Sustainable Mobility in Smart Cities

A collection of coursework from Alenka Poplin’s Interdisciplinary Option Studio DSN S 546

SUSTAINABLE MOBILITY IN SMART CITIES

Visioning for Ames, Iowa: Sustainable Mobility in Smart Cities Course: DSN S 546 | Spring Semester 2020 Led by: Alenka Poplin, Community and Regional Planning Department Organized in collaboration with: Dr. Harald Wahl, University of Applied Sciences Technikum Wien, Austria Participating students: Seth Andrews, May Chau, Eric Diaz, Mohamed Elsadig, Mandela Kwame Gadri, Alec Gustafson, Tressa Hobbs, Elizabeth Mahr, Britney Markhardt, Privthi Zareen Publication designed & compiled by: Elizabeth Mahr

CONTENT 5

INTRODUCTION

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VISIONING SUPERBLOCKS IN AMES

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Alenka Poplin Tressa Hobbs

DESIGNING FOR SOCIAL INCLUSION IN URBAN RENEWAL DISTRICTS May Chau

58

FUNCTIONAL CITIES

80

STREET SPACE TO SEAT SPACE

Elizabeth Mahr Privthi Zareen

102

WALK APPEAL

122

PUBLIC SEATING INVENTORY

134

BIKE-ABILITY ENHANCED BY INTERSECTION DESIGN

Mandela Kwame Gadri Alec Gustafson

Britney Markhardt

160

AUTOMOBILE AFFECTIONS

174

15 MINUTE HUBS

194

APPENDIX

Seth Andrews Eric Diaz

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INTRODUCTION Dear readers, With great pleasure we can present this collection of articles to you. It summarizes the main results of the option studio course DSN S 546 36 Sustainable Mobility in Smart Cities. The authors of the articles are the students enrolled in this course in the Spring 2020 semester. The main idea of an option studio, as organized at the College of Design at Iowa State University, is to bring students from different disciplines together. This course attracted students from architecture, urban design, industrial design, interior design, community and regional planning, art & design, and anthropology, international studies, classical studies, and geographic information systems (GIS). They all approached the main topic of sustainable mobility in smart cities from the perspective of their own discipline. The variety of the topics and their research is reflected in the articles presented in this publication.

The main symbol of this course is a tree; a tree that is grounded in the soil, in the Earth and reaches out in the sky. Our study cases were grounded in the situation of the City of Ames in Iowa, the place at which our university is located. The branches of the tree reach way out in the sky. They represent the visions for the future of the city, the ideas that have potential to be developed in this sustainable vision for the future of our city.

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There are many people that we would like to thank that have substantially contributed to the positive experience in this option studio. The following invited speakers shared their knowledge with us (in the order they joined us in the classroom): • Damion Pregitzer, Transportation Planner, City of Ames • Adjunct Associate Professor Gloria J Betcher, PhD, Ward 1 Representative, Ames City Council • Brian Ray and Jason Carbee, HDR consulting company • Adam Shell, Automated Transportation Program Manager with the Iowa DOT • Brian J. Willham, PE, PTOE, PTP, Senior Traffic Engineer, SNYDER & ASSOCIATES, INC., Ankeny, IA • Chris Strawhacker, ISU Campus Planner Thank you for joining us and for sharing your knowledge, experience and visions with us!

You expanded our horizons! Special thanks go to Gloria Betcher who, not only came to the class and presented the planned activities in the City of Ames, but also provided very valuable suggestions during the mid-term reviews and final reviews. It was a true pleasure to receive her comments that greatly improved course projects. Thank you also to Jason Becker (Community and Regional Planning) and Hiba Salih (Architecture), two ISU undergraduate students that traveled to Vienna in Spring 2019 (joining the study abroad program in conjunction with the CRP453 Smart Cities class) for sharing their experience and what they have learned about Vienna.

This option studio was organized in a collaboration with Prof. Dr. Harald Wahl from Vienna University of Applied Sciences Technikum Wien, Austria. Some of the articles include European perspective on the topic and bring examples from Vienna. Thank you to the students from Vienna for their active participation: Hannah Loeschenbrand, Lennart Pusch, Paulina Saurer, Emir Skulic. Our planned trip to Vienna had to be unfortunately - cancelled due to the COVID pandemic.

Special thanks go to the reviewers of the final projects. Thank you for joining us and contributing your knowledge and expertise: John Haila - the mayor of Ames, Francis Owusu, Gloria Betcher, Damion Pregitzer, Brianna Lawton – PhD candidate at ISU, Institute of Transportation, Samuel Sturtz – safety social impact planner at DOT, Milly Ortiz – bicycle & pedestrian planning coordinator at DOT, Brian Ray and Jason Carbee – HDR, Ana Luz – associate teaching professor at ISU. Thank you to Seda McKilligan, Associate Dean for Academic Programs for her continuing encouragement and Francis Owusu, Department Chair, Community and 6

Regional Planning Department (both College of Design, ISU) for making this endeavor possible.

Special thanks also to all students enrolled in the option studio DSN 546 (Spring 2020) that made this course so special: Alec, Britney, Elizabeth, Eric, Mandela, May, Mohamed, Seth, Tressa, and Prithvi. The inspirations and knowledge you brought to the class and your passions for your selected research area immensely inspired me and inspired a great atmosphere in the classroom, where our exchange and learning became stimulating and joyful. The COVID-19 pandemic changed the last weeks of our course and some experimental work had to be replaced with design studies. This time was challenging and at the same time very special, as it brought us closer together. We learned more about each other as human beings, Supporting one another in critical times and feeling more empathy for each other.

Thank you to all for this very inspiring, joyful and warm-hearted interactions in this course and for all your contributions to expanding our knowledge and understanding of the place in which we live, the City of Ames. I will be forever grateful for this experience!

With gratitude and respect, Alenka *** Dr. Alenka Poplin, PhD Assistant Professor, Geoinformation Science

Iowa State University Department of Community and Regional Planning Room 487, 477 College of Design Ames, IA 50011, USA apoplin@iastate.edu E-Mail: apoplin@iastate.edu URL | http://www.design.iastate.edu/FACULTY/apoplin.php http://www.design.iastate.edu/FACULTY/apoplin.php Facebook/geogameslab

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ALENKA POPLIN, AMES, IA 8

VISIONING SUPERBLOCKS IN AMES

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Visioning Superblocks in the Ames Community Tressa Hobbs | Iowa State University Abstract Studies have been conducted on the benefits of superblocks and similar sustainable urban planning in major cities around the world (Fraker Jr. 2006, Pratt Institute 2015, Hu 2016, Roberts 2019). These studies primarily focus on the implementation of superblocks in cities like New York City in the United States, Barcelona in Spain, and Tianjin in China. This paper explores the suitability of three hypothetical superblock locations in Ames, Iowa – a rural university town in the United States, that have been based on research conducted through literature review, an online survey, GIS analysis, and SWOT analysis. These three locations are Downtown Ames, West Ames area, and Campustown. The results of the research conclude that each location has its own distinctive strengths, weaknesses and opportunities for becoming a superblock location, allowing the option for each location to become an independent superblock or for all three to be implemented to redefine neighborhoods within the Ames community. We then provide examples for further research on this topic.

Keywords superblocks, mobility, sustainability, geographic information system (GIS), Ames 1. Introduction The superblock is an innovative model of sustainable mobility that places emphasis on restructuring existing urban road networks and establishing different routes for each mode of transportation to help resolve the issues of many of the problems of urban mobility. The concept of superblocks is being utilized with increasing frequency across the globe as city planners strive to better use public space, create carbon neutral cities, and increase urban mobility while reducing the reliance on personal vehicles, all while improving the satisfaction of residents (Bausells 2016, Bliss 2019, Köllinger 2019). While ambitious superblock plans have developed in Spain and China, with other European and Asian countries following closely behind, the presence of superblocks in North America has just started to gain traction within recent years. New York City has been at the forefront of the movement in the United States.

The Pratt Institute’s Undergraduate Architecture Department ‘Reinventing Public Housing’ studio created four different models to revive a rundown low-income superblock site 10

called the Fort Green Houses on Myrtle Avenue into an interconnected vital part of the Brooklyn community (Pratt Institute 2015). Other initiatives that have been implemented by the city council and department of transportation include installing 74 pedestrian plazas totaling roughly 27 acres (Hu 2016) that gave street space once used for vehicles back to pedestrians as public spaces and a one day “Shared Streets” test in August of 2016 in a 60-block area of Lower Manhattan (Hu 2016). This test lowered the speed limit to only 5 mph, encouraging pedestrians and cyclists to take to the streets alongside cars. A more ambitious project calling for the pedestrianization of 14th St. in Manhattan was also implemented, limiting access of the street to pedestrians, cyclists, trucks, busses, and emergency vehicles (Hu 2016). Although the majority of North American cities developed through suburban sprawl, creating low-density single-family homes and road networks in contrast to the high-density cities of Spain and China, the superblock model can not only be applied but has several large advantages. The largest of these advantages would be decreasing levels of CO2 emissions by lessening the overall number of car trips and making public transportation a more attractive option, as it did in Spain (Hu 2016).

Superblocks also serve to help solve housing shortages in our larger cities by providing affordable and rejuvenated housing at a high density, allowing for diverse communities to flourish.

The goal of this paper is to explore possible locations of an envisioned superblock in the small college town of Ames, Iowa. The motivation to research the concept of superblocks stems from my own personal experience with superblocks in Barcelona, Spain in 2016, right after the first superblock had been installed in the Poblenou neighborhood. The items I most noticed were the addition of public seating areas, and reduced speed limits on the streets within the superblock that mainly created pedestrian streets. At this time, many people were against the idea of a superblock, and I heard many residents and business owners claiming that it would ruin sales for local shops and restaurants and that it would make residents’ lives harder (Hu 2016). However, since then this sentiment has changed, and superblocks have had an extremely positive effect on their surroundings, causing more to being created. In addition to this personal antecedent, an informative video (Streetfilms 2018) that we watched in class about superblocks, as well as an article on the benefits of superblocks (Köllinger 2019), inspired me to choose the topic of superblocks for my final project. Using a combination of civil engagement through a 11

survey, GIS suitability analysis, and SWOT analysis, I have selected and analyzed three possible superblock locations in Ames, Iowa.

2. Superblocks Across the World While the concept of the superblock model is relatively new in North America, it has been used in urban planning in Europe since the mid-1990s (Hu 2016) and in China as far back as the early 1950s (Fraker Jr. 2006a) during automobile-centric suburban development. This model of mobility restructures the traditional vehicle-dependent urban road system. It also provides modernist solutions to the problems of urban mobility, growing greenhouse gas emissions, and the quality of life for city residents. Below are two case studies of previous research performed on the implementation and results of superblocks in Barcelona, Spain and Tianjin, China.

2.1 Superblocks in Barcelona, Spain The most well-known case study of superblocks can be found in Barcelona, Spain. The first Barcelona superblock was placed in the working-class Poblenou neighborhood in 2016, where it initially met strong criticism from residents and motorists (Hu 2016). Following the success of the Poblenou superblock, five more have been implemented throughout the city under the head of the Urban Ecology Agency of Barcelona, Salvador Rueda, whose goal is to “turn nearly 70 percent of Barcelona’s street space over to people.” (Bliss 2019) by eventually implementing a total of 503 superblocks in the city. Barcelona has paired the implementation of superblocks with gradual interventions of traffic management and increasing the availability and ease of multimodal transportation. Some of these interventions include restricting car, truck, and bus traffic to the roads around the perimeters of the superblocks and lowering the speed limit within the superblocks to 10 km/h for those motor vehicles that are granted access to the block, namely traffic from residents and local businesses. To complement this, Rueda has plans to create “300km of new cycling lanes (there are currently around 100km), as well as an orthogonal bus network that has already been put in place, whereby buses only navigate a series of main thoroughfares.” (Bausells 2016) in an attempt to create alternatives to using personal vehicles.

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Through this process, city planners have discovered that Barcelona has two key characteristics that have led to the success of superblocks. According to David Roberts (2019), the first of these two features is density. A certain level of population density is required in superblock locations to allow a safe and active community to flourish into a self-contained community. The second characteristic is diversity (Roberts 2019). According to Roberts (2019, p. 4) “mixed-use zoning, with residential, commercial, and civic facilities sharing the same areas; in many cases the same buildings” is essential to create a setting where people live close enough to the services they need or a form of multimodal transportation, without the use of a personal vehicle. Both of these characteristics are commonly found in Barcelona.

The results of this ambitious project, according to Rueda’s forecasting, “a reduction in overall vehicle traffic of 13 percent would allow Barcelona to implement the superblock plan with no net increase in traffic on remaining through streets.”(Roberts 2019, p. 7) and if all of the multimodal transportation interventions are fully implemented, it is expected to “reduce overall traffic by 21 percent” (Roberts 2019, p. 7). According to Köllinger (2019), the reduction of traffic caused by superblocks and its associated multimodal traffic changes will cause a predicted drop in nitrogen dioxide levels from 47 micrograms to 36 micrograms, and personal vehicle trips will steeply decline from 1.2 million per week to 230,000 trips per week. In addition to this, the number of premature deaths per year would reduce by 667 and the average lifespan of people living in Barcelona would increase by 200 days. Finally, roughly 60% of all city-roads would be converted to other uses for the public (Roberts 2019).

2.2 Superblocks in Tianjin, China A similar urban planning model has also been used in the Chinese city of Tianjin since 1949, according to the dean of the College of Environmental Design at USC Berkeley, Harrison S. Fraker Jr. (2006). While the basic model seems similar to its counterpart in Barcelona, the implementation has varied significantly. In Tianjin, multiple copies of a gated superblock model appear throughout the city, connected by a grid of newer arterial streets. Under the gated superblock model only the residents of the superblock benefit, with the largest inconvenience being the “[blocked] pedestrian and bike access to the light-rail station for anyone else.” (Fraker Jr. 2006a). This causes other non-residents to have to circumvent the superblocks, adding up to

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a mile onto their trips. This, in addition to a lack of secondary roads and close access to multimodal transportation, creates a larger dependence on personal vehicles.

During the mid 2000’s, a team from USC Berkeley was invited by the Tianjin Urban Planning and Design Institute to help create an updated multimodal transit-oriented superblock model and, in conjunction with the Institute, to counter the negative consequences from the restrictive gated superblock model. These countermeasures included creating a system of “designated streets and blocks with mid-block greenways reserved for pedestrians and bicycles.

These greenways connect to a network of parks leading directly to transit stops” (Fraker Jr. 2006b) and how to supply green and cost-efficient energy to the high-density superblocks.

These energy-solutions include the use of passive solar-design principles and natural cooling design principles that could reduce heating loads up to 80% and cooling loads by up to 60%. A restriction of impermeable paving material to only streets, planting a more extensive “urban forest” (Fraker Jr. 2006b), and expanded arterial road and light rail systems are also included in this updated model.

If this workable prototype is implemented on a city-wide scale, the results will be similar to those seen in Barcelona. A combination of the renewable energy strategies mentioned above, and energy-efficient design could deliver roughly 40% of the electric load to energy-efficient appliances in the city’s superblocks, while installing wind-conversion machines on the roofs of tall buildings would contribute an additional 40% of the electric load. In addition to these measures, “bio gas generated from a combination of sewage, food wastes and green wastes from the local landscape, trees and urban agriculture” (Fraker Jr. 2006b) would supply gas for cooking and hot water for the communities. Finally, implementing the prototype’s “green” design principles would allocate 60% of land for public open-space use, while only 40% would be occupied by buildings. Bundled together, this prototype turns the superblocks of Tianjin into self-sufficient communities, largely reducing the city’s CO2 emissions, in contrast to 2006 when roughly 30% of the CO2 emissions were attributed to the construction, transportation, and power generation caused by these gated superblocks.

In conclusion, when implemented correctly, superblocks are proven to reduce greenhouse gas emissions, reduce the need for private vehicles, and increase the quality of life for residents. By increasing the availability of multimodal transportation, green spaces, and easy 14

availability to necessary services, close communities are created within these neighborhoods.

Which, in combination with green design principles and taking advantage of renewable energy, these neighborhoods are able to become self-sufficient communities that are able to help the cities in which they are located become closer to being carbon neutral.

3. Research focus The main purpose of our research is to test the suitability and theoretical application of a superblock in Ames, Iowa. Ames is a small collage town located in the Midwest region of the United States and is home to Iowa State University. The city has a population of 67,154 people according to the 2010 Census, with approximately half of that number made up of university students. Due to the fact that half of the city’s population comes from a diverse and global student body, Ames exhibits a unique opportunity for visioning superblocks on a smaller scale.

This study will use criteria pulled from the related literature, the most important of which are diversity and density (Roberts 2019), in conjunction with data assembled from a randomized participant survey (see full form in Appendix A) to determine three superblock locations within the city limits. Our research question for this project is “Where within the city limits of Ames would be a suitable location for a superblock?”. The criteria for this suitability analysis states that the location must have a high population density, be located in an area with high diversity and mixed zoning, have at least one park within a 0.5 mile radius of the location, have at least one grocery store within 0.5 mile radius of the location, be located on a public transportation route, and contain public art, evocative places, restaurants, coffee shops within the location’s boundaries.

4. Research Methodology 4.1. Civic Engagement and Online Survey Our survey (see full form in Appendix A) was created using Qualtrics utilizing a mix of quantitative and qualitative questions for a combination of numerical measurements and indepth responses to our research questions. The goal of this survey was to gather information from the greater Ames and Iowa State University communities about how they felt about current and future public spaces in Ames. The survey was advertised and conducted in the 15

atrium of the Iowa State College of Design for one day, as well as posted online to the social media sites Snapchat and Facebook for a week.

All participants completed the online survey using a computer or smart phone. The survey consisted of 7 multiple-choice questions, 4 questions that the participants had to answer using a Likert scale, 1 question that required ranking 5 wards, and 1 open-ended question. The survey asked them to judge which ward of Ames needed more social and economic development (See Appendix A for full form, question #8) and which ward would benefit the most from having a superblock implemented within it (see Appendix A for full form, question #10). Participants were also asked to rate the quantity (see Appendix A for full form, question #7) and quality (see Appendix A for full form, question #5) of public places in Ames, Iowa on a scale ranging from extremely unsatisfied to extremely satisfied. In addition to this, questions regarding the amount of time (see Appendix A full form, question #11) and preferred mode of transportation (see Appendix A for full form, question #12) to get to these public spaces were asked. Finally, participants were given the opportunity to share a personal anecdote about a good experience they have had in a public space (see Appendix A for full form, question #13).

The survey did not have a time limit and took an average of 4.1 minutes to complete. All 261 survey results were included in the GIS analysis for the possible superblock locations.

Before analysis, the gathered data was reviewed and checked for missing data and outliers. The data was then analyzed using the data and analysis feature within Qualtrics.

Answers from the open-ended question were transcribed and coded by themes.

For the first step of analysis for the possible locations of a superblock, we presented the data gathered from questions 8 – “Which part of Ames do you think could use the most socioeconomic development” (see Appendix A for full form, question #8) and 10 – “Where do you believe Ames would benefit the most from these facilities” (see Appendix A for full form, question #10). Using the participant’s rankings for both questions, we selected two initial locations: location 1 in Ward 1and location 2 on the border of Ward 3 and Ward 4. A third location was later added to the analysis in the Campus Town district on the border of Ward 3 and Ward 1 by using the same methodology locations 1 and 2 were selected. This location was 16

added in an attempt to find a location with a more equal split between commercial and residential zoning and a greater population density. All three locations can be seen on the map below.

4.2. GIS-Based Suitability Analysis For the second step of analysis, ArcGIS Online (a cloud-based geographic information system) was used to analyze the suitability of the three locations for a superblock. For each dataset, the feature geometry, attributes, and metadata were checked to make sure all the data was using a consistent coordinate system in decimal degrees units (WGS 84) measuring longitude and latitude, had the appropriate attributes, and was the most current version of the data available to the public. Datasets that already existed within the ArcGIS Online database were added using the add layer feature, this included the location of public art, Ames public

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parks, Ames residential and commercial zoning, high density residence zones, and CyRide routes. Datasets that did not already exist as a layer within the ArcGIS Online data base; coffee shops, restaurants, grocery stores, and evocative places in Ames layers (Poplin 2020), were created in Microsoft Excel before being converted into .csv files and uploaded into ArcGIS Online as point layers.

Once we added all the layers to the map, we divided the layers into two categories; the first category is exterior criteria for suitability, which is defined as criteria that falls outside of the physical boundaries of the superblock. The second category is interior criteria for suitability, which is defined as criteria that falls within the physical boundaries of the superblock. Exterior criteria was defined as anything that was physically outside of the superblock location; i.e. proximity to public transportation, proximity to grocery stores, and proximity to public parks. It is possible that these exterior criteria also exist within the interior of the proposed boundaries of the superblock locations. Interior criteria was defined as anything that fell within the proposed boundaries of the superblock, i.e. population density, population diversity calculated by the ESRI diversity index, land zoning, and the number and type of businesses within the boundaries.

The methods and tools we used to run the exterior suitability analysis included marking the three superblock locations using map notes and examining the distribution of public parks and grocery stores around Ames using a buffer of 0.5 miles. The buffer size was determined by question 11 of the survey – “For how long are you willing to travel to reach an area with these amenities” (see Appendix A for full form, question #11) where the average walking speed covers a distance of 0.5 miles in 10 minutes of walking. An additional output layer showed the use of the aggregation tool to summarize grocery stores and public parks within a 0.5-mile radius of each superblock location. A visual analysis, defined as an observation of the obvious external features without the aid of an analysis tool, enabled us to identify which superblock locations fell within the 0.5-mile buffers for parks and grocery stores. A visual analysis of the CyRide routes was conducted to identify the locations that were near a public transportation route.

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The methods and tools we used to run the interior suitability analysis included enriching, defined as joining two tables together to enrich the selected table with more attribute data, the locations of the superblocks with census data to see 2019 total population, 2019 total households, 2019 average household size and income, 2019 median age, 2019 ESRI diversity index, 2019 vacant housing units, and 2019 total housing units. The ESRI diversity index was used to calculate each area’s diversity index, a measurement that represents the likelihood that two people from the same neighborhood, chosen at random, belong to different races or ethnic groups. The diversity index scores follow a range from 0 (no diversity) to 100 (complete diversity). After the superblock location layer was enriched, a visual analysis of the zoning in each location was conducted. Finally, the layers for coffee shops, restaurants, public art, and evocative places were all analyzed using the aggregation tool to calculate how many points within each layer fell within the boundaries of a superblock and overlaid and intersected with the superblock location polygon layer for display.

4.3. SWOT Analysis After compiling the results of the demographic suitability criteria, the external suitability criteria, and the internal suitability criteria, we then performed a SWOT analysis for each location. A SWOT analysis evaluates the internal strengths and weaknesses as well as the external opportunities and threats of an environment. This analysis provides a side by side visual representation for each superblock location, making choosing the most suitable location as easy as possible. Going through each superblock one at a time, we created a two-by-two grid layout for each location listing the internal positive attribute (strengths), internal limitations (weaknesses), external factors that could contribute to the location’s success (opportunities), and external factors that we have no control over (threats). Using this grid, we considered how each location’s strengths could take advantage of the opportunities listed and combat the threats in each location, while also analyzing how external opportunities could help minimize the interior weakness of each location.

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5. Results 5.1 Civic Engagement and Online Survey The randomized participant sample from our anonymous online survey included 98 men, 160 women, 2 non-binary, and 1 other responded for a total of 261 participants. The largest age bracket participants fell into was 19-24 years old (58.85%) and the participant sample had a median age of 41. The minimum and maximum age of participants in the sample were <18 (2.69%) and >64 (4.62%).

For the first step of the GIS analysis for the possible locations of a superblock, the results of the civic engagement survey, particularly the questions about which area of Ames needs the most social and economic development (see Appendix A for full form, question #8), which area of Ames would benefit from an increase in certain amenities like parks, cafes, art instalments, playful innovations, etc. (see Appendix A for full form, question #9), which method they prefer to use to commute (car, bike, walking, bussing) (see Appendix A for full form, question #12), and how long they are willing to travel by each method of transportation to reach these types of businesses and services (see Appendix A for full form, question #11), were used. Survey results indicated that Ames residents felt Wards 1 (49.61.56%) and 4 (24.41%) would be the locations within Ames that are best suited for a superblock. Ward 3 followed at 13.39% and Ward 2 at 12.60% (see Appendix A for full form, question #10).

The majority of respondents (68%) stated their preferred method of transportation within Ames was by personal car (see Appendix A for full form, question #12), and the amount of time people would be willing to travel to enjoy the amenities of a superblock was 10 to 15 minutes, regardless of the mode of transportation (see Appendix A for full form, question #11).

5.2 GIS-Based Suitability Analysis The results from the GIS suitability analysis yielded significant information to the viability of each location, particularly the high density and high diversity criteria pulled from the literature. The demographic information gained from enriching the superblock locations with

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ESRI demographic data, including population density and their ESRI diversity index scores, is presented in the table below.

TOTAL POPULATION TOTAL # OF HOUSEHOLDS

LOCATION 1

LOCATION 2

LOCATION 3

140

567

2,059

81

252

851

1.59

2.25

1.24

$78,451

$94,123

$22,973

30

28.10

22.10

115

268

879

34

16

28

34.30

50.90

28.90

AVERAGE HOUSEHOLD SIZE AVERAGE HOUSEHOLD INCOME MEDIUM AGE TOTAL HOUSING UNITS # OF VACANT HOUSING UNITS DIVERSITY INDEX

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The map below also shows the result of a visual analysis of the locations of high-density residence zones in comparison to the three superblock locations. These high-density residence zones are primarily found in locations that have a large number of student housing or student apartments. It is clear that no high-density residence zones fall within the boundaries of Location 1 while at least a portion of the 2nd and 3rd superblock locations contain high-density residence zones.

Next, we will discuss the results of the exterior suitability criteria â&#x20AC;&#x201C; close to public transportation and within a 0.5-mile distance of grocery stores and parks. The suitability analysis revealed that all three possible locations fall along at least one CyRide route, this can be seen on the following map. Location 1 in east Ames can be accessed using the 1 Red bus route, location 2 can be accessed by the 2 Green bus route, and location 3 can be accessed by 7 Purple, 1 Red, 3 Blue, 22 Gold, and 6 Brown bus routes.

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The other two exterior criteria are pictured on the map below. A 0.5-mile buffer has been drawn in black around each location to show the distance covered by walking at an average speed for 10 minutes in every direction from the superblock. The decision to use 10 minutes as the maximum travel time comes directly from the survey (see Appendix A full form, question #11). This allowed us to see what services and required criteria were within a close proximity to the superblock locations. After using the summarize functions in ArcGIS Online, which helps summarize features within existing polygons, in this case the buffer, Location 1 was found to have 5 public parks and 5 grocery stores within its 0.5-mile buffer. Location 2 was found to have 2

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public parks and no grocery stores within its 0.5-mile buffer. Location 3 had 1 small public park (not including Iowa State Campus grounds) and 1 grocery store within its 0.5-mile buffer.

The results of the interior suitability criteria show how many restaurants, coffee shops, evocative places - defined as places that provoke positive or negative emotions (Poplin 2020), and the presence of public art. The total number of businesses in each location was also taken into account when determining the suitability of each location. After the analysis was completed, location 1 was found to have 5 coffee shops, 18 pieces of public art, 1 evocative place, 2 restaurants, which can be seen on the map below. In total the area had 166 businesses within the superblock location boundaries. The three reported feelings from the evocative place at Design on Main are productive, empowered, and will (Poplin 2020).

The second location was found to have 1 coffee shop, no pieces of public art, no restaurants, and no evocative places, with a total of 3 businesses. The results of the aggregation tool can be seen on the following map.

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The suitability analysis revealed that the third location had a total of 2 coffee shops, 1 piece of public art, 3 evocative places, 18 restaurants, and a total of 93 businesses that can be seen on the map below. The first evocative place at Arcadia CafĂŠ evoked the emotions warm, comfortable, and relaxed, while the second evocative place at Stomping Grounds CafĂŠ evoked feelings of quietness, cheerfulness, and pleasantness. The final evocative place on the corner of Lynn and Lincoln evoked feelings of comfort, pleasure, and rejuvenation (Poplin 2020).

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5.3. SWOT Analysis After compiling the results of the demographic suitability criteria, the external suitability criteria, and the internal suitability criteria, we then performed a SWOT analysis for each location. Location 1 in Downtown Ames has many strengths, including a strong commercial presence with 166 different businesses within the proposed superblock boundaries. These businesses include restaurants, cafes, consignment shops, art galleries, and boutiques. It also falls on the 1 Red CyRide Route and has plenty of peripheral parking along arterial streets. Since the Downtown area is already a core center of the Ames community, there is substantial foot traffic and people coming to spend extended periods of time there. However, this location lacks diverse land zoning, with it primarily being commercial and historical zoning. It also lacks a high population density and is home to only 140 people. A final weakness is that it is close to the Union Pacific Railroad tracks, which causes noise disturbances. Opportunities for the location include the ability to decrease the probability of pedestrian and vehicle or bicycle and vehicle accidents due to the elimination of through traffic and the lowered speed limit. A superblock in this location also gives the opportunity to generate up to a 30% economic boost for the businesses in the area and revive the location while still appreciating the historic zoning. Threats to the location include a possible decreasing resident population due to more attractive or more affordable housing being offered elsewhere in Ames. Another threat to the area is the risk of gentrification.

Strengths

Weaknesses

•Has strong commercial presence (166 businesses) •On a CyRide route •Large amount of periphial parking •Already substantial foot traffic

•Lacks population density with a total population of only 140 •Lacks zoning diversity •Close to train tracks

Location 1 - Downtown Ames

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Opportunities

Threats

•Decrease the probability of pedesterian x vehicle accidents •Historical zoning •Generate economic boost to local businesses

•Possible decreasing residential population •Possible gentrification

Location 2 in West Ames provides a contrast from Location 1. The strengths of the second location include the highest diversity index score of any location at 50.9 out of 100, a high population density for the area with a total population of 567 people, and it is located on the 2 Green CyRide route. Weaknesses for this location include a lack of commercial presences, with the only businesses within the boundary being the Lockwood Café, a thrift shop, and a collective creative space. The location also doesn’t currently have any evocative places and isn’t close to a grocery store. However, this location presents a great opportunity to revitalize the West Ames community and provide a place for the community to congregate and cocreate.

Threats for this location include a lack of nearby services that may discourage future commercial interest or activity and, similar to the first superblock location, there is a risk of gentrification.

Strengths

Weaknesses

•Has highest diversity index at 50.9 out of 100 •Located on a CyRide route •High population density with a total population of 567

•Lacks commercial presence •No evocative places •No restaurants •Not within 0.5 miles of a grocery store

Location 2 - West Ames Opportunities

Threats

•Create a place for the community in West Ames to congregate •Revitalize West Ames

•Lack of businesses may discourage other businesses and services to open locations there •Wildlife from nearby fields and woods may pose an issue •Possible gentrification

Location 3 in Campustown has a large number of strengths, including a high level of zoning diversity between single-family homes, apartment buildings, and commercial businesses.

The area also has the highest population density with 2,059 total residents, has the greatest number of evocative places, and is located on the 25 Gold, 6 Brown, 6 Blue, and 1 Red CyRide routes. The weaknesses of this location include having the least amount of periphery parking available, a low diversity index score of 28.9 out of 100, and only an extremely small park. This analysis however doesn’t include the Iowa State University campus grounds. Another weakness is that since Welch Ave is a highly trafficked road, local residents may be upset to see it closed 27

to through traffic. Opportunities for this location are similar to the ones for Location 1 and include decreasing the amount of pedestrian x vehicle and bicycle x vehicle collisions since the Welch Ave and Lincoln Way intersection is one of the busiest in Ames. It would also provide an economic boost for the businesses within the superblock and serve as a centralized location for community engagement activities. The biggest threat to this location is the risk of gentrification and the pushing out of local families in favor of student housing.

