Analyzing Walkability: Identification, Collection, Representation by owen mccabe

Analyzing Walkability

Identification Collection Representation

for: public space workshop by: o. mccabe & a. hall september, 2011

Table of Contents 0.0 - Background 0.1 - Analyzing Walkability 0.2 - Overview

3.0 - Representation p. 2 p. 2

1.0 - Identification 1.1 - Approach to Analysis p. 5 1.2 - Geography p. 6 1.3 - Focus p. 8 1.4 - Administration p. 10

2.0 - Collection 2.1 - Existing Data 2.2 - Creating Data 2.3 - Usage Studies

p. 13 p. 14 p. 15

Manual Counts Technology-Assisted Counts Facility & Activity Audits

2.4 - User Studies

p. 21

Checklists Intercept Surveys Community Consultations

2.5 - Spatial Analyses Indices, Metrics, & Models GIS

3.1 - Representation 3.2 - Graphs & Graphics

p. 34

Text Graphs Graphs, Spatialized Proportional Graphics Hand Graphics Space Allocation Graphics

3.3 - Maps p. 42 Space Allocation Maps Movement Distances Movement Volumes Movement Flows Dot Maps Proportional Dot Maps GIS Maps Choropleth Maps Community-Created Maps Frontages Pedestrian Crossings Pedestrian Signals Pedestrian Wait & Walk Times

3.4 - Photography p. 27

p. 33

p. 61

Documentations & Annotations Visualizations Aerial Photography

3.5 - Video p. 65 Time Lapse Tracing

0.0 - Background

0.1 - Analyzing Walkability 0.2 - Overview

0.1 - Analyzing Walkability

0.2 - Overview

â&#x20AC;&#x2DC;Walkabilityâ&#x20AC;&#x2122; is about understanding and addressing what it means to be a pedestrian. Many factors of contemporary urban living are demonstrating the link between walkability and - among other things - social justice, sustainability, community health, and happiness. The interest in these issues is pushing pedestrians and public spaces to the forefront of conversations about life in urban settings.

This report is comprised of three sections:

This study attempts to understand and address walkability by asking three questions: - How may it be studied? - How may it be measured? - How may it be communicated? In answering these questions, this report acts as a guide for both community groups and professional facilitators. It offers insights and approaches that enable the use of common resources to measure and communicate walkability issues in objective and effective ways that contribute to conversation and change.

(1) identification, (2) collection, and (3) representation. Section 1.0 provides an overview of the information necessary in identifying an appropriate approach to analyzing walkability. The spectrum of options is presented in three broad categories: geography, focus, and administration. Methods for accessing and creating data is the subject of Section 2.0. First, a discussion of existing resources, their utility, and their accessibility is provided. Second, a variety of methods for collecting and creating data are explored. Once relevant data has been identified and collected, it needs to be communicated. Section 3.0 offers an overview of approaches to the visual representation of data. In tandem, these three sections provide a general understanding and broad structure for analyzing walkability.

1.0 - Identification

1.1 - Approach to Analysis 1.2 - Geography 1.3 - Focus 1.4 - Administration

1.1 - Approach to Analysis The first step in any study is identifying the parameters under which it will occur. When analyzing walkability, there are three main considerations: geography, focus, and administration & dissemination. geography - where is the area that will make up the study? focus - what issues will the study consider? administration - who will undertake the study and who will it appeal to? This section provides an overview of the possibilities that can emerge from these three categories. In identifying the relevant elements from the three categories, a basic study structure can emerge and go on to inform the subsequent collection of data. Neighbourhood (1:848) [Kensington Market, Toronto]

City (1:52,500) [City of Toronto]

Street (1:2,680) [Yonge Street, from Bloor-Queen, Toronto]

District (1:2,400) [Financial District, Toronto]

Intersection (1:300) [Yonge & Dundas, Toronto]

1.2 - Geography The first category concerns the ‘where’: defining the geographic area(s) to be studied. Walkability studies occur at all scales, from the city in its entirety to a single intersection. Using the City of Toronto as an example, the images below illustrate the spectrum of possible study scales. A selection of examples of studies at each scale is then provided to give clarity to their respective utility. It is important to remember that these geographic scales are not mutually exclusive --- often, they prove complementary. An initial study of dangerous intersections at the city-scale can be augmented by an analysis of a single intersection. Equally, a study of a single intersection can be bolstered by an understanding of the larger influences at work at the neighbourhood or district scale. The examples of walkability studies at each scale below illustrate their possibilities.

City -> District -> Neighbourhood -> Street -> Intersection

The City This study by Global News occurs at the scale of the city. It investigates the most dangerous intersections for pedestrians in the City of Toronto by visualizing collisions data. At this scale, the analysis is broad and far-reaching.

PARKING IN THE CITY CENTRE

YOUR CAR IS WELCOME IN SYDNEY Sydney hosts a large number of parking spaces in the City Centre. A total of 26.000 parking spaces (on street and in structures) equally spread in the City Centre gives a range of choices for people who choose to drive to the city. Additionally there is around 5000 car spaces on the western side of Darling Harbour.

CONFLICTS WITH PEDESTRIANS Occasionally, entrances and exits of parking structures lead to conflicts with pedestrians. Often pedestrians have the lowest priority and cars are allowed to pass the footpath at their convenience. With the new Design Codes this pattern is changing. Footpaths are now taken across entrances to car parks giving pedestrians the right of way. Several large parking structures in the City Centre have a severe downgrading effect on the street environment. The scale and continuity of ground floor frontages is broken and instead kingsize entrances, ramps and dominating signage is put in.

