exploring is putting a greenway adjacent to a rail

Line that’s a very hilly mountainous area and those three percent grades are terrific and this is a strategy that’s quite doable it hasn’t been done very often in Virginia but it’s been done other places to put in a green way right next to a rail line with appropriate

Separation of the two modes and then the other thing that the plan relies on very heavily was creating those local street networks in order to again not only create a corridor that was really complete but also to reduce the congestion and distribute the traffic on the existing main corridor which is to constrain

But I right away it really can’t be widened and you really don’t want a wide net for in terms of community character and yet you want traffic to flow more smoothly and so one of the other benefits that this local street network being built over time produces is the

Opportunity to manage the access as I was saying money to go these little green dots that you see on your screen here along the main corridor are all little driveways in and out in and out in and out along the corridor and there’s just tons of them up and down

That corridor that are causing all kinds of little backups and little issues that combine really create some delay and over time as those streets get constructed in collaboration with the private sector redevelopment it can occur the entrances can begin to move towards the back in many cases and the

Driveways can start to be closed so that you have better managed access along the main corridor so we’re really meeting both the transportation functionality goal with the main highway with the community character and development economic development goals of the community by really partnering on creating Street Street networks and

Multimodal networks that can put all together make it all work by using that multi-modal approach that integrated land use it also allowed us to get a more creative about what are the funding sources given that the federal and state departments of Transportation are not feeling very wealthy these days really

Looking for creative ways to use little-known programs and other sources to fund some of these transfer estimates and finally to integrate the directives that matter into the policy and regulatory tools of the community and they do have an overlay district established for this corridor as well as their other entrance corridors and they

Were able to take some of these context-sensitive solutions design concepts and incorporate them right into the into the code of the overlay district adopted by the community and now these design guidelines are in fact part of that part of that ordinance and are being used to help guide development

And what you’re seeing here on your screen just a very organized system of design guidelines it’s structured right around those realms that I showed you earlier of the context-sensitive solutions approach looking at first the kind of the four realms the first one being the context realm that really looks at the

Area surrounding the street itself the connectivity of the network surrounding the main core really creating a multimodal network around that corridor and about having the scale of the buildings be expropriate and proper putting the parking and designing the parking in the right places and then looking inward a little bit at the

Roadside round the pedestrian environment in spin again in this quarter in some cases the pedestrians are not supposed to be on the corridor and they’re pulled off the court or in other places we deliberately put the pedestrians right on the corridor it’s so transitioning from one place to

Another one is important to understand we also have these guidelines in here from again that coordinated context-sensitive solutions approach that includes engineering and architecture guidance about how to design an inviting Street wall that’s really appropriate to the kind of again pedestrian activity you want to create whether it’s oriented towards the street

Or whether it’s oriented towards the local network off the street and then finally the what they call the travel way realm is which is what most people think of when they’re thinking about designing a roadway or a street segment is what’s happened between the curbs and

Here looking at you know where do you want to put in medians and elements that both provide community character enhancements but also provide practical resources like pedestrian refuge areas and splitting up a wide intersection crossing and so forth and putting in transit and bicycle room for transit

Cyclists and then the last realm that the context-sensitive solutions process looks at and they structure it itself is the intersection round because it’s so complex they have sort of a whole series of guidance that we were able to draw from on how to design some of the crosswalks in those

Pedestrian-oriented areas and how to use techniques like roundabouts to be able to move traffic better in some of those urban gateway areas so we’re just about at the conclusion of what we’re presenting today we’ve shared an awful lot of information with you and I hope it’s I hope that’s been helpful and I

Just wanted to close with reminding ourselves about what is our job when we are making transportation systems that foster livable communities we are creating transportation systems that provide the connections the community needs to survive we’re providing transportation systems that provide the connections people need in order to thrive we’re providing transportation

Connections that allow every person to achieve the purpose of every trip and we’re providing transportation connections that allow people to travel safely and conveniently and comfortably and affordably both today and for generations to come it’s kind of perhaps a tall order perhaps and sometimes you

Might wonder if we can do it i just wanted to provide an inspirational message about the concept of whether it’s impossible as you all may know according to all known laws of aviation the be should not be able to fly because its wings are too small to get its fat

Little body off the ground but the be of course flies anyway and this is because bees don’t care what humans think is impossible I learned that great piece of science from the bee movie of course but I just wanted to remind us that it’s our job to make communities in which people

Can soar and fly and I would challenge us all to fly whether or not you think you can and I would close with that and turn it back over to Glenn Thank You Hannah and Chris we have about 20 minutes left for some questions and answers for those of you listening out