Strengths

Weaknesses

• Has a high level of zoning diversity • Has a high level of population density with a total popultion of 2,059 • Located on multiple CyRide routes • Has many varied types of businesses • Has multiple evocative places

• Has least amount of periphary parking • Low diversity index score of only 28.9 out of 100 due to high resident turn over • Welch is currently a highly trafficed road • Only has one small park

Location 3 - Campus Town

Opportunities

Threats

• Decrease the amount of pedestrian x vehicle and vehicle x bicycle accidents • Economic boost for local buisnesses • Create a centralized location for community engagement activities

• Possible gentrification • Closing Welch to personal vehicles could cause public annoyance

6. Conclusions and further research In closing, the introduction of superblocks helps to instill the feeling of community in both residents and local business owners. Research has also shown the sales have increased by 30% for the businesses located in a superblock (Köllinger 2019). Other proven benefits of superblocks include a reduction of overall traffic, a reduction in nitrogen dioxide and carbon dioxide levels, a reduction of premature deaths, an increase in the average lifespan of superblock residents, and a reduction of the energy load when combined with green design (Roberts 2019, Köllinger 2019, Fraker Jr. 2006). The initially stated focus of this research study concentrated on analyzing the suitability of three individual locations around Ames, Iowa using criteria pulled from relevant literature and a randomized online participant survey (see Appendix A for full form). This study allows for a theoretical visioning of the superblock model in a contrasting setting to what has previously been implemented in the urban centers of Barcelona, Spain, New York City, New York and Tianjin, China. Researching how a superblock hypothetically 28

functions within a more rural community provides insight into how scale, population diversity, population density, and a community’s subjective wants and needs shape superblocks in different global circumstances. In terms of our initial objectives, we successfully examined three different possible superblock locations using a participant survey, GIS analysis, and SWOT analysis and concluded that all three locations are suited as a superblock location depending on the wants, needs, and goals of the Ames city council and the Ames community. While each location can stand alone as an independent superblock, the possibility of using all three locations to create multiple superblocks within the Ames community also stands. This alternative option could influence the current design of communities in smaller cities and reshape the fundamental design of neighborhoods and what it means to be a community in Ames, Iowa.

There are a number of gaps in our knowledge about how superblocks function within smaller, more rural communities and would benefit from additional research, including the rendering of and design of these hypothetical superblocks in the locations that were proposed here: 1. In-depth exploration of how the implementation of a superblock in any of these locations would impact the current traffic flow of vehicular, bicycle, and pedestrian traffic. Further research might compare, for example, how the intersections and streets along the boundaries of the superblock can be redesigned to reach optimal functionality for vehicles and the bus network while the interior of the superblock is optimized for bicycle and pedestrian travel.

2. More research is needed into how a superblock would be spatially designed to create an inclusive place where people of all ages, mobility ranges, and persons with disabilities are made to feel welcomed and can engage with the community. Further research may look into inclusive design principles, placemaking, fun design, eco-design, and neighborhood revitalization to create creative, appealing, and usable common places within the superblock boundaries.

3. Research to develop a system to make superblocks as ‘green’ as possible and reduce carbon dioxide emissions and energy load levels on a smaller scale superblock would be 29

beneficial. Although challenging, it would be very useful in the overarching goal of many cities to become carbon neutral as soon as possible.

Acknowledgements I would like to express my sincerest gratitude to Professor Poplin for her expert advice and encouragement throughout this process and this semester. I would also like to thank May Chau and Elizabeth Mahr for being exceptional research collaborators and friends throughout this semester.

Notes on the contributor Tressa Hobbs is a senior at Iowa State University studying anthropology, international studies, classical studies, and geographic information systems. Her research interests include sustainable mobility, sustainable eco-tourism, the commodification of culture, fictive kinship, archaeology, and geospatial intelligence.

European Perspective Potential Superblock Locations in Vienna Paulina Saurer | University of Applied Sciences Technikum Wien The reduction of motorized traffic is among the main targets of smart cities. To achieve that, the Spanish metropolis Barcelona started the housing project superblocks, or in Catalan, superilles. This project is already a model for many cities. Superblocks are the merging of housing blocks. In Barcelona, the superblocks were combined by a cluster of nine city blocks, in a threeby-three grid.

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By 2019, three of those superblocks were implemented and six more were in the planning process. Within such a superblock cluster, cars are not allowed to go faster than 20 km/h as streets became public spaces and cars are no longer a priority. Also, pedestrians and bikers received separated paths and busses have received their own bus lanes for rapid transit. To push public transport as an alternative to car use, a bus stop was built nearly every 400 meters.

Moreover, those superblocks became a space for entertainment, green space, sports, and social interaction. They further have a positive effect on climate by reducing air pollution and noise emissions, which, paired with the increase in walking and cycling, has a positive influence of peoplesâ&#x20AC;&#x2122; health.

Taking Barcelona as a model, in Vienna three potential superblock locations were identified as well. The project Superbe examines the spatial principal of organisation of a superblock for possible usage in austrian cities. The aims of this project are: 1. Describing urban morphological types of districts for possible usage 2. Create concepts for transformation for the three selected areas in Vienna 3. Formulate general recommondation for transferming districts in Austrian cities to superblocks To identify those three potential superblocks, analysis with GIS, traffic modeling and surveys of the transformation potential were made.

The places for potential superblocks are in three different districts of Vienna: Hernals, Neubau and Favoriten, but they are all characterised by similar characteristics. First is the high density in those areas. Second is the good connection to public transportation. In addition to

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these two characteristics, other aspects are the old building sturcture, as well as there being little green space and trees and a district size between 9,7 hectar and 17 hectar.

Superblocks should be implementated in those three districts step by step. First, a test with a short period, for example, one week, should proof the acceptance and reaction of inhabitants. Further, people can get in contact with the project. The streets are recorded, but there are no structural changes so far.

The second step is the so called â&#x20AC;&#x153;Pilot-Phaseâ&#x20AC;?, which is a longer period of time (from 6 to 12 months), where simple changes are made. In addition, the transformation is scientifically supported and controlled. Citizens can get used to the situation and can contribute suggestions and ideas.

The last step is the permanent transformation to a superblock. Therefore, surveys and evaluations are the basis to make building measurements. Participation is a main object in the planning of a superblock in Vienna. Beside general public transport like busses or cable cars, there will be sharing bikes and cars and collective transportation (Sammeltransport).

With these changes, planners see a high potential for the transformation in the superblocks. There will be more green space and trees as a result of the reduction of public parking places. Further, streets are going to be primarely for pedestrians and bikers, cars will need to adjust their speed or will not allowed to drive at all. In addition, bike parking places will be increased.

References Bausells, M. (2016, May 17). Superblocks to the rescue: Barcelona's plan to give streets back to residents. Retrieved from https://www.theguardian.com/cities/2016/may/17/superblocks-rescue-barcelonaspain-plan-give-streets-back-residents Bliss, L. (2019, September 18). The life-saving benefits of Barcelona's car-free 'superblocks'.

Retrieved from https://www.citylab.com/transportation/2019/09/barcelonasuperblock-car-free-streets-cities-urban-design/597484/ .

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Fraker Jr, H. S. (2006a, October 11). Unforbidden cities (part one). Retrieved from https://www.chinadialogue.net/article/show/single/en/442-Unforbidden-cities-partoneFraker, H. S. (2006b, October 11). Unforbidden cities (part two). Retrieved from https://www.chinadialogue.net/article/show/single/en/444-Unforbidden-cities-part-2Hu, W. (2016, September 30). What New York can learn from Barcelona's 'superblocks'.

Retrieved from https://www.nytimes.com/2016/10/02/nyregion/what-new-york-canlearn-from-barcelonas-superblocks.html Kรถllinger, C. (2019, September 28). Study suggests significant benefits from Barcelona's superblocks. Retrieved from https://www.eltis.org/in-brief/news/study-suggestssignificant-benefits-barcelonas-superblocks Pratt Institute: - NYCHA Superblock: The Plan. (2015, October 27). Retrieved from https://www.theplan.it/eng/webzine/the-plan-award-2015/nycha-superblock Poplin, A. (2020). Exploring Evocative Places and their Characteristics, The Cartographic Journal, published online on March 2, 2020, 2019.1660502?journalCode=ycaj20, DOI: 10.1080/00087041.2019.1660502 Roberts, D. (2019, June) Superblocks: Barcelona's plan to free itself from cars. University of Pennsylvania.

Streetfilms. (2018, August 7). Barcelona superblocks: Change the grid, change your neighborhood [Video file]. Retrieved from https://www.youtube.com/watch?v=jq2yd4QgL5I

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DESIGNING FOR SOCIAL INCLUSION IN URBAN RENEWAL DISTRICTS

ELIZABETH MAHR, VIENNA, AUSTRIA 34

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Designing for Social Inclusion in Urban Renewal Districts May Chau | Iowa State University Abstract Inclusive design can be simply defined as an approach to environment design that emphasizes usage by as many people as possible regardless of their age, ability, and economic or ethnic background. During the standard planning and design process of many built environments, there are barriers that limit the participation of people with disabilities and often their needs are not accounted for. The concept of designing for social inclusion aims to avoid segregating or stigmatizing people with “disabilities” by accommodating human diversity in size, age, health status, and physical functioning in the construction of built environments and creating accessible environments for all persons. This paper aims to advocate for the elderly population by elaborating urban planning features on how to design for “age-friendly” cities.

Through research on various topics such as active aging, urbanization, sustainability, and social needs, the vision for a greener and more inclusive community begins with establishing and redefining the fundamentals of its residents’ aspirations.

Keywords inclusive design, age-friendly cities, elderly, accessibility, superblock 1. Introduction The advancement of technology in modern times has facilitated cities to become more adaptive and responsive to their citizens and in turn, the term “smart city” has risen. The conceptualization of a smart city varies from city to city depending on the level of development, willingness to change and reform, resources, and aspirations of the city’s residents (Smart Cities Mission 2017). The most common understanding of a smart city is a developed urban area that creates sustainable economic development and high quality of life by excelling in multiple key areas like housing, transportation, sanitation, utilities, land use, communication, economy environment, governance, people and living conditions (Synnott 2018). According to the Smart City Ecosystem Model, (Chan 2018) a substantial ingredient concerning smart cities is the concept of connectivity. Connectivity, in relevance to smart cities, can be perceived and discussed in numerous outlooks (i.e. physical connection of roads and paths, connection between citizens and their governing body, between the community and the physical 36

environment, etc). The germination of a wholesome smart city begins with the melding of citizens, the community, the environment, and technology in terms of connectivity and sustainability. This paper discusses the connectivity between citizens, the community, and the environment.

Advanced technology has not only provided solutions for a smart city, but offers an evolution in medicine and disease control, improvement in hygiene, and more efficient production in agriculture- significant contributors in the decreasing death rates and exponential growth of the human population in the past century (Maguire 2018). As a result, population aging and urbanization are the culmination of successful human development during last century.

Population aging is taking place in nearly all the countries of the world. Aging results from decreasing mortality, and, most importantly, declining fertility. This process leads to a relative reduction in the proportion of children and to an increase in the share of people in the main working ages and of older persons in the population. The global share of older people (aged 60 years or over) increased from 9.2 per cent in 1990 to 11.7 per cent in 2013 and will continue to grow as a proportion of the world population, reaching 21.1 percent by 2050 (National Development Council 2013).

Issues involving aging in society are unique in each country, but require a flexible and evolving environment to compensate for physical and social changes associated with growing old (Steels 2015). As people age, requirements for more specialized and resource intensive services increase as their functional capabilities decrease. To encourage world cities to plan for aging as an integral part of planning the built and social environment, the World Health Organization initiated a global, collaborative project in 2005 to identify the key features of an â&#x20AC;&#x153;age-friendlyâ&#x20AC;? city that would be meaningful to communities in developing as well as in developed countries. Innovations regarding the design and organization of urban spaces and activities have promoted the transition to a greener future as well as offer solutions to prominent problems of urban mobility that affect the livelihoods of inhabitants. However, during the typical planning and design process of urban renewal areas, there is a tendency to emphasize on the physical comforts and safety needs of elderly people in the built environment while their social needs are often disregarded (Yung and Conejos and Chan 2016).

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The purpose of this paper is to provide an updated set of age-friendly and accessibilityfriendly urban features to design for universal social inclusion through a proposed Superblock for a district in Ames, Iowa that includes developing spaces aiming to provoke emotions, stimulate interaction between people of the community and the spaces they share to enhance their quality of life as well as increase safety, opportunities, and efficiency. The outline may guide a city’s self-assessment and serve as a tool for community advocacy and fundamentals of its residents’ aspirations.

2. Literature Review 2.1. Aging population Demographic aging and urbanization are converging global trends with significant implications for human development in the twenty-first century. The number of people aged 60 years and over as a proportion of the global population will double from 11% in 2006 to 22% by 2050, by which time there will be more older people than children (aged 0–14 years) in the population for the first time in human history (WHO 2005). The elderly population sector is a resource for their families and communities, and for the economies in the cities where they live.

However, to tap the potential that older people represent for continued human development, cities must ensure their inclusion and full access to urban spaces, structures, and services.

(Plouffe and Kalache 2010).

Changes in socio-economic, cultural and political environments have occurred resulting in elderly people obtaining more education, better health, and higher incomes in comparison to past generations. Such factors have enabled present and future generations of this population sector to not only have a longer life expectancy, but also have more time for leisure, recreational and learning activities. Therefore, their needs and expectations of outdoors and open spaces have also changed. For this sector of the population, open spaces in the community are important for enhancing social interaction and active aging. The World Health Organization defines “active aging” as the process of “optimizing opportunities for health, participation and security in order to enhance quality of life as people age” (WHO 2002).

2.2. Aging in Hong Kong In 2015, a study in Hong Kong took place due to their population aging at a rapid unprecedented speed. Their elderly population (aged 65 and over) was 14% of the total 38

population in 2012 and projected to be 23% by the year 2025 (Census and Statistics Department 2012). Elderly populations usually cluster around older districts that experience rapid urban deterioration that according to government policy agenda, were areas in need of urban renewal.

For cities like Hong Kong, with highly dense populations and a problem of land scarcity and development priorities, open spaces are generally inadequate as well as unsatisfactory- both in quantity and quality (Hong Kong Planning Department 2011; Tang & Wong 2008). Moreover, the planning of urban spaces does not effectively address or incorporate the need to promote social well-being for the elderly. There is a lack of inclusive and comprehensive planning for aging societies.

According to the Hong Kong Department of Health (2010), 49.4% of people aged 65-74 and 41.9% aged 75 and older are either overweight or obese. Of these people, 18.7% aged 65-74 and 30.9% aged 75 and older are classified as having â&#x20AC;&#x153;lowâ&#x20AC;? levels of physical activity. One of the most effective preventions of dementia is an active lifestyle and partaking in frequent social interaction with other individuals (Hong Kong Alzheimer's Disease Association 2015).

Situations like these validate the need to create more open spaces to foster the well-being and active aging of elderly populations.

Newly planned developments and districts are often based upon standard planning and design guidelines. The intention of the study was to identify whether the social needs and wellbeing of the elderly are taken into consideration in those guidelines in regards to the usage of public spaces in urban renewal districts and how to better integrate them. To carry out the study, two urban renewal districts in Hong Kong- Kwun Tong and Sham Shui Po were selected in the conduction of eight focus groups in elderly community centers. Open ended questions were utilized in the focus group settings to unveil what the elderly truly desired. Results of the study indicated that elderly populations consider their most important needs to be: 1) social and physical activities, 2) community life facilities and services, 3) social network, and 4) a clean and pleasant environment.

2.3. Transport influence on urban planning Due to car-dependency in cities worldwide, city planning has resulted in low levels of physical activity (PA) resulting in sedentary lifestyles and high levels of environmental pollution (i.e. air pollution, noise, and anthropogenic heat). Modern-day contemporary cities devote 39

approximately 70% of public space to accommodate motor vehicles whereas sustainable design suggests no more than 25% (Barcelona Urban Ecology Agency 2018; Dávalos et al. 2016). This design mechanism leaves little space left for cities to assign for public open and green spaces which are crucial in the fostering of community well-being. The reclaim of these spaces for recreational and community activities would not only add aesthetical appeal but could assist in urban resilience and climate change adaptation to control air and noise pollution, cooling through shade and evapo-transpiration of water, etc.

2.4. Barcelona superblock model and its history Ildelfons Cerda, a 19th century progressive Catalan urban planner, had an original plan for the “extension” of Barcelona: Eixample (Urbano Lorente 2016). Exiample was a revolutionary design of a gridded neighborhood called a “superblock” and at its core- the belief that the city should breathe, for both ideological and public health reasons. He considered human needs for natural lighting, ventilation, open space and greenery, and a transport network that accommodated pedestrians, public tram lines, even horse-drawn carriages. As the years moved on with urban development, Barcelona’s streets inevitably became choke-filled with concrete structures, cars, and traffic that led to air and noise pollution levels that went far beyond WHO limits, causing many negative effects such as a large health burden within the city.

By 2016, Barcelona faced excessive pollution and noise levels. Several studies showed that air pollution alone in Barcelona’s metro area caused 3,500 premature deaths annually and effected local ecosystems and agriculture. Barcelona and 35 other cities in its surrounding area consistently failed to meet European established air quality targets. Poor quality of factors in the environment affect human health. In 2007, research and studies done by the Center for Research in Environmental Epidemiology suggest that by reducing pollution in Barcelona to concentrations set by the EU would prevent 1,200 deaths a year in the city (Mueller 2019).

Reaching EU-mandated levels for nitrogen dioxide levels alone would mean a rise in life expectancy, significantly fewer asthma attacks, cases of acute bronchitis, and cardiovascularrelated hospitalizations.

The construction of Superblocks are intended to transform the city into sustainable, healthy, compact and connected neighborhoods with a mixed land use, and high potential for social capital. It aims to provide solutions to main problems caused by negative effects of the 40

current situation due to urban mobility and improve both the availability and quality of public spaces and pedestrian traffic. Achieving these goals means moving away from car hegemony by modifying the basic road network and establishing different routes for each mode of transportation. The Superblock model proposes to reclaim space for people, reduce motorized transport, promote sustainable mobility and active lifestyles, provide urban greening and mitigate the effects of climate change (Rueda 2018). A public consortium, Urban Ecology Agency (BCNEcologia), integrated into the Barcelona City Council, has developed a total of 503 Superblocks that plan to stretch over the city of Barcelona.

Source: ISGLOBAL

Other goals include significantly improving urban quality, reducing environmental impacts of vehicles, increasing quality of life of residents and visitors, enhancing social cohesion and increasing economic activity. The implementation of Superblocks, motorized traffic is expected to decrease considerably and basic road traffic is expected to be less congested due to avoided turns into the Superblocks (Rueda 2018). Alongside reconfiguring transport networks, public spaces are planned and the model foresees the development of public open and green spaces throughout the city- plazas, parks, green corridors, and general greening in and out of Superblocks. By mid 2019, the Barcelona City Council has implemented three Superblocks: Poblenou, San Antoni, and Horta neighborhoods.

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Methods being used to measure the success of Superblocks include utilizing a comparative risk assessment framework, and followed standard health impact assessment methodologies, comparing the baseline situation with the counterfactual scenario (i.e.

Superblocks). These methods assist in scaling and calculating available risk estimates in the health impacts, preventable premature mortality, changes in life expectancy and economic impacts related to Superblocks. Resulting from the implementation of this urban planning model, there is an anticipation of changes expected in a) health (preventable premature mortality, changes in life expectancy, transport-related physical activity) and b) economic impacts (air pollution, road traffic noise, mitigation of the UHI effect through heat reductions, etc). With the development of 503 Superblocks, there are an estimated 667 preventable premature deaths annually (Mueller 2019).

In conclusion, the Barcelona Superblock model poses as a promising urban planning design as well as a public health strategy by reclaiming public space for its citizens and assisting the city in becoming a cleaner, greener, more physically active environment, resilient to climate changes through the modification of urban and transport structures. The model presents a magnitude of estimated health impacts with its potential to prevent premature mortality and increase life expectancy considerably through air pollution, noise and heat, and increasing access to green spaces and transport-related physical activity performance.

3. Research focus The research of this paper revolved around the question: “How do you incorporate design for social inclusion in regards to urban planning?” Primarily, the research focused around the elderly population sector and those who have functional disabilities such as mobility and visual impairments. Technicalities of safety and physical needs for these population sectors are typically addressed during the planning and design process of built environments, however what they want and their social needs are often disregarded and looked over. Through the conducted research of this project, the main goal was to develop and implement a case study to further investigate and update guidelines about “age-friendly” cities and how to promote the connection between elderly citizens and their community based upon their social needs and desires. The design of this study is specifically planted in a Superblock setting but the model and features could be applied in any urban plan of a community.

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The intent of designing a community that cultivates social inclusion for the elderly will utilize the concepts of inclusive design, age-friendly cities, superblocks and accessibility standards. For this particular research study, a district of Ames, Iowa was designated for redevelopment into a proposed superblock. The values and integration of these elements in alignment with urban planning aims to strengthen community connectivity between citizens and their relationships by creating an environment that stimulates interaction and the formation of bonds. Alongside these goals, general aspirations of this research hopes to enhance the quality of life of citizens and their well-being.

4. Research methodology The 2004 ADAAG and 2010 ADA standards for Accessible Design were utilized to define what the elderly needed in terms of technical safety needs, physical comforts, and accessibility. Researching deeper into the elderly and their needs and desires required the examination of various articles and case studies elaborating on the topics of population aging, active aging, and the development of age-friendly cities and its framework. Through this process, it crafted a better understanding of the elderly population sector and their necessities.

Indicating the elderly’s social needs formed the foundation that was utilized to develop a novel design for them in regards to urban planning.

A survey was then conducted to assess the connection between Ames and its citizens in terms of satisfaction and aspirations for the city’s public spaces. The survey collected demographics of respondents such as: age, racial ethnicities, if they live or have lived in Ames, and requested that they distinguish what they would like more of implemented in Ames and tell of their own personal pleasant experiences in public spaces of other cities. From the demographics, the age groups of 35-45 years old, 55-64 years old, and 64 and older were extracted for the focus of the research. Choosing these three age groups provided insight on not only present day elders but future generations of elders as well. The results of the survey were then dissected and compared to the previous case studies and research done prior to further observe changes and similarities.

Exploring the concepts and models of Superblocks and “15-minute cities” came next to determine the design method of urban planning to be implemented for the study. Articles and videos about the two helped clarify the differences and how each was organized and planned.

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Superblocks was chosen because of the benefits uncovered and discovered during the researching stage. Incorporating the needs of the elderly and the objectives of the study required a promising area for redevelopment and an overall analysis of Ames was taken under consideration and evaluated. The district with the greatest amount of potential to succeed as a Superblock in the city was chosen to undergo the intended redesign and development as Amesâ&#x20AC;&#x2122; Superblock prototype.

A map of the selected urban renewal district and its streets were then analyzed to distinguish and form a perimeter surrounding the Superblock for traffic flow. By defining a border for the Superblock, it determined the area available for the proposed design implementations and features. The Superblock model directed the traffic flow around the area rather than through it, therefore the design ridded the streets of vehicles and parking which in turn opened up the space. An assessment of the area underwent to determine where green spaces could emerge as well the establishment of public and social events, playful interventions, places to engage and gather, community gardens and public seating. The process of design and planning of the new development in Ames involved test designs, spatial analysis, visualizations and sketching and then the usage of Adobe Photoshop enabled the space and design to take visual and rendered forms.

5. Results 5.1. Results of the online survey The conducted survey for this study included 15 questions and received 261 responses.

The questionnaire and the answers available to the participants of this survey can be found in the Appendix B. The responses to Question 3 were used to segregate the following age groups for the study: 1) 35-45 years old, 2) 55-64 years old, and 3) 64 years old and older. Question 4 determined their familiarity and interaction with Ames.

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Questions 5 and 6 were used to observe their satisfaction levels with the cityâ&#x20AC;&#x2122;s public spaces and accessibility.

Question 7 helped evaluate their thoughts about the amount of public spaces in Ames.

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Question 9 was used for the comprehension and awareness of what people wanted more of to be implemented in the community and city.

Question 13 was an open-ended question that collected raw data of peoplesâ&#x20AC;&#x2122; pleasant experiences in other cities.

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The research done for this study concluded that the extent of which older people participate in the social, civic, and economic life of the city is linked to their experience of inclusion. Through the research and the WHO guidebook of the â&#x20AC;&#x153;age-friendlyâ&#x20AC;? city, a compilation of their most important and wanted needs was condensed to: 1) participation in

social events and physical activities, 2) community life facilities and services, 3) social network, 4) a clean and pleasant outdoor space and environment, and 5) respect and social inclusion.

5.2. Site proposal The proposed site for the Superblock implementation was chosen for present benefits and optimal success rates through spatial analysis and evaluation of the city of Ames. However, based on the responses to Question 10 in which they had to indicate which ward they believed would be the most ideal for design implementations- the community of Ames also agreed with the site selection: Ward 1 (Main Street/downtown Ames).

Downtown Ames was designated to be the proposed site for the study because it already presented an exceeding amount of historical culture of the city as well elements that the community desired including some green spaces and gathering spaces such as Bandshell Park that is a city facility for public events.

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The following graphic is a spatial analysis diagram behind the district selection for urban renewal. The green area is the proposed site of Superblock with the red lines defining the reconfigured traffic flow. Areas circled in blue are present public parking zones and the orange identifies Bandshell Park and Ames Electric Power Plant.

The idea and intention revolving this particular site choice is to revitalize and build upon what is currently available to meet the objectives of this study rather than endure and undergo

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drastic reconstruction. By going down that path, it would intensely reduce the grand total of the project. With the new design implementations, the goal is to resuscitate the area by attracting more visitors to frequently want to occupy the space and interact with each other.

As a result of the reconfigured traffic flow and ambition to reduce usage of motorized vehicles to encourage a greener and more sustainable environment, the design proposes the erection of new bus stops along the perimeter of the Superblock. The previous diagram displays existing bus stops in white circles and proposed new bus stops in yellow circles.

Upon each entry into the Superblock from the now closed off streets, visitors will be able to tell they have entered its boundaries because of high contrast street paint. Large fonts on high contrasting colors are advised by ADA standard guidelines for elders and people who are visually impaired because they increase awareness and visibility.

5.3. Community facility proposal From the results and research of this study, the elderly population indicated that community life facilities and services was one of their top desires. The diagram below suggests a location for the development of a community center that follows ADA standard guidelines for accessibility and offers services such as a much smaller library since Ames Public Library presently exists down the street, a lounging area for interaction between citizens, a bar, and a salon. The location is prime because the design offers a bus stop right in front of the facility and 49

there are many options for social interaction within one space. ADA standard guidelines would be enforced throughout the entire construction of the facility to provide optimal comfort and accessibility for elders and people with disabilities, but can be taken advantage of and occupied by all persons.

Renderings of the proposed spaces and services were created using Revit and are demonstrated in the next five figures.

1 Lobby 50

2 Bar

3 Lounge

4 Library

5 Salon

5.4. Green space allocations To address the inclination for more green spaces, gathering spaces, and community gardens concluded through research and expressed by not only the elderly but by survey respondents as well, the diagram below specifies locations for developments to satisfy their desires. The location labeled 1 could also be utilized as a place to hold small-scale public events

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in comparison to Bandshell park. Location 2 represents more of a community garden setting and Location 3 offers pathways for walking leisure.

5.5. Giving back streets to pedestrians The remainder of the streets of the Superblock maximizes opportunities for an extensive amount of creativity. Public seating and shade could line up outside of stores and cafes are existing in the area, street vendors could provide more shopping experiences without having to construct new stores and buildings, and playful inventions could occur in every nook and cranny. The diagram below indicates the remaining areas for these opportunities.

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The gridded layout of the studyâ&#x20AC;&#x2122;s proposed site that already exists enables a transformation into a Superblock with ease. The concept of Superblock model is meant to reclaim the streets from motorized vehicles and give them back for pedestrian usage. With the restriction of vehicles, the streets already presently in place open up into spacious and safe areas for all persons to occupy and interact with each other with less worry of traffic and dangers concerning urban mobility. For example, the diagram below shows what Main Street looks like running from Kellogg Avenue to Burnett Avenue.

These next two images are before and after what the street would look with the implementation of Superblocks in downtown Ames. The changes depicted in the photographs validate how simply the modifications and additions could coincide with the pre-existing space.

Exterior buildings may remain untouched and sustained and heavy construction does not take place in order to provide areas for social interaction amongst the community. The contribution of a bit more greenery and public seating outdoors generate not only a more vibrant environment but advocates for outdoor activity and societal inclusivity within the existing community. The new spatial design offers an environment that meets the guidelines of an â&#x20AC;&#x153;age-

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friendlyâ&#x20AC;? city and satisfies the aspirations of the elderly population sector to feel socially included amongst the rest of the residents of Ames.

Before

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After

6. Conclusions and further research The construction of environments built to ADA standard guidelines are not enough to ensure an individual’s full and healthy life. There is so much more to being a human than the physical function capacities. While designing for social inclusion, human life and their well-being are taken into consideration to assist in enhancing the quality of life of citizens. In regards to urban planning, designing for social inclusion requires knowing and understanding what the citizens of the city want and incorporating into the communal environment but also provides solutions to issues concerning built environments and population aging.

Open spaces in the community are important for enhancing social interaction and active aging amongst all ages. The outside environment and public buildings have a major impact on the mobility, independence and quality of life of older people and affect their ability to “age in place.” Active aging is a life-long process and the results of this study concludes that the basis of peoples’ social needs are fairly similar despite what age they are. Therefore, the standard guidelines for planning and designing built environments in urban planning should be in conjunction with the concepts of inclusive design and social inclusion to optimize opportunities for all persons of the community. Research has indicated that social participation and social support are strongly connected to good health and well-being throughout life (WHO 2007). The exclusion of individuals due to lack of accessibility and opportunities diminishes the connectivity within a community regardless of location.

When given the option of an open-ended question, the raw data shows that people's pleasant experiences gravitate towards outdoor activities. Out of the 261 responses that survey received, all of the answers fell under the categories of recreation, music, public events, green spaces, nature and water, and a healthy lifestyle through exercise and more options for active partake. The citizens of Ames do not want more public spaces, they aspire for more options amongst those spaces.

The Superblock model poses as a promising method of urban planning because it accommodates a balance between urban mobility and pedestrian zones that assists the city to become a cleaner, greener, more physically active and sustainable environment. Downtown Ames is a location within the city that has the capability to be converted into a Superblock with its surplus of space for refreshing amenities to emerge. With the adoption of the model in the 55

proximity of Ames, the vision of a more interconnected community between its residents is not far out of reach.

Acknowledgements I would like to thank Professor Alenka Poplin for opening the doors of urban design and planning into my life- an area of research that was once unknown territory to me. With her guidance and patience, I have gained an abundance of knowledge and a better understanding of what goes into the design process and analysis of community regional planning. Aside from academic studies, Professor Poplin has also further enforced and validated my personal beliefs about how to treat other individuals and the significance of human relationships. The love she has for her students, her love and hopes for life, her open mind and optimism has left a lasting impression on myself and fellow peers.