COMPARISON: Amount of public accesible parking spaces

sydney 2007 (2.200.000 m2) 26.000 public parking spaces

There is a large amount of parking options in the City Centre and a significant traffic generator in the City Centre is the cars that have access to private car spaces leased by various companies/ corporations in the basements of office towers. Usually offered as part of an employment package to “high end” workers. It is estimated that there is a further 19.000 private tenant parking in the city centre. The generous distribution is an open invitation to take the car into the city instead of using other traffic modes. This invitation unfortunately generates more traffic in the City Centre, both by more people driving in and by people who circulate to find the most conveniently placed parking spot.

melbourne 2006 (2.3000.000 m2) 32.460 public parking spaces (does not include on street parking)

A part of Gehl Architects’ Public Space, Public Life approach, this district scale study analyzes the presence of parking spaces in different parts of Sydney, Australia’s city centre.

inner city area 2-3 km2 Harbourside carpark

adelaide 2004 (1.575.000 m2) 35.000 public parking spaces

perth 2007 (1.200.000 m2) 5.690 public parking spaces

copenhagen 2005 (1.150.000 m2) 2.700 public parking spaces

Harris Street carpark

stockholm 2004 (1.250.000 m2) 8.000 public parking spaces

The District

Entertainment carpark

inner city area 1-2 km2

SUMMARY The city centre offers many parking possibilities with a total of 26.000 mainly concentrated in the western part of the City Centre.

> 1000

100-299

500-999

< 100

300-499

THE PEOPLE

100 200 300 400 500 m

LOCATION OF PARKING SPACES IN THE CITY CENTRE

implemented in Rosenberg. Time point deviation service is a flexible transit approach where one bus would be dedicated to provide demand response service to Rosenberg residents; however, the bus would also provide scheduled service (on the hour or on the hour and half hour) to a transit stop located in the vicinity of Fiesta Grocery Store on US 90A. The service is recommended to be

1.2 - Geography

contracted through Fort Bend County Public Transportation. The City of Rosenberg should discuss partnering with the City of Richmond to provide this transit service. As shown by the figure below, origins and destinations within a 2.5 mile radius of the area in the vicinity of Fiesta (US 90A at Miles Street), which includes transit origins and destinations within Rosenberg and Richmond, could easily be served by time point deviation service.

The Neighbourhood

Amsterdam

Avenue

This study of walkable distances by The City of Rosenburg, Texas, occurs at the neighbourhood level. It provides an overall understanding of the neighbourhood’s makeup and enables understandings of the influences on how people move through it.

Phase 2: Time Point Deviation Transit

Central Park West

Columbus

Avenue

72nd Street

ii | Prepared for the Rosenberg Development Council 66st Street

Lincoln Centre

Central Park

Columbus Circle

The Street

8 Th Avenue

57th Street

7th Avenue

Analyzing a street segment in New York City, this Gehl Architects study shows one example of the type of detailed analysis that can occur at smaller scales - the allocation of space for seating vs. the use of space for scaffolding.

More Scaffolding than Seating

Paramount Plaza

Scaffolding is left up for too long, while street cafes are few and far between

6th Avenue

Times Square

Grand Central Station

Bryant Park

42nd Street Golda Mayer Place

Herald Square

34th Street

Penn Station

5th Avenue

Greeley Square

Madison Square Park

Worth Square

Park Avenue

23rd Street

Union Square

14th Street

New York is falling behind other cities in the provision of outdoor seating opportunities. Research from around the world indicates that there is incredible demand for café seating. For example, in London, Copenhagen, and Melbourne, restaurants have found that increased outdoor seating options leads to increased business. The positive effects of providing café seating go beyond the benefits to individual restaurant owners, as café seating contributes to an improved public realm, and increased economic vitality for a city. It is a cause for concern that the three-mile stretch of Broadway from Columbus Circle to houston Street, one of the City’s leading thoroughfares, has only 6 outdoor cafes. While the City suffers from a shortage of outdoor seating, it is a global leader in scaffolding. The amount of building and renovation underway makes scaffolding a necessity to protect pedestrians. An unintended consequence of recent legislation designed to protect people from building façades with potential problems has been the vast proliferation of long-duration scaffolding that narrows, darkens and uglifies potentially vibrant sidewalks. Although scaffolding is a necessity to protect pedestrians from construction activities, in some cases it is put up far in advance of actual work, or left standing long after it is necessary. For example, scaffolding covers 30% of the buildings along the three miles of Broadway from Columbus Circle to houston Street. Café outdoor seating on the street curb side Café outdoor seating in public space Public seating in the street Public seating in public space Scaffolding sites

Astor Place

Washington Square

Houston Street Prince and Spring Street

Cana

l St

The Intersection This analysis of an intersection in NYC - aimed at promoting ‘3-Way’ streets, ie. streets that work for pedestrians, cyclists, and automobiles - is able to analyze the manifestations of a large phenomenon - traffic - in a very specific way - conflicting movements.

Chambers

ree

City Hall Park

Street

Broo kly

n Br

World Trade Centre

Fulton

Street

Corporate Plaza

Liberty Plaza

Wall

Stree

Bowling Green Stone Street

Battersy Park

idge

1.3 - Focus The second category concerns the â&#x20AC;&#x2DC;whatâ&#x20AC;&#x2122;: defining the subject matter to be studied. Walkability is a broad notion, and therefore, studies that attempt to engage it are diverse in the nature of their focus. One study may focus on modal splits and traffic flows, another may focus on conflicts at intersections, yet another may focus not on how pedestrians move through the public realm, but on the quality of the time they spend staying in it. This section provides an overview of possible elements of analysis as observed in a review of selected walkability studies.

Neighbourhood Scale

Streets

Driving, Transit, Cycling, Walking

accessibility building heights block size community destinations connectivity land use Lynchian analysis networks noise open space policy safety scale comparisons trees

- lane widths - street widths - roadway composition - row scale - street hierarchy - space allocation (cars, bicycles, - pedestrians, sitting, etc.) - traffic calming

modal splits routes parking paths of flow speed limits transit routes paths of flow routes seating sidewalks walkable distances walking vs. waiting times

1.3 - Focus

Streetscapes

Intersections

Social Behaviours

clutter commercial activity curb cuts & grates entrances frontages / ground floor activity interruptions lighting signs seating transit access trees topography

- conflict points - crossing distance - crossing time - crossing markings - crossing spacing - curb ramps - movements through - pedestrian signals & pushbuttons - signage - waiting times

jaywalking nighttime activity queuing stationary & social activities speed traffic violations user groups

1.4 - Administration Once the where and the what of the analysis have been identified, the тАЩwhoтАШ comes next - that is, who will undertake the study and who will it appeal to? Here, three broad categories are proposed: community-based analyses, professional analyses, and hybrid analyses. Community-Based Analyses

Community-based walkability analyses are designed to be both administrated and understood by those directly involved and affected by the study. Their methodologies are simple and straight-forward. Checklists, surveys, and direct observations are recorded by volunteers and community-members.