There now it’s a good opportunity to get those questions in if you have not done so already we’ll try to get to as many of these as we can the first question I have is how do we make traditional rural village areas with strip development on the exterior more walkable bikeable pedestrian

Friendly well i would say uh if you if you remember back the little slides i had about the settlement pattern in the town of orange virginia oranges a classic example of what we’re talking about in that question it’s a little city of just a few thousand people it’s

Really a town surrounded by rolling hills and rural areas and it’s was created around first a rail line in that a couple of major US highways that come through it and one of the things we did actually that that set of slides I was showing you were from a

Context-sensitive solution study we did with orange as part of their zoning ordinance update it is that’s part of a DoD analysis of the US highways that serve as the main street for that town and we were able to really look at how do you establish essentially sort of multimodal character districts along

Those corridors and build the network that perhaps is a quite complete there or perhaps it has been a little disrupted and and take advantage of the fact that the existing built environment the existing network in the old town is the fabric is perfectly good and I think

That’s the case in in most American rural communities they were built at a time when the fabric was more fine-grain they may have been just originally served by a transit system so you’ve got almost always really good bones there and what’s often occurred has occurred in orange and other places I’ve worked

In rural areas is the development has sort of leaked out a little bit along the corridors but in in some cases it hasn’t sprawled so very far away that it’s impossible to begin to create the kind of connections between the original small village and the development that’s happening right outside of it parallel

To the corridors and create those kinds of networks that allow people to make a short drive or a bicycle trip or even a walk trip to some of the new development areas so I think a lot of it has to do with kind of taking a look at as Chris was saying the

Grids that might be missing but could be there and just making a few strategic connections to help essentially integrate the new newer neighborhoods and development with the older core village so I think technically that’s part of what needs to happen and I think the other part that needs to happen is

We need to make the federal policy live up to its commitment of investing in existing communities rural towns and villages were precisely what I believe the federal government and F MDOT particularly Akkad were thinking about when they were creating those livability principles of investing in existing

Places so I think that it’d be wise to take advantage of that spirit and try to focus some of the federal and other resources planning resources towards these rural communities that are in fact the good places in the existing places we ought to be investing in and begin to

Put economic energy and transportation investments back into them so use use the leverage you have as a rural community to get livable transportation investments put into your rural community because that’s what it’s supposed to do next question in the absence of transit stops how do you determine where the central points of

The pedestrian mode sheds are located I think that’s a you know you look at your existing fabric to get some sort of notion of where it where it should be and when I say fabric I’m talking about the street network where is the where are the key intersections that for the

Connector streets and then also the building patterns and how they reenact themselves but it’s a it’s where you want it to be you know you define how where it could be where it might be but it’s a very conscientious decision you know where is that place it’s going to be the focal

Point for this particular pedestrian shed and define it and then start organizing your street network and your land development regulations accordingly if if if you’re not going to grow into a transit type of service over long haul you don’t have to think about it but I think it’s never too early to think

About I’ll transit connectivity over the long haul and understanding where the alignment might be and how that starts overlapping with these pedestrians shows that you start defining but I still think it’s a very it’s a consciousness conscientious decision that you make to define where these pedestrian sheds are

Allocated men start organizing your land use and design guidelines around those places on the map I think what I’ve learned from you Chris especially to in this presentation is paying attention to that framework of the larger higher mobility streets that need to frame your community or your place that either does

Exist or that you’re hoping to create so that you’re allowing the through network streets to perform their function and then you’re locating the pedestrian sheds and the smaller scale finer grained areas inside of that and allow those to be edges rather than trying to turn them into centers if if there’s a

Main street you know a US highway that is in fact the center of a village then I think one has to zoom out and think about where where is the larger mobility sort of context for this place so that that street really can’t and function

Properly as a center n fe and if it can’t then make a decision to move the center that’s what we did in crozet for instance where we found that you really needed to slightly shift the center a little bit cause a virginia at work yeah

So I correct me if I’m wrong Chris but I think that’s part of part of the equation to that one needs to look at next question can you address the imports importance of school location in these plans and the ability of kids to walk and bike to school yeah

I think as I said you know the pedestrian shed at the neighborhood level when you’re thinking about what connects these different pedestrian sheds together it’s probably not going to be significant retail retail just can’t get spread so thinly but what what are good centering devices for these these neighborhood sheds our parks our

Schools trying you know I think everybody’s wrestled with the the large school footprint you know and then how do you deal with that is a different issue but I think schools and parks are the appropriate neighborhoods centering devices and there there are resources out there it’s been a few years now and

I’m trying to I’m blanking out remember it later and send it to you but the the there’s a set of guidelines and for designing public schools in particular public facilities with smaller footprints specifically for that idea of either restoring and reinventing or designing new neighborhood neighborhood oriented schools that are walkable like