I would also like to thank my peers for their support and creative minds. In particular, I would like to especially express gratitude to Elizabeth Mahr and Tressa Hobbs for being exceptional group mates and assisting me in receiving data for my research project. Through the studio, our trio fostered a friendship that has surpassed the perimeter of the classroom. Their encouragement, suggestions, and reassurance helped me keep my head up during difficult times and cross the finish line.

Notes on the contributor May is a people-centered creator with a passion for designing spaces that provoke emotions, interactions, and the formation of relationships between individuals that occupy and share the space.

Although she will receive her bachelors in Interior Design in Spring 2020, she identifies as a multi-disciplinary designer with her out-ofthe-box creativity and contagious enthusiasm for all things design.

In her freetime, she enjoys model-making, carpentry construction, and all forms of craft that enables her to produce things from scratch.

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References Albino, V., Berardi, U., and Dangelico, R. M. (2015) Smart Cities: Definitions, Dimensions, Performance, and Initiatives, Journal of Urban Technology, 22:1, 3-21, DOI: 10.1080/10630732.2014.942092 Chan, B. (2018) “A Smart City Ecosystem Framework for Building Sustainable Smart Cities.”

Strategy of Things, strategyofthings.io/smart-city-ecosystem.

Maguire, S. (2018) “Why Has the World Population Grown so Much so Quickly?” The Lighthouse, Macquarie University,lighthouse.mq.edu.au/article/why-has-the-world-populationgrown-so-much-in-the-past-century.

Mueller, N. et al. (2019) “Changing the Urban Design of Cities for Health: The Superblock Model.” Environment International, vol. 134, p. 105132., doi:10.1016/j.envint.2019.105132.

Rueda, S. (2019) Integrating Human Health into Urban and Transport Planning: a Framework. Springer.

Steels, S. (2015) “Key Characteristics of Age-Friendly Cities and Communities: A Review.”

Cities, Pergamon, www.sciencedirect.com/science/article/abs/pii/S0264275115000190?via%3Dihub.

Synnott, P. (2018) “Smart Cities! Smart Communities! Smart Geography!” LinkedIn, www.linkedin.com/pulse/smart-cities-communities-geography-paul-synnott/.

United Nations, Department of Economic and Social Affairs, Population Division (2013).

World Population Ageing 2013. ST/ESA/SER.A/348.

Urbano, J. (2016) “The Cerdà Plan for the Expansion of Barcelona: A Model for Modern City Planning.” Focus, vol. 12, no. 1, 2016, doi:10.15368/focus.2016v12n1.2.

“What Is Smart City.” SMART CITIES MISSION, Government of India, smartcities.gov.in/content/innerpage/what-is-smart-city.php.

Yung, E. H.k. (2016) “Social Needs of the Elderly and Active Aging in Public Open Spaces in Urban Renewal.” Cities, vol. 52, 2016, pp. 114–122., doi:10.1016/j.cities.2015.11.022.

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[FUN]CTIONAL CITIES

STEPHEN POPLIN, VIENNA, AUSTRIA 59

FUNctional Cities Elizabeth Mahr | Iowa State University Abstract This paper investigates the use of “play” in today’s urban fabric in a trifold exploration.

First, we define the act of playfulness and work to categorize the elements that can be created within that boundary. Then we discuss how cities around the globe incorporate playfulness into the mundane world, and how play affects the way in which a person interacts with their day-today life. Lastly, we apply this knowledge to a region of Ames and examine the opportunities presented in adding “playful” interventions to a space in an attempt to revitalize an area as well as reevaluate how this affects inhabitants’ behavior. Our end goal is to understand how playful design can be categorized between people technology and art, and to apply each of these factors to different zones of the hypothetical superblock in Ames.

Keywords playfulness, superblock, urban revitalization, city interventions, Ames 1.

Introduction As a student and avid traveler, I have had the opportunity to visit fourteen countries and

the ones that stand out the most to me in memory are the ones that evoked feelings of discovery, color, wonderment and playfulness. Italy, Austria and Mexico come to mind right away. The use of bright colors coupled with the spaces that encourage interaction, either solo or with others, tended to spark an immediate interest in me. As an architecture major, it is in my nature to wonder about how a person interacts with a space and how that can be improved. As a generally curious person, the idea of integrating playfulness into my every day adult life seemed like the perfect combination of these passions. Investigating how a space is occupied and what makes people want to use a space are critical to architectural design so applying this to a city scale is a new concept for me. I have a specific interest in civic architecture and would like to focus on spaces that are available for everyone. For this reason, I believe that planning an urban with pedestrian and resident usage in mind is a great way to apply my particular set of skills.

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Additional motivation for my project is provided by the previous studies done in this DSN 546 Smart Mobility in Smart Cities option studio as well as the survey that I, and two group members, designed and executed. This course functioned in a step by step process that built on notions of sustainability and progressed through theoretical, innovative and participatory developments. It highlighted what Ames residents thought of the current civic spaces in our city and how they could be enhanced. We surveyed 261 people and found that the number of people satisfied with how many public spaces there are in Ames is underwhelming at best.

While almost no one thinks that there were too many, it is about a 45:55 percent ratio between people that believe there aren’t enough public spaces in Ames and people that think there are just the right amount, respectively. The fact that almost half of the participants believes there isn’t enough public space in Ames is a reason for us to suspect that the other half isn’t even aware that this is an issue. Another survey question highlights the types of spaces people believe could improve Ames and its diverse response shows us that there is, in fact, a market for this type of urban revitalization. The top three answers show an interest in public events, street art, and “playful interventions” which include things like bus stop swing sets, trampoline sidewalks and other fun variations of normal civic objects.

From there, I explore how some of these implementations could be received by community members. This lead us to the study of a “superblock” – an up and coming civic revitalization project that is popping up in the US, Barcelona and China (Kan, 2017).

Superblocks reevaluate a city’s infrastructure from a pedestrian scale, often closing multiple adjacent blocks down to external traffic (aside from resident and emergency vehicles) and adding elements such as playgrounds or gathering spaces to make a part of the city more enjoyable for its occupants. In my project, I apply the knowledge I have gained of playful design and how it is categorized to a hypothetical superblock in downtown Ames, Iowa. If it were ever implemented, this could give us some insight into what may be successful or not when it comes to designing a playful city.

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2.

Putting the Fun in Functional

2.1 Defining Playfulness Webster Dictionary defines play as “engaging in activity for enjoyment and recreation rather than for serious or practical purpose.” As we age, it seems that opportunities for play become increasingly absent in our lives. However, cities around the world are integrating playfulness into their everyday environments and it is significantly changing how people interact with the world around them. Playful design is a subgroup of design that takes ordinary aspects of our lives and utilizes changes – small to large – in the urban fabric around us to evoke a sense of amusement, giddiness and exploration. So what is playful design exactly? The article titled Playin’ in the City (Ackermann et al., 2016) compares playfulness to actors on a stage that participate in improvisation rather than reading scripted lines. Quoting The Image of the City, “Moving elements in a city, and in particular the people and their activities, are as important as the stationary physical parts. We are not simply observers of this spectacle, but are ourselves a part of it, on the stage with other participants (Lynch, 1960).”

Our ability as humans to actively recognize ourselves in our surroundings and interact with them on a level of almost unprofessionalism is such that we find ourselves having feelings of fun or lightheartedness while participating in the most commonplace acts. So where does playful design come from and how does it reshape our mundane surroundings? We can begin to discuss who creates it, who engages with it and the psychology in how it has the potential to improve livelihoods, but let’s start with the components of playful design and how they are categorized.

Cities around the globe including Barcelona, Edinburgh, Minneapolis and Udine are starting to use playful design to increase livelihood and to promote better wellbeing. Ranging from a single colorful bench to a mural on the side of a building to a bus stops that double as swing sets; playful design can be as small or as large scale as necessary to add excitement to everyday life.

Maybe sometimes it is not intentional but regardless, playful design can generally be used to better connect our communities. This can be organized into three distinct categories: connection through people, through technology and through art. Playful design can also be 62

integrated as a part of a city as a whole or as site-specific experiments such as seen in “superblocks,” but we can break all of this down further yet.

2.2 Implementations of Play In the article “Playful Urban Spaces” by de Souza et al. (2009), municipal spaces are outlined as becoming playful spaces when: - The boundaries between play and ordinary life are blurred or challenged.

- The feeling of immersion in the play space becomes an immersion in the physical space of daily activities and even a way of rediscovering familiar urban spaces.

- “Freedom” is related to spontaneity – movement through space without a prior blueprint or plan.

When it comes to design, planning can be done at all scales. Playfulness can be experiences with something as simple as a QR code on a sidewalk that reveals a knock-knock joke when scanned. It can also be implemented at a grander scale. Ames, Iowa, for example, has unwittingly created a scavenger hunt with statues of their Cyhawk mascot. Placed in random locations within the city limits (shown in Figure 1), each of the 30 statues are decorated differently to react to their location. With grand scale installations like this one, there needs to be a discussion on how (and by whom) they are implemented as well as how they are received. In this particular case, the 30 statues were auctioned off by the city of Ames, purchased by mainly local businesses, and then decorated by various artists from the community. They were

Figure 1 - Ames Map of Cy Statues - Created by Elizabeth Mahr

erected in 2014 and only meant to stay up for a few months but because they were so well received, the statues still remain and searching for / photographing them all has become a common Ames pastime. In my research, these sorts of installations are most successful when a city takes it upon itself to start a grassroots movement (such as the 30 blank statues) and encourage the locals to decide how the project actually takes shape.

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Furthermore, integrating artful additions into a space, especially when art is done by someone local or important to a community, can bring a sense of belong and value to an area.

Many cities use a lot of colorful interventions such as street art, murals on the sides of buildings, or colorful furniture often in bright, appealing colors. Studies show that color is often classified as the most important visual element in forming urban spaces, as it can have effects on not only spatial perception and readability, but also a personâ&#x20AC;&#x2122;s psyche (Molanaie, 2017). The author goes on to discuss how hue, brightness and richness influence how a person interacts with a space, particularly if they have positive or negative sensations while in a specific urban area. The article states that it is critical to employ a correct management process to implement the right decision about its urban design. For this reason, it would seem that urban planners would be the idea candidate for designing street level interventions, while architects could have a focus on the street and the buildings as well. Additionally, agencies like Colour You City (colouryourcity.com, n.d.) are specifically trained to come into an area, conduct chromatic studies and suggest how a combination of research, creative placemaking, and public art can be applied to increase the likeability of a space or city. Their goal is to use color â&#x20AC;&#x153;consciously and imaginatively to enrich the built environment and elevate wellbeing.â&#x20AC;? Building intriguing spaces would be a universal goal when planning or designing anything in the built environment.

2.3 Engaging People with Play The common denominator here is interactiveness and how a person interrelates with their surroundings, mostly through the use of senses and exchanges with people or objects.

Without the player, there is no play which means that to be categorized as playful, a space would need to not only inhabit people but also create a landscape to interact with. Think of playgrounds, but at a scale more inclusive to all ages and abilities, that have the opportunity to create a sense of community. Some playful cities, like Edinburgh, strive to employ the use of games to understand how a city is set up (Ovenden, 2013). Projects like Urban Thinkscape aim to create opportunities for play in everyday life by utilizing games that require collaboration through cognitive function and human interaction (Golinkoff, R.M. et. Al. 2015). The playable city then becomes a tool to reinforce a sense of community and offers the ability to create relationships between people that may not have previously existed. The goal of a playful city is to bring fun to a community. This could be in the form of large gathering spaces that bring 64

people together for events or even just outside on a nice day. Amphitheaters, splash pads, and sports courts would also create a similar situation where people would have the opportunity to interact with each other and their cities.

2.4 Technology Supported Playfulness In the ever advancing world of innovation, we as humans grow more and more reliant on our technology. In fact, most of us hold all of the world’s information in the palm of our hand.

There is a common conception that the more reliant we become on our tech, the more divided we become (Norman, 2011). When it comes to playful design, technology has the potential of bring people together. Instead of fighting for spaces that are more organic and technology free, we should be embracing it. The chances of our reverting to a time when technology wasn’t so abundant are obviously low so we should accept this and use it to our advantage. That is the main point after all: to advance. The use of technology to bring people back together is almost poetic in this sense. The article From Smart Cities to Playable Cities discusses how society should embrace technology as a tool that isn’t going away and should therefore be utilized. The author writes that “Intelligent technology and embedded smartness can help us visualize our playful thoughts and make them perceptible using new media, fostering the idea that these can be translated in changes – both relational and physical – in our environment” (Perna, 2018). In the age of Facebook and Snapchat, we often determine how successful these urban revitalization strategies by how likely people are to take pictures of it, or even more telling: how likely a people are to take a picture with it. Art is often publicized through the use of technology and with smartphones in our hands, it can be done instantaneously. Technology then becomes the driving force behind how we experience the world around us.

2.5 Superblocks Superblocks are an up and coming urban interruption that are used to reduce external traffic and reduce sound and air pollution while also creating a safe environment and a stronger sense of community for inhabitants. The most commonly known superblock is currently in Barcelona, Spain, where nine city blocks were closed to traffic with the exceptions of emergency personnel and residents that lived within the nine square blocks (Schrenk et al, 2002). In this area, streets were noticeably less crowded, more breathable, and much quieter. This opened up 65

possibilities for gathering spaces and became a vital solution to uniting urban planning with mobility and community. Superblocks could easily become an integral location to test playful design. An area designed specifically with human interaction in mind has the potential to be an ideal place for elements to encourage human engagement, especially when used as a tool for promoting well-being, inspiring curiosity, and boosting feelings of exploration and childlike wonderment in everyday objects and experiences.

3.

Research Focus My goal for this project is trifold. I want to 1) explore what we mean by “play” and how it

affects a space, 2) discuss how it is categorized and how it can be applied to the urban fabric of a city, and 3) explore how these findings can be applied to a superblock in Ames, Iowa. In the course of this project, I attempted to discover what exactly we mean when we talk about playful design as well as how it is integrated into a community. We try to figure out who would be in charge of making those decisions and how the impacted community could have a hand in developing their own civic spaces. Lastly, I set up a theoretical superblock with zones designated with different design typologies to understand what has the most potential for success if this were to every be put into place. Lastly, we are trying to see if these theories and revitalizations could apply to Ames and how that might be possible. We can then dig deeper into how human interaction, technology and art shape our environments as well as how we interact with the world around us. We can try to use “play” as a tool to learn more about the ways that people immerse (or don’t immerse) themselves in their surroundings and challenged the boundaries between ordinary life and playfulness.

4.

Research Methodology During the course of the semester, I studied how playful design is defined, categorized and

utilized. I also studied superblocks in detail. These two topics were an interest to me from the very beginning and the way the course was set up allowed me to research them in a pragmatic, step-by-step process that continually built upon itself. Understanding how humans interact with any sort of space is an essential part of a design, so the research that I did at the beginning was geared more towards people. The goal for this semester was to create a project that could actively test some theories about how people interact with a space designated for play. The stray 66

away from normal relationships with one’s surroundings is a fascinating topic and to see how the boundaries between playful experiences versus normal everyday living can be blurred proved to be an interesting exploit.

The semester began with understanding what exactly smart mobility consists of, and the Barcelona Superblocks made their first appearance in our classroom. This set off a chain reaction between myself and other students who were increasingly interested in this topic. This led us to explore how a similar system could be utilized in Ames and how it would be received by the public. We set up a survey that got 261 responses in order to understand Ames’ relationship with their current public spaces. We deduced that a superblock in Ames could be a well-received project and from their each took an interest in a specific part of the adding this new methodology to Ames. In my case, I had a particular interest in playfulness and color and how that can be implemented in the selected superblock.

From there, I needed to catalog playful interventions and categorize them based on their characteristics. This lead to the three categories outlined in this paper: connection through people, connection through technology and connection through art. The graphics on the following page (Figures 2 and 3) continue to break down these categories by departmentalizing further and giving examples of each typology. Figure 2 first breaks down how playful design can be organized between people, technology and art, and what each of these categories entail.

Figure 3 gives just a few examples of playful design between categories. Connection through people lays out a series of activities or spaces that would likely put a user in contact with at least one other person. Of course not always, and there is sometimes the option to not interact, but mainly this type of design is meant to stimulate conversation and make connections with a person’s community. Technology is an element in most of our lives that is not going away so design that embraces technology likely has a greater chance of being not only accepted but actually utilized by community members. Lastly there is art that makes a statement, either by being big, bold and beautiful or being a showcase for the creativity of local artists. This could be done by an artist that is well known by the community or by someone that is a resident themselves. It could also be a series of all of the above, but the point is to start conversations and enhance the aesthetic appeal of a space by making it more lively and interesting. By understanding “playfulness” better, I could then start to experiment with how to apply them to 67

Ames. Because of the pre-existing conditions, the chosen superblock location was ideal since it would already be attracting a large array of people. Lastly, I studied the Ames superblock and decided to section it out in a way that if it were ever put into place, it could serve as a social experiment to determine what people are looking for in a civic space and what types of amenities they want in a unique area like this one. The final product is a hypothetical of course but is yet likely feasible if Ames ever wanted to explore this as an option.

Figure 2 - Thought Map of Three Superblock Zones Created by Elizabeth Mahr

Figure 3 - Examples of Implementations - Created by Elizabeth Mahr

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5.

Ames Superblock: Implementing Playfulness Throughout the

course of this semester, our class has explored the idea of inserting a superblock into the urban fabric of Ames.

This revitalization would be a rather utopian experimentation to see if an Ames superblock could be successful or

Figure 4 - Playful Zones of Ames Superblock - Created by Elizabeth Mahr

worth exploring further in the future. Our class came together to test a plethora of theories in an attempt to understand how people experience Ames and how that experience could be strengthened through a more thoughtful and intentional use of smart mobility. After exploring multiple locations within Ames, eight blocks in downtown Ames were chosen for our theoretical superblock. This area works nicely because it already is a hub for pedestrian traffic, so this project could test if this hindered or heightened the use of its public spaces. It also included other amenities that we deemed important for drawing people into the space, including Ames Public Library, the art district, and Bandshell Park (across the road).

For this project, I am arguing that the superblock could be further broken down into zones that are used to test the three types of playful implementation mentioned earlier â&#x20AC;&#x201C; connection through people, through technology and through art. This will allow us to dig deeper into which of these typologies is Figure 5 - Metal Balloon Animal Scuplture - Google Images

most successful. Figure 4 shows the designated

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space of the Ames Superblock around main street, as well as the designated zones for each of the typologies. In the upcoming pages, I will explore each of these zones more in depth and discuss why I think specific additions should be added and where to in each sector. For reference, the large red letters are the larger, potentially more expensive and in-depth projects put in place by the City of Ames, while the multiple X’s in each plan represent locations for smaller scale additions, preferably spearheaded by residents of Ames. These X’s could represent building owner-implemented façade designs or the use of sculptures that signify a nearby store or landmark, but they should be employed by members of the community rather than dictated by the Ames officials. For example, the X outside of the local dog toy business – Treats on a Leash – could have a fun sculpture of a dog like the one shown in Figure 5, but it would be up to the business owners or residents nearby. Below (Figure 6) are examples of playful design applications and on the following pages, I outline my suggestions for how some playful elements could be added to the Ames superblock for a more creative, interactive and welcoming environment.

Figure 6 - Collection of Examples - Playful Design Elements

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5.1 Connection through People When applying these concepts to the Ames superblock (Figure 7), I suggest [A] inserting a bus stop at the corner of Clark Ave and 6th Street to accommodate the #1, #2, and #5 Cyride bus routes. However, instead of a normal bus stop, this stop will be a swing set so people have the option to swing while they wait for their transportation. Secondly, Ames has an adequate amount of parking lots in this area. [B] shows the suggestion of cutting one of these smaller parking lots in order to add a life size game board such as Monopoly or Chess and weekly tournaments. Lastly, [C] highlights the area outside of the Ames Public Library that could be the perfect spot for some sort of gathering space. Specifically, a seating area that doubles as a bright and fun obstacle course like the one shown below. This vibrant and complex installation could be a great spot to sit, climb, gather or just hang out. Because this section is geared towards people, the Xs have potential to be things like a sensory wall, miniature sidewalk lanes for foot races, or a chalk tic-tac-toe tournament board.

Figure 7 - Zone of Ames Superblock - Connection through People - Elizabeth Mahr

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5.2 Connection through Technology For this zone of the Ames superblock (Figure 8), I suggest we totally embrace the technological capabilities and their potential to bring people together. For starters, near the southwestern parking lot, a charging station could be used to charge cars, charge electronics and power WIFI through hotspot technology [A]. The second addition to this zone [B] would create an urban living room within Tom Evans Plaza that utilizes Bluetooth furniture so that users can fill the space with music from their own devices. Third [C] is a parking lot that, during the day, houses seesaws as medians and light up for a vibrant, fun and exciting show after dark. I also propose that these technologies would use solar power to function. This zone could benefit from inanimate objects that tell jokes when scanned with a phone, a light show on the side of a building or solar powered benches for users to charge their phones. These could each work nicely at the location of the Xs or along Main Street in general.

Figure 8 - Zone of Ames Superblock - Connection through Technology - Elizabeth Mahr

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5.3 Connection through Art & Installation What better place to talk about art and installations than in Ames’s art district? This zone (Figure 9) is great because it is home to some of Ames’s more artistic centers like the Octagon Center and Design on Main. [A] is a green space that would be a great spot for a colorful installation by a local artist (commissioned by Ames) near Bandshell Park. [B] would be a mural that wraps the north and east sides of the Ames Historical Society and would be done by an artist chosen by a contest held at Iowa State University. Finally, [C] would include shutting down Douglas street to traffic and filling it with seating sculptures, designed and built by ISU’s architecture department. The Xs in this space could be the dog statue previously mentioned, a statue / sculpture created by a member of the Ames art scene that changes monthly, or a space for a sidewalk mural done by local artists that eventually washes away.

Figure 9 - Zone of Ames Superblock - Connection through Art - Elizabeth Mahr

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6.

Conclusions & Further Research The categorization of spaces previously laid out allows us to dissect how we react to the

urban fabric of our communities. This could lead to some promising results if it were ever to be implemented. This project was supposed to have some sort of experiment that would test how people use every day civic spaces and how that could be influenced or changed. However, due to the 2020 COVID-19 pandemic, any sort of human interaction was placed on hold and I had to return to the drawing board. For this reason, the three superblock zones proposed are theoretical but if they were to actually be implemented, I believe that our results could be very telling. The zones are set up in a way that a person could interact with each zone separately and then report back as to which one they believed was the most successful. As an architecture major, I am most drawn to the “Art” zone, mainly for its aesthetic qualities, however, I believe that because of our heavy reliance on technology that that zone would be the most popular.

This isn’t a good or a bad thing, or even a real thing – just a hypothesis drawn from my research as well as feedback I received on this project.

The zones are currently laid out in a way that the zone typology reflects what is already present in the zone. For example, the art-based zone is in Ames’ pre-existing art district that includes venues such as Design on Main and the Octagon Center for the Arts. One suggestion given by Gloria Betcher (Iowa State professor and Ames City Council Member) was to rearrange the installation typologies within the zones and see how they would differ (i.e. the art installations would now be on the west side of the superblock, rather than within the art district). This was an interesting idea to me and I wouldn’t mind exploring it further to see if unrelated installations where more harmful or helpful in a particular zone, or if they had any effect at all on how many people were drawn to the space. My theory is that this would not affect how people used this space but would result in a intriguing study anyway.

Acknowledgements I cannot express enough thanks to my professor this semester, Alenka Poplin, for her support and abundance of positive energy. She has made my final class at Iowa State a fun and encouraging experience and I appreciate her pushing me to improve myself and my work throughout the semester.

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My completion of this project could not have been accomplished without the support of my classmates and all of their backing. Our projects are a unique conglomeration of ideas and implementations with the shared goal of improving mobility (and life in general) in the City of Ames, and I am excited about the final collection of all their hard work. I would like to specifically thank May Chau and Tressa Hobbs for letting me vent and bounce ideas off of them, as well as providing comedic relief literally whenever I needed it. The continued feedback and suggestions from Gloria Betcher were also hugely beneficial in shaping the direction of my project.

Finally, I owe a sincere thank you to my parents for their encouragement when things were stressful or downright difficult. It was a great comfort and relief to know that they were there cheering me on from the sidelines whenever I needed them.

Notes on Contributor Elizabeth Mahr is a graduating senior in the architecture program at Iowa State. She also has an Associate of Arts degree, a minor in sustainability, and is working towards her Masterâ&#x20AC;&#x2122;s Degree in Business Administration. She has a particular interest in civic architecture and spaces that are accessible to everyone, as well as the implementation of color and fun in design. In her spare time, she enjoys traveling the world, reading, spending time with her dog, and kayaking.

European Perspective Public Space Design Elements in Vienna Paulina Saurer | University of Applied Sciences Technikum Wien Design, layout and function of public places have an impact on the citizens and can increase the life quality in a city. The construction of public spaces, including seating, places for playing and movement or space to rest and relax, constitute an essential part of city development in Europe (Schlager, L., Irschik, E. 2018).

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In Vienna, city developers formulated different fields of action to improve public space.

Those are published in the city development plan Step 25 – Öffentlicher Raum. Two core areas of interest are (Schlager, L., Irschik, E. 2018): •

The varied use of public space: Public space should be a place to sit, meet, chat, play and rest for citizens – It should be a place for everyone. Moreover, the so called festivalisation and the commercial use of spaces are emphasised. For instance, in “Schanigarten”, 1

•

festivals, exhibitions, and small fairs such as flea markets take place.

Participation: Another area of concern of city development in Vienna is the active inclusion of citizens. Especially regarding the layout of public space, city planners collaborate with residents of the region, in order to get to know and to implement their wishes, ideas and hopes. This also contributes to achieve a high use of public space.

The following five steps show, what is focused in the planning of public space in Vienna.

1. Adaptation to climate change Cities are heavily affected by climate change. In Vienna, the average temperature already increased up to two degrees in the last four years. To ensure an agreeable temperature, even in the summer period, following measures are necessary. First, trees and plants need to be planted as they provide natural shadow and additionally, the evaporation of plants reduces temperature on hot summer days. Second, water elements such as fountains or artificial streams should be integrated. Ideally, these areas could offer drinking water through a water dispenser, for example. Last, the ground should be adapted, as well. In this case, bright paving stone is useful (Schlager, L., Irschik, E. 2018).

2. Space for playing Especially for children, playing and movement is important. Apart from official playgrounds, this should be included in public space too. Different elements can combine movement and rest. For example, multifunctional furniture and objects, like seating in box-design for climbing, or stairs or walls for balancing and jumping could be built. Further, height differences like small hills can be used. Moreover, water elements could have a big impact due to their multi1

Austrian beer gardens

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functionality and appeal for audiences of all ages. Calm water can have a relaxing effect because fountains are both, acoustically and visually attractive. Small pools can incentivise children to splash around. Other elements worth noting are ground elements like painting which encourages children to play, as well as natural surfaces and elements such as wood, ropes and stones. The implementation of such multifunctional objects is cheap and easy (Schlager, L., Irschik, E. 2018).

3.

Rest in public space

In order to create a relaxing space, there must be enough places to sit or lie. For example, platforms can enable a view around the surrounding area. Benches and lying elements are especially popular in spring for laying or sitting in the sun. Stools or chairs are rather attractive for short stays and if created in the respective manner can serve bigger groups of people.

Important is the aspect of accessibility. Some of the seating options should be barrier-free and there should always be space for wheelchairs next to chairs or benches (Schlager, L., Irschik, E. 2018).

4.

Safety

Feeling safe is an important point to make people rest or stay in a place. To achieve this goal, different strategies are used: Bright and large areas with a good overview and orientation make people feel safe; Wide and bright streets or paths should lead to public spaces; Enough seating and space contribute to the prevention of conflicts (Schlager, L., Irschik, E. 2018).

5.

Art in public space

The implementation of art in public space, requires a lot of time in advance. Therefore, new public space projects in Vienna should integrate art from an early phase to ensure the possibility of competition between the artists and the provision of enough space, for instance. With the implementation of art, the city can support local artists (Schlager, L., Irschik, E. 2018).

One example of a newly built public space is the FranklingstraĂ&#x;e in the 21st district of Vienna. In 2018, the street section was rebuilt. The already existing tree avenue was circled with flower beds and multifunctional seating, which makes people hang around and children play.

Furthermore, the sidewalk was renewed to create an attractive promenade. The renewal of the 77

street was part of the project Greenlab which also includes social political aspects, for example through the inclusion of job seeking youth in the project (Stadt Wien 2020).

References Ackermann, J., Rauscher, A., and Stein, D. (2016). Playinâ&#x20AC;&#x2122; the City: Artistic and Scientific Approaches to Playful Urban Arts. Seigen: UniPrint.

Cameron, A. (2017). Game On! 7 Fun Examples of Playful Placemaking. https://www.smartcitiesdive.com/ex/sustainablecitiescollective/game-7-fun-ideas-playfulcities/1083866/ de Lange, M. (2015). The Playful City: Using Play and Games to Foster Citizen Participation. Mykolas Romeris University: Vilnius. de Souza e Silva, A. and Hjorth, L. (2009). Playful Urban Spaces: A Historical Approach to Mobile Games. SAGE Publications.

Donoff, G. (2014). Plan for a Playful City: A Typology of Ludic Ways to Increase Pedestrian Activity, Winnipeg: University of Manitoba.

Golinkoff, R.M., Hassinger-Das, B., Palti, I., Ferguson, B., and Hirsh-Pasek, K. (2015). What is Urban Thinkscape? http://urbanthinkscape.com/about-2/ Kan, H.Y., Forsyth, A., and Rowe, P. (2017). Redesigning Chinaâ&#x20AC;&#x2122;s Superblock Neighbourhoods: Policies, Opportunities and Challenges. Journal of Urban Design.

Kumar, P.A., (2020). Art Denied: Generating Subversive Imaginaries that Challenge the Status Quo. http://co-lab.in/art-denied.

Lynch, K. (1960). The Image of the City. Massachusetts: Massachusetts Institute of Technology.

Molanaie, E. (2017). The Effect of Color on Urban Beautification and Peace of Citizens. Iran: International Journal of Engineering Science Intervention. https://www.ijesi.org.

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Ovenden, N. (2013). Unboxing Edinburgh: Monopoly, Visuality, Memory and Ludic Space. https://www.academia.edu/8311627/Unboxing_Edinburgh_Monopoly_Visuality_Memory_an d_Ludic_Space.

(Perna, V. (2018). From Smart Cities to Playable Cities. https://www.enhsa.net/archidot.

Saurer, Paulina (2020): Public Space Design Elements in Vienna Schlager, L., Irschik, E. (2018): Fachkonzept Öffentlicher Raum. Vienna, Austria.

Schrenk, M., Popovich, V.V., Nadia, F., and Lluisa, M. (2002). Learning from Barcelona: Towards Urban Sustainability. Spain: Girona.

Stadt Wien (2020): FußgängerInnenzone. Zone Franklinstraße. Neugestaltung. Source: https://www.wien.gv.at/stadtentwicklung/architektur/oeffentlicher-raum/strassenplaetze/franklinstrasse.html (17.04.2020) Walz, S.P., (2010). Toward a Ludic Architecture: The Space of Play and Games, ETC Press: http://etc.cmu.edu/etcpress. .

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ALENKA POPLIN, AMES, IOWA 80

STREET SPACE TO SEAT SPACE

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Street Space to Seat Space Prithvi Zareen | Iowa State University Abstract The purpose of this study is to study the needs of the citizens of Ames in terms of placemaking by playful design. I am interested in types of elements that can be functional and playful at the same time. My effort concentrates on exploring about placement, comfort and material of benches that people may use while walking or using as a transitional waiting spot.