Tips, Tools and Resources for Organizers

Sidewalks and Streets Survey

Communities can make walking safer by teaching

NEIGHBORHOOD TRAFFIC MONITORING

TOOLKIT

small groups to take simple тАЬwalkabilityтАЭ surveys and to take recommended actions for community improvements. Your involvement will make a difference to people you care about.

4HIS┬мE LAND┬мU ENHAN

INCLUDED IN THIS KIT:

1 Overview 2 The Basic Steps 4 Sidewalks and Streets Survey 14 Take Action: How to Improve Your Community Rating 16 Further Steps to Improve Your CommunityтАЩs Rating 18 Resources

┬е ┬м0R FORMAL ┬мWR GIVEN┬мTO┬м0

July 15, 2010

Professional Engineering Analyses Professional analyses typically employ methodologies that donтАЩt necessarily take into account the general publicтАЩs ability to digest engineering data. In this way the analysis GIS Based can be very differentAWalkability Analysis from those employed in community oriented analyses. They use statistics, spatial metrics, complex computer software, and engineering acronyms to administer walkability assessments. On account of the complex nature of the administration of the study, the information collected is disseminated in an equally complex and inaccessible manner. Submitted By:

Prasanta Bhattarai, MUP Supervisor: Dr. Li Yin,

Assistant Professor, Department of Urban & Regional Planning, University at Buffalo August 2007

intelligent space

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Axial Maps and Visibility Graph Analysis

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A comparison of their methodology and use in models of urban pedestrian movement

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Jake Desyllas and Elspeth Duxbury

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www.intelligentspace.com

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Hybrid Analyses

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Some walkability analyses combine community- and professionally-oriented methods. These studies enable collaboration between community members who can aid in collecting and providing data and insights and professionals who can employ their skills in research and analysis to give the data an added currency and objectivity. These studies are disseminated in ways that are accessible to a general public. They are most successful when the collaboration and communication between community members and professionals is consistent throughout the study.

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2.0 - Collection

2.1 - Existing Data 2.2 - Creating Data 2.3 - Usage Studies Manual Counts Technology-Assisted Counts Facility & Activity Audits 2.4 - User Studies Checklists Intercept Surveys Community Consultations 2.5 - Spatial Analyses Indices, Metrics, & Models GIS

2.1 - Existing Data Prior to undertaking the intensive process of collecting and creating data from scratch, it is prudent to consult and consider the wide array of data sources that already exist. These datasets - from counts of pedestrian volumes on downtown streets to nationwide statistics on pedestrian fatalities to GIS shapefiles of roadways and land uses - can help to inform and influence the study one may wish to undertake at the community level. While this report cannot provide a comprehensive overview of all relevant resources, it provides examples which are indicative of the type of resources that can prove useful. For a more complete examination of existing data for analyzing walkability, refer to the following report: Bureau of Transportation Statistics. (2003). Bicycle and Pedestrian Data: Sources, Needs, and Gaps. http://bts.gov/publications/bicycle_and_pedestrian_data/

Statistics Canada - the federal government agency tasked with collecting and communicating data and statistics - can be a great resource for studying walkability.

Federal Government

The Census of Canada provides a wealth of information with a high degree of relevance. Data is available on community demographics of a certain geography - from the entire country down to a single dissemination area (~1000 people) - regarding age, gender, income, and mode of transportation. This information can provide a strong basis for understanding the community demographics that influence how people move around and live within their neighbourhoods: http://estat.statcan.gc.ca/ The Statistics and Data section of Transportation Canada provides datasets relating to pedestrian issues. While the data concerns the national level, it can provide insights regarding a widespread problem - such as pedestrian safety - that can subsequently be studied at the local level: http://tc.gc.ca/eng/roadsafety/resources-researchstats-menu-847.htm

Municipal Government

Municipal governments collect a great deal of data with both direct and indirect relevance to walkability. For example, municipalities may make manual counts of pedestrian volumes or keep record of traffic incidents involving pedestrians. Of equal - though more indirect - use is information like that regarding land use, transit stops, routs, and schedules, and roadways. A movement referred to as ‘Open Data’ is having a great deal of success in lobbying municipalities to make more accessible the types of data discussed above. For example, the City of Toronto’s Open Data portal contains a wealth of information from GIS shapefiles to raw traffic count data: http://toronto.ca/open The link below is a listing of Open Data sites in Canada. In addition to other ways of contacting municipalities (traditional websites, telephone, in person, etc.), these sites are a great resource: http://en.wikipedia.org/wiki/open_data_in_canada The work that occurs through both academic and not-for-profit institutions can prove to be an invaluable resource for walkability analysis. The following links provide an idea of the different resources a selection of organizations can provide.

Academic & Not-For-Profit Research

Walk21, the annual conference on pedestrian issues maintains a database of research and conference presentations - a good source for current practices and theories: http://walk21.com/paper_search/default.asp Canada Walks is an initiative tasked with “changing the current social paradigm so that walkable communities are the cultural and social norm in Canada.” Their website provides a listing of useful resource for analyzing walkability: http://www.canadawalks.ca/resources.asp

2.2 - Creating Data While the existing sources of data discussed in Section 2.1 are extremely useful in establishing overall contexts and providing support and background information for local studies, it is seldom that these sources of data will provide complete and detailed information at the local level itself. Fortunately, there are many methods for creating and collecting data for specific sites and for specific subjects of study. This section provides an overview of three broad approaches: usage studies, user studies, and spatial analyses. While this is in no way an entirely comprehensive presentation of possible approaches, and, though there is an inevitable overlap across these categories, they provide a overarching sense of how data can be collected and created to serve in the study and analysis of walkability.