This and they’re blanking out i want is what it is but there’s an organization that does provide the the safe routes to schools it’s not safe routes to schools this is this is actually a set of guidelines that’s used by Public Works and spin school planning officials on I

Bet somebody I’m one of those 500 people out there probably knows what I’m talking about so you can email it in if you remember it but it’s but there is information out there that it’s it’s the CEF pti center that’s educational facility planners yes thank you whoever

That was to put that in there that’s a resource that people really ought to tap into because it could help you as a planner deal with the fact of the pressure to cite a school far away from the neighborhood because of the large lot size you need and all the land

You need for your playing fields and so forth that’s a resource that could be very helpful there’s also a nice book in available in New Jersey they had a program to promote schools as centers of communities and have done a lot of work towards that end so I would encourage

You to look at what New Jersey’s Department of Transportation and their Department of Community Planning have come up with it that state scale to promote and resolve the barriers to really designing schools within a good Street network that’s accessible next question I haven’t I haven’t in his historic business district of a small

Community connected to an interstate by a one-mile corridor of strip development lots of black tops lots of left turn intersections lots of through traffic how do I make this corridor safer and more pleasant well that invite you to call Amy Arnold who worked with us on that Richmond Road study she about two

And a half or three miles to play with between her historic town and the interstate but it was a somewhat similar situation and I think what you’re going to find particularly with all those sort of backups and bottlenecks and rear ending crashes and so forth that are probably occurring because of the

Driveways is that it’s going to require a process of figuring out perceiving that corridor as something larger than just the street within the right-of-way and really looking at developing some alternative transportation networks that connect to it more strategically and allow you over time to close some of those driveways and reorient your

Development it’s I don’t think it’s an easy process to do overnight obviously but it took us a little while to get into this sort of kind of situation it’s going to take us a little while to get out of it but big box does have to redevelop at some point and that’s the

Time to take advantage of the fact that it’s all already paved and those parking lots could become Street networks next question Chris this is for you being from Orlando you know that it is an automobile dominant community based on these concepts how do you convince state and local government decision

Makers it is a wise investment to implement plans for a light rail system to improve connectivity among Central Florida communities reduce our reliance on cars and become more energy efficient well um I may offend some a simple question that’s yeah we’ve got a we have a governor right now who is working very

Much against that goal the state had I think three billion dollars in federal money to build high-speed rail connection between Orlando and Tampa and it was pretty much going to fund the entire system and the governor decided to send the money back to the federal government with much to the joy of

California and other places so we lost out on that opportunity there’s also it’s been designed it’s ready to be constructed the Sun rail commuter rail system that goes down the i-4 corridor in Orlando the only thing it needs is final approval from the governor to get built and we’re all crossing our fingers

To see if you’ll actually allow that funding to happen or not we’ll see Orlando is trying I think state of Florida’s trying but every time we get fairly close to the the ring it gets snatched away from us so there if there’s a strong side bottom line is

Just a strong sentiment i think in orlando to do things differently and hopefully if the Sun rail system gets built that will start changing the tide okay there’s a number of questions here I’m going to try to aggregate them concerning retrofitting and perhaps promoting land use in transportation concepts and connectivity in

Existing communities with the perhaps broader objective of not only retrofitting but promoting redevelopment and revitalization could you expand upon those concepts a little bit how do you how do you approach the retrofitting of established areas I think there’s more opportunity than a lot of people think there is especially in old I’ll call

Them older even some of the newer suburban areas I’m not talking about subdivisions but some of those areas where there was there were shopping centers or there were office parks um there’s actually more opportunity to change things than I think initially meets the eye and and I can’t tell you

Where you can find this resource but probably the classic example of this at a very large scale is the tysons corner area that I mentioned earlier it has been redesigned to make it more walkable to make it more transit friendly to make it more connected and again maybe

Somebody out in the audience has the connection into that plan but a plan was done for tysons corner which I I’ve seen and I thought it looked pretty elegant in terms of how they are proposing to transform this place into something different and it does happen has

Happened in here in Orlando with the redevelopment of some of the area’s just around downtown Orlando into very walkable places and if we can do it in Orlando it probably can be done in a lot of different places hey though as your no real again getting back to keep

Beating the drama for transit and trying to figure out how transit work it transit is you you just can’t lay down transit anywhere you’ve got to really think through where the alignment is going to go and how it’s going to connect to different places as it goes along a particular quarter so don’t