These benches can work as public hubs and may increase interaction among communities.

My project aims to introduce playful elements as a part of the superblock in downtown, Ames, Iowa. This study is focused on the design of playful activities and social interaction hubs that will help to maintain and develop social life. The intension is to create an inclusive playful zone where social interaction may take place in groups or individuals.

Keywords public seating, social interaction, superblock, placemaking, playfulness 1. Introduction A cityâ&#x20AC;&#x2122;s outdoor public spaces should be accessible to people so that they can meet and exchange ideas, relax and enjoy free time. These interactive spaces can bring social equity. The meaningful change and improvement of walkable environment need properly designed public seating. Innovative ideas may improve walking environment and playful spaces can create strong vibrant and live public spaces. They can benefit people in terms of their health, safety, transportation opportunities, economical balance, sustainability and most importantly enjoyment. When walkable sites are used as playful social spaces, they can command higher property value. Walking infrastructure like crossing islands and safe place to seat can reduce risk of injury as well as help creating interactive community and increase interaction in the community. Some countries like Spain, China, Italy already have proved that a very considerable result can be achieved by including the turning the land over to citizens for mixed-use public spaces like superblocks. Barcelona has implemented an urban plan to create shared public space where urban community can re-unify. The city is giving streets back to the citizens by equipping 82

them with functions that are not for privately owned vehicles but the people who live in the city. The superblock concept makes Barcelona more sustainable and mobility is improved that makes the city smart. The entire process is being additionally conducted by â&#x20AC;&#x153;Tactical Urbanismâ&#x20AC;?. Another city, the city of Chicago, is improving the environment with introduction of green elements and encouraging people with creating walkable areas. This globally competitive region is trying to achieve sustainability and enhance public areas with reliable transportation system. Well design public places invite people out of their homes to spend their time at these places to exercise, play and relax. This city is also bringing spark over economy and taking lots of community development. (Source: Placemaking, Chicago) This study concentrates on a small college town Ames, Iowa. The city lacks spaces as destinations for pleasant walking. The citizens are not motivated to walk until some playful, enjoyable and inviting walkable spaces are designed in the community. Crossway islands and safer places to wait for buses may encourage the citizens to walk more. I am interested in studying a public space and design it with childrenâ&#x20AC;&#x2122;s playgrounds, seating options and shelters with activities that may encourage social interaction and public engagement. As the result I came up with a site designed with playful elements like barefoot path, maze, swing, a mini amphitheater and seating with functions. The selected site is located in Downtown, Ames adjacent to Ames Tribune. This site is currently used as a parking lot. This space can be utilized more by placemaking and turn into an interactive space for the community.

2. Public seating types and their characteristics Public space has many functions and benefits which can meet human needs, enrich their social life, enhance the image of the city, improve urban landscape and enable physical improvement. This study focuses on enrichment of social life and discusses its relation to fun activities and design of seating areas. Since humans are social by nature and contact is necessary with other people, enabling the connection between individuals as well as groups is important.

Public space is successful when it conducts social interaction, attracts visitors to do activities within it. Wide range of activities may occur in a group or by individuals, including disable people, which may demonstrate a common platform for all classes and ages of people.

Social ties provide support, sense of belonging, identity and may facilitate social integration.

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Creating public places with improved environment may provide vitality and social inclusion.

Public seating plays vital role in creating a successful public place. Seating is not only the object to sit, people use them for laying, children climb or balance on and many groups find them useful for performing sports activities. It becomes more playful when it is used in different ways as diversity initiates enrichment. Characteristics of public seating are many and I have categorized it into four major categories based on these characteristics including park seating, social seating, playful seating and transitional seating (Fig. 1):

Figure 1 Four main seating types

2.1 Park seating Park seating is the one on which multiple people can sit at the same time and are located in parks. It can vary in terms of its use in public parks. These are typically made of wood but can also be made of metal, stone or other materials. Many of them have arm rests but sometimes they can be as simple as a log of a tree. Park seating can be innovative in terms of design and material. In Fig.2 and 3, the design is playful though they do not come up with backrest or arm rest. In Fig.4, the bench can be used by multiple users at the same time and people can sit or even lay on it. Also, it can attract more people as it is not a typically designed bench only.

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Figure 6 Irregular Shaped Seating

Figure 4 Formal Seating with Interesting Feature

Figure 5 Long Curve Bench

Park benches are often donated by persons or associations in America; in this case the name is engraved on the seat. Fig.6 shows the engraved name of the donated person and in Fig.5 the name of the donated company is engraved. Most of the time seating are named after the place they are situated in.

Figure 2 Engraved Donator's Name

2.2

Figure 3 Engraved Donator Organization's Name

Social seating Social seating can be a group of seating where a scope of social interaction is provided.

Social seating creates a hub for sharing ideas and creating a network. This seating can be arranged with movable chairs (Fig.9) outside a restaurant or by putting some sitting together in a group (Fig.8). Social seating become more successful and attractive when playful elements like swings or reading/lying options (Fig.7) or interesting shapes of seats are used. (Fig.10).

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Figure 8 Seating with Reading and Lying

Figure 7 Group of Seats for Interaction

Figure 9 Seating with Movable Chair

2.3

Figure 10 Seating with Playful Elements

Playful seating Playful seating can be created with irregular shaped seating with fun looking elements

which can make people feel like a kid again. These seating can be created with an iconic shape or different playful features. From colorful sofa to adjustable ball, this innovative type of seating can replace ordinary looking seats. (Fig.11,12,13)

Figure 11 Pedestrian Seating with Playful Feature

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Figure 13 Seating with Height Variation

Figure 12 Pedestrian Seating with Colorful Feature

2.4

Transitional seating Seating is one of the most basic features at transit stops. Seats are an opportunity to

incorporate attractive design and durable materials into a transit stop. Seats are generally designed or selected on the basis of a comfort relative to the wait time. Seating without shelter on top is generally available for short transits (Fig.15,16). Transitional seating dramatically improves comfort of the passenger experience. Comfortable seating can provide valuable resting places whether or not a transit trip is involved. At small stops, one can provide several individual seats or a bench with raised separation between seats. Bikers and walking people can also use these seats to relax for a while.

Figure 16 Power Providing Seating with Green Wall

Figure 14 Tree Shaded Seating

Figure 15 Seating with Partition

3. Seating requirements for public space Seats that are located in close proximity to one another can facilitate social interaction.

To ensure sufficient variety in seating types in the public plaza, seating steps and walls should be limited to no more than 15% of the total required seating in the public plaza (Fig.17).

Smithsonian Institute suggested some factors to be considered for designing social sitting into public plaza, like: Variety, Dimension, Location and Prohibitions (Public seating guidelines by Smithsonian Institution, 2008).

There are six types of seating that may be used to satisfy the seating requirements for public plazas according to Smithsonian Institution: moveable seating, fixed individual seats, fixed benches, seat walls, planter ledges, and seating steps (Public seating guidelines by Smithsonian Institution, 2008).

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To allow for generous plantings, seating provided on planter ledges are required to be at least 22 inches deep. Seating steps can provide flexible seating â&#x20AC;&#x201C; from simple perches to generous, amphitheater-style seating - and are permitted to range

Figure 17 Variety in Seating Types

between six and 20 inches in height (Public seating guidelines by Smithsonian Institution 2008). Many existing plazas locate seating deep within the plaza area. Such seating can provide a desirable sense of refuge from the city; however, the lack of seating at the plaza entrance often results in a barren condition and an underutilized plaza. To ensure that adequate seating is provided throughout the public plaza, a portion of the required seating in the public plaza must be located within 15 feet of the sidewalk (Fig.18).

Deterrents to seating, such as spikes, rails, or deliberately uncomfortable materials or shapes, placed on surfaces that would otherwise be suitable for seating are prohibited within public plazas.

These types of devices can be seen throughout

existing

plazas

and

compromise the usability and public nature of these spaces.

Figure 18 Seating Dimensions

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4. Research Focus It is important to think about placement and material of public seating and how it should be changed in order to make people use them more. So, this study is designed based on the following questions: • How to design an inclusive playful place to attract more people from all class and ages?

• How to design a place that includes playful elements and enables social interaction?

• What should be designed for placemaking?

• How to include technology in design?

• Which material is preferred for the seating options?

For this study purpose, I have selected the open space located at the opposite of Ames Tribunal which is situated at the junction of 5th and Main Street. This site has enough potential to improve in terms of playfulness and the area is big enough to accommodate playful seating options. Currently this site is used as a parking lot, but it can be improved to be used as a social interaction hub with fun activities.

5. Research methodology My research methodology consists of the following parts: 1. Civic engagement 2. Selection of the site 3. Study the existing condition of the selected site and figuring out what the site lacks and 4. Playful place design of the selected site.

Some approaches I considered to be adopted for betterment as improvement of transitional space, introducing a function or activity to space, emphasizing the needs of the site and its playfulness.

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5.1 Civic engagement and online survey My first survey was designed by my student colleagues Eric Diaz, Seth Andrew and me as a group and we designed a questionnaire with fifteen questions. The target group were the citizens of Ames who may need the seating for social interaction. Ames city corporation provides benches for people to relax and transitional seating. But people sometimes do not feel comfortable to use them; sometimes because these benches may be uncomfortable. From the survey I found out some placements of benches are not appropriate in terms of minimum requirements. I learned that the citizens of Ames are interested in public seating.

The only problem what keeps people

Figure 19 Seating Preference Survey

away from using it is a lack of design guidelines which could make the seating places more playful and attract them to use these places.

As a part of civic engagement, I asked people about their opinion about seating in Ames.

The result was very positive as most of the people preferred to use seating (Fig.19). Also, I asked about playful seating options (Fig.21). I provided five examples for playful seating. Most of the people preferred type 4 and the second best they think of type 3 (Fig.21). People expressed their preferred material wooden bench in terms of comfort (Fig.20). Therefore, variety of seating

Q9- What is the preferable material for seating?

arrangements and creating options may encourage people to use public seating more. Interactive social spaces can be more

Others Wooden Benches Metal Benches

playful when more seating options are provided in outdoor spaces.

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0.00%10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%90.00% Series1

Metal Benches 16.73%

Figure 20 Material Preference Survey

Wooden Benches 81.29%

Others 2%

Figure 21 Playfulness Study Surveey

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5.2 Selection of the site Initially I selected four potential spots in the given superblock site in the downtown, Ames. Currently, all of them are used as parking lots. The first one is located beside Haila Architecture Ltd. and opposite of Ames Tribune (Fig.22). The second one is right beside 5th street between municipal building of Ames and McClanhan Studio. The third one is also right beside 5th street beside Ames history museum and body of Christ church. The last one is beside United States postal services (Fig.22).

Figure 22 Potential Sites in Superblock

Among all the sites I studied initially, I chose the first site which is located at Kellogg street and opposite of Ames tribune. This site is a big site and the dimension is 218.17 feet by length and 115 feet by width. It already has potential for improvements with playful elements.

Fig.23 is the existing view of the site and Fig.24 is the perspective view where streets are also visible with nearby blocks.

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Figure 23 Selected Site Existing View

Figure 24 Selected Site Perspective View

5.3 Study the existing condition of the selected site I studied the existing seating provided and their dimensions. In Fig.25, red dots are the locations of the benches. I have found transitional benches beside bus stop, social benches in front of Ames public library, outdoor seating for restaurant and street benches. Most of the benches do not have any attractive view. Specially the street benches are faced to buildings that indicates the wrong placement of seating. Seating in front of public library do not have any function or activity so people are not interested in using them. Outdoor seating of the restaurant is used only during the summertime, but the seating does not provide any sense of belonging, so most people prefer indoor seating. It is only used then when the restaurant is out of seats inside.

Figure 25 Existing Condition of Selected Site

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6. Playful place design in selected site The selected size is a rectangular shaped space. The width is 218.17 feet and length is 115 feet.

The site is entirely sorrounded by buildings. There is an internal path that goes through the site which is mostly used by cars exiting the parking (Fig.26). The literature review in the previous section revealed the importance of playful interactive space in terms of social life and vitality of public spaces. This study is focused on the design of sitting space and design of playful furniture that will help to maintain and develop social life on this selected site. The intension was to create an

Figure 26 Dimension of Selected Site

inclusive playful zone where interaction can take place among different groups of citizens. Depending on this intension, I introduced playful elements in my design. These playful elements are the following: 1.

Barefoot path;

2.

Playful mini maze;

3.

Activity included sitting;

4.

Play zone;

5.

Swings;

6.

Power providing bench;

7.

Mini amphitheater. They are explained in the upcoming pages.

1. Barefoot path The barefoot path is unforgettable adventure for explorers both young and young-at-heart. The interaction of sole of feet and grass, clay, stone and pebbles (Fig.28) work like a foot massage

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stimulating the entire body. This barefoot path will go around the whole site in loops. The basic idea is that walking barefoot over a wide variety of surfaces makes people more aware of their natural surroundings (Fig.27). Barefoot path is the perfect setting for people from all classes and ages.

Figure 28 Interaction of Feet and Materials

Figure 27 Material Exploration

2. Playful mini maze A mini version of maze will go through the entire site, with certain intervals. It will merge with the barefoot path or collection of paths located in the center of the site. The pathways and low walls (Fig.29) in a maze are going to be typically fixed.

Small watch towers will be posted for the users to be able to find out people inside the maze (Fig.30).

Figure 29 Maze Walls

Figure 30 Watch Tower Inside Maze

3. Activity included seating Some seating zones will be designed with activities like reading opportunities and indoor games like chess, playing cards (Fig.31). Seats can be designed in such a way that books can be stored underneath of the seats (Fig.32). Chess boards can be engraved in a top and can become a part of a seating block. One corner will be designated to small scale food carts and seating will be provided to dine in (Fig.33).

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Figure 33 Chess Board Providing Seating

Figure 31 Book Storage Providing Seating

Figure 32 Small Food Cart

4. Play zone Play zone will come up with sack line (Fig.34) and trampoline spots (Fig.35). People of all ages can be a part of these two fun elements. Designated spots will be provided for each of them.

Figure 34 Sack Lines

Figure 35 Trampoline

5. Swings Swings are very common fun elements used by both children and grownups (Fig.36). They can also be used as seating. Two different zones for children and grownups will be located in two different spots with proper dimensions as required.

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Figure 36 Different Types of Swings

6. Power providing bench Some designated bench will be placed which will provide power for phone, laptops or even electric bikes for charging (Fig.37). Solar panel will be the source of power generation in these seats.

Figure 37 Power Providing Benches

7. Mini amphitheater A mini amphitheater will be placed in the open-air venue for entertainment, performances and sports in which arena will be sunk below the natural level of surrounding ground. Steps can be used as seating which will be a very good place for social interaction. Local people can use this amphitheater to perform, play music or just to relax, sing, dance individually or in a group (Fig.38). Yoga sessions can also take place there. Colorful steps can make this place look more playful.

Figure 38 Amphitheater

The main idea is to create a pathway through the whole site (Fig.39) that will invite people to use this public space and get into the site. This path can go all the way round the site and is indicated with the green line on Fig.39. Other elements will be included around this pathway that is indicated with the orange circles around the green curve line in Fig.39. At some point this

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pathway will become the maze and then again it will merge with the path on the ground. This pathway will also go around the Amphitheater. In Fig.40, the orange circle indicates the zone for the amphitheater. The hatched rectangle is going to be the food cart zone.

Fig.39 Conceptual drawing

Fig.40 Conceptual zoning

Figure 39 Conceptual Drawing

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Figure 40 Conceptual Zoning

The composition of the final playful design Keeping playfulness in mind, I included the elements that were previously discussed in research method in this study, I designed the site with playful seating options. In Fig.41, it is shown that activity zone will be designed with seating provided with indoor games and book storage providing seats. There are two separate swing zone for adults and children. Trampoline and sack lines are close to entry of the site. A shaded seating zone is provided beside amphitheater that can be used for events by performers as well as audiences. Power providing benches are at the left side zone so that bikes can enter and charging facility. Also, people who want to come for working in a vibrant live space, they can sit there and get power facility for their laptops.

Fig.41 Design with playful elements

Sack line

Food cart

Barefoot path

Trampoline

Amphitheater

Swings

Indoor game zone

Power benches

Maze

Book reading zone

Charge zone

Maze watch tower

Figure 41 Design with Playful Elements

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7. Conclusions and further research Public open spaces are a vital component of a city that contributes to social life supporting city life and citizens. Therefore, it is very important to maintain its quality. It is suggested that public spaces should enhance the sense of community, encourage socializing and be the platform for personal expression. The successful public spaces are inclusive and offer playful activities like seating, leaning and relaxing which may improve social activities. Space or seating without activities do not encourage people to stay for a certain period. This study subjects to the design of seating areas in public open spaces were considered in detail, discussed from different point of views and compared with existing condition. Design issues under groups of functional, comfort and perceptual factors were examined with an online questionnaire. This design process introduces seating that respond to different needs and requests of different users. The playful elements will help people to be engaged in different types of fun activities in the site and spend more time there. Inclusive design like barefoot path and swings will attract people from all generations there. Seating furniture which will respond to promote the physical quality of the public open space that it belongs to and thus will contribute to city life positively by developing playfulness.

Acknowledgements Thanks to our inspiring course instructor Dr. Alenka Poplin for all the support and literatures. And the student from Vienna, Emir Skulic for the amazing examples and literatures.

Notes on the contributor I have studied Architecture in my undergrad and now doing my masterâ&#x20AC;&#x2122;s in Urban Design. So, I like to study my projects from both the Architecture and Urban Design perspectives. Now, I am interested in inspecting my research from sustainability issues. My hobby is to make models of buildings and I have profound interest in photography.

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References Mazur (2010). Interpersonal Spacing on Public Benches in “Contact” Vs. “Noncontact” Cultures Allan. Journal of public spaces, 12-13 Sema MUMCU, Serap YILMAZ (2013). Seating Furniture in Open Spaces and Their Contribution to the Social Life. Journal of public seating, 20-25 Kathleen Madden (2013). How to Turn a Place Around, 15-19 Thomas Oram, Ahmad Jehan Baguley, Jack Swain Queensland University of Technology, Australia. Effects of outdoor seating spaces on sociability in public retail environments. Journal on public seating, 8-15 Gökçen Firdevs Yücel, Faculty of Engineering and Architecture, Istanbul Aydın University, Istanbul, Turkey. Street Furniture and Amenities: Designing the User-Oriented Urban Landscape.

Public seating guidelines by Smithsonian Institution. page 1-4 http://www.nyc.gov/html/dcp/html/pops/plaza_standards.shtml#seating https://www.dezeen.com/2019/02/20/level-up-street-pavilion-rijeka/ https://www.dezeen.com/2017/09/25/raw-edges-concrete-street-furniture-greenwichpeninsula- london/

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WALK APPEAL

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STEPHEN POPLIN, VIENNA, AUSTRIA 103

Walk Appeal Mandela Kwame Gadri | Iowa State University Abstract A place with strong â&#x20AC;&#x153;walk appealâ&#x20AC;? is one where it is appealing to walk and not where one would merely be able to walk. This is based on the proposition that it is not just the frequency of walking or the infrastructure that matters but the quality of the experience. Thus, the goal of my project is to create a street with a strong walk appeal that attract people to walk. In achieving this goal, I used qualitative and quantitative research methods. Quantitatively, responses were solicited from students and non-students using an online survey, with relevant questions being shown in Appendix C. The outcome of the survey revealed that 70 percent of the participants do not feel that it is pleasant walking in Ames. The qualitative aspect of my project focuses on the design component with my proposed design for walk appeal based on the input from the survey, literature review and personal observational studies of the selected area in Ames, Iowa.

Keywords walkability, pedestrian propulsion, pleasurability, attractive streets, aesthetically pleasing 1. Introduction Walkability is the extent to which the built environment connects people with varied destinations, within a reasonable amount of time and offers visual interest in walking by providing for pedestrian comfort and safety throughout the network (Southworth 2005). Generally, every trip starts and ends with some form of walking. As a green mode of transport, walking is considered the keystone for healthy lifestyles as it has become obvious that every trip on foot or a bike helps to burn fat, thereby helping to reduce life-threatening illnesses such as heart disease, diabetes and obesity. It is therefore not surprising that the World Health Organization consider walking as the best investment in achieving good health (W.H.O 2018).

Despite its importance, Southworth (2005) noted that the unsolved issue of walkability has been how to get people to walk and not just to use the needed infrastructure. Appolloni (2019) stressed that the ambiguity surrounding walking is primarily due to unmet expectations such as unattractive street design, reduce safety measures, adverse weather conditions and unconnected pedestrian walkways. Mouzon (2012) concluded that to get people to walk, a walkable street should offer pedestrians the opportunity to observe something that attracts and incentivized them to walk.

It is not just about the infrastructure, but about the feeling that is initiated by public arts, lights, shops, benches, trees and many more that entices one to walk further than he or she would otherwise do. According to Mouzon (2012), it is not just the frequency of walking that matters but the quality of the experience. Walkable spaces should be enjoyable places to shop, visit, and live.

They shall provide something that entertains and engages the eyes of pedestrians as they w a l k .

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A place with strong walk appeal is one where it is appealing to walk, not where one would merely be able to walk. Therefore, to promote walkability, this concept seeks to create a sociable and aesthetically pleasing street that entices people to walk. There is nothing more appealing to the pedestrian than having an appealing streetscape that touches his or her emotions or feeling. As Allan B. Jacobs (1997) noted: "We go back to some streets more often than othersâ&#x20AC;Ś Maybe a street unlocks memories or offers expectations of something pleasant to be seen, or the possibility of meeting someone old, or someone new... Because some streets are more pleasant than others, we go out of our way to be on themâ&#x20AC;? (Jacobs 1997, p.5).

This assertion by Allan B. Jacobs can be attributed to the fact that people spend more time in places where they feel comfortable, where there are features that attract their attention or where their basic needs are met. This includes having a place to sit if they are exhausted, a place to get a drink or something to eat when they are hungry and a place to take refuge from the hot sun or pouring rain. As a result of their sheer appeal, great streets always attract people to walk irrespective of the season or weather.

2. Walk appeal and inspiring examples of great streets 2.1. The concept of a walk appeal The idea of a walk appeal was developed by the architect and urbanist Steve Mouzon (2012) who explains why one can walk a mile effortlessly in one kind of streetscape and struggle through just a half-mile street or less in another due to the level of attractiveness of these streets.

According to Mouzon (2012), how far a pedestrian would walk depends on what entertain his or her eyes as he or she walks. Following his idea, other researchers (Appolloni et al. 2019, Rahimiashtiani and Ujang 2013, Machado and Federizz 2012) have established a positive relationship between walk appeal and walkability.

For instance, Rahimiashtiani and Ujang (2013) conducted research on ChaharbaghAbbasi Street in Isfahan, Iran, and they identified factors (Path and Road, Facilities, Culture, Safety and Security, Aesthetics and Attractiveness) that influence people's choice of using the street. Their research revealed a high positive pedestrian satisfaction with aesthetics and attractiveness of ChaharbaghAbbasi Street, which constitute a major reason why most pedestrians use that particular street (Rahimiashtiani and Ujang 2013). This shows that the more pleasant and enticing a street is, the more people would be encouraged to walk or use that street.

Figure 1 shows the greenery and the beautiful landscape and trees of ChaharbaghAbbasi Street in Iran. The street has attractive lawns, trees and seating areas that tend to attract a lot of people to walk and enjoy the seating areas of this street. It is one of the most beautiful streets of the Middle East (Rahimiashtiani and Ujang 2013).

Similar research was done by Machado and Federizzi (2012), who studied factors that

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influence the pleasure of walking in Porto Alegre, Brazil. They found out that, among the four elements identified (discovery, practicality, aesthetic pleasure and belonging), aesthetic pleasure determines the most reasons why people walk. The aesthetic pleasure, they noted, relates to the architecture and characteristics of the street including the types of the street (paved or asphalted), how wide the sidewalk is, lighting, neatness, front view of the houses and the height of the buildings (Machado and Federizzi 2012).

Figure 1. ChaharbaghAbbasi street in Isfahan, Iran (Rahimiashtiani & Ujang 2013)

Figure 2. Porto Alegre, Brazil street (Heling 2018) 106

Figure 2 also shows an attractive street in Porto Alegre, Brazil. The street presents pleasant features that include trees, seating areas and colorful features that entice people to walk more. The street also appears to be very wide, thus it tends to accommodate large crowds of people. This is especially interesting and important in times we need to practice social distancing due to the virus pandemic.

Appolloni et al. (2019) also discovered walk appeal to be the major reason why most people in the city of Rieti, Italy walk. Among the four indicators used in their study (Appeal, Urbanity, Practicability and Safety), Appolloni et al. (2019) found appeal to be the dominant factor that propels people to walk in Rieti, Italy. Some elements included in the appeal factor includes building stock where attractiveness is evaluated according to the type of building stock while vegetation shows the availability of plant strips, or more simply trees, hedges, ďŹ&#x201A;owerbeds. When properly located and maintained, are certainly perceived by pedestrians as an added value (Appolloni et al. 2019).

2.2. Woonerf Concept in Denver, Colorado The Woonerf Concept sees pedestrians as being equal to cars and privileges walking over other modes of transport. The focus of this concept is to design street for people and not just for cars. According to this concept, the streets are designed to attract people to walk and allow more space and room for social interactions. This concept is achieved by incorporating features such as trees, flowers, and sitting areas that attract people to walk. It also makes use of traffic calming measures such as speed bumps, cushions, different pavement treatments and bollards that force motorists to slow down and travel with caution (Denverurbanism 2017). Denver, Colorado is a perfect example of the application of the Woonerf Concept. The city achieved this principle through the incorporation of features such as trees, flowers, benches and speed bumps, cushions and bollard traffic calming measures that encourage people to drive slowly with greater caution.

With low vehicular speed, the city designed sidewalks that range from 13 to 27 feet wide, with well-marked crosswalks and several benches. It is also accompanied by a beautiful landscaping and different pavement treatments that entices people to walk.

Figure 3. Street Woonerf, 16th Fillmore Plaza Street in Denver (Denverurbanism 2017)

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Figure 3 provides evidence of how was the Woonerf Concept applied in Denver. The design of the street gives preference to pedestrians over other modes of transport. The use of street furniture has further enhanced the beauty of the street for walking purpose.

2.3. Entertaining paths in Montreal, Canada The city of Montreal presents a good example of attractive sidewalks and pathways. In order to enhance social interaction and attractiveness of the street, the city has mounted a series of swings along major sidewalks. Altogether, the city has installed twenty-one swings. The unique design of the swings produces melodies as participants swing together. The swings are mounted on kiosk frames and are used throughout spring and summer seasons. The main goal of installing them was to attract people back to areas of the streets that have long been inaccessible and not used by the citizens (PPS 2015).

Figure 5. Beautiful street, Champs-Élysé es Paris, France (PPS 2015)

Figure 5 presents interesting features that make walking in Paris (France) appealing and attractive. Due to its beautiful flowers, lawns, trees and canopies, people are encouraged to walk along Champs-Élysée s for pleasure and socializing. It certainly is one of the most iconic streets in the world.

3. Research focus Looking at all these beautiful examples of appealing streets in the world and studying the concepts of the walk appeal I am interested in applying some of these principles in the city in 108

which I currently live. The study concentrates on a small college town Ames in Iowa, USA. The main goal of this study is to study the walk appeal in Ames and to create the design of a street that attracts and invites people to walk. A place where it is appealing to walk, not where one would merely be able to walk.

The study is guided by the following research questions: 1. How pleasant do you feel it is to walk in A m e s ?

2. What specific features apply to the areas where you walk in Ames?

3. What would you love to see while walking in Ames?

4. How can I design a selected street in Ames which would incorporate walk appeal principles?

4. Research methodology In achieving my goal for this project, I used both qualitative and quantitative research methods while exploring walkability in Ames. This approach comprised literature review, online survey, observational study and design. Literature review included the review of journal articles, books and materials gained from internet sources.

4.1. Online survey about walk appeal My team members and I conducted an online survey to solicit the views and opinions of citizens. We used Qualtrics online survey system. The link to the survey was shared among Iowa State students and the Ames residents through City's Facebook and Twitter. All together, we received 34 responses. We chose to use this method because it is cheap and easy to use compared to other methods such as interviews. The goal of this survey was to engage the residents of Ames and solicit their opinion with regards to how pleasant do they feel it is to walk in Ames. In order to get an idea of our survey participants and how to plan to meet their needs and aspiration, we included background information in our survey. This includes income level of survey participants earning less than $14,000, $14,000 to $99,999 and above $100, 000, age of survey participants from 18 years and above as well as their gender. Also, to understand how pleasant people feel waking in Ames, we included questions on how frequent survey participants walk to the following activity areas: work, home, school, errands, health and others. Most importantly, we also included questions on how pleasant survey participants feel walking to these activity areas, and what it is that they would love to see along sidewalks while walking in Ames.

4. 2. Study case: a selected street in the downtown of Ames 301 Kellogg Ave, Ames, which is one of the streets in the superblock was selected as the study case for my project. This street stretches from the United State Post Service in Ames to the CafĂŠ Diem on the same stretch and serves as a gateway to the downtown Ames. The street is connected to the south by the railway line and the north by United State Post Service and Ames Community library. The reason for the selection of this street is due to the fact that it lacks basic 109

facilities and services needed to make walking attractive compared to other areas within the Superblock. Figure 6 and 7 below show the selected street for the study. The yellow mark on Figure 6 indicates the selected area for the Superblock while the red line indicates the street of my study.

Figure 6. Proposed superblock area in Ames (Š google map)

4.3. Observational study of the selected street I also conducted observation studies to obtain hand-on evidence on facilities and services in the superblock. Some facilities and services identified includes benches, flowers and shops.

I took pictures of the availability, type, quality and quantity of the sidewalk facilities and services of my selected street, 301 Kellogg Ave, Ames. This includes street lights, road signs and lawns.

Figure 7 shows a section of 301 Kellogg Ave which represents one of the pictures I took of my selected street in the superblock. It shows the southern section of the street close to the railway intersection, which serves as a gateway to downtown Ames.

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Figure 7. Picture of 301 Kellogg Ave, Ames (© own field survey 2020).

4.4 Technology and principles used in my design To achieve my objective of designing a selected street in Ames which would incorporate walk appeal principles, I used the SketchUp 2020 pro version to come out with my proposed design for walk appeal on 301 Kellogg Ave, Ames. I also used Google street view to obtain realtime data on facilities and services within the superblock. My proposed design was guided by key principles obtained from literature which include, Delight (trees, flowers and lawns), Remember (Statues), Rest (Sidewalk Cafes and shops, Benches), Entertain (playground) and other guiding principles includes safety and comfort.

5. Results from public engagement 5.1 Summary of survey results Results from our survey reveals that most of the respondents often or sometimes walk to almost all activity areas identify. Thus, walking can be regarded as a basic mode of transportation for most residents of Ames across all activity areas. This is evident as Figure 8 below shows high percentage values for ‘often’ across most activity areas. That notwithstanding, Figure 9 below shows that walking to these activity areas is not considered pleasant for the residents. This can be attributed to the fact that most sidewalks in Ames are without attractive facilities and services. It is however not surprising that recreational space and school recorded high percentage value for ‘pleasant’ as these areas are mostly decorated with attractive features such as statues, trees, flowers and lawns.