Usage Studies are most applicable when there is a desire to establish measures of the physical characteristics of pedestrian environments, and, the quantitative level at which these environments are used. In Section 2.3 the following methods and case studies are discussed:

Usage Studies

Manual Counts Case Study #1: Pedestrian Study, Vancouver Case Study #2: Community-Based Movement Counts, Toronto Technology-Assisted Counts Case Study #1: GPS Tracking Movement Study, Netherlands Case Study #2: Time-Lapse Video Recording & Analysis, Toronto Facility & Activity Audits Case Study #1: Public Space, Public Life (PSPL) Studies, Copenhagen

User Studies are useful for collecting data on how users perceive the pedestrian environment. Generally speaking, user studies enable a focus on qualitative data. In Section 2.4 the following methods and case studies are discussed:

User Studies

Checklists Case Study #1: Streets & Sidewalks Survey, USA Case Study #2: Neighbourhood Active, Healthy Design Checklist, Canada Intercept Surveys Case Study #1: Bike Lanes, On-Street Parking, and Business Survey, Toronto Case Study #2: Neighbourhood Traffic Monitoring Toolkit, New York City Community Consultations Case Study #1: Janeâ&#x20AC;&#x2122;s Walk, Toronto Case Study #2: Project for Public Spaces, New York City Spatial Analyses refer to the many methods of taking existing information and applying analyses to generate deeper understandings and new sets of data. In Section 2.5 the following methods and case studies are discussed:

Spatial Analyses

Indices, Metrics, & Models Case Study #1: Pedestrian Intersection Safety Indices, USA Case Study #2: Level of Service Model, New York City Case Study #1: An Approach to GIS Pedestrian Analysis, Portland Case Study #2: GIS and the Pedestrian Master Plan, Seattle

2.3 - Usage Studies Manual Counts Purpose

Manual Counts are used to obtain objective data on the volumes of movement through transportation facilities like intersections, sidewalks, and roadways. They produce quantitative data on the volumes of both non-motorized and motorized traffic. The data produced through manual counts is useful in communicating current conditions, identifying issues, assessing trends, evaluating policy and development impacts, and planning for the future.

Method

When performing manual counts, the method is relatively standard from the small- to large-scale. A group of employees or volunteers will use tally counters (see photos, right) and tally sheets to observe and record the number of users (pedestrians, cyclists, drivers, etc.) that cross an imaginary line that constitutes the point of study. In conducting these counts, the following guidelines are generally followed: - counts are organized & recorded in 15-minute intervals - counts occur for a specified period of time: some will occur for a non-stop 10-hour full-day period; others will collect data during the AM and PM, or, peak periods - collection days vary, but a distinction is made between weekdays and weekends; count days that minimize unordinary conditions are chosen (holidays, special events, etc. are avoided) Once the data is collected, it is organized and compiled usually inputted into a digital database - and analyzed to establish a sense of the level of facility usage. In addition to this quantitative data on movement volumes, manual counting provides an opportunity to collect both behavioural data (type of travel mode, age, gender, and helmet usage, etc.) and in some cases, the collection of qualitative data through surveys (discussed in Section 2.4).

Requirements

- tally counters & count sheets - one drawback of manual counting is the large amount of labour that is involved --- depending on the size of the study, it can require a substantial time commitment from a large number of volunteers

Representation

See Section 3.2 on Graphs & Graphics as well as â&#x20AC;&#x2DC;Movement Volumesâ&#x20AC;&#x2122; in Section 3.3 for examples of the graphic representation of this type of data.

Top: Pedestrian Counts, Chennai, India, Gehl Architects http://gehlarchitects.wordpress.com/2010/12/07/learning-to-count-public-life/

Bottom: Counters, Collecting Pedestrian & Bike Data, San Francisco http://bettermarketstreetsf.org/

2.3 - Usage Studies

Vancouve

6. ANNUAL INTERSECTION VOLUMES Since 1995, pedestrian volume data at intersections has been collected as part of the City’s annual manual count program. For main intersections throughout the city, the number of pedestrians, cyclists and vehicles are counted. About 200 intersections are counted annually, in the morning and afternoon rush periods (7am-9am and 3:30pm to 5:30pm) on weekdays, between May and October. Pedestrian movements are

Case Study #1: City of Vancouver, Vancouver

Many municipalities utilize manual counting methods to maintain up-to-date information regarding levels of facility usage. The City of Vancouver uses Manual Collection in its periodical Pedestrian Study (1973. 1977, 1991, 2002, 2008). On weekdays throughout May and June, a team of data collectors surveys 250 downtown commercial streets at mid-block. Using a handheld computer, the data collectors record counts for every pedestrian that crosses each mid-block location between 10am and 6pm, creating a dataset of pedestrian volumes on downtown streets.

Table 15. – Sample of 2001 Pedestrian Volume Counts, Manual Counts Program BUTE AND ROBSON (118602) 2001/07/30

Weather: 07:00

Clear

15:30

Clear

Crosswalk East

Maximum Hour

4.2.5. RECREATIONAL ROUTES 2 Hour

North

See: http://vancouver.ca/engsvcs/transport/pedstudy/

South

West

Total

AM (07:55 - 08:55)

599

453

414

200

PM (16:25 - 17:25)

1,192

1,515

1,752

805

5,264

Total

1,791

1,968

2,166

1,005

6,930

923

692

617

315

2,547

1,666

For a holiday Monday in August 2002 (BCPMDay), the Park Board in consultation Engineering Services, arranged for counts to be 2,216 3,215 with3,275 1,391 10,097 Engineering staff compiled extra counts that day on the Burrard and Cambie bridges, and Seaside Walk east of Spyglass Place, to Total 3,139 3,907 3,892 12,644 summarized in the table below, including data for two of the busiest recreational routes in 1,706 parks.