Forget about the opportunities to connect a place that’s trying to redevelop it to other places along a quarter via transit and really take that that fairly seriously in a detailed level of detail at a detailed level so that you don’t preclude that opportunity to make a transit connection

In the future and I think that even just doing the theoretical exercise of as if you were planning for transit provides a tremendous amount of information and planning resources for you to plan a well connected community because we have a great number of well connected communities today that used to have

Transit that don’t have transit anymore such as Richmond and the fan district that Chris was talking about that was the first charlie city in America and that urban design still works beautifully even though at the moment there’s there’s a very good bus transit system but there’s not as much as there

Could be there so I think you know it’s it’s okay to plan for transit and not have the transit right away and you can even secretly plan for transit and not tell anybody you’re doing that but use the same techniques to plan for a better design better connected community I

Think the other thing I would think about to that I’ve really picked up from some of the ideas chris has been sharing about kind of understanding the intensities and the needs for connectivity and how they change it’s not necessary for everywhere to be utterly walkable and totally connected

To everywhere else it’s you know it’s it’s it’s I think for you know if you have a shopping mall area a big box strip area and and you’ve got you know subdivisions a couple of miles away you know it may not be necessary it leaves not right away to try to connect those

Subdivisions into the shopping big-box center for one thing the people are going to hate you for doing that but more importantly it might be more important just to create the connected network of inter parcel axis between the shopping centers first and get that sort of framework down and then the

Connections to these to the larger residential area is outside of that sort of zone you know may occur over time but they may not either way you know you’re you’re creating places that one can navigate more efficiently and then you’re creating the better sort of network of higher level connections in

Between those places but i think is important not to not to sort of try to be a fanatic and think i’ve just got to make everybody walk everywhere throughout the 20 square miles of my community so i think it’s helpful to take some of the hierarchy concepts that

Crisp put together and some of the tribal concepts and overlay them on the places you’re thinking about retrofitting to kind of figure out where the strategic connections could be made that are going to get you the most value in terms of a better network okay we’re

Getting pretty close to 2 30 I think we have time for one more question and then let me see here let’s let’s try this one how can we as planners work even more effectively with our engineering community there traffic engineers or transportation engineers to foster better connect connectivity between land

Use and transportation well I think I think gosh that’s that’s that’s a two-hour seminar I think one of the big challenges out there for everybody is is more integrated planning across the board you know I think Lanie’s planners have got to understand some of the technical requirements behind

Transportation of whatever your roads or transit on the on the engineering side I think they’ve got to understand land uses and some of the limitations and possibilities on the land use side as well so just you know being able to to understand you know just being able to

To put things together in a more holistic way is extremely important but there’s one thing in particular that I want to say and that is just this you know take the focus away from the facility itself and really start thinking more about networks and how networks get put together because urban

Areas are fabrics are not lines on a map their fabrics and and that fabric needs to be connected in some way shape or form so it’s really the about network and let’s think about network capacity let’s think about network continuity and connectivity as we engineer these Indian plan for these

Places i would definitely echo that chris i think that we as planners have kind of abdicated a leadership role we really need to step up and take I mean engineers are people who love to make things work they like to engineer things they want to construct stuff that

Functions that’s not the same job as a planner who sees the whole and synthesizes all the elements and is able to stand back and look at the big picture and perceive the fabric that needs to be woven on the loom that’s a different job and that over the last 50

Years or so as planning has been dominated by the transportation element of our of our disciplines partly just because that’s where the money was to do planning and consistently we’ve put engineers in a very difficult position where quite often they’ve been forced to try to figure out what the plan for the

Community is or try to do their best to understand what the fabric is that they’re supposed to be weaving this street functionality into I think if the planner can can do our work to educate ourselves use the APA Transportation Planning private unicredit process and take that exam educate yourself about

The language of engineering to the level you need to in order to communicate better and provide the engineers with the right direction they need to build the house that you’ve designed well that I just want to thank you guys so much for giving today’s presentation for those of you still in attendance I’m

Just going to go over a few final details to log same credit for attending today’s session you’ll just need to go to ww planning org slash IAM slept activities by day and then underneath friday june third you’ll see livable communities sustainable regions and like

I said this is up already so um once you log on up here you can go ahead and go and log those credits I mean also we are recording today’s session so you’ll be able to find a video recording in a PDF of today’s webinar at ww utah APA org

Slash webcast archive and this should be up by Monday and with that I would just like to conclude today’s session and just another thank you out to the APA for jigna chapter for sponsoring today’s session and with the help of Glen Chris and Hannah forgiving today’s presentation thank you so much thank you

All thank you goodbye

ID: byefc6EIX64
Time: 1344110879
Date: 2012-08-05 00:37:59
Duration: 01:31:04

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