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1

Recreational space

10

5

Errands

Activity areas

Never

6

Work

2

School

2

Home

8

9

Often 11 12

10

6

14 9

6

14

6

2 0

Sometimes

10

5

3

Others

8

7

2

4

Rarely

12

6

8

10

12

14

16

Percentage

Figure 8. How frequent residents walk to various activity areas in Ames (Š own survey 2020)

Recreational space

94

6 28

Activity areas

Errands

72 32

Work School

68

33 48

Home

0

10

20

Unpleasant

52

25

Others

Pleasant

67

75 30

40

50

60

70

80

90

100

Percentage

Figure 9. How pleasant residents feels walk to various activity areas in Ames (Š own survey 2020)

In addition to the foregoing, the input from residents on what they would love to see while waking in Ames reveals interesting facilities and services such as shade trees, lawns and flowers, statues among others. Table 1 shows that 30 percent and 25 percent of survey respondents would love to see shade trees, lawns and flowers, respectively.

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Facilities and Services

Percentage of Respondents

Lawns and flowers

25

Shade Trees

30

Other pedestrians

5

Landscaping and attractive designs

10

Public sittings and colorful benches

10

Street art and statues

15

Trash cans for dog waste

5

Table 1. How pleasant residents feels walk to various activity areas in Ames (Š own survey 2020)

5.2 Proposed designs The images below represent my proposed designs for walk appeal for 301 Kellogg Ave, Ames. These designs were based on the outcome of our survey and literature review. In both sets of designs my goal was to propose changes that will make 301 Kellogg Ave an appealing and attractive street to walk. Whiles my first design seeks to add to what already exist (Status quo) on 301 Kellogg Ave to make it appealing for walking, my second design presents a plausible future design of 301 Kellogg Ave changing it into a more walkable and appealing street that puts pedestrians ahead of cars.

5.2.1 Adding to the status quo Figures 10 and 11 show my proposed design for 301 Kellogg Ave, Ames. The sidewalks and road lanes shown in this design are existing. What has been added to improve walking along this stretch of the superblock are shops, trees, lawns and hedges, benches and statues.

Bike lanes and bollards were also provided to ensure the safety of pedestrians and bike riders.

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Figure 10. Proposed design for 301 Kellogg Ave, Ames (Š own design 2020)

Figure 11. Proposed design for 301 Kellogg Ave, Ames (Š own design, 2020)

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5.2.2 Design for the more distant future Figures 12 and 13 show a complete street design for 301 Kellogg Ave, Ames. The focus is to change the current status of the street to a one-way street and open up the street for walking and social interaction. To attract people to the street, features such as shows trees, flowers, lawns and hedges, cafes and art statues are provided to make the street appealing and enticing. Also, bike lanes and bollards are provided to ensure the safety of pedestrians and bike riders.

Figure 12. Proposed design for 301 Kellogg Ave, Ames (Š own design 2020)

Figure 13. Proposed design for 301 Kellogg Ave, Ames (Š own design 2020) 115

6. Conclusion and further research For a long time, walking has received little attention (in the US) as an essential part of vibrant urban spaces. Despite the undisputable benefits of walking to public health and environmental sustainability, the United States, which heavily depends on cars, has the challenge of retrofitting walking infrastructure compared to European cities, which were built with walking in mind. While this challenge is real, new ideas, programs and policies are instilling the walking movement with high hopes. These includes ideas such as complete street program and walk appeal concepts and ideas. Most cities around the world are taking steps to go car free.

Promoting car less zones not only makes cities friendly for those on foot or cycling but also improves air quality and reduces congestion. There is also a problem that the factors used to promote walking are often based on providing the needed infrastructure. Southworth (2005) noted that the unsolved issue of walkability has been how to get people to walk and not just to use the needed infrastructure. Thus, to get people to walk, a walkable street should offer pedestrians the opportunity to observe something that attracts and incentivized them to walk (Mouzon 2012).

In line with the foregoing, my goal for this study was to create a street with a strong walk appeal that will attract people to walk. In line with such motivation, I did a literature review on why most European streets are walkable compared to American streets, which appear to be carcentric. I used mixed method research methodology (survey and design) to assess the level of walkability in Ames. Overall, the survey proved that people do not feel pleasant walking in Ames because most sidewalks lack attractive features to propel them to walk further. This is evident as 70 percent of survey respondents do not feel pleasant walking in Ames. This tie into findings from my literature review, which reveals that most Europeans streets are walkable because they have attractive features that entices people to walk on them. Based on lessons from my literature review, recommendations from class presentations and findings from our survey, I came up with two proposed designs for 301 Kellogg Ave, Ames. I believe that a careful implementation of these designs may encourage people to walk along this particular street of the downtown Ames.

It is also worth noting that the findings and designs documented in this project are not conclusive and stands to benefit from further research works. Thus, research works that could improve this project include detail review and study into designing gateway streets in Ames, analyze alternative approach of introducing trees in downtown areas to improve walking, redesign all the streets in the selected superblock based on the principles of walk appeal, evaluate the cost associated with implementing my proposed designs, evaluate the impact of my proposed designs on the quality of the environment and social connectedness and lastly conduct further research into ways by which walking advocates can be engaged in Ames with the topic of walk appeal to enhance walking in downtown Ames.

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Acknowledgements My foremost and deepest appreciation goes to Professor Alenka Poplin at the Department of Community and Regional Planning, College of Design, Iowa State University for her outstanding guidance, patience, encouragement, inspiration and constructive comments given me throughout this entire work, I just cannot thank you enough; I am forever grateful. My profound thanks also go to all my friends and colleagues of the Department of Community and Regional Planning, most specially DNS S 546 section 36 (spring 2020) class, I say a big thank you for your immense contribution, love and support. God bless you all.

European perspective The Danube Canal – a Diverse Promenade Through the Heart of Vienna Emir Skulić | UAS Technikum Vienna “People have esthetic claims. The lack of charm in public space reduces the pleasure of walking. Only in beautiful, charming and groomed surroundings people will walk with pleasure.” (Urban Development and Planning Vienna - Municipal Department 18 2004)

Figure 1. Danube Canal in the center of Vienna; Source: www.goodnight.at, 11.04.2020 One very successful example from Vienna that is clearly a place with a high walkability is the Danube canal (Figure1). The canal is an arm of the Danube river with an approximate length of 17 kilometres (10.5 miles). It runs through 7 central districts addressing numerous citizens as a promenade (Wiener Stadt- und Landesarchiv (MA 8) und Wienbibliothek im Rathaus (MA 9) 2019). In order to provide experiences and recommendations that can be implemented in the city of Ames, this section aims to identify the different functions of the space along the canal and the manner of how they were realized. The city of Ames can then consider the suggested dimensions in future reconstructions.

Focus on active mobility Walking and cycling are the main forms of mobility at the canal. Active mobility helps preventing health issues, relieves the environment and supports a more attentive experience of 117

one’s surrounding. Motorised private transport is prohibited (exception: delivery traffic for local gastronomy and police patrol) (Geschäftsgruppe Stadtentwicklung,Verkehr, Klimaschutz, Energieplanung und BürgerInnenbeteiligung 2010). The positive effects: safety for more fragile forms of mobility, less noise, better quality of air und a stress reduced environment. Especially the high level of safety plays a key role in making places and streets more attractive for pedestrians (and cyclists).

The exclusion of other forms of mobility might be necessary to attract the intended mobility forms.

Figure 2: Location of the Danube canal

Facing conflicts between pedestrians and cyclists, the Source: www.bikemap.net, 11.04.2020 city of Vienna created, in cooperation with a psychologist for urban issues, a so-called Fairness-zone. Marks were places on the path in places where conflicts were registered frequently sensitizing the people to move considerately. Positive effects were noticed (Stadtpsychologie 2014).

Commercial opportunities, but no obligations Because of the high frequency of pedestrians in urban areas businesses are very tempted to establish themselves in those locations. Generally, it can be assessed as positive when there is a supply satisfying the demand on a location. However, there are several examples from central locations in cities where the access to an ostensible public space is only granted if you are willing (or able) to buy something. The commercial obligation can be a current law but also a result of socialisation (social pressure). A simple example are public places where no public seatings are offered except from the local Café. Especially citizens with restricted mobility have the need to sit and rest during a walk which means that (referring to our example) they will buy something, even if they did not have the need, just to be able to use the opportunity to sit.

Commercializing locations is surely a win for the local economy. But it can also exclude population groups, just as persons with low income, children, elderly or (depending on the cultural background of the region/ country) even whole genders. The result is a lack of social inclusion.

A reason for the popularity of the Danube canal is that it has commercial offers but no obligations. There are several owner-managed and medium-sized Cafés, beach bars and restaurants in an affordable price class along the canal (Geschäftsgruppe Stadtentwicklung, Verkehr, Klimaschutz, Energieplanung und BürgerInnenbeteiligung 2010). Nevertheless, there are much more places where people can reside without the obligation to consume, like public seatings, the edge of the canal, lawns or stairs. Naturally, the consumption of own food and 118

drinks is allowed in those places which makes it an extraordinarily popular spot for going out in warm summer nights (Figure 2).

Addressing sport fanatics, the city of Vienna built several installations like ping-pong tables or work-out stations, i.e. for calisthenics. They are maintained by the city and in a decent condition. Bringing sports into the urban environment raises the awareness for the importance of sports and movement in general. A social dynamic can be initiated where people start thinking about their own activeness when they see the society around them practicing.

Design – the variety attracts In the rarest of cases, the successful design of a promenade can be reduced to one component. The charm of the Danube canal is defined by its variety of design elements. Explicitly the interplay of green, light and artistic components attracts a wide range of the citizens with different passions. Lovers of green have for example small lawns to relax and raised plant beds that were built by local associations to admire. Creative light elements such as lights at the bottom side of bridges in different colours create individual atmospheres and increase the subjective sense of safety. The colour-fulness is supported by the different lights of numerous caterings (Stadt Wien, Geschäftsgruppe Stadtentwicklung und Verkehr 2008). Enthusiasts of art (especially of street art) will experience an overstimulation at the Danube canal (Figure 3). There are several sculptures and installations to adore. Nearly all the walls of the canal are Figure 3: The Danube canal in a warm summer night covered with graffities, sometimes simple ones but often very Source: www.gailtontour.com , 11.04.2020 complex and impressive ones. On selected spots, the city of Vienna legalized the use of the walls for artistic purposes. According to the city, the subculture is part of a diverse society just as other forms of culture (Wiener Bildungsserver Verein zur Förderung von Medienaktivitäten im schulischen und außerschulischen Bereich). Nevertheless, the majority of the graffities was sprayed illegally. The possibility that the surrounding environment can be affected by the legalization of specific spots for street art has to be considered when planning urban areas. Self-dynamics cannot be prevented even in best case scenarios. Whether the illegal graffities are an enrichment or a loss in the general aesthetic is in the eye of the beholder. For what it is worth, they raise the uniqueness of the promenade.

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References Appolloni, L., Corazza, M. V. and D. D’alessandro (2019). The pleasure of walking: An innovative methodology to Assess Appropriate Walkable Performance in Urban Areas to Support Transport Planning. Sustainability.

Barrett, L. F. (2017). How Emotions are Made, New York: Mariner Books, Houghton Mifflin Harcourt Denverurbanism (2017). Street Woonerf. Retrieved from Denverurbanism: https://denverurbanism.com/2016/07/rino-infrastructure-part-8-35th-streetwoonerf.html Heling (2018). Infoglobe. Retrieved from Infoglobe: https://en.infoglobe.cz/travellerguide/brazil-from-uruguay-to-porto-alegre/ Jacobs, A. B. (1997). Keynote: Looking, Learning, Making Streets: Old Paradigm, New Investment. Places, 11(2).

Machado, T. L. and C. L. Federizzi (2012). The Pleasure of Walking: User Experience in the Urban Space.

Mouzon, S. (2012). Walk Appeal. Retrieved from Origin Green: http://www.originalgreen.org/blog/2012/walk-appeal.html PPS (2015). Project for Public Spaces. Retrieved from Project for Public Spaces: https://www.pps.org/article/8-principles-streets-as-places Rahimiashtiani, Z. and N. Ujang (2013). Pedestrian Satisfaction With Aesthetic, Attractiveness and Pleasurability In Isfahan, Iran. International Journal Of Sustainable Tropical Design Research And Practice, 13-22.

Stadt Wien, Geschäftsgruppe Stadtentwicklung und Verkehr (2008): Zukunft Donaukanal. Eine pulsierende Lebensader für das Herz der Stadt. Unter Mitarbeit von Ernst Budai, Andreas Gerlinger, Gaby Berauschek und Böck Wilibald.

Stadtpsychologie (2014): Fairness Zone Donaukanal. Online verfügbar unter https://stadtpsychologie.at/fairness-zone-donaukanal/, zuletzt aktualisiert am 13.09.2014, zuletzt geprüft am 11.04.2020.

Southworth, M. (2005). Designing the walkable city. Journal of urban planning and development 131.4, p. 246-257 120

Urban Development and Planning Vienna - Municipal Department 18 (2004): Gehen in Wien.

Wien: Stadtentwicklung und Stadtplanung Wien, Magistratsabt. 18 (Werkstattberichte / Magistratsabteilung 18, Stadtentwicklung und Stadtplanung, Nr. 68). Online verfügbar unter https://www.wien.gv.at/stadtentwicklung/studien/pdf/b007559.pdf, zuletzt geprüft am 11.04.2020.

W.H.O (2018). Global Action Plan on Physical Activity 2018–2030: More Active People for a Healthier World; World Health Organization: Geneva, Switzerland, 2018; pp. 6–25 Wiener Bildungsserver Verein zur Förderung von Medienaktivitäten im schulischen und außerschulischen Bereich: Wienerwand. Online verfügbar unter http://wienerwand.at/index.php, zuletzt geprüft am 13.04.2020.

Wiener Stadt- und Landesarchiv (MA 8); Wienbibliothek im Rathaus (MA 9) (2019): Donaukanal. Wien Geschichte Wiki. Online verfügbar unter https://www.geschichtewiki.wien.gv.at/Donaukanal, zuletzt aktualisiert am 12.09.2019, zuletzt geprüft am 11.04.2020

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PUBLIC SEATING INVENTORY

STEPHEN POPLIN, VIENNA, AUSTRIA 123

Public Seating Inventory: Study of the Superblock in Ames Alec Gustafson | Iowa State University Abstract Public space is an important aspect of cities that is often overlooked. It is a way of evaluating, planning, and solving problems that parks and general open spaces in a city may have. One essential feature of public space is public seating, and not only in parks and open spaces, but all over a city. Public seating can be defined as benches in parks, public seating in downtown areas, and any other type of public seating. This paper dives into the Ames public seating landscape and aims to shed light on the current urban landscape of public seating using a GIS Inventory and story map. The overall project specifically focuses on the Ames Superblock determined by the Design Studio: Smart Mobility in Smart Cities Studio led by Alenka Poplin.

The city of Ames does not currently have a GIS Inventory of their public seating. The focus of this project was to create an inventory for them while defining the attributes such as the quality of benches, location, size, name, and frequency of usage. An inventory of public seating in every city should be essential in order to provide quality of life in public spaces and attract citizens toward the cityâ&#x20AC;&#x2122;s public spaces.

Keywords public seating, GIS inventory, web-map, public spaces, Ames 1. Introduction The motivation behind this project comes from the desire to enhance some of the open GIS data that the city of Ames has at its disposal. I have lived in Ames my entire life and I have never once wondered where all the public seating in the city is and what the uses for each are.

Residents often do not realize the planning and the thought that goes 124

Figure 1. Ames Tree Inventory

into a city deciding where to put benches. They also do not always realize what the intended use is for specific benches in certain places or why they use certain materials in some places and other materials in other settings. The goal for this project is to establish the methodology for collecting data about public seating, perform a GIS analysis, and create a web-map. All the while informing the Ames community of the public seating system. The current situation of public seating in Ames has much left to be desired, and I believe it is mostly due to the accessibility of open spaces and outdoor attractions in the city. Ames is a very active community; there are always cars and people moving about their days and the general feeling of Ames as a community feels very friendly. However, when driving around the city it seems apparent that the community does not spend too much time outdoors interacting with each other in places that are meant to be central hubs of activity, like Main Street. In my time living in Ames, the Main Street area has always seemed to be dying, and if the Ames Planning Department is looking into making the Main Street Area more desirable, it may be essential to have an inventory of the public seating in the area and how much use they get. Creating a GIS Inventory for the city will not only provide that information but give them insight into how they could potentially make the area more desirable for the general public. The city of Ames already has a tree inventory, shown in Figure 1. In many other cities, the tree inventory and a public seating inventory go hand in hand. The tree inventory of the Ames GIS Gallery is a web map that is masterfully designed. It is a perfect example of what a public seating inventory should look like. Creating a public seating inventory and defining each bench in the city will show the highest trafficked public areas in the city and will show the quality of maintenance that each area is receiving. As of right now, for this project I am specifically looking at the Ames Superblock, but in future endeavors it may be in the interest of the city of Ames to look into creating a city-wide public seating web map inventory.

2. Literature Review Public seating is something that many cities have investigated when designing their public spaces and parks. For reference on this project and how to create a professional public seating inventory, I found it necessary to search for and acknowledge other cities inventories such as the city of Seattle, WA and the city of Cambridge, MA. I also was able to find a thesis titled Type and Location of Seating on Pedestrian Streets and Influence on Duration of Stay written by Stefana 125

Bernadette Scinta, and published by Cornell University Graduate School as well as an article published in 1987 called Life Between Buildings by Jan Gehl.

In her thesis, Scinta (2017) discusses the importance of public spaces and the role they have in our cities. She also discusses the importance of seating in those public spaces writing, “Good opportunities for sitting pave the way for myriad other activities that enliven public spaces such as resting, reading, eating, or watching other people.” (Scinta 2017, p.14) This is a perfect way to describe the importance of public seating; cities can be walkable and bikeable, but without any kind of seating a public setting will be unsuccessful. This is the importance of having a GIS inventory of public seating in cities. Scinta also references a Danish Architect by the name of Jan Gehl who published an article in 1987 called Life Between Buildings, in which he discusses the architectural practice on the design of public spaces, the quality of public spaces, and performance of public spaces. It is through Scinta’s thesis that I was able to recognize the relevance of the design of seating in public spaces. In his fourth chapter, Spaces For Walking Places For Staying: Detail Planning, Gehl discusses ways to assemble people and how many a space can actually fit. Gehl writes, “…people and events are assembled in time and space is a prerequisite for anything at all to occur, but of more importance is which activities are allowed to develop. It is not enough merely to create spaces that enable people to come and go.

Favorable conditions for moving about in and lingering in the spaces must also exist, as well as those for participating in a wide range of social and recreational activities.” (Gehl 1987, p.129) Cities must be able to plan public spaces so people can assemble and use those spaces for social and recreational purposes. The importance of having public seating in these spaces allows citizens to “move about” and “linger”. The design of these places and the amount of seating is just as important to a public space as a sidewalk, playground set, or a patch of grass. Further in this chapter, Gehl dives into seating specifically. He states that, “well-functioning city areas may offer many opportunities for sitting.” (Gehl 1987, p.155) He argues that when there are opportunities for people to sit, there can be longer stays of duration. I argue that even if there are many places for people to rest and stay, the benches or seating must still be maintained and desirable. Public seating that is run down with paint chipping away and rust on the seats is less desirable by the public and therefore will create less milling around public spaces like downtown.

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In her thesis, Scinta (2017) discusses ways to measure seating quality in a four point method that Gehl produced in a 1990 study of Stockholm city quality. Scinta writes regarding Gehl’s scale, “the results of which showed a clear connection between quality of seating (in terms of view, microclimate, space placement, and edge relationship) and increased use.” (Scinta 2017, p.14) In this four point scale of seating quality, the first point is view, meaning that people tend to choose to sit at a place where they have view of the setting, other people, and events.

People have a natural inclination for some kind of visual stimulation. The second point in the scale is microclimate, meaning is the bench or seating area comfortable with regard to the weather. Is there shade available, sun, airflow? These are important for people when choosing where to sit. The third point is space placement, meaning, are there a large number of benches nearby and how closely are they placed? While people may be out in the public, they still want some privacy. Designing a public space with seating in abundance may not be a good thing at times because people do not want their space invaded by others when relaxing on a park bench or any other form of public seating. The fourth and final point in this scale is edge relationship.

This means that people want to sit on comfortable surfaces. The type of surface varies based on the age of the citizen, but in general the surface of the bench should be comfortable enough to be desirable for all citizens. These four points of seating quality greatly affect the traffic that these public seating areas consume. This is the importance of an initial GIS Inventory, so that cities can then go on and develop an analysis of how they want to better develop and design their public spaces.

To gather some more information on this topic, I have searched for other cities’ databases and public seating inventories. Many cities have public seating inventories and they are usually in association with tree inventory databases and maps. Cities like Seattle, WA, as shown in Figure 2, and Cambridge, MA have detailed inventories. I

Figure 2. Seattle, WA. Public Seating Inventory

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downloaded these Seattle and Cambridge databases from Data.gov to import into my own ArcGIS program so that I could look at their attributes. These databases use attributes such as the name of the bench i.e. the person it is dedicated to, the date the bench was recorded into the database, the size in feet, the height of the bench, the usage, and the positioning. The City of Cambridge used polyline shapefiles to show the actual outline of the benches, while the City of Seattle used point shapefiles to just show the relative positioning of each bench. In my research of public seating and innovative ideas for it, I came across the concept of GreenCityGIS by a company called Geographic Technologies Group. As shown in Figure 3, a screen shot of their article shows the concept of using GIS to create smart designs for public spaces. The company creates GIS inventories and infrastructure data to turn park and recreation data into meaningful decision support information for park staff to utilize (Geographic Technologies Group, 2020).

Through examples like GreenCityGIS, the city of Ames can draw conclusions and inspiration on how they can benefit from having an inventory at their disposal.

The two cities that I have chosen to highlight show just how useful it can be to have inventory of public seating along with other data such as a tree inventory. A city that keeps data on many planning aspects has information that can be very useful for future ideas and development. By collecting public seating data for this project, I will be

Figure 3. Green City GIS Article

aiding the Ames community and helping people like some of my fellow students who are also looking at seating in Ames. If there is data collected and inventory attained, ideas can be pushed forward, and our cities and parks will potentially see a brighter future.

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3. Research Focus The main goal of this research is to create a Public Seating GIS Inventory for the city of Ames using ESRIâ&#x20AC;&#x2122;s ArcGIS Online. The Inventory will take all of the previous research into account and create

Figure 4. Ames Superblock and Data Collection

many attributes assessing the current situation of the public seating in Ames. The current goal of the project is to specifically look at the Ames Superblock determined by the class and one block outside of the Superblock. As shown in Figure 4, the Ames Superblock extends east from Burnett Ave. ending at Duff Ave. and extends south from 6th St. to Main Street. I will be conducting my initial map extending one block north of 6th St. to 5th St., one block west from Burnett Ave. to Clark Ave., and one block east from Duff Ave. to Carroll Ave. The main research questions I will be focusing on in this inventory are how to design and implement a public seating inventory, how to design a database for the public seating inventory, how to collect data, and how to design an online web-map for the public seating inventory. After the inventory is designed, the main focus of the resulting map is location of seating in the Superblock, quality of seating maintenance, average usage, and other attributes deemed essential for an inventory as such.

4. Research Methodology The methodology I used to complete this project is a GIS analysis of where the public seating in the super block and the surrounding city blocks are. I used the ArcGIS collector app to walk and bike around the super block looking to collect the positioning of each bench in the area. As with any GIS Analysis, there needs to be attributes and data that are relevant to the data being collected. As per my knowledge of the city of Ames, I feel it is safe to assume that some benches may be closer to a CyRide Bus route; this will be one of my many attributes listed for the data. Along with relative position to CyRide, other attributes will be the material the bench is made of, whether it is in a city park, if the bench is dedicated to someone, what the designated 129

use of the bench is, etc. The GIS database I am creating will have each seating structure with a pinpointed location on an Ames map layer, and each point will have all the attributes assigned to it. The finished map will be uploaded to ArcGIS online and will show a picture of the bench and all the attributes assigned to the bench. In a step by step process, the methodology will look like this: 4.1 Database Design The design of the map is the first aspect of the project that needs to be addressed. The process of collecting this data started with a GIS map creation on ArcMap of the base map and the data collection boundaries. After the initial map was produced, it was then published to ArcGIS Online where the data could be collected. The outcome of the database design is shown in Figure 4.

4.2 Data Collection Figure 5 shows the ESRI Collector app. Collector is a program that allows an individual to collect geospatial coordinates that can be used to create shapefiles such as points, lines, and

Figure 5. Screen Shot of ESRI GIS Collector

polygons. Within this app, one can also add data to the attributes already assigned to the database via ArcGIS Online. I used the Collector app to walk around the Ames Superblock and use the GPS pinpointing tool to select where specifically each bench is. This is how I answered the spatial question of where all the public seating in Ames is. Once each bench was pinpointed,

Figure 6. Attribute Table for the Public Seating Map

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it was given all of its attributes as shown in Figure 6. It contains a GEO ID, a date recorded, the dimensions of the bench (i.e. height and width in feet), the name of the bench or the dedication, the material used, maintenance level, usage level, and lastly location.

4.2.1 Data Collection Surveying Process Regarding the usage and maintenance of the level attributes, I needed information that I could not simply gather just from visiting the bench. I needed some information from other sources. To solve this problem, I spoke with individual shop owners and such and asked them a series of questions regarding the benches they had outside and if they had regularly seen people enjoying them. I asked each member to rate their benches usage as either highly trafficked, moderately trafficked, or low to no traffic at all. The information I received proved to be rather difficult to come by. At the time of this project the sudden outbreak of COVID-19 decreased the productivity of this project. Talking with employeeâ&#x20AC;&#x2122;s/owners of these stores with the benches outside was a bit more challenging. Many of the storefronts closed their shops to the public and were only doing curbside service. Due to this sudden change, I was forced to call in to the shops and speak over the phone. The shop owners I was able to get in contact with were very helpful especially on Mainstreet.

4.3 GIS Analysis and Interactive Web-App Publishing The last step in creating a GIS Inventory, was to analyze the data collected in the previous steps and organize the data in an easy to understand way. This means designing the points to the right symbology, adding base map layers, or just tidying up the attribute data. Once the GIS analysis is done creating and publishing the interactive web-app was very easy. This step in the publishing process was just designing how the map was going to look in the form of a web page, choosing where to place buttons, map legends, map layers. I also used photoshop in order to re-create the City of Ames logo as a finishing touch on the map to make it look more official.

5. Results The results of this project can be seen on the web map I have created entitled Ames Public Seating Inventory, this is a collaborative web map that anyone with the Collector App 131

and an ESRI account can edit. This makes the map very accessible to the Ames public and can be constantly updated and worked on. Since the scope of this project is just the Ames Superblock and the surrounding area, it is my hope that it will be edited and continued in the future for all of Ames. https://isugisf.maps.arcgis.com/apps/webappviewer/index.html?id=4475fc80155d44f780dLink To Map: https://isugisf.maps.arcgis.com/apps/webappviewer/index.html?id=4475fc8015 5cad1428f7cfd

5d44f780d5cad1428f7cfd 6. Conclusions and Further Research After concluding my research and data collection on the Ames Superblock, the project is not done. I believe it would be in the city of Amesâ&#x20AC;&#x2122; best interest to follow this public seating inventory to completion. The project will be continued on through the work of other students at Iowa State University where they will be taught how to use the ESRI Collector app and given an assignment through the entry level GIS CRP 251 class, taught by Dr. Poplin. The assignment will most likely consist of the city of Ames being broken up into sections, according to the quantity of students in the class where the students will go and collect the data that the city needs. By the end of the next semester, the database will be complete for the entire city and Ames will have this data to claim and use at their disposal.

Acknowledgments The success and final outcomes of this research and project required much guidance and assistance from many individuals and organizations. It is with great gratitude that I acknowledge first and foremost my professor and academic advisor Dr. Alenka Poplin for working so graciously on this research topic alongside me and providing me opportunities for learning valuable lessons in community planning and in life.

I would also like to acknowledge my classmates who are also contributors in this document, Ames Council Member Gloria Betcher, the Mayor of Ames, John Haila, Chair of the Department of Community and Regional Planning Francis Owusu, the City of Ames, Iowa State University, and the ISU CRP Department.

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Notes on the Contributor Alec Gustafson is a graduating senior with an undergraduate degree in Community and Regional Planning at Iowa State University.

Following this research report and graduation he will be headed to Dubuque, IA to work for the Dubuque County Auditor as a Deputy Auditor and Mapping Specialist.

References “Ames Public Tree Viewer.” ArcGIS Web Application, City of Ames, Iowa, cityofamesgis.maps.arcgis.com/apps/webappviewer/index.html?id=0223391ad9ee415983c f919cffc933c1.

Cambridge, City of. “Park Benches.” Park Benches - GIS - City of Cambridge, Massachusetts, City of Cambridge, Massachusetts, 15 Apr. 2020, www.cambridgema.gov/GIS/gisdatadictionary/Infra/INFRA_ParkBenches.

Gehl, J. (2011). Life Between Buildings: Using Public Space. Washington, DC. Island Press.

“GreenCityGIS: Using GIS for Parks Management.” Geographic Technologies Group, Geographic Technologies Group, 18 Feb. 2020, geotg.com/gis-parks-rec/.

Scinta, S. B. (2017). Type and Location of Seating on Pedestrian Streets and Influence on Duration of Stay (Master’s Thesis, Cornell University, Ithaca, USA). Retrieved from https://ecommons.cornell.edu/bitstream/handle/1813/47834/Scinta_cornell_0058O_1 0006.pdf

?sequence=1&isAllowed=y

“Seattle Parks and Recreation GIS Map Layer Shapefile - Park Bench.” Data.gov, Publisher Data.seattle.gov, 15 Jan. 2020, catalog.data.gov/dataset/seattle-parks-and-recreation-gismap-layer-park-bench.

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BIKE-ABILITY ENHANCED BY INTERSECTION DESIGN

ALENKA POPLIN, AMES, IOWA 135

Bike-ability Enhanced by Intersection Design Britney Markhardt | Iowa State University Abstract Intersections are the most critical point in the transportation network. They can either provide comfort and safety for all modes of transportation or increase the need for cars and subsequently the feeling of danger and distress. Intersections are only a fraction of the bicycle network yet; they account for 45% of all car related bicycle accidents. The goal of this paper is to identify and study critical intersections and propose alternative designs for these intersections. I underwent a research-based redesign process with three major intersections identified using the priorly described guidelines as well as state-of-the-art implementations to increase safety. The redesign focuses on safety and accessibility of the intersections by establishing basic intersection data in order to provide the most comprehensive recommendations. The concluding remarks include a summary of the findings and recommendations that will be useful to professionals in the transportation planning or engineering field and city officials aiming to increase accessibility and safety within the city.

Keywords: intersection design, bike-ability, safety, mobility, smart city, accessibility 1. Introduction The Bike-ability Enhanced by Intersection Design project began with my personal motivation and a vision of how a safe and pleasant biking experience could be designed for the community of Ames, IA. I have worked in multiple transportation planning departments in different cities the past three years and have formed a very specific research interest in active- and multimodal transportation. The improvement of biking infrastructure in Ames has continued to develop over the past decade with major improvements to biking infrastructure being made yearly.

Unfortunately, most citizens still feel uncomfortable in the biking network Ames provides. This discomfort comes from both infrastructure inefficiency and intersection crossings (NACTO 2017). The motivation behind my project centers around the idea that neither safety nor mobility is a privilege. This research specifically takes an in-depth examination of the biking situation in Ames at the most critical points, intersections. Intersections have the ability to make or break a system because this is when the bicyclist has the greatest opportunity for contact with automobiles and where the most discomfort comes from in the biking system (NACTO 2017).