Vancouver Pedestri

14. –ofPedestrian Volumes on Holiday Monday – False and Recreational Routes In general,Table the locations the busiest crosswalks correspond to the same locations that Creek Bridges intersection counts to estimate changes in mid-block counts, in betw have been identified in the 2001/2002 Pedestrian Study. The Manual Counts data from Study is carried out. Location Peak Hour Peak HourPedestrian Total, 10am-6pm 4.2.2. CREEK BRIDGES variousFALSE locations in commercial areas shows volumes in the morning rush period being Count 2001/2002. WhenTime consistently lower thanthe theresults afternoon rushadditional periods. data This that helpswas confirm that for thethe data The table below shows of some collected comparing the count data for the bridges to other lo Burrard Bridge 248 1,304* collection in theand 2002 Pedestrian (10am to 6pm) the period of highest 4-5pm False Creekperiod Pedestrian Cyclist CrossingStudy Study, compared to captured data collected in should also be kept in mind that sidewalks on the Burrard and Cambie b pedestrian activity. Cambie Bridge 74 4-5pm 427* 1996. All counts were done on sunny weekdays. Although peak hourly pedestrian different role in that they are shared with cyclists. The Transit Strike d volumes on the bridges are lower on many downtown streets, the rate of indication of what the potential latent demand could be for pedestrian Seaside Walk, E than of Spyglass 228 5-6pm 767* increase over the last 5 years has been significant. For example, daily volumes (7am crossings (i.e. how many pedestrians might use the bridges if walking w Stanley Park Seawall @ Devonian Harbour* 7181996who 1:30-2:30pm 3,707 One limitation of the Manual data is that it does not countbetween pedestrians to 6pm) increased between 28%Counts and 41% across False Creek Bridges andturn attractive). Parkwithout Seawall @ English Bay* 2:30-3:30pm 6,176 corners at theStanley cross street crossing the intersection. Another 1174 limitation is that it is difficult*to use for comparing trends, since(estimated fewer Manualvolumes Counts were collected2pm before Estimate for 8 hour period between and 3pm included) Table Pedestrian Countsperiod on False CreekJuly Bridges 2000, 6. and– the data collection includes and August (higher tourism volumes and variability). However, as more data is collected in the future, it should be possible to 1996 2001 2002 Average % Growth Transit % Growth provide The someStanley analysis of trends. Also, at withthe further analysis, may be possible to use the Park seawall English Bay itentrance was the busiest location counted by the Park Board. Although pedestrian us May October June (1996 vs. 2001/2002) Strikecount for the Seawall those recorded on the busiest Downtown commercial streets on weekdays. For example, theStrike 10 am to 6pm Novemberth 26, 2002

As the next case study shows, these methods are not restricted to the city-scale accessible to municipalities or consultants --- they translate to the community level.

counted by providing the total number of pedestrians in each intersection. During the last year, improvements made to th data has included the ability to summarize just the pedestrian alphabetically by location or by volumes. A sample from the in the table below.

busiest sidewalk on a commercial street (East side of Granville, South of Hastings). 36Burrard Bridge AM Peak Hour

7:45 to 8:45 AM

115

190

155

50%

880

665%

PM Peak Hour

5:00 to 6:00 PM

220

265

295

27%

925

320%

Daily Total (11 hours)

7:00 AM to 6:00 PM

1190

1583

1765

41%

n/a

AM Peak Hour

7:45 to 8:45 AM

120

115

81%

505

677%

PM Peak Hour

5:00 to 6:00 PM

120

215

205

75%

560

367%

Daily Total (11 hours)

7:00 AM to 6:00 PM

794

1141

1168

45%

n/a

Granville Bridge

Cambie Bridge AM Peak Hour

200

200*

7:45 to 8:45 AM

120

578

382%

PM Peak Hour

5:00 to 6:00 PM

205

295

280

40%

640

212%

Daily Total (11 hours)

7:00 AM to 6:00 PM

1186

1495

1552

28%

67%

n/a

* June 2002 data for Cambie Bridge was incomplete from 7:00 to 10:00 AM ; same data as for October 2001 assumed

Case Study #2: Dave Meslin & Group, Toronto

In June 2011, a group of community activists with questions about the accuracy of City of Toronto data on cycling trips on John Street took matters into their own hands - or, put tally counters in their own hands.

Two additional counts were carried out on a holiday Monday in August 2002 (BC Day) for the Burrard and Cambie Street Bridges, to examine the recreational demands. These res data collected by the Park Board on other recreational routes, are reviewed in Section 4.2.5.

November 26, 2002

City of V

The group prepared some basic traffic-counting forms, assembled a team of volunteer traffic counters, and collected data in 15-minute intervals from 7:30-9:30am. The data collected was then assembled and analyzed, communicating some considerable discrepancies with the official data. This example illustrates the possibility of and the process for small-scale objective manual movement collection. See: http://meslin.wordpress.com/2011/06/15/tally_ho/

Additional Resources Federal Highway Administration. (2005). “Usage Documentation, 1A - Manual Counts,” In Pedestrian and Bicycle Data Collection in United States Communities, p. 21-45. Saskatoon Downtown Business Improvement District. (2010). Pedestrian Study. http://downtownsaskatoon.com/pdfs/2011-pedestrian-study.pdf Streetswiki. (2011). Counting Pedestrians & Bicyclists. http://streetswiki.wikispaces.com/counting+pedestrians+and+bicyclists Metropolitan Transportation Committee. (2001). Handbook For Bicyclist and Pedestrian Counts. http://mtc.ca.gov/planning/bicyclespedestrians/counts.htm http://bikepeddocumentation.org/

2.3 - Usage Studies Technology-Assisted Counts Purpose

These types of Usage Studies collect data similar to that discussed in the two previous sections on Manual Collection. They differ, however, in their use of technology to achieve greater efficiency in data collection and analysis. While Technology-Assisted Collection can take many forms, they all have certain commonalities: a decrease in the amount of labour needed to collect and analyze data via automatization, and, a resultant decrease in accessibility and affordability.

Method(s)

There are multiple instruments that are used to automate movement volume and flow counts: active and passive infrared sensors, pneumatic tubes, in-pavement loop detectors, customized digital software, piezo film, GPS, time-lapse photography, and video. Each technology has its own set of advantages and utilities. Despite these advantages, cost and technical knowledge remain a daunting disadvantage when considering the applicability of these technologies to the community level. There are, though, some that offer potential utility: Time-Lapse Photography & Video: By time-lapse photographing or video recording an intersection or street, the data collected becomes both quantitative (numbers of pedestrians crossing an intersection, etc.) and qualitative (gender, age, crossing behaviour, etc.). By using these visual recording mediums, the tedium of manual counting is avoided and greater attention can be paid to analysis. GPS: GPS (Global Positioning System) devices are becoming increasingly accessible. Indeed, many cellular phones can be programmed to act as GPS devices. Using these devices to track movements throughout the city can produce immediate and accurate data on how the city is used from the pedestrian perspective.

Requirements

- depending on the method selected and the scale of the study, the technologies required for this type of data collection can be cumbersome; even for the two methods discussed, the cost of photo equipment or GPS units can be difficult without a source of funding - as the methods produce digital data, a computer, and sometimes specialized software, is necessary for analysis

Representation

See ‘Movement Volumes’ and ‘Movement Flows’ in Section 3.3, ‘Time Lapse’ and ‘Tracing’ in Section 3.5, for examples of the representation of this type of data.

Case Study #1: TU Delft, Almere, Netherlands

This 2009 study - a partnership between Delft University of Technology and the municipality of Almere - utilized GPS technology to track the movements of thirteen families over the course of one week. The municipality approached families in three neighbourhoods. While fifteen families agreed to participate, in the end, 40 participants from 13 families carried GPS units to track their movements in the city. The study began with a representative coming to the participants’ homes to give detailed instructions on the use of the GPS unit and the study parameters. The participants also completed a pre-study questionnaire. After one week data collection, the spatial-temporal data was collection and processed. The data was split into tracks based on round trips to and from home. In addition to the visualizations created (see: right), the data was then entered into a GIS data base and subjected to a variety of queries and analyses. See: www.mdpi.com/1424-8220/9/4/3033/pdf

Case Study #2: University of Toronto, Toronto

For their ‘Urban Design Research Methods’ class, a group of University of Toronto students were tasked with answering the following question: what are the factors that affect pedestrian behaviour on the street corners of Yonge and Dundas during and while waiting for the scramble? To answer this question, they utilized video recording to collect data on the patterns of movement and behaviour that occur at the intersection of Yonge and Dundas. Their work shows technology can be used to assist in the collection of data in a low-cost manner. While the use of video is a common practice for many cities and consultants, it is often paired with expensive customized computer software that produces an automatic analysis. The students at UofT, however, utilized a semi-manual approach in tandem with the technology. Using pencils and trace paper, pedestrian paths were traced and digitized to give a sense of the composite patterns of movement. Here, technology is used in an accessible way to attain and communicate compelling information. See: http://fltseng.com/2010/10/scramble-analyzing-the-yonge-dundas-intersection/

Top: GPS Tracks & Family Residences, Almere, Netherlands http://mdpi.com/1424-8220/9/4/3033/pdf

Bottom: Frames From Video-Recording & Traced Pedestrian Paths http://fltseng.com/2010/10/scramble-analyzing-the-yonge-dundas-intersection/

eople really use the available network is extremely importantdemand for communicating a wider range of choice of possible routes, differing in time and space. The q ban life in relation to possible future developments with stakeholders in planning, life derives from coincidences, i.e. of ‘parallel’ use of the spatial urban frame, a cond s. related with others and other places in time and space. One possible measure of urban the degree to which round trips use the same route back and forth (see Figure 7).

2.3 - Usage Studies

S tracking data for one week of the Almere experiment: superimposition of rns of 13 households (40 people), red dots indicate housing Figure location. 7. Two ‘extreme’ types of GPS tracks from the Almere experiment: d ased on the Almere street pattern. match between both ways on a return trip. Background map is based on the Alm pattern.

Another interesting measure made possible by tracking research is accumulated len particular purposes. The GPS tracking project in Almere made clear that in spite o pedestrian network and cycling network, parents transport their children to sport facili weekand largely by car. Preliminary data analysis and extrapolation suggests that this mig GPS tracking technologies in two experiments on different scales in different total weekly amount of 800,000 to 1,200,000 km just for the city of Almere [ ribution. In this paper we aimed to assess the value of GPS as staggering a sensor technology. is hard to get through other research approaches, while such measures can be relatively e research projects described in this paper provide some insight there. The main from GPS data. This gives rise to the development of new hypotheses in urban studies per was: what is the value of GPS as ‘sensor technology’ measuring activities of such as the possibility of cognitive dissonance with regard to the choice for transport by

r in the context of studies regarding urban quality? By looking at two different y TU Delft using GPS, this question is answered in this section along three lines.

Additional Resources

Federal Highway Administration. (2005). “Usage Documentation, 1B - Automated Counts,” In Pedestrian and Bicycle Data Collection in United States Communities, p. 47-92.

2.3 - Usage Studies Facility & Activity Audits Purpose

Facility and Activity Audits utilize manual counting and direct observation to collect quantitative measures of a wide range of physical elements and social behaviours. Physical elements (like right-of-way space allocation and seating) and social behaviours (like jaywalking and recreational activities) have the potential to provide strong objective indicators of the quality of spaces.

Method

There are many ways to undertake facility and activity audits. Like the approach to Manual Counts discussed earlier, the basic elements of the approach are: 1) a person or persons to count and observe, and 2) a system to make and record the findings. A large part of the method is developing the latter, that is, establishing what will be observed, and, how the observations will be recorded. Many elements can be observed, to name a few: - urban morphology; ie. dimensions, space allocations, open spaces, land uses, building types and heights, ground floor activities, art, etc. - opportunities to sit, stop, or be stationary - congestion & obstacles on sidewalks - the presence/absence of children & the elderly - the behaviour of pedestrians at intersections Many forms of observation are available, to name a few: -

site visits & mapping test walks stationary activity surveys quality and condition assessments

There are many approaches to performing audits of facilities and activities, all of which work to produce quantifiable data that can help to inform and educate.

Requirements

- base maps with basic built form data (streets, buildings) - a group of volunteers or employees to conduct the audit - an idea of the studyâ&#x20AC;&#x2122;s specific data requirements and a system for collecting and recording observations that attain this information - an ability to organize and process the data that results

Representation

See Section 3.3 on Maps for a range of options for showing data collected through Facility & Activity Audits.