I, along with peers, Mohamed Elsadig and Mandela Gadri, designed a survey to be distributed in the Ames community in March of 2020. The survey presented very interesting results regarding bike-ability and safety. A question addressing frequency of biking as a method 136

of commuting revealed nearly three quarters of the survey population reports they never bike.

Diving deeper we asked a question regarding reasons for not biking and responses varied greatly. This indicated there is no infrastructural reason why the population is not biking, rather they may not know why they do not bike. This stems from a cultural issue, providing ease of use and safe alternatives to driving is a step that can be taken to begin a culture shift. Next, we asked respondents to indicate what changes could be made to increase biking safety and comfort. They overwhelmingly rated all infrastructural improvements as very important including: more and maintained sidewalks and bike lanes; improved connectivity; safe intersections; and increased traffic separation were the results rated as most important to increase bike-ability in the city of Ames.

The survey then asked location-based questions to gain an understanding of where many people identify destinations. Destinations are common locations people find themselves at, like grocery stores, workplaces, or homes. Figure 1 that a majority of respondents identified Campus, Campus Town living area, Main Street, and near the Ames High School as their most traveled destinations. This data was used to look Figure 1 - Survey Response "Most Used Destinations" into crucial intersections in Ames based on destinations. The other location-based question asked about dangerous intersections. There were fourteen intersections identified by the participants of the survey shown in Figure 2.

Within these fourteen intersections there were eight intersections that had more than one vote.

Those intersections are as follows: • • • • • • • •

Grand Ave @ Lincoln Way Duff Ave @ Lincoln Way Hyland Ave @ Lincoln Way University Blvd @ Lincoln Way University Blvd @ Mortensen Pkwy Grand Ave @ Bloomington Rd Grand Ave @ 13th St Stange Rd @ 13th St

The results of the survey were a large Figure 2 - Survey Response "Dangerous Intersections" motivator and reinforced the initial research motivation developed in early stages of the project by showing a need for safe biking options for every comfort level at the intersection.

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The recent Iowa State University campus biking plan created by Toole Design Group (Toole Design Group 2018) piqued my interest as an avid biker and was a source of study and resource for proposed bicycle infrastructure implementations. This report illustrated roadway and intersection design for safety and ease of mobility using implementations such as separated bike lanes, bike intersection crossings, and integrated mobility lanes. It gives excellent information about the safety of different biking infrastructure. Principles and suggestions in the report were highly considered during the research and design phase of this project.

2. Innovations for Bike Safety Many innovations continue to revolutionize the world of bicycle safety. Innovations and implementations within the topic of intersection safety for multiple modes are included in this section. Model biking cities include Copenhagen, Cities in The Netherlands, Seattle, Washington, and Salt Lake City, Utah. These six cities represent case studies of state-of-the-art bicycle intersection design and innovations and inspired the process of intersection design or redesign for the City of Ames.

2.1. Copenhagen - Green Wave According to the Centre for Public Impact, traffic lights are coordinated to favor cars in the intersection which causes the cyclist to follow a stop-start pattern when maneuvering the city (CPI 2016).

Copenhagen city officials identified efficiency as the major annoyance existing in the bicycle infrastructure. This finding began research of the Green Wave. City officials were able to identify the most used major arterials leading into the city center and test what would become one of the most beneficial implementations for cities with existing biking Figure 3 - Green Wave infrastructure. The Green Signage Wave coordinates traffic lights to increase ease of travel by setting a â&#x20AC;&#x2DC;green waveâ&#x20AC;&#x2122; of lights for cyclists maintaining a speed of 20 km/h or about 12.5 mi/h, an easy recreational pace, during rush hours (City of Copenhagen 2009). Figure 3 shows signage to indicate Green Figure 4 - Green Wave LED Path Indicator Wave streets. Some stretches, like illustrated in the Figure 4, have LED lights embedded in the asphalt that light up if within a distance from the intersection that gives a green light. This allows the cyclist to keep, increase, or decrease 138

their speed in order to stay within the changing green LEDs and reminds cyclists to stay within the 20 km/h range (Coville-Anderson 2014).

2.2. Makkinga and Drachten, The Netherlands - Shared Space Intersections Makkinga, a town in The Netherlands has only one street sign that reads â&#x20AC;&#x153;free of traffic signsâ&#x20AC;?. This approach is called Shared Space and is an urban design principle that reduces segregation between modes of traffic (Bike to Everything 2019). Curbs, traffic signs and signals, and road markings are all removed. This approach creates an uncertainty in the road which makes it Figure 5 - Shared Space Intersection, Drachten, The Netherlands unclear where priority lies. Makkinga implemented this principle city wide. Just partial implementations in a city can also be valuable.

The town of Drachten removed twelve of the fifteen traffic lights and saw a large reduction in accidents, from thirty-six in four years to two in two years, and it substantially reduced traffic jams (Van de Vliet 2013). Drachten, shown in Figure 5, used open squares and unsigned roundabouts to replace the traffic lights. When the intersection lacks signage or control everyone slows down and gives right of way to others without stopping. This is beneficial to bicyclists because everyone on the road is more aware of their surroundings.

2.3. Utrecht, The Netherlands - Flo Kiosk Speed Sensor Stopping at a red light while on a bike is thought to be an unavoidable part of the daily commute. With Flo, a traffic system in Utrecht, riders can ride through the city on a wave of green lights. Figure 6 illustrates how this system uses speed sensors that can sense cyclists from Figure 7 - Flo Kiosk Sensor Technology hundreds of feet out and displays symbolic advice in the form of animals (Metcalfe 2017). A hare is displayed if the cyclists needs to speed up in order to catch a green light. A tortoise is displayed if they need to coast into the intersection. A thumbs up displays if the bicyclists speed is sufficient to get them through the green light with no change. Finally, if there is no way a cyclist can make the green light, they get a cow. Flo, as Figure 6 - Flo Implementation, Utrech, The Netherlands

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Figure 7 illustrates, works to give riders a wave of green lights because of the dynamic light system that senses traffic volume as well as cyclistâ&#x20AC;&#x2122;s presence, prioritizing the later. Flo was developed by the innovation agency Springlab and has continued to implement corridors of Flo kiosks because of the positive public response (Metcalfe 2017).

2.4. Seattle, Washington - Vertical deflection In Seattleâ&#x20AC;&#x2122;s Bike Intersection Guide, vertical deflection is proposed as a traffic calming and speed reducing measure to increase safety and reduce accident rate. A speed table uses raised surfaces marked for pedestrian crossing to increase street safety.

Typically, these are three inches high and can either be only the crosswalk or the entirety of the intersection (City of Seattle 2017). Vertical deflection crosswalks should provide an accessible curb ramp and a surface Figure 8 - Vertical Deflection Crosswalk change as an indication for pedestrians with vision impairments. Figure 8 shows an example of a vertical deflection speed table. It is critical for a speed table to be accompanied by signage to indicate the infrastructure. Figure 8 uses arrows in both lanes of traffic as signage. Signage of this kind typically leads to speed reduction, increased visibility, and situational awareness of automobile operators. This type of infrastructure, according to NACTO, using speed tables requires sufficient lighting in the area and have a slope between 1:25 and 1:10 for cars and 1:6 tapers for pedestrians (NACTO 2017).

2.5. Salt Lake City, Utah - Protected Intersection Many cities across the world have adopted protected bike lanes in an effort to increase ridership but, unfortunately, many riders do not see the value when they arrive at the intersection. The intersection is the most dangerous place in the roadway and needs extra consideration during the design process. Protected bike lanes lose their benefit when they come to a traditional intersection, cities need a protected intersection. Protected intersections reduce risk and stress during the commute by giving bikers and pedestrians priority (Weiner 2018).

The protected intersection, illustrated by Figure 9, uses three main design elements; corner refuge island, forward stop bar, and setback bike crossing. This combination of safety elements makes the intersection work for every mode (Falbo 2014). The corner refuge island is the most important part of the design, extending the protective barrier further into the intersection. The corner refuge island is a concrete bumper that decreases open space in the intersection and provides further separation between modes. This allows higher visibility of the biker or pedestrian achieved by increasing the turning angle and slowing the speed for automobiles. The forward stop bar is located where the biker waits for a green light. In this

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proposed intersection design, it is set in-front of the car stop bar which allows higher visibility of the biker or pedestrian by decreasing the angle between the car and bike. This stop bar is positioned in front of the crosswalk and allows cyclists a head start when the light turns green, therefore, reducing accident rates. A setback bike crossing allows at least one car length between traffic going straight and traffic turning. This acts as a buffer of sorts for extra reaction time for all modes.

The driver has already turned 90 degrees and is perpendicular to the bike lane before Figure 9 - Protected Intersection Illustration crossing it (Weiner 2018). With the corner refuge island slowing the speed this is an ideal situation for adequate response when modes meet.

3. Research focus This research addresses the intersection from the viewpoint of a low comfort cyclist. This viewpoint allows all comfort levels, from mothers with children to professional cyclists, to use the bicycle network without discomfort or complete avoidance of the intersection. The overall goal of this research is to study the safety and redesign three intersections in Ames, IA. This redesign is based on intersection placement and cycling safety measures, in order to provide an increased feeling of safety in the intersection. The first research question is: How does roadway network design play a role in intersection design?

This question takes into consideration what factors are important when designing an intersection. I used the factors identified through research of this question to identify three intersections that would best benefit the bicycle network as a whole. A GIS analysis was done to assist with summarizing the findings. These results have been relayed into the second research questions I have posed: How can intersections be designed as an opportunity to increase the safety of the active transportation network?

This question requires further research of state-of-the-art bicycle intersection techniques. These techniques allow for a comprehensive intersection redesign of the three intersections identified through the previous question. This redesign process uses Adobe products such as InDesign, and Illustrator to present the findings of my research.

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4. Intersection Identification

Five out of five intersections identified to be within 2.5 miles from the designated destinations

4.3.2 Connectivity Analysis

Five out of eight intersections identified as having the lowest safety ratings

4.3.1 Destination Analysis

Eight intersections identified as "Dangerous" by the Ames community

4.2 Bicycle Safety Index

4.1 Community Survey

The research methodology consists of a community survey, safety index calculation, a GIS analysis, and an intersection redesign. The community survey was utilized to identify what the population sees as the most dangerous intersection. The safety index calculation was used to initially rate the identified intersections based on safety factors. The GIS analysis was used to identify which intersections were best fit for redesign. These included a destination analysis and a connectivity analysis. The intersection redesign used the three intersections identified though the GIS analysis and methods and innovations highlighted through research to design a safe, pleasant, and efficient intersection for bicyclists.

Three out of five intersections identified as being critical in the existing bicycle network

4.1. Community Survey The community survey identified the eight most dangerous intersections selected by participants and are identified in Figure 10. The eight intersections are as follows: • • • • • • • •

Grand Ave @ Lincoln Way Duff Ave @ Lincoln Way Hyland Ave @ Lincoln Way University Blvd @ Lincoln Way University Blvd @ Mortensen Pkwy Grand Ave @ Bloomington Rd Grand Ave @ 13th St Stange Rd @ 13th St

4.2. Safety Index Calculation

Figure 10 - Intersections Identified Though Community Survey

The safety index calculation was provided by the Federal Highway Association (FHWA) in the Pedestrian and Bicyclist Intersection Safety Indices User Guide and is based on several variables. All variables are further detailed in Table 1.

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Variable BL

Variable Explanation Bike lane presence

CROSSADT CROSSLNS

Value 0 = NONE or wide curb lane (WCL) 1= bike lane (BL) or bike lane crossover (BLX) ADT in thousands 1, 2, …

PARKING

0, 1, 2, …

ADT in thousands 0 = no 1 = yes 0 = BL or BLX 1= NONE or WCL 0 = no 1 = yes

Cross street traffic volume Number of through lanes on cross street LTCROSS Number of traffic lanes on cross street MAINADT Main street traffic volume MAINHISPD Main street speed limit > = 35 mi/h NOBL No bike lane present

RTCROSS RTLANES SIGNAL TURNVEH

On street parking on main street approach Number of traffic lanes for cyclists to cross to make a right turn Number of right turn traffic lanes on main street approach Traffic signal at intersection Presence of turning vehicle traffic across the path of through cyclists

0, 1, 2, …

0, 1, …

0 = no 1 = yes 0 = no 1 = yes

Table 1 - Bicycle Safety Index Variables

There are three different calculations based on the direction of travel through an intersection and are detailed in Table 2. The through calculation combines the variables listed above to rate the safety of a biker going straight through an intersection. The right turn calculation gives a safety rating for a biker turning right at an intersection. The left turn calculation gives the safety rating for a biker turning left at an intersection. This calculation is widely used to rate intersections based on safety for cyclists and was a beneficial place to begin my analysis. This calculation achieved a base level safety rating based on existing conditions and infrastructure at the intersections.

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Through Right Turn Left Turn

Bike ISI = 1.13 + 0.019MAINADT + 0.815MAINHISPD + 0.650TURNVEH + 0.470(RTLANES*BL) + 0.023(CROSSADT*NOBL) + 0.428(SIGNAL*NOBL) + 0.2PARKING Bike ISI = 1.02 + 0.027MAINADT + 0.519RTCROSS + 0.151CROSSLNS + 0.2PARKING Bike ISI = 1.1 + 0.025MAINADT + 0.836BL + 0.485SIGNAL + 0.736(MAINHISPD*BL) + 0.38(LTCROSS*NOBL) + 0.2PARKING

Table 2 - Bicycle Safety Index

The detailed results of these calculations are in Table 3. The identified intersections have been colored green and the cells bolded showing their selection criteria (Through, Right Turn, Left Turn, and next two highest safety indexes). The first twelve rows containing numbers are the values for each variable in the calculation. The through intersection safety index (ISI), right turn ISI and left turn ISI show the results of each of the intersections based on the variables values. The total ISI is the total safety rating calculated by the addition of the three directional calculations. The green color signifies the intersections identified through these calculations for further analysis and the orange color signifies the intersection is not to be further analyzed.

Table 3 - Bicycle Safety Index Results

I calculated the bicycle safety index for the eight intersections identified through the community survey. The safety index calculation identified these five intersections: • • • • • 144

Grand Ave @ Lincoln Way Duff Ave @ Lincoln Way University Blvd @ Mortensen Pkwy (Through) Grand Ave @ 13th St (Left) Stange Rd @ 13th St (Right)

4.3. GIS Analysis Completing a geographic information systems (GIS) analysis of the dangerous intersections was the next step in this research project. Based on the safety index calculation we further analyze the selected five intersections. In order to do this, we used a destination analysis and a connectivity analysis.

4.3.1. Destination Analysis Destinations are places most of the population visits on a weekly basis; they can be schools, workplaces, grocery stores, residences, and shopping centers. Destinations used in this analysis include grocery stores, schools, and major destinations such as Main Street and Iowa State University. Figure 11 shows their locations on the map of Ames.

Figure 11 - Major Destinations in Ames, Iowa

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The importance of this analysis is to highly value the relationship between intersection location and distance to destinations. The max distance without intersection exclusion is 2.5 miles which represents an average time of 15 minutes by bike, the preferred commute time (Jaffe 2014). I eliminated intersections from further analysis if they didnâ&#x20AC;&#x2122;t meet the criteria. I created a layer in the mapping software, ArcGIS Pro, to illustrate all identified and classified destinations in Ames. Figure 12 illustrates the Figure 12 - Intersection to Destination Distance (in miles) identified distances (in miles) to the closest of all the classification of destinations from the intersections.

Results All intersections were within 2.5 miles of every destination. Table 4 shows that all five intersections are within 2.5 miles of every destination. This means no intersections were eliminated from further study in this analysis. The most central location was highlighted in green to indicate the shortest commute distance from all classifications of destinations.

13th @ Stange 13th @ Grand Lincoln @ Duff Lincoln @ Grand Mortensen @ University

ISU 1.07 1.93 2.07 1.58

Grocery Downtown Store 1.98 1.51 0.89 0.64 0.4 0.2 0.39 0.13

School 1.12 0.47 0.6 0.24

Total Distances 5.68 3.93 3.27 2.34

1.67

2.04

1.15

6.35

1.49

Table 4 - Intersection Distances (in miles)

4.3.2. Connectivity Analysis Connectivity is an important part of bike network design. Connectivity refers to intersecting bike routes to provide a network of bike specific infrastructure. This allows increased comfort for all styles of bike riders from expert to recreational. If there is a lack of existing bicycle facilities in the area of redesign, the intersection may not be used. Bike facilities include existing multi-use paths, bike lanes, and unpaved routes. Intersections are vital connectors for these paths and can promote ridership if designed well.

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The purpose of this analysis is to identify where major bicycle intersections are in Ames. Major intersections for bicyclists are located where bicycle infrastructure stops at or runs through the intersection. I created a layer in ArcGIS Pro, illustrating bike routes. Figure 13 shows the existing bike facilities in Ames by type of route.

Type of route is indicated by the color of the line. Bike routes are indicated by Figure 13 - Existing Bike Infrastructure in Ames black; bike lanes are blue, paved shoulders are yellow, shared use paths are green, and unpaved paths are pink. This layer was used to intersect the intersections identified in through the survey using a visual analysis of the layers.

Results Intersections are identified by yellow squares in Figure 13. Bike facilities are missing from two intersections, 13th Street at Grand Avenue and Lincoln way at Duff Avenue. These two intersections were not considered for redesign because of the lack of network connectivity. The intersections that were identified for redesign include 13th Street at Stange Rd; Lincoln Way at Grand Ave; and Mortensen Pkwy at University Blvd.

4.4. Intersection Redesign After I identified 13th Street at Stange Rd, Lincoln Way at Grand Ave, and Mortensen Pkwy at University Blvd. for future exploration using the community survey, safety index calculation, destination analysis and connectivity analysis, I consulted further literature references for intersection typology specific best practices. The preexisting Ames Complete Streets Plan uses street typology for implementation recommendations (City of Ames 2018). It was used in this study as a valuable resource to identify which kind of streets are intersecting at these critical intersections and the cityâ&#x20AC;&#x2122;s recommendations.

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5. Intersection Redesign

1 2 3 Figure 14 - Intersections Identified for Redesign

Figure 14 serves as a reference to the location of the intersections described below.

5.1 Intersection Location – 13th Street at Stange Road (1) • Existing Curb to Curb Width (Google Maps, 2020): o 13th Street: 65ft  West: one left turn lane, two straight lanes  East: one left turn lane, two straight lanes o Stange Road: 45ft  North: two straight lanes  South: two straight lanes • Existing Traffic Volumes (Iowa DOT, 2015): o 12,800 average vehicles per day (13th St, west of Stange Rd) o 17,200 average vehicles per day (Stange Rd North of 13th St) • Existing Multi-use Path o 8ft multi-use paths on 5 out of 8 outputs o 6ft sidewalk on 1 out of 8 outputs o Major multi-use path connection between North Ames and ISU o Major multi-use path connection between East Ames and West Ames

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Existing Intersection

Proposed Configuration

Figure 16 - 13th Street @ Stange Rd. Existing Layout

Figure 15 - 13th Street @ Stange Rd. Proposed

Figure 16 illustrates the existing layout of the intersection of 13th street at Stange Rd. Figure 15 shows the proposed configuration of the intersection. All proposed design treatments are described below.

Protected Intersection

Figure 16 - Protected Intersection Illustration

Figure 17 Temporary Flexible Curbs

Leading Pedestrian Interval The protected The LPI allows intersection allows pedestrian and bicycles to make a bikes to enter left turn without the intersection crossing traffic prior to vehicles Figure 18 - LPI lanes. This like illustrated in maneuver is done Phase 1: Bikes and Figures 19 and Pedestrians by taking two 20. right turns in the protected lanes Create an LPI shown in Figure of 5 seconds to 17. allow pedestrians and bicycles to cross Create four corner one direction of buffers consisting Figure 19 - LPI Phase 2: Vehicles, travel prior to of either cement Bikes, and vehicles or a temporary Pedestrians entering the raised curb and intersection. flexible delineator post illustrated in Figure 18.

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Widened Crosswalks (15â&#x20AC;&#x2122;) separated bike Extended Pedestrian Island and pedestrian Provide a separate The extended space for pedestrian pedestrians and Island provides bicyclist to cross a refuge for the intersection. pedestrians and Figure 21 indicates cyclists as they the separated paths cross the Figure 20 - Separated Bike Figure 21 Extended in the crosswalk. intersection. and Pedestrian Crosswalk

Pedestrian Island

Green pavement markings identify the bicycle exclusive zone.

These are optional.

This can also be done with a temporary curb and delineator post.

White pavement markings identify the pedestrian exclusive zone.

Create a center median extension to the currently existing infrastructure with a cut out for the proposed crosswalk like shown in Figure 22.

Because of Ames city laws against bikes in the crosswalk this is an essential part of this intersections design.

Intersection Design Treatments

Evaluation

Protected Intersection

Pedestrian Comfort High

Bicyclist Comfort High

Transit Benefits Low

Leading Pedestrian Interval

High

High

Low

Widened Crosswalks (15â&#x20AC;&#x2122;) separated bike and pedestrian Extended Pedestrian Island

Medium

High

Low

High

Medium

Low

Table 5 - 13th Street @ Stange Rd. Evaluation Matrix

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Option

Cost Range: Based on average installation cost provided by Pedestrian and Bicycle Information Center (Bushell, Poole, et al. 2013)

Protected Intersection

Concrete: $100 x 4 Temporary Plastic Barrier: $75 x 4

Leading Pedestrian Island

$0-$3,500

Widened Crosswalks

Green Markings: $1,000 x 4 White Markings: $340 x 4 High Visibility Markings: $3,070 x4

Extended Pedestrian Island

Concrete: $10,150 x 2 Asphalt $2,140 x 2 Flexible Pole with Plastic Curb: $210 x 2

Table 6 - 13th Street @ Stange Road Cost Estimates

5.2 Intersection Location - Lincoln Way at Grand Ave (2) • Existing Curb to curb width (Google Maps 2015): o Lincoln Way: 85ft  West: two left turn lanes, two straight lanes  East: one left turn lane, two straight lanes, one right turn lane o Grand Avenue: 85ft  North: one left turn lane, two straight lanes, one right turn lane  South: one left turn lane, two straight lanes, one right turn lane • Existing Traffic Volumes (Iowa DOT 2015): o 14,700 average vehicles per day (Lincoln Way, West of Grand Ave) o 17,200 average vehicles per day (Lincoln Way, East of Grand Ave) o 17,600 average vehicles per day (Grand Ave North of Lincoln Way) o 12,400 average vehicles per day (Grand Ave South of Lincoln Way)

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â&#x20AC;˘ Existing Multi-use paths (Google Maps 2015) o No existing paths in the intersection o Sidewalks border the road in each direction o Major multi-use path connection 1/3 mile south of the intersection Existing Intersection

Proposed Configuration

Figure 23 - Lincoln Way @ Grand Ave Existing Intersection

Figure 22 - Lincoln Way @ Grand Ave Proposed Redesign

Figure 24 illustrates the existing layout of the intersection of Lincoln Way at Grand Ave. Figure 23 shows the proposed configuration of the intersection. All proposed design treatments are described below.

Protected Intersection

Figure 25 - Temporary Flexible Curb

Figure 24 - Protected Intersection

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The protected intersection allows bicycles to make a left turn without crossing traffic lanes.

This maneuver is done by taking two right turns in the protected lanes like shown in Figure 26.

Create four corner buffers consisting of either cement or a temporary raised curb and flexible delineator post like illustrated in Figure 25.

Leading Pedestrian Interval

Figure 27 - LPI Phase 1: Pedestrians and Bikes

Figure 26 - LPI Phase 2: Vehicles, Pedestrians, and Bikes

The LPI allows pedestrian and bikes to enter the intersection prior to vehicles. The phases of LPI are shown in Figures 27 and 28.

Create an LPI of 5 seconds to allow pedestrians and bicycles to cross one direction of travel prior to vehicles entering the intersection.

Intersection Design Treatments

Evaluation Pedestrian Comfort

Bicyclist Comfort

Transit Benefits

Protected Intersection

High

High

Low

Leading Pedestrian Interval Widened Crosswalks (10’)

High

High

Low

High

Medium

Low

Table 7 - Lincoln Way @ Grand Ave Evaluation Matrix

Option

Protected Intersection Leading Pedestrian Interval Widened Crosswalks

Cost Range: Based on average installation cost provided by Pedestrian and Bicycle Information Center (Bushell, Poole, et al., 2013) Concrete: $100 x 4 Temporary Plastic Barrier: $75 x 4 $0-$3,500 White Markings: $770 x 4 High Visibility Markings: $3,070 x 4

Table 8 - Lincoln Way @ Grand Ave Cost Estimates

5.3 Intersection Location – Mortensen Pkwy at University Blvd (3) • Existing Curb to curb width (Google Maps, 2020): o Mortensen Pkwy: 65ft  West: one left turn lane, one right turn lane o University Blvd: 70ft  North: two straight lanes, one right turn lane  South: one left turn lane, two straight lanes • Existing Traffic Volumes (Iowa DOT, 2015): o 10,300 average vehicles per day (Mortensen Pkwy, West of University Blvd) o 16,900 average vehicles per day (University Blvd, North of Mortensen Pkwy) • Existing Multi-use paths o 8ft multi-use paths on 3 out of 5 outputs o Major multi-use path connection between the Research Park and ISU

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o Major multi-use path connection between the Research Park and West Ames â&#x20AC;˘ Three-way intersection Existing Intersection

Proposed Configuration

Figure 28 - Mortensen Pkwy @ University Blvd Existing Intersection

Figure 29 - Mortensen Pkwy @ University Blvd Proposed Configuration

Figure 29 illustrates the existing layout of the intersection of Mortensen Pkwy and University Blvd. Figure 30 shows the proposed configuration of the intersection. All proposed design treatments are described below.

Vertical Deflection

Figure 30 - Vertical Deflection Crosswalk

Leading Pedestrian Island Vertical deflection provides a raised crosswalk for increased pedestrian comfort and lower Figure 32 - LPI Phase 1: traffic turn speeds and Bikes and Pedestrians is shown in Figure 31.

Create a 3-inch speed table over the existing crosswalk to provide high visibility and force a lower traffic turn speed.

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Figure 31 - LPI Phase 2: Vehicles, Pedestrians, and Bikes

The LPI allows pedestrian and bikes enter the intersection prior to vehicles. Fig 32 and 33 show the L phases Create an LPI of 5 seconds to allow pedestrians and bicyc to cross prior to vehi

Hardened Turn Buffers

Figure 33 - Hardened Turn Buffer

Hardened turn buffers like those pictured in Figure 34, provide a removable barrier to decrease traffic speed. These can be removed in winter.

Create a 5-foot-long hardened turn buffer to provide a lower vehicle turn speed and increased pedestrian space.

Flashing Warning Signs w/ Sensors

Figure 35 - Flashing Warning Signs w/ Sensors

Warning signs like, Figure 36 illustrates, paired with sensors give vehicles a highly visible warning of the presence of pedestrians

Extended Pedestrian Island The extended pedestrian Island provides a refuge for pedestrians and cyclists.

Figure 34 - Extended Pedestrian Island

This can also be done with a temporary curb and delineator post.

Create a center median extension to the currently existing infrastructure with a cut out for the proposed crosswalk like Figure 35 shows.

Create weight sensors in the sidewalk or integrate a sensor in the camera to pair with flashing warning signage.

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Evaluation Intersection Design Treatments

Pedestrian Comfort Bicyclist Comfort

Transit Benefits

Vertical Deflection

High

High

Low

Leading Pedestrian Interval

High

High

Low

Hardened Turn Buffers

High

High

Low

Extended Pedestrian Island

High

Medium

Low

Flashing Warning Signs w/ Sensors

Medium

High

Low

Table 9 - Mortensen Pkwy @ University Blvd Evaluation Matrix

Option

Cost Estimate â&#x20AC;&#x201C; Based on average installation cost provided by Pedestrian and Bicycle Information Center (Bushell, Poole, et al., 2013)

Vertical Deflection

$7,110

Leading Pedestrian Interval

$0-$3,500

Hardened Turn Buffers Extended Pedestrian Island Flashing Warning Signs w/ Sensors

Concrete $200 x2 Plastic Curb $100 x 2 Concrete: $10,150 x 2 Asphalt $2,140 x 2 Flexible Pole with Plastic Curb: $210 x 2 Signs with Rapid Flash Beacon: $12,500 Bicycle Loop Detection: $6,630 x 3 OR Signs with Rapid Flash Beacon: $12,500 Bicycle Signal Push Button Actuation: $3,000 x 2

Table 10 - Mortensen Pkwy @ University Blvd Cost Estimate

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6. Conclusions and further research This research paper summarizes the results of data collection, GIS analysis, and outlines the process of intersection redesign. Three intersections were redesigned to increase safety of the existing bicycle network. The intersections were chosen using a combination of three types of analysis. The first method was a community survey. This was originally used to broadly identify which intersections are most commonly thought of as unsafe by the Ames community.

Eight intersections were identified by the community. The second method was a bicycle safety index. This calculation took data points, such as average daily traffic, and current intersection conditions, like the presence of a bike lane, to rate the safety of the intersection. Five intersections were identified based on the index calculation for further analysis. The third was a GIS analysis. This encapsulated both a destination analysis and a connectivity analysis. The destination analysis used major destinations in Ames, such as grocery stores, schools, and downtown, and calculated the distance by bicycle to each location. All five intersections met the 2.5-mile criteria of the analysis. The connectivity analysis used the existing bicycle facilities to determine which intersection redesigns would benefit the bicycle network to the greatest extent.

The goal of the intersection redesign is high usage by cyclists which means the location of the intersections is of utmost importance. This analysis identified three final intersections for redesign.

I researched state-of-the-art bicycle facilities as well as street typology in order to find implementations that would both be beneficial to the existing landscape and provide bicycles and pedestrians high comfort levels. The resulting intersection diagrams as a result of the redesign phase pose a challenge for the City of Ames to increase safety in the bicycle network by starting at the intersection.

The survey my colleagues and I developed in the first stages of this research did not achieve all that was desired. Some questions were too vague, some were worded in a way that used positivism to sway respondentsâ&#x20AC;&#x2122; answers. I learned the importance of how questions are worded through this step and will be able to take this lesson into future research. A new survey will be completed in the next stages of this research to further analyze what the community desires. This is often the most important part of any research project. After completing the first stage of research I have a better understanding of what types of questions can be asked to provide desired results.

This research is in the first stages of my intersection design for bicyclists research. The common trend in urbanized cities leans toward bicycle planning and away from the common car centric development patterns seen throughout history. With the expected continuation of this trend, increased research on this topic will be vital to the development of cities. I plan to do a 157

further research on street typology, state-of-the-art bicycle facilities, and how intersection design can impact quality of life.

Acknowledgements Thank you to Alenka Poplin for her continued dedication to encouraging my passion and for assistance in editing this research paper. Thank you to Brianna Lawton for the discussion, critique, and recommendations surrounding intersection design.

Notes on the contributor Britney Markhardt is pursuing a degree in Community and Regional Planning and Political Science at Iowa State University. Her research interests center around transportation, including roadway design, intersection design, active transportation planning, and safety. Britney spends her free time cooking or outside hiking, running, and biking.