Top: Preparation, Gehl Architects http://gehlarchitects.wordpress.com/2010/12/07/learning-to-count-public-life/

Bottom: Audit in Action, Gehl Architects http://gehlarchitects.wordpress.com/2010/12/07/learning-to-count-public-life/

2.3 - Usage Studies

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Additional Resources Federal Highway Administration. (2005). â&#x20AC;&#x153;Facility Inventories,â&#x20AC;? In Pedestrian and Bicycle Data Collection in United States Communities, p. 121-198. Gehl Architects. (1994 & 2004). Public Space, Public Life Survey, Melbourne. http://gehlarchitects.dk/files/projects/100115_melbourne_pspl_hv_eng.pdf Gehl Architects. (2007). Public Space, Public Life Survey, Sydney. http://gehlarchitects.com/files/projects/sydney/sydney_report.zip Gehl Architects. (2004). Public Space, Public Life Survey, London. http://gehlarchitects.dk/files/pdf/london_small.pdf Streetswiki. (2011). Walk Audit. http://streetswiki.wikispaces.com/walk+audit

2.4 - User Studies Checklists Purpose

Checklists are a way to gather both quantitative and qualitative data regarding the way in which intersections, streets, and neighbourhoods are used and perceived by pedestrians. While checklists share similarities with Usage Studies in their collection of quantitative data regarding physical attributes, they differ in the addition of the qualitative assessment they encourage. Checklists and other forms of User Studies - are useful in their ability to gain a wide range of information concerning citizens’ perceptions and perspectives.

Method

Checklists are generally a tool most suited to work at the community level - a tool to analyze a small study area, be it a street, an intersection, or a neighbourhood. With a study area selected, two things are required: the study instrument (the checklist) and instrument administrators (volunteers to undertake site visits and complete the checklists). For the former, there are a wealth of resources to use: the checklist is a well-developed tool and many organizations offer their checklists for use or modification. For the latter, tapping into existing community organizations and resources is a useful approach to building a network of volunteers. With the checklist prepared and the volunteers organized, the checklist audit is undertaken. This will, generally, involve a the provision of instruction to those completing the checklist. The instruction can vary depending on the quality of the data desired. If the exercise is more educational than scientific, a brief explanation of the checklist can suffice. If the exercise is to produce objective data for advanced advocacy, study parameters such as a specific route, timing, etc. - must be set. Once completed, the checklists can be compiled and the data they produce organized for analysis and communication.

Requirements

- a checklist: this can be a ready-made checklist, a checklist that has been modified to suit a specific area of interest or local conditions, or, one made from scratch - community members interested in taking part in the administering the checklist - depending on the size of the study, volunteer labour may be required to collect, organize, and analyze the data created by the checklist

Representation

See Section 3.2 on Graphs & Graphics for examples of the graphic representation of this type of data.

Case Study #1: Create the Good (AARP), USA

The American Association of Retired Persons (AARP) has developed, as a part of their Create the Good program, a Sidewalks and Streets Survey Toolkit. The toolkit enables community members to organize and equip small groups with the resources (maps, clipboards, pens, cameras) and knowledge (survey methodology) necessary to undertake checklist-style surveys on walkability issues at the community level. With sections on Intersections, Sidewalks, Driver Behaviour, Safety, Comfort & Appeal, and Overall Ratings & Observations, the checklist covers and collects quantitative and qualitative data on a wide range of local conditions and characteristics. AARP recognizes the utility of the data collected, and as a result, provides guidelines on how to take the community work a step further through additional analysis and communication. See: http://createthegood.org/toolkit/sidewalks-and-streets-survey

Case Study #2: Heart & Stroke Foundation, Canada

The Heart & Stroke Foundation’s Neighbourhood Active, Healthy Design Checklist is another example of an approach to studying the way in which users perceive environments from the pedestrian perspective. This Checklist, an adaptation of Canada Walks’ walkON ‘How walkable is your community?’ checklist, takes a slightly different approach than the AARP Checklist (Case Study #1, above). As community members tour their neighbourhood and perform the checklist audit, their observations create a score for each of the four sections: Connectivity, Safety, Amenity Access, and Aesthetics. These four scores are tallied to offer an overall assessment of the neighbourhood’s quality from a walkability perspective. In comparison to other checklist audit tools, this example can be seen as a tool mainly for increasing community education and involvement. See: http://heartandstroke.on.ca/

Top: Sidewalks And Streets Survey - Intersections & Sidewalks http://createthegood.org/toolkit/sidewalks-and-streets-survey

Bottom: Neighbourhood Active, Healthy Design Checklist http://www.heartandstroke.on.ca/site/c.pvI3IeNWJwE/b.6020891/k.CF88/healthy_ living__shaping_healthy_active_communities_toolkit.htm

2.4 - User Studies

Sidewalks and Streets Survey

Section C: Sidewalks

Section B: Crossing the Street (Intersections)

Please complete one Section C page for each street where you observe sidewalks within your walkable area. Street observed: _______________________ between____________________and_________________________

Please complete one Section B page for each intersection you observe within your walkable area. We suggest allowing 20-30 minutes per intersection.

Street Name

Cross Street 1

Cross Street 2

Day of week: _________________________ Time observations began: __ __ ___ __ __ __ __ ___

a.m.

p.m.

Intersection observed: location at _______________________________________and_______________________________________

Date: _________________________ Time observations ended: __ __ ___ __ __ __ __ ___

a.m.

p.m.

Day of week: _________________________ Time observations began: __ __ ___ __ __ __ __ ___

a.m.

p.m.

DIRECTIONS: Place a √ below next to any items that are a problem for walkers and note:

Date: _________________________ Time observations ended: __ __ ___ __ __ __ __ ___

a.m.

p.m.

• What might especially be a problem for a child, senior or person with disabilities?

Street Name 1

Street Name 2

DIRECTIONS: Place a √ below next to any items that are a problem for walkers and note:

• W hat is the exact location(s) of each problem? Record a landmark or side of street (north, south, east or west) on the blank line to the right of each item you check.

• What might especially be a problem for a child, senior or person with disabilities?

Problems for walkers

• W hat is the exact location(s) of each problem? Record a landmark or side of street (north, south, east or west) on the blank line to the right of each item you check. Problems for walkers

Location

Crossing doesn’t have a pedestrian signal or audible signal

_______________________________________

Pedestrian signal doesn’t give people walking at average speed enough time to cross (WALK+DON’T WALK) Time allowed on signal (minutes:seconds) __________ __ :______ ______ Pedestrian signal doesn’t give people who walk more slowly enough time to cross

_______________________________________ _______________________________________

Need a traffic signal or crosswalk

Push–to-walk signal is not available/operating

_______________________________________

Crosswalk is not marked or poorly marked

_______________________________________

There are sidewalks, but they are not continuous (segments are missing)

_______________________________________

Sidewalk is not wide enough for two people to walk together side-by-side (5 ft.)

_______________________________________

Sidewalk is broken or cracked

_______________________________________

There is no buffer between traffic and the sidewalk

Traffic signal makes pedestrians wait too long before crossing

Location

There are no sidewalks, paths or shoulders

_______________________________________

Sidewalks are interrupted by driveways

_______________________________________

No/misplaced ramps (curb cuts) for wheelchairs, strollers and wagons

_______________________________________

Curb cuts are not textured or marked for those with visual impairments

_______________________________________

Sidewalk is blocked with poles, signs, shrubs, dumpsters, low hanging trees, etc.

_______________________________________

Have to walk too far (>300 ft.) for a safe place to cross the street _______________________________________

Cars, trucks, vendors are blocking the sidewalk

_______________________________________

Road is too wide to cross safely

Other issues and observations (please specify)

_______________________________________

No median on streets with 2+ lanes

_______________________________________

_______________________________________________________________________________________________________________________ Overall rating of sidewalks in walk survey area:

Visit CreateTheGood.org for more opportunities, tools and ideas to help improve your community.

2) Neighbourhood active, healthy design checklist• “Active, healthy community design” means making local environments supportive of walking, cycling and other aspects of active living. This includes things like locating homes within walking distance of workplaces, shops and schools, providing efficient and well-maintained walking and cycling routes, ensuring access to recreational facilities, parks and trails and making sure children have safe routes to school and good outdoor play areas. Go for a walk with this checklist to see how well your neighbourhood supports active, healthy living. Take notes along the way to document any problems with getting around without a car and being active in your neighbourhood. You can also take pictures if you have a camera. When you’re finished, add up the ratings for each section to get your neighbourhood’s active, healthy design score.

Streets in your neighbourhood have a “grid pattern” with short blocks that make routes more direct. Culs-de-sac and other more circular streets are linked by pedestrian walkways (“connectors”). Bike paths and lanes connect the neighbourhood with key destinations, and: bike paths and lanes are well marked.

Walking route (Where did you walk (i.e., starting point, end point, streets taken)?

bike racks are available. Public transit service connects the neighbourhood with key destinations, and: stops are within easy walking distance of homes. transit service is frequent. bus shelters are provided at stops. buses are equipped with racks for transporting bikes.

Connectivity Check off all that apply, then fill in the overall connectivity rating.

Excellent

Good

Fair

Poor

Visit CreateTheGood.org for more opportunities, tools and ideas to help improve your community.

Active, healthy community design score: Is your neighbourhood designed to support active, healthy living?

Safety Check off all that apply, then fill in the overall safety rating. Pedestrian crossings are well marked, and signals allow enough time to cross the street.

Add up the rating for each section to get the final score for your neighbourhood:

There are enough pedestrian crossings (you don’t have to cross mid-block or go too far out of your way to cross the street).

______ Connectivity ______ Proximity and access to amenities ______ Aesthetics

Street signs are visible at all intersections.

______ Safety

Cars obey traffic rules and the set speed limit.

______ Total active, healthy community design score

Sidewalks are separated from the road by grass, trees and/or pavement. Bike lanes and paths are separated from other traffic.

What does the score mean?

Walking routes are well lit at night.

10-12 Celebrate! Your neighbourhood makes active, healthy living easy.

Cycling routes are well lit at night. There are “eyes on the street”(e.g., people out and about, houses that face the street and not too many high walls, fences or garages lining the walking route).

8-9 Pretty good. It generally supports active, healthy living, but there’s room for improvement. 5-7 Mixed results. There are some supports for active, healthy living, but also some gaps.

Notes:

4 Not great. Very low support for everyday active, healthy living — time for some changes!

Notes:

The neighbourhood is connected with key destinations (like shopping and services) by sidewalks and/or walkways, which are: Safety rating (please select one)

present on both sides of the street. continuous (they don’t suddenly stop). Connectivity rating (please select one)

in good repair. wide enough for two or three people to walk side by side. clear of obstacles such as bushes and garbage.

Poor

Good

1 Poor

2 Good

3 Excellent

Excellent

easily navigated with wheelchairs or strollers. * Adapted

from the walkON “How walkable is your community?" checklist.

Additional Resources Canada Walks. (2009). walkON Walkability Toolkit. http://canadawalks.ca/project_walkon.asp#toolkit Streetswiki. (2011). Walkability Checklist. http://streetswiki.wikispaces.com/Walkability+Checklist

2.4 - User Studies Intercept Surveys Purpose

The Intercept Survey is a tool to gather information from a large and diverse range of users. Where the Checklist approach on the previous page proves effective in gathering information from those with a somewhat higher degree of involvement in community and walkability issues, the Intercept Survey enables the collection of data regarding qualitative perceptions of pedestrian issues and environments from a wide cross-section of users.

Method

In terms of a study area, an intercept survey will generally occur on a specified street segment. On the street segment, a series of intercept points are selected. The number of points will depend on the size of the study and the length of the street. To avoid bias, the number of intercept points on each side of a street should be equal. With the site and intercept points selected, volunteers administer the survey instrument. This involves asking every pedestrian who crosses the intercept point being asked to complete the survey. If they agree to participate, the volunteer gives them the survey, provides initial direction, and lets the participant complete the survey unhindered. Also, it is important for volunteers to keep track of the response rate - the number of participants out the total number of people asked to participate. Another matter is the content of the survey. This will depend on the specifics of