References Bike to Everything. (2019, August 15). 4 surprises about bicycle infrastructure in Amsterdam and The Netherlands. https://www.biketoeverything.com/2018/12/18/bicycle-infrastructure-inamsterdam-and-the- netherlands/ Bushell, M., Poole, B., Rodriguez, D., Zegeer, C. (2013, October). Costs for pedestrian and bicyclist infrastructure improvements: a resource for researchers, engineers, planners, and the general public. Pedestrian and Bicycle Information Center. https://www.pedbikeinfo.org/cms/downloads/Countermeasure_Costs_Summary_Oct2013.pd f Center for Public Impact. (2016). Green waves for bicycles in Copenhagen. https://www.centreforpublicimpact.org/case-study/green-waves-bicycles- copenhagen/ City of Ames. (2018). Complete streets plan. https://www.cityofames.org/government/departments-divisions-i-z/publicworks/traffic/complete-streets City of Copenhagen. (2009). City of cyclists - Copenhagen bicycle life. https://www.epomm.eu/newsletter/electronic/docs/CityOfCyclists.pdf City of Seattle. (2017). Bike intersection design. https://www.streetsillustrated.seattle.gov/designstandards/bicycle/bike-intersection-design/ 158

Colville-Andersen, M. (2014, August). The green waves of Copenhagen. Copenhaginize. https://www.copenhagenize.com/2014/08/the-green-waves-of- copenhagen.html Falbo, N. (2014). Protected intersections for bicycles. Alta Planning and Design. www.protectedintersection.com/wpcontent/uploads/2014/02/Falbo_ProtectedIntersection_T ranscript1.pdf Jaffe, E. (2014, August 6). The ideal commute is not actually no commute. CityLab. https://www.citylab.com/transportation/2014/08/the-ideal-commute-is-not-actually-nocommute/375609/ Flo. (2020). Jouw persoonlijke snelheidsadvies om vaker groen licht te halen. https.www.fietsflo.nl/ Google Maps. (2020). Map of Ames, Iowa. maps.google.com Metcalfe, J. (2017, April 28). This magic Dutch traffic light helps cyclists avoid stopping. CityLab. https://www.citylab.com/transportation/2017/04/this-magic-dutch-traffic-light-helpsbicyclists-avoid-stopping/523986/ Iowa Department of Transportation. (2015). Traffic flow map of Ames. https://www.iowadot.gov/maps/msp/traffic/2015/cities/Ames.pdf Toole Design Group. (2018, July). Bicycle planning services phase 1: needs assessment Iowa State University. https://www.fpm.iastate.edu/planning_services/studies_reports/Bicycle%20Planning%20Servic es,%20Ph%201%20Needs%20Assessment,%202018.pdf NACTO. (2017, November 13). Urban street design guide. https://www.nacto.org/publication/urban-street-design-guide/ Van de Vliet, V. (2013). Space for people, not for cars. Works That Work Magazine. https://www.worksthatwork.com/1/shared-space Weiner, S. (2018, July 9) How to design a safe intersection for cyclists. Fast Company. https.www.fastcompany.com/3046157/how-to-design-a-safeintersection-for-cyclists

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SETH ANDREWS, AMES, IOWA 160

AUTOMOBILE AFFECTIONS

161

Automobile Affections Seth Andrews | Iowa State University Abstract The personal automobile stands as deep-rooted obstacle to sustainable mobility. In Ames, Iowa a large percent of the community has been designed with the car in the forefront and future developments are on track to do the same. With global warming manifesting itself more and more each year and increasing awareness of fossil fuel burning’s impact, why does it still seem so hard to get people to want to drive less? Is there an underlying message in our culture that the car is great/solves problems? How much do people simultaneously feel the need to drive and the need to drive less. The goal of this paper is to investigate the notion that the car is great/solves problems. I want to understand the notion’s extent, and methods of reinforcement.

In a recirculating loop that notion can become quite detrimental. I hope to find an exit ramp for that thinking.

Keywords automobile, psychology, car, sustainable mobility 1. Introduction and Motivation In our class we began with a broad topic of sustainable mobility. First, we had to understand what is sustainable mobility. Then we could ask why; why do we need that? There are many answers to this question, we need sustainable mobility to protect our planet, our humanity/equality, our physical safety, our health, and our monetary/temporal resources. Each is a valid answer with a logical chain of further questions and answers behind it. Depending on who is answering, the chain can take different directions. By repeatedly asking why, one can boil down to the root of their question, what they don’t know and want to investigate.

This was my initial chain: Why sustainable mobility?

Because fossil fuel burning is warming the planet, why?

Cars emit lots of carbon dioxide into the atmosphere, why?

Everyone has their own car and uses it all the time, why?

They must do so to live reasonable lives, why?

The city is built around the automobile, why?

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There is an assumption that the car is Great/Solves Problems I arrived at this answer/question based on my perceptions and understanding of the world around me. It prompted me to search for this “Pro car bias in our culture… the subliminal message ‘driving is always the best way to travel’” (Sloman 2006, p.55) amongst other people and research.

I have a love for cars. They have always been part of my life growing up. My father was always tooling around and buying junk cars, taking me along. A lot of our time spent together has been working with cars and motorized machines. We lived in the suburbs and everyone had a car. Everyone drove everyday everywhere. I didn’t question it. My past contains a lot of positive memories with cars. Then after I left home for college I began to become more cognizant of global warming, and how the sort of heavy use relationship I had with the car is not consistent worldwide. In fact, I began to feel my situation along with those around me was a large contributing part to the global warming crisis. So, I experienced an inner conflict of loving the car, while knowing that I shouldn’t. I wanted to try to understand this condition. Why is it still so conflicting when I have seen so many negative facts? Are other people experiencing this conflict, and how can we navigate these opposing emotions?

2. Previous Car Psychology Studies Jillian Anable, a psychologist, surveyed 600 people in the Northwest of England. She was trying to understand how ‘wedded to their cars’ the people were and how hard or easy it would be to get them to change their driving habits. She identified six main psychological profiles in terms of how people relate to cars. They were: malcontented motorists 30 percent, aspiring environmentalists 18 percent, complacent car addicts 26 percent, diehard drivers 19 percent, carless crusaders 4 percent, and the reluctant riders 3 percent. (Sloman 2006) The major takeaway being that the malcontented motorists and the aspiring environmentalists, 48 percent, are already conscious of the negatives of driving, feeling trapped in their car relationship and willing to make changes if presented with the proper conditions, structural and mental.

“Information about the environment will only cause a change in behavior if: (1) environmentally friendly behavior is not disadvantageous for the individual, (2) valid social norms are positive toward environmentally friendly behavior, and (3) sufficient opportunities to demonstrate 163

environmentally friendly behavior exist.” (Tertoolen et al. 1998, p.179) The complacent car addicts are somewhat aloof, not aware of a need to reduce emissions or that they are addicted.

They just think they are living a normal life. The diehard drivers love cars and feel the deepest connection to their cars. They would be the toughest group to separate from their cars. The carless crusaders and the reluctant riders do not have cars, one purposefully and the other due to circumstance. One demographic trend emerged across the groups. The malcontented motorists and aspiring environmentalists tended to be more highly educated than the complacent car addicts and the diehard drivers. (Sloman 2006) “It is often said that we have a ‘love affair’ with the car, but Jillian Anable’s research suggests that this is only true for a minority of people” (Sloman 2006, p. 59) Tim Falconer (2008) wrote a book titled Drive: A Road Trip through our Complicated Affair with the Automobile. He writes about an affair on a national level, some people loving, some hating and some doing both. “Ask serious car aficionados what they hate about automobiles and they’re not going to start whining about sprawl or fretting about the environment. Instead, they’ll complain about the hassle of gas prices and speeding tickets and traffic jams—and about the headaches and heartaches that go with fixing, restoring and customizing their beloved cars.

As for the love, I’m not sure it’s much more complicated than a kid’s love for a puppy: it’s wide-eyed and unconditional” (Falconer 2008, p.181) Falconer meets with many car lovers at their respective car clubs and finds that many of them have trouble explaining exactly why it is that they love their cars. Some responding that when they first saw it they knew. “A car crush, it seems, just isn’t that complex.” (Falconer 2008, p.196) In Las Vegas Falconer meets Robert Boehm. Boehm is a mechanical engineer who specializes in solar energy, he also loves cars and feels conflicted. He generally rides his bike to work and he and his wife have a Prius, but he also has a Corvair and Pontiac Solstice. About his Pontic Solstice he says, “It’s the most beautiful car I’ve ever seen, so that’s why I got it, but I work in energy conservation and sustainability, and the Solstice isn’t really built for sustainability. Gas mileage is the pits on it. But it’s such a good-looking car, I gotta have that baby. I just love it.” (Falconer 2008, p. 252) Figure 1 shows an advertisement for the then new Pontiac Solstice.

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“The success of the car, [the book] will argue, can only be fully understood by considering its functions beyond its capacity to transport people from one location to another.

While this is not a novel insight” (Gossling 2017, p.1) it still must be examined. When a driver is asked why they drive their car their answers tend to be rational and explain the instrumental benefits of the car. There are a lot of other motivations people have that they may feel uncomfortable vocalizing or that they are unaware of themselves (Steg 2001). These less obvious or logical motives are called symbolic-affective motivations. They Figure 1 - Advertisement for 2006 Pontiac Solstice GXP https://www.pinterest.com/pin/534239574523562940/

have to do with psychology, irrational associations, and social norms.

“The social norms imposed by the automotive system continue to shape personal identities.

The implication is that policy makers may understand the need to engage ‘against’ the car, but they will be reluctant to suggest policies that will restrict car use, aware of the affective and symbolic values associated with owned vehicles. To upset “automotive order” and to question the automobile is taboo, considered a violation of norms and values that will be punished.” (Gossling 2017, p.229) It has been shown that people relate to the car in different ways. There is a segment of people who love the car and their love is not fully understood. There are drivers who want to reduce but they are unsure of what they need to do so. That love or whatever degree of positive evaluation is a part of automotive order. Although it is not fully understood it is rarely questioned, being considered normal. I will question this love and try to understand its logic and power as it relates to driving habits.

3. Research Focus I had a class once before that dealt with climate change. I was challenged. I felt responsibility, it felt like the world was in peril and needed a way to change. I felt basically like 165

the challenge was too big, the ideas I had were not new or different enough and I hadn’t accomplished anything. I realize now that most often when trying to do something academic the product is not the produced work but the formation of the person performing the work. In school the project is oneself. Then I left climate change out of my work for a year. I even felt a bit of distaste/disdain for “sustainability” focused architecture classes.

I still felt that the way we consider and receive climate change is what needs the most focus. The solutions are out there. The news is widely spread. There must be some other force at play. What is stopping people from changing?

There are changes in thinking and changes in actions. Repeated actions become habits and can change thinking. Thinking can also steer actions in a conscious mind.

I wanted to talk to people and see how they feel about their car. Were they paralyzed from action because of the infrastructure of our community, the stress of climate grief, or perhaps a deep bias of the car’s supremacy?

4. Interview Methodology The process began with question writing. We conducted an initial public survey just to become comfortable with asking questions to the public. In our team of three we each wrote three questions, mine on the topic of human car relationships. They were meant to find out if people had connections beyond functional uses. I asked the following three questions: • Do you think a car is necessary in Ames?

• What does having an automobile mean to you?

• In your opinion to what extent does a personal vehicle represent independence/freedom?

This was an online survey and to make it more appealing to subjects we provided multiple choice answers. We got 44 responses. The results did not confirm my hypothesis of people having an emotional connection to their cars or driving. There was not much emotion coming through the most popular multiple choice response that said a car was just a mode of transport.

So I decided the way questions were asked as well as the format people were able to answer was 166

not yet optimal. Everyone agreed that having a personal vehicle represented freedom/independence at least a little, as shown in Figure 2.

Figure 2 - Survey Question - In your opinion, to what extent does a personal vehicle represent independence/freedom?

This result was encouraging. The question combines the logistic realities of an environment with much broader concepts. Freedom and independence are conditions of existence. They speak to how people feel living their lives. Feelings and realities may be conflated in the selection of an answer, but a least I discovered a relationship that deserved further dissection.

I then set about writing new questions intended for a more personal one on one interviews. The research was somewhat like a focus group; talking to individuals and trying to get them to share their feelings about an ordinary part of life. The questions started simple to get an understanding of an individualâ&#x20AC;&#x2122;s situation. Then some were targeted directly at feelings about driving. All small anecdotes sparked by questions were welcome as well. The stories people feel the need to share of their own volition can be the most interesting. The questions are attached in Appendix D. All of the interviews were conducted via Zoom during the Covid-19 quarantine of 2020. I talked with Iowa State University students who have their own personal vehicle. Six of the ten were community and regional planning majors. They were selected because they have been studying transportation methods and would have informed thoughts about cars and fewer 167

disillusions about their impact on society. Their insights and emotional states were likely to be most complex and interesting.

I conducted the interviews with flexibility using my written questions as a general guide but tweaking and asking more or less depending on what was coming up. The interviews lasted about 25 minutes and the audio was recorded for analysis and the production of a sound bit that could convey key findings in a personal manner.

5. Interview Results The results were open ended and varied, common topics did appear and I will discuss the most repeated and relevant below. I edited together 5 minutes of the recorded audio into a video that can be viewed at https://www.youtube.com/watch?v=WphG9c9zbSA Driving Enjoyment People liked the act of driving itself. A lot of these answers came from the question, what’s your mood like when driving. The sentiment is usually conveyed as something to one would understand and not need to explain. There was a great example, one student told me on his own at the end of another question, “I enjoy driving by the way, a lot” then later on when I tried to asked him to explain why, he struggled pausing and saying “I’m not really sure how to answer this question, I find it enjoyable, like listening to music, and just driving”. Then he proceeded to tell me a story of how after a year in the US without having a car the moment he landed home in Bangladesh the first thing he wanted to do was drive home, even as tired as he was after a thirty-hour trip. He clearly missed what he had been without. Others said: “I like driving, I like getting out and driving around. Joyce is an older car. She doesn’t go very fast. We just cruise around.”

“My mood gets better when I drive. This probably stems from when I was younger and my parents would take me on car rides to calm me down or make me fall asleep.”

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“I don’t like driving. I think driving is very boring, especially on long car rides. It gets very, very boring when you’re driving in Iowa. All you have to see is cornfields and just kind of the same landscape over and over again.”

“I kind of like driving alone, especially long distances. I like to think about things, listen to music. It’s usually pretty fine. I usually have my dog, which is always nice, she keeps me company.”

“I honestly use my car as an escape for the majority of my drives. It’s something that gets me outside of the house without actually having to be out the house. I’m able to just drive to different places and you know look at the sunset or whatever, just kind of get my mind off of things, listen to music.”

The American Way The way cars are thought of was often contextualized with America. People feel that the car’s position in America is unique. A lot of these answers came from the question, do you think everyone wishes they had a car?

“I don’t think everybody wants a car but I think that it’s the norm to have one, at least here in the USA.” “I think in America a lot of people do like cars, just because of how people view cars here.”

“The overall driving culture, All the car commercials and all these cool people on social media showing off their expensive car, everyone wants to be that person, it motivates the younger culture to want to get into driving. The view of public transportation you don’t really see it encouraged that often. Its way more saturated towards driving by yourself, getting a sweet car and going fast” “For the most part, most Americans, that’s the American dream to have your car, we’re built around the automobile industry” 169

“I think I just kind of grew up learning that like diving is cool, you can go anywhere you want, even if it’s just a short distance” “As an individual I could be doing a lot more, but also as an American I’m like I want my car” Freedom, Independence, Convenience I asked everyone what positive effects the car had on their life. This question always got answers about increased mobility. Often people described increased flexibility, ease of planning, and a sense of freedom.

“It gives me flexibility, convenience, it opens up more opportunities to go to different places, these are the things that make very positive, living life with the car.”

“Just being mobile, If I didn’t have a car I wouldn’t be able to go back home that often” “Definitely freedom, absolutely there’s no one in the seat telling you what to do, you’re going on your own journey to wherever the heck you’re going.”

“It is a positive in a sense of independence, for me that was my way of escaping” “Cars give you some sort of independence. There is a park, Big Creek, I wanted to go there always, but I didn’t have a car, and that place is too far, and all of my friends who have a car already went there by themselves. Yeah it gives me a lot of independence after having a car I went there by myself” “Now when I drive especially if I drive alone like if I have someone’s car I feel a lot more free than how I used to feel when I just always had my car, I can go anywhere I want to.

Now I think about it more because I don’t get to just drive all the time”

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“I think maybe it does make life better, because it does provide a connection to and from home cause I’m from Des Moines and I’m a student in Ames.”

“I love it you don’t have to rely on other people you don’t have to plan yourself around a schedule. Like when you wanna get there you can leave when you want and get there when you want. Like if you want to stop and get breakfast on the way to school, you can do that, with a bus you can’t do that” “It’s more access to places that are far away, as well as allows me mobility. If there was a nice transit system, I don’t think a car would have any positive impact on my life.”

“I think my car has a positive effect on my life. It gives me the freedom to get around. I don’t have to plan on public transportation and can just hop in my car and go to Dairy Queen to get some ice cream.”

Stuck The fourth reoccurring theme is that large systems, policies, and ingrained thinking were often blamed for why more people are driving each year.

“I think people keep driving because the roads are making it easier and easier to do so. If we keep installing more roads, we’ll keep having more cars. If we make trains or buses easier and cheaper to use while having routes that reach more people, then people might be more apt to take those modes of transportation rather than their personal cars.”

“I think it’s the way that our system is set up, and sprawl has a big effect on it too, but also we’re making it more accessible to own cars; it’s becoming more feasible.”

“At some point its kind of like out of your control, the impact you have.”

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“I would say the core reason, not the main reason, the core reason from which all the reasons come out, the core reason is policy making, the policies are set in a way to encourage car driving.”

“I think a lot of times that people are so ingrained in the way that they’ve been doing things for so long that they think, hey this is really convenient for me and I’m just going do that instead.”

“Like morally maybe you’re messed up about it, but like we just have to plan for automobiles and that’s just how it’s been and as much as we can try to push for other different modes of transportation and the infrastructure for those, it’s kind of hard.”

6. Conclusions I confirmed that the Iowa State University students I interviewed are attached to cars.

When I began working on this project I didn’t understand why we love cars when there are so many negative consequences to their use. We use them a lot. They are very useful. Cars also provide a lot more than transportation. People love all of these ways cars operate and how they can change their lives. They provide freedom, a pleasant experience, and a sense of empowerment. The love for cars/assumption of their supremacy has built up in places like Ames because currently and for all living memory the car has been the only thing that provides all of these functions people are attached to. People understand the car and have not experienced here, another method of fulfilling these sprawling functions. Without an alternative that addresses all of these loves, people will feel they have a lot to lose when their cars are attacked.

The research I conducted was not without agenda. I want to recognize that my limited and narrow group of interviewers may be presenting a specific viewpoint more than a generalized or widespread survey of feelings. I want to acknowledge that when I ask my questions I intend that they will head a certain direction. I want to say I always begin tackling the problem of climate change by wanting to find a solution and usually end up feeling like I didn’t accomplish much. But with this research project I was able to take the feelings of 172

students, feelings very similar to mine and bring them to the mayor of Ames, as well as a few city officials. This I think was important and worth the doing.

Acknowledgements This paper would not have been possible without the abundant encouragement and support from Alenka Poplin. I want to thank all of the respondents to my interviews, without your help this paper would be missing the rich details that can only come from lived experiences.

Notes on the contributor Seth Andrews is a native of suburban car culture, from Johnston Iowa.

He is finishing a BArch at Iowa State University in the Spring of 2020.

He is interested in how we control the immediate world around us. He can often be found at the Ames skate park listening to music.

References Falconer, T. (2008). Drive : A road trip through our complicated affair with the automobile / Tim Falconer. Toronto: Viking Canada.

GoĚ&#x2C6;ssling, S. (2017). The psychology of the car : Automobile admiration, attachment, and addiction / by Stefan Gossling.

Sloman, L. (2006). Car sick : Solutions for our car-addicted culture / Lynn Sloman. White River Junction, Vt.: Chelsea Green Pub. Steg, L., Vlek, C., & Slotegraaf, G. (2001). Instrumental-reasoned and symbolic-affective motives for using a motor car. Transportation Research Part F: Psychology and Behaviour, 4(3), 151169.

Tertoolen, G., Van Kreveld, D., & Verstraten, B. (1998). Psychological resistance against attempts to reduce private car use. Transportation Research Part A, 32(3), 171-181.

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CONNECTED IN 15 MINUTES

STEPHEN POPLIN, VIENNA, AUSTRIA 174

Connected in 15 Minutes Eric Diaz | Iowa State University Abstract This paper addresses the lack of citizensâ&#x20AC;&#x2122; engagement in the city planning process and explores methods that can be used to engage citizens in novel ways. We investigated the following five existing projects, which concentrate on public engagement in different ways: Forward Learning Experience, Play the City, Rural Studio, Community Design Workshop, and SparkTruck. We used them as precedents for proposing a novel engagement approach for the city of Ames, Iowa. The mobile participatory design station is a vehicle containing whiteboards, tables and digital tools for collaboration that can be brought to neighborhoods and set up for uses such as design charrettes. It brings public engagement directly to residents in a way that is iterative and encourages grassroots initiatives by letting the ownership of the project lie with the residents. A model of this concept was made and recommendations for future implementation were provided based on the insights gained during this semesterâ&#x20AC;&#x2122;s research.

Keywords 15-minute city, public engagement, iterative design, placemaking, pop-up station 1. Introduction My research began with the topic of placemaking. I wanted to understand better what placemaking is. It seemed like the term was behind many exciting new initiatives to improve cities and make them more fun, more enjoyable places. During my research, I realized there was a lot of content available on the topic, but it was difficult to pin down exactly what placemaking was. Two definitions I selected are as follows: â&#x20AC;&#x153;Placemaking inspires people to collectively reimagine and reinvent public spaces as the heart of every community. Strengthening the connection between people and the places they share, placemaking refers to a collaborative process by which we can shape our public realm in order to maximize shared value. More than just promoting better urban design, placemaking facilitates creative patterns of use, paying particular 175

attention to the physical, cultural, and social identities that define a place and support its ongoing evolution.” (Project for Public Spaces, 2007) “Placemaking is a multi-faceted approach to the planning, design and management of public spaces.

Placemaking capitalizes on a local community's assets, inspiration, and potential, with the intention of creating public spaces that promote people's health, happiness, and well-being. It is political due to the nature of place identity. Placemaking is both a process and a philosophy that makes use of urban design principles. It can be either official and government led, or community driven grass roots tactical urbanism…Good placemaking makes use of underutilized space to enhance the urban experience at the pedestrian scale to build habits of locals.” (Wikipedia, 2020) In the end, my understanding is that placemaking is the best possible use of land, it turns a space into a place and makes it meaningful to those who use it. It is usually a shared space, and the process results in the space being used to the best of its ability, which usually counts on creative, community-inspired solutions to reach its full potential.

There are many examples of city initiatives that create something new or revitalize an area for social use, but one revitalization that I found particularly interesting was not planned by the city at all. The story was about a tower in Caracas, Venezuela, told

by Iwan Baan during a TED talk entitled “Ingenious homes in unexpected places.” (TED, 2013) Torre David is a 45-story office building that sits right in the center of Caracas. It was under construction until the collapse of the Venezuelan economy and the death of the developer in the early 90s. Around 2005 people started moving into the abandoned tower, building their homes right between the columns.

Three thousand residents occupied the tower, building not just homes but public spaces as well.

They painted walls and even planted trees. One can

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Figure 1 The exterior of the tower showing the brick homes built in between the cement columns

find things like basketball courts, barbershops, and churches in the tower and shops on every floor. They even used the parking ramp to create a sort of taxi service that shuttles people up and down the tower since there are no elevators.

This story astonished me, especially the fact that all of this was possible without the help of architects or city planners - it was simply designed by the inhabitants to fit their needs. I did not know what to call this phenomenon, so I gave it the name self-placemaking: when a community alters the environment around them to better fit their needs without the help of the local government. Later, I would realize it to be a more extreme example of grassroots design.

Figure 2 (left) a public basketball court in the tower and painted columns, (right) one of the shops inside the tower.

Another motivator leading to my interest in the study of â&#x20AC;&#x153;connection in 15 minutesâ&#x20AC;? was from a survey we conducted early in the semester. We asked residents in Ames what they desired having within walking distance of where they lived, and the top result were cafes and gyms, as shown in Figure 3.

Figure 3 Survey Question Results

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It seemed that there was a desire to have leisure activities such as coffee and the gym within walking distance, even more than basic needs such as work and groceries. This prioritization could be due to the fact that the participants value having the ability to choose when they go to these destinations. Work commutes and grocery trips are usually pre-planned or pre-determined outings. Café and gym trips, however, may happen only when the participants have free time.

This leads me to believe that residents want the flexibility afforded by quick and easy walking access to these leisure destinations, especially when the destination is one where they can meet others and socialize, such as a café.

2. City of 15 minutes The concept of a 15-minute city is that residents are able to access anything they need within 15 minutes of travel time from their home (Herriges, 2019). What is included in this list of “needs” is determined by the city, as is the desired mode of transportation. Most cities will focus on public transportation, biking, and walking as a means for measuring the ability of residents to get to locations within the 15-minute mark, and they exclude cars for their undesirable effects on the environment and community. Some cities may go beyond this and focus on a certain mode of transportation such as walking, and plan to have everything within walking distance of residents’ homes. One such city is Vienna, which already has a great public transportation system that satisfies the 15-minute goal, and that is why they are now focusing on achieving 15-minute walkable neighborhoods. I was first attracted to the idea of 15-minute cities because it seemed like a logical approach to planning and a recipe for a good quality of life by allowing every resident to reach everything they want with ease. Or, as Minneapolis planner Paul Mogush so eloquently put it, “Put the stuff closer together so it’s easier to get to the stuff.”

(Herriges 2019) Many cities are trying to adopt this concept of a 15-minute city. For example, Paris has an initiative called Ville Du Quart D’Heure, meaning “city of 15 minutes,” and the incumbent mayor of Paris, Anne Hidalgo, is running on a platform that furthers these changes (Reid 2020).

In an article entitled “People love the idea of 20-minute neighborhoods. So why isn’t it top of the agenda?” they state that there are two key requirements for a 20-minute 178

neighborhood (Hansen and Stanley, 2020). The first is to increase local development densities to a minimum of 25-30 dwellings per hectare, as well as to provide a range of housing that supports a mix of household types, income levels, and age groups in order to integrate a mix of land uses. This is often known as density plus diversity. The second requirement is the improvement of local public transport service levels.

Paris focuses on reducing the number of cars in the city and, if elected, Hidalgo plans to get rid of 72% of the current on-street parking spaces. The article by Reid (2020) states that the Ville Du Quart D’Heure concept is based on Moreno’s idea of “chrono-urbanism,” or having amenities, jobs, and shopping close to home. Below is an excerpt from the article (Reid 2020) : Paris must “move from city planning to urban life planning.” This, says Moreno, “means transforming the urban space, which is still highly mono-functional, with the central city and its various specialized areas, into the polycentric city, based on four major components: proximity, diversity, density, and ubiquity.” His 15-minute city would offer “quality of life within short distances.” The denser, more populated cities of the near future—and not just Paris—will require “turning streets into spaces of carbon-free mobility by walking or cycling, of reinventing new hyper-proximities, of rediscovering biodiversity,” says Moreno.

What if we take a look at the more emotional and qualitative aspects of this concept, the ones that are less clear to define? We see additional benefits other than simple convenience and ease, possibly a more vital objective rather than a positive byproduct. Moreno says that his concept is based on the work of Jane Jacobs, an American-Canadian author and activist who developed and spread the “living city” concept. She wrote about how neighborhood proximity allows inhabitants to feel more rooted and secure, saying “A neighborhood is not only an association of buildings but also a network of social relationships, an environment where the feelings and the sympathy can flourish.” (Reid 2020). So how does one foster an environment where feelings and sympathy can flourish? This may be more than a question of location or layout. It is not just about efficiency of time and space anymore.

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Strong Towns started in 2008 as a blog by a civil engineer, Charles Marohn, and is now an international movement dedicated to making communities across the United States and Canada financially strong and resilient. The organization aims to educate, excite, and inspire citizens to join the conversation of how we build our cities by producing articles, podcasts, and videos advocating a Stongs Towns approach. Strong Towns also has an opinion about how to create a 15- minute city (Herriges, 2019). They discuss concepts similar to other sources, such as reducing car travel, which in this case refers specifically to breaking the mobility trap of driving ever-longer distances to get to the same things. In an article entitled 7 Rules for Creating “15Minute Neighborhoods,” Daniel Herriges, senior editor for Strong Towns, goes on to lay out their suggestions (Herriges, 2019).

I want to focus on the last suggestion they make - know when to get out of the way.

What they mean by this is that the way we used to get 15-minute neighborhoods, for most of human history, was simple: we just let them happen. We didn’t plan and zone for them in elaborate ways that rigidly dictate what kind of activity can take place on what block or lot. And that if you allow people to take steps to meet their own and their neighbors’ needs they will, often in ingenious ways (Herriges, 2019).

This is brought up again in a lecture by Marohn, Founder and President of Strong Towns, on YouTube as part of a series called Talks at Google (Talks at Google, 2019). One major take-away from this talk was that we need a very iterative approach to city planning. Marohn begins with a quote by Daniel Burnham, “Make no little plans,” and says that this quote is meant to inspire people to dream big and reshape the world. He goes on to say that even though this is a beautiful aspiration, when we look at great cities around the world we see that they were not built all at once. They were developed over years and years through small steps and minimal changes, eventually evolving into a complex ecosystem. Then, when certain building techniques became available in the early 1900s, the landscape changed and it was possible to build massive developments all at once. However, the fact that it could be done did not mean it should be done. He goes on to describe the problems encountered when this quick and large-scale development model is used, such as suburban sprawl and the financial instability that comes with it. This is elaborated further on in his presentation. The point that he makes is 180

that sometimes the city needs to get out of the way of residents and allow them to change the fabric of the community as they need to. Cities need to stop subsidizing parking, reduce housing restrictions that maintain single family homes as single-family homes, allow entrepreneurs to start businesses in their garages, and more.

Marohn recommends a working relationship, where planners take a step back and allow citizens to try things out and see what comes of it (within reason and safe practices, of course).

There is a need for reduced restriction and increased ability to try things out and adapt. There were no restrictions on the Torre David. I am not saying that this tower is the development model we should follow or that we should attempt to get rid of city planning. But, I do think it provides an inspiring example of what can be accomplished and how communities can build grand solutions on their own.

He goes on during the presentation to give a 4-step approach for making high-return investments in the community.

1. Humbly observe where people in the community struggle.

2. Ask the question: What is the next smallest thing we can do right now to address that struggle?

3. Do that thing. Do it now.

4. Repeat.

It seems to me he was getting at a concept that is also seen in engineering and product design: a quick-to-fail approach, prototype-fast-learn-fast.

Redesigning Ames in the grand image of a 15-minute city seemed like the opposite approach, one that requires a radical change and a vision for city planners and architects to impose on residents. This raised questions for me. Can such a complex system be designed?

Can it be done by individuals? If so, it seemed like an overwhelming task.

So, how is a solution to be found? I believe it is dependent upon having an engaged community create their own set of answers. Also, the ability to find the best answer is 181

contingent upon a strong relationship between planners and residents, one that involves them during all steps of the process and not only for feedback.

3. Research focus: How to engage the public?

For my research, I wanted to find a way to do exactly that - engage the public. So, at first I thought back to the survey and how people value a place to get coffee close to where they live.

Residents value having this sense of social connection to others and the community within walking distance. One way to address this need for public engagement and the input that is necessary for this iterative process of improvement is to make sure everyone has access to a place where they can have discussions and get to know others in their neighborhood. This could be a coffee shop, as mentioned before, or many other platforms, but it should be a place of gathering where people go to talk with locals. I considered creating maps of Ames that identified places of social interaction and categorizing these areas based on the kind of interactions that took place. One could then determine which areas have sufficient access to social destinations (a 15-minute walking time), and which areas are opportunity locations based on their lack of access.

As I asked myself how to provide destinations (community hotspots) that socially engage residents in order to inspire grassroots movements, I considered that perhaps new methods were needed. It would be important for residents to contribute during the whole process, not solely voicing displeasure after the fact or when projects were already in motion.

Through the guest speakers that visited our studio, we learned that it is difficult to reach enough of the population to have sufficient information for decision-making. It seemed apparent that there was a need for a better way to communicate with residents. Much of the input that is received is from a very small and vocal portion of the community. Or, if they do get input from a larger portion of the population, it is after the fact and due to dissatisfaction with a project. These problems arise when key groups of the population donâ&#x20AC;&#x2122;t come down to city hall or other meetings, whether itâ&#x20AC;&#x2122;s due to a lack of time, ability, attention, or for any other reason. Then, the idea shifted. How do you bring the method of engagement to the residents?

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4. Research process Initially, background research was done on various topics in order to understand foundational concepts such as smart cities, superblocks, placemaking, 15-minute cities, and more. Guest speakers came into our studio to share their knowledge and experience in city planning. We conducted online surveys as a class and shared the results with each other. Then, research topics were chosen that related to the overarching class topic of sustainable mobility in smart cities and more focused literature review was conducted. I wanted to discover how others have engaged the community, so I investigated various case studies. The cases I investigated were not just for city planning, but for various educational and social applications as well.

Next, I worked to create possible solutions that could be implemented here in Ames.

This stage of research included consultations with local experts. It entailed sharing ideas, mind maps, and concepts with various professors, and receiving feedback as well as suggestions for further research.

One platform that I believe could provide an opportunity for engagement is a pop-up, co-creation station. Such a pop-up station could be brought in immediately following farmers markets and other public events to piggyback off their turnout and involvement. The station would have supplies and materials to facilitate ideation and discussion among community members and spur grassroots movements. I did some ideation and created a rough concept in Gravity Sketch of a mobile participatory design station (Figure 4). Gravity Sketch is a virtual reality, 3D design program for modeling concepts in an immersive way. Figure 4 shows a truck parked with the back open so that white boards and tables can be rolled out and set up.

Figure 4 the model drawn using gravity sketch

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I conducted secondary research to see what already exists. I needed to determine if a portable public engagement station was a viable and feasible option. I looked at five different organizations that had elements similar to a mobile participatory design unit. It seemed like participatory design was a fitting approach, balancing the traditional top-down approach and the unrestrained freedom of the Torre David.

5. Civic engagement methods: bringing engagement to the citizens One project here at Iowa State that utilizes this mobile concept is the Forward Learning Experience or FLEx. The following is stated on ISU’s website “FLEx is a mobile learning program for advanced design technology benefitting 3rd through 12th grade students and beyond in a 21st century paradigm. Structured around STEM, design thinking, 21st Century skills, and University Constructs (4 C’s), this environment extends distant educational offerings by delivering full-scale augmented and virtual visualization, digital to real prototyping, circuit bending and visual programming.”

(Iowa State University College of Design, n.d.)

Figure 5 - (left) the FLEx van that is used to bring equipment to events, (right) the FLEx trailer being used outside with a tent

It is an Iowa State design outreach program, for Iowans, that has the ability to visit places such as classrooms, libraries, science and art centers, educational conferences, and community events.

The program has focused primarily on K-12 students in Iowa, exposing them to technologies as well as the 4 C’s: creativity, critical thinking, complex communication, and collaboration. This tech exposure also comes in four different packages, as shown in the image below. Each of them affords a varying ability of technologies, such as 3D printing and virtual reality.

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Figure 6 (left) the four different operating sizes the FLEx program can travel with, (right) Pete Evans showing kids virtual reality

Play the City is an organization that engages residents in participatory design. In a TEDx talk by the founder, Ekim Tan, she explains her frustration with the top-down approach of architecture and city planning (TEDx Talks, 2015). She gives examples of huge developments that were left empty, and protesting citizens dissatisfied with large tear-down or construction projects paid for with their taxes and for which they had no input. She expresses that it should not be the master architect dictating how the city is built and how we should all live. Therefore, she developed an approach to change this, and that approach was city gaming. City gaming is serious gaming that encourages collaborative design by engaging all the stakeholders in a physical game as a method for making decisions. Stakeholders include entrepreneurs (large and small), developers, citizens, contractors, investors, activists, and architects. When starting this project, they tried to identify all the stakeholders and how they relate to one another. They studied the power dynamics, how much money they have, how much control over rules and regulation they have, how much time they have, what skills they have, and what networks they have access to. How do people relate to each other? This was identified during their study, so that each stakeholder could start being part of the game. They then made a model from this information so that it can be played. Here is an excerpt from their website: â&#x20AC;&#x153;We use gaming as a problem-solving method, bringing top-down decision makers together with bottom-up stakeholders. In the accessible environment of games, free from professional jargon, players engage with a problem and with each other, facilitating collaborative outcomes.â&#x20AC;? (Play the City, n.d.)

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There are games for affordable housing, circular economy, migration, inner city transformation, urban expansion, and participatory design. The games can be localized to fit the context and situation, or new games can be created to answer unique questions. Below are images of games being played.

Figure 7 an example of a game board and game pieces used in a Play the City exercise

Figure 8 Players participating in a Play the City game

Rural Studio is an off-campus design-build program at Auburn University focused on building $20,000 affordable homes for residents in Hale county, Alabama. They educate citizen architects by allowing students to work within a community to clarify problems, define solutions, design, fundraise, and build remarkable projects (Rural Studio, n.d.). During a project like this, the relationship between the designer and the community is very important. The question of what kind of relationship the students have with the community was brought up during a PBS News Hour story (PBS NewsHour, 2018). John Yang, the journalist who reported the story, said, “The students live full time in Newbern, some 140 miles from Auburn’s main campus, they’re not seen as outsiders. They’re seen as neighbors.” One resident said, “I think it makes a difference by them being part of the community because they have really improved it.”

Figure 9 (left) students unloading supplies for Rose Lees Turner’s house, (right) students perched on top of Rose Lee Turner’s house during construction

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Community Design Workshop (CDW), a program at the University of Louisiana at Lafayette, allows students to gain hands-on experience helping cities, small towns, and neighborhoods visualize their potential as communities. CDW collaborates with state and local government agencies on urban design and planning projects and small town and neighborhood redevelopment efforts (University of Louisiana at Lafayette School of Architecture, n.d.). The projects are done through an architecture studio class and are continued in the summer by University faculty and staff. “The workshop is designed to educate the public about good community design and planning principles, to assist communities to envision their future by establishing a collaborative effort with its citizens through public workshops and charrettes.” If you are unfamiliar with what a charrette is, here is the definition: “A charrette is an intensive, multi-disciplinary workshop with the aim of developing a design or vision for a project or planning activity. Charrettes are often conducted to design such things as parks and buildings, or to plan communities or transportation systems. A team of design experts meets with community groups, developers, and neighbors over a period lasting from one day to a couple of weeks, gathering information on the issues that face the community. Charrette participants then work together to find design solutions that will address the issues that stakeholders have identified as priorities and result in a clear, detailed, realistic vision for future development.” (United States Environmental Protection Agency, n.d.)

SparkTruck is a program focused on educating and exciting kids about prototyping and making, through the use of a mobile station that is based out of a truck. On their website they explain it this way: “SparkTruck is an educational build-mobile! Our mission is to spread the fun of handson learning to kids all across the USA, empowering teachers and students to find their creative potential.” (SparkTruck, n.d.)

The organization began as a lab, started by some students at Stanford that were curious about making, education, and technology. They talked to teachers, students and other experts about hands-on learning and found that due to tight budget and strict testing requirements, many 187

schools donâ&#x20AC;&#x2122;t have the flexibility or equipment to support hands-on building. So, they created a platform that brought the building to them. They bought a truck and put in some high-tech maker equipment and traveled across the country showing kids that they can prototype their way to something cool.

Figure 10 : (left) kids exploring the sparktruck, (middle) kids watching a laser cutter work, (right) Jason Chua and Eugene Korsunskiy posing with kids in front of the sparktruck

Below is a model made in Gravity Sketch of what a mobile participatory design station might look like. It shows that a portion of the street has been closed off, creating a sort of block-party environment. There are boards for drawing, writing, and displaying relevant material. There are tables to gather around and possibly map out ideas. There is also a screen interface to communicate with various local officials to discuss options or to field questions.

Figure 11 screenshots taken in gravity sketch of a model of the mobile unit showing (top) the mobile unit being used in a blocked off street

Figure 12 screenshots taken in gravity sketch of a model of the mobile unit showing (left) residents discussing plans on a table, (right) a resident having a discussion with a local official through a virtual communication display.

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6. Conclusion and further research In this paper we have established that there is a need for increased public engagement.

We recommend improving communication and interaction not only between residents, but also between residents and their government. We need a new type of civic engagement where public officials come to the citizens rather than asking them to come to city hall. By providing platforms that afford them the opportunity to talk, as they would whether they were in a cafĂŠ or a city hall meeting, we hope to make Ames a more connected city. We suggest providing a platform for residents to get to know each other and to shape their community.

Flex and Sparktruck showed us that mobile shops can be successful in reaching people in various communities (in this specific case reaching children and teachers), and can do so in the exact context of Iowa. Play the City demonstrated that a variety of stakeholders can be involved during the design process in an inviting, collaborative, and unintimidating way (free of technical jargon). Rural Studio and CDW showed how students can participate in outreach programs that benefit their studies practicing design facilitation while at the same time contributing to local goals. It also illustrated how students can be accepted as neighbors rather than outsiders, because they live there and have a stake in the community. There was a question as to whether the ownership and/or the use of the truck could be a point of tension. Sometimes consultants are seen as outsiders looking to profit, while students are usually scene as more sincere in their efforts to learn and assist and work with the public to create new solutions. The city government and city employees naturally have a strong sense of local interest and public trust is generally afforded to them. For this reason, it might be in the best interests of the city to own the stations and work in collaboration with ISU students and faculty to perform various functions.

Based on these precedents, we believe it is possible to move these design stations around the city so that everyone has access to a social gathering place. We believe there is potential in the idea of using mobile participatory design stations in the city as a means of public engagement so that any resident can request a unit and feel connected within 15 minutes. And we propose that Ames tests this initiative.

189

Moving forward, we need to be strategic in our efforts to begin this program of mobile participatory design stations. We recommend identifying which neighborhoods might benefit the most by involving residents who are often unheard because they have the least opportunity to participate. As Jane Jacobs said, it is important for all residents to feel that they are part of a network of social connections in order to feel rooted and secure. To help establish these mobile hot spots as a “place” - it is not stated in placemaking that the place needs to be stationary - we recommend beginning with less formal/structured social events that involve food and other incentives. Once the charrettes begin, adding other benefits, such as activities for kids, would also be beneficial.

We recommend creating some guidelines for the use of these stations in order to protect the intent of this project. For example, so that the mobile unit program does not become a process of simply making requests that the city then approves or denies. That could lead to a cycle of requests that get turned down for budgetary or other reasons, thus demoralizing the community and draining energy from initiatives. That is why we believe it is important for the city to develop and follow these practices, and we recommend that guidelines and/or trainings are used to help officials engage positively in this relationship and to keep the communication active and ongoing rather than binary (yes/no). We also do not want the vision of residents to be limited by the same constraints that restrict the city during the design process. Initially, we thought that citizens’ lack of knowledge about the complexities of local government and how it functions would provide a challenge when navigating the path to change, but now we see it as an asset. Residents offer a new fresh perspective by thinking outside of the box and outside the confines of local laws, regulations, or financial ability. Later, local officials can provide the guidance needed to help make it a reality.

Note that the guidelines do not dictate or constrain the design of the actual stations nor their functions, it simply encourages the desired type of relationship between the government and the residents. This is because we must not be too protective of our vision, or else we deliver another top-down plan that is imposed upon the city. Ownership over this project’s direction needs to lie with the local residents. It is important to note that our concept is just a means to get through the first meeting. After that, we designers do not control the project anymore - the 190

citizens do. We will do our best to design Iteration 1 - a minimum viable product - and then the community takes ownership for what they want it to be. One possible way to begin this process would be to give the first group of participants a target date for the unveiling for them to work towards. They could then plan to exhibit the second iteration at a city event such as a farmers market for exposure and feedback. This way, the residents would see it is truly designed by them, and it may attract interest in the project from other residents who may then become involved. This helps the project to evolve naturally and iteratively to fit the residentsâ&#x20AC;&#x2122; needs. We believe this co-evolution of the project and stakeholders (residents, the city, and ISU) could lead to a new pattern in which people become involved in community decisions before the point of expressing dissatisfaction with the final result.

We recommend some additional considerations be included when designing certain aspects of the initial program (Iteration 1). The care used to design Play the City games is also needed in the design of the charrettes. It would take some careful crafting to develop a set of prompts that guide such a wide variety of people through the design activities. Creating personas may help the group design the activity structure. More details about the actual vehicle would need to be explored as well. For example, it is not as simple as throwing a TV in the back of a truck for display-sharing and communication. As you can see in the image below of one of the FLEx vehicles, there are multiple steps and considerations involved in moving a TV in and out of the vehicle, as well as safe transport of the equipment.

Figure 13 (left) a television that has been lowered down and taken out of the FLEx van, (right) a television strapped in ready to be transported in the FLEx van

191

Acknowledgements Thank you to Dr. Alenka Poplin and my amazing peers in the studio. Thank you to all of the guest speakers who came to share their knowledge about Ames and what it takes to be involved in community and regional planning. And, finally, thank you to Professor Pete Evans, Dr. Ana Luz, Dr. Carlos Cardoso, and Jeff Alger for lending their expertise during this project. All of you made this a great experience and it would not have been possible without your support.

Notes on the contributor I am a graduate student at Iowa State University pursuing a Master of Industrial Design. I have an undergraduate degree in mechanical engineering. My research interests are education and systems thinking. I am from St. Paul, Minnesota, and enjoy canoeing and being outdoors.

References: Project for Public Spaces. (2007). What is Placemaking? https://www.pps.org/article/what-isplacemaking Wikipedia. (2020, May 7). Placemaking. https://en.wikipedia.org/wiki/Placemaking Reid, C. (2020, January 21). Every Street In Paris To Be Cycle-Friendly By 2024, Promises Mayor.

Forbes. https://www.forbes.com/sites/carltonreid/2020/01/21/phasing-out-cars-key-toparis-mayors-plans-for-15-minute-city/#2b1253886952 Hansen, R. and J. Stanley (2020, February 20). People love the idea of 20-minute neighborhoods. So why isn’t it top of the agenda? https://theconversation.com/people-love-the-idea-of-20-minuteneighbourhoods-so-why-isnt-it-top-of-the-agenda-131193 Herriges, D. (2019, September 6). 7 Rules for Creating “15-Minute Neighborhoods”. https://www.strongtowns.org/journal/2019/9/6/7-rules-for-creating-15-minuteneighborhoods

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Talks at Google. (2019, November 27). Strong Towns | Charles Marohn | Talks at Google [Video].

YouTube. https://www.youtube.com/watch?v=Em7nqDqQ8oM Iowa State University College of Design. (n.d.). College Outreach Programs. https://www.design.iastate.edu/outreach/college-outreach-programs/flex-forward-learningexperience/ TEDx Talks. (2015, July 20). Play The City | Ekim Tan | TEDxDelftSalon. YouTube. https://www.youtube.com/watch?v=o6kLde7BGjA Play the City. (n.d.) serious gaming for smart and social cities. https://www.playthecity.nl/ Rural Studio. (n.d.) Educating Citizen Architects. http://ruralstudio.org/ University of Louisiana at Lafayette School of Architecture and Design. (n.d.) Community Design Workshop. https://architecture.louisiana.edu/community-research/community-designworkshop United States Environmental Protection Agency. (n.d.) Public Participation Guide: Charrettes. https://www.epa.gov/international-cooperation/public-participation-guide-charrettes SparkTruck. (n.d.) About Us. https://sparktruck.org/about Figures (1)

https://www.youtube.com/watch?v=SxwLfSlkJDI" https://www.youtube.com/watch?v=SxwLfSlkJDI

(2)

https://www.youtube.com/watch?v=SxwLfSlkJDI

(3)

Survey by class

(4)

Sketch by Eric Diaz

(5)

Images provided by Pete Evans

(6)

Images provided by Pete Evans

(7)

https://subjectivefutures.wordpress.com/2015/06/11/play-the-city/

(8)

https://amsterdamsmartcity.com/visit/city-expansion-game-training

(9)

https://www.pagethink.com/v/blog-detail/Rose-Lee-Turner-House-by-Auburn-University-Rural-Studio/ak/

(10) http://www.eugenekorsunskiy.com/sparktruck/xff1t6k1i5d79w6gr1dlh4tpatydws (11) Model by Eric Diaz (12) Model by Eric Diaz (13) Images provided by Pete Evans

193

APPENDIX

194

195

Appendix A. List of Participant Survey Questions and Results *Wards 1 and 5 were combined into a single Ward 1 at a later date after the survey was conducted. All data in the above paper reflects this combination.

Question #1 - Please indicate your gender.

#

Answer

%

Count

1

Male

37.55%

98

2

Female

61.30%

160

3

Non-Binary

0.77%

2

4

Other

0.38%

1

5

Prefer not to answer

0.00%

0

Total

100%

261

196

Appendix A

Question #2 - Please indicate your race/ethnicity.

#

Answer

%

Count

1

White

79.31%

207

2

Black or African American

5.36%

14

3

American Indian or Alaska Native

0.38%

1

4

Asian

4.98%

13

5

Native Hawaiian or Pacific Islander

0.00%

0

6

Hispanic

4.98%

13

7

Middle Eastern

2.30%

6

8

Other

2.68%

7

Total

100%

261

Appendix A

197

Question #3 - Please indicate your age group.

#

Answer

%

Count

1

0-18 years old

2.69%

7

2

19-24 years old

58.85%

153

3

25-34 years old

15.38%

40

4

35-45 years old

13.85%

36

5

55-64 years old

4.62%

12

6

64+ years old

4.62%

12

Total

100%

260

198

Appendix A

Question #4 - Do you or have you ever lived within the city limits of Ames?

#

Answer

% Count

1

I currently live in Ames. 69.35%

181

2

I have lived in Ames before, but I don't currently live there. 27.20%

71

3

I have never lived in the city of Ames.

3.45%

9

Total

100%

261

Appendix A

199

Question #5 – Rank your Satisfaction Level with Public Spaces in Ames

Question #6 – Rank your satisfaction with Accessibility in Ames

200

Appendix A

Question #7 â&#x20AC;&#x201C; In your Opinion How is the Amount of Public Space in Ames

Appendix A

201

Question #8 - Which part of Ames do you think could use the most socioeconomic development?

#

Answer

%

Count

1

Ward #1

27.56%

70

2

Ward #2

12.60%

32

3

Ward #3

13.39%

34

4

Ward #4

24.41%

62

5

Ward #5

22.05%

56

Total

100%

254

202

Appendix A

Question #9 - Mark all that apply: You believe Ames would benefit from having more... #

Answer

1

Parks

8.76%

99

2

Dog Parks

6.73%

76

3

Food Trucks/Carts

9.03%

102

4

Street Vendors

6.46%

73

5

Public Seating

5.04%

57

10.53%

119

6

Playful Interventions (i.e. swing sets at bus stops, trampoline sidewalks, rock climbing wall, musical stairs, etc.)

% Count

7

Community Gardens

9.47%

107

8

Gathering Spaces

8.32%

94

Street Art 10.62%

120

Public Events (i.e. concerts, farmers markets, etc.) 14.34%

162

9 10 11

Retail Shops

8.05%

91

12

Other

2.65%

30

Total

100%

1130

Appendix A

203

Question #10 - Where do you believe Ames would benefit the most from the implementation of these facilities? Please rank options (drag and drop) from 1 (benefit the most) to 5 (benefit the least).

#

Question

1

2

3

4

5

1

Ward #1

24.69% 60

20.58% 50

18.11% 44

21.40% 52

15.23% 37

243

2

Ward #2

16.87% 41

22.22% 54

27.16% 66

20.16% 49

13.58% 33

243

3

Ward #3

18.11% 44

22.22% 54

22.22% 54

20.16% 49

17.28% 42

243

4

Ward #4

21.40% 52

16.05% 39

22.63% 55

24.69% 60

15.23% 37

243

5

Ward #5

18.93% 46

18.93% 46

9.88% 24

13.58% 33

38.68% 94

243

204

Appendix A

Total

Question #11 - For how long are you willing to travel to reach an area with these amenities?

#

1 2

Question

Walking

<5

< 10

< 15

< 20

20+

Minu

Minu

Minu

Minu

Minu

tes

tes

tes

tes

tes

16.34 4 33.46 8 28.40 7 16.73 4 % 3

% 3

Biking/Skateboarding/Ro 16.60 4 30.36 7 25.51 6 17.81 4

9.72 2

llerblading

3

Bussing

4

Driving

% 2 % 1

% 6

% 4

% 4

22.54 5 24.59 6 26.23 6 18.03 4

8.61 2

% 5

% 5

% 3

5.06 1

% 0

% 3 % 4

% 4

% 1

12.70 3 26.59 6 26.59 6 16.27 4 17.86 4 % 2

% 7

% 7

% 1

% 5

Tot al 257 247 244 252

Appendix A

205

Question #12 - How do you prefer to commute to places?

#

Answer

%

Count

1

Walk

17.99%

43

2

Bike/Skateboard

8.79%

21

3

Bus

5.02%

12

4

Drive

68.20%

163

Total

100%

239

206

Appendix A

Question #13 - What is a pleasant experience that you have had in a public space in a different city that you would like to have in Ames?

Food Truck Parks I like having more public nature places Farmers market One positive and pleasant experience that Iâ&#x20AC;&#x2122;ve had in a public space includes walking around Ada Hayden with one of my friends and just catching up on life.

Food truck area More breweries.

More public concerts and more 5k/marathon races would be nice Art museum Public hammocks at a wooded park Exercise equipment Davenport/Bettendorf. Quality biking/rollerblading trail takes hours to complete can get there from anywhere.

More music venues Splash parks, indoor parks for young children (thereâ&#x20AC;&#x2122;s nothing for toddler-preschool kids to do in the winter) I don't travel much out of Ames Splash pads/ zero entry water spray fountains Parking on a Main Street area that is free. Having to pay to park to go to, say the library, makes our visits much fewer. In our previous city, we could park for free and visited/shopped the area frequently, at least weekly. We do this maybe 1/month or less in Ames.

Free/cheap indoor recreation. Park/play areas for winter or otherwise bad weather I don't really know Ames I have never been there Love the sculpture park in Des Moines.

Appendix A

207

Interactive art pieces, ice skating, outdoor fitness classes Live music Music Ankeny has tons of public spaces, ponds, park, family/community events Art and murals, more walking trails Street music More area to enjoy, like having things to do no just go to one park. Make something interesting for people to enjoy going Splash pad I enjoy being in flower garden settings. Free Parks in unexpected places I want the healthy living center Larger/better farmerâ&#x20AC;&#x2122;s market. Outdoor concerts Aesthetically pleasing downtown space Multiple no cost splash pads Open air shopping/dining areas Slides built into a park. Similar to the old ones from gene lahey mall In Omaha Austin, Texas has a dog park that is also an outdoor bar.

Walk in fountains in the summer Vehicle-less areas that include retail stores and parks More entertainment options indoor Childrenâ&#x20AC;&#x2122;s science museum Sculpture gardens in Des Moines.

Trolley ride in Minneapolis More open spaces for walking, hiking, and exploring nature Nature education center Polk City has a nice town square park with gazebo and plenty of space.

Mall 208

Appendix A

Pride Wish Ames had another hiking/fishing area other than Ada Hayden Evening vendor market (outside) with free music, all in a park during the summer Swim in the clouds Italian fest or Asian fest Downtown Des Moines, farmers market, art festival, and public art walk.

Food truck area. Or just public street events Pickleball!

Interactive parks/gardens Using Bird scooters to get around the city Community Gardens Urban revitalization in respect to parks and plazas Art fest/ outside concerts A lot more bike paths as well as events Things to keep you busy at the bus stop. Some cities have art, facts, or things you can do along each route.

The social interaction at dog parka Farmers Market! Sculpture garden!

Food truck area More parking Street markets Nothing really Plaza Taking my dog to the cross-country trail by towers and letting her run off leash!

Better outdoor basketball hoops Creative crosswalks in downtown Des Moines Heated bus stops in the winter Public pool Appendix A

209

More patio seating Public scooters Dispensaries Make the city alive. Like in the East Village in Des Moines Soccer sport events.

Skate parks Pearl street in Boulder, CO has a bunch of ships, street performers, and places to get food all within walking distance. I also like to see murals on buildings and stuff Beautiful views, but itâ&#x20AC;&#x2122;s Iowa though so the ceiling is kind of low on that one.

Public Art and weekly outdoor music concerts Rainbow cross walk downtown signifying togetherness and openness to differences.

Public arts Farmers market Those free scooters Plaza spaces we need more pedestrian friendly streets.

YMCA Skywalks are always cool Locations for recreational activities such as basketball courts or golf courses Pedestrian zones Outdoor concerts during the summer weâ&#x20AC;&#x2122;re always positive experiences and brought the community together A lot of sculptures Art/murals Street festivals A biking event that went from brewery to brewery in the city Ped-Mall on UW Madison campus near MU Outdoor concerts Lime scooters!

210

Appendix A

Lime scooters Food Truck daily and weekly gatherings.

Sitting in the street all day Cat Cafe !!!

City concerts Community Gardens Food trucks There were a lot of open marketplaces when I was in Lisbon and they had a lot of options on what to eat and where to sit and it was cool.

Some cities I’ve visited have amazing networks of bike paths which is something I feel like Ames lacks Street art and wall murals are a lot of fun color and joy to the aesthetic appearances Better and easier parking areas Streets with shops, restaurants, murals/artwork. maybe a small park nearby.

Parking Garages Farmer’s Market Public outdoor concerts Darting In Austin I could go from food trucks to graffiti parks in 10 minutes by car... That’s with Austin traffic. In Rome I can walk 30 minutes to get to class or I could walk 20 minutes to get to a huge park that I could literally spend all day at... who wouldn’t want this accessibility to experiencing more than central campus or Lake Lavern...

Skate park & Ada Hayden Walking from my apartment to a park with my friends to play soccer.

An exercise public park Playing ultimate in a huge public park I like hammocking and skating around campus. an arboretum would be cool. as well as a mall that’s more accessible to college students with better stores.

Appendix A

211

Music festivals More local/small owned shops around the area Concerts More dog parks Fishing Being able to sit outside at a cafe and have a coffee or a drink in pleasant weather--there are very few cafes here with any meaningful amount of outdoor seating.

Festivals or events that bring out local goods and people, music More basketball courts Colorful well-lit spaces at night Cedar Rapids I would love more sculptural art all across the city More accessible path for walking.

Ice skating in Chicago Outdoor grilling/fire pits and hanging at a pool Indoor playground Dog Park & semi open / closed public garden spaces to be accessed in winter as well. & concert Cafes and small businesses Illinois Fox River river walks I like the ped mall in Iowa city Farmerâ&#x20AC;&#x2122;s Markets that had engaging activities, engaging public art I really enjoy seeing a lot of street art and art installations. With the growing use of social media and the urge to find â&#x20AC;&#x153;instagrammableâ&#x20AC;? places, the community could benefit from these trends by creating public areas where people have an incentive to go to. If the place shows how it is a really great place to sit and do homework or hang out then it could raise the potential to be a place where it gets repeat visitors.

First Friday's in Kansas City - Cultural Arts Event every first Friday of the month

212

Appendix A

Public art It's nice to have big public parks for large events. Ames lacks a lot of that.

Easy meeting place to hang out with friends.

Longer trails, with safer accessibility, for instance crossing south 4th Street to get to the park or bus stop can be kinda sketchy sometimes since there's only flashing lights and driver's don't always stop Live music on the streets, live art installations, interactive opportunities Ped mall in downtown Iowa city The spaces are more interactive Vibrant street art in Paris

Appendix A

213

Appendix B: Online survey questions

214

Appendix B

Appendix B

215

216

Appendix B

Appendix B

217

Appendix C - Walkability Questions 1. What is your gender?

A. Male [ ] B. Female [ ] C. Others â&#x20AC;Ś.

C. Do not want to specify 2. What is your age?

A. Under 18 years [ ] B. 18 - 24 years [ ] C. 25 - 34 years [ ] D. 35 - 49 years [ ] E. 50 - 64 years [ ] 3. What is your level of income?

A. $100,000+ [ ] B. $75000 to $99,999[ ] C. $50,000 to $74,999 [ ] D. $25,000 to $49,999[ ] E. $15,000 to $24,999[ ] E. Less than $14, 000 4. Which part of Ames do you reside in? a. Downtown Ames b. West Ames c. East Ames d. South Ames e. North Ames f. Campus 5. Which of these applies to you? a. student resident b. Non â&#x20AC;&#x201C;student

218

Appendix C

6. How frequently do you walk for the following reasons?

Commute to work Commute to school Commute to home Errands Recreation/ Health Other

Often [ ] [ ] [ ] [ ] [ ] [ ]

Sometimes [ ] [ ] [ ] [ ] [ ] [ ]

Rarely [ ] [ ] [ ] [ ] [ ] [ ]

Never [ ] [ ] [ ] [ ] [ ] [ ]

7. Which of these applies to your walk or sidewalk? (Mark all that apply) Walking Route is Attractive with lights and shops There Are Benches and Other Places to Rest Along the Walking Route The Landscape is Attractive (Trees and Flowers) There are Interesting artistic (arts) features to Look at Along the Way Sidewalk Present on Both Sides of the Street Easy to push strollers, wheelchairs, etc.

TRUE [ ] [ ]

FALSE [ ] [ ]

[ ] [ ]

[ ] [ ]

[ ] [ ]

[ ] [ ]

8. How pleasant do you feel walking to each of these destinations?

Commute to work Commute to school Commute to home Errands Recreation/ Health Other

Very Pleasant [ ] [ ] [ ] [ ] [ ] [ ]

Pleasant

Unpleasant

Unpleasant

[ [ [ [ [ [

[ [ [ [ [ [

[ [ [ [ [ [

] ] ] ] ] ]

] ] ] ] ] ]

] ] ] ] ] ]

9. What would you love to see along sidewalks when walking?

Appendix C

219

Appendix D Questions for Interviews How much has your driving changed lately?

Perhaps you are not driving as much lately, what’s it like when you get back in your car?

How often did you drive before?

Does your car have a name, personality, or any unique characteristics?

What is the main use of your car?

How long have you been driving? Any breaks?

Can you remember the first time you drove alone?

Do you think that inside, everybody wants a car?

Do you think the car has a positive effect on your life?

Can you describe a particularly positive scenario?

Do you appreciate or need your car?

Are you Dependent?

How does having a car define you?

What does your car make you do?

Is driving more often thrilling or boring?

What’s the longest drive you’ve taken? How was it?

What’s your mood when driving?

What are some unintended benefits of the car?

Are there aspects of car culture you dislike?

What is the worst thing about cars?

In what ways is the car negative?

220

Appendix D

Do you think about negatives or positives each time you drive somewhere?

How do you deal with these opposing feelings?

What overcomes you in the present?

What do you think is the main reason people keep driving more and more?

Appendix D

221

222

THANKS FOR A GREAT SEMESTER!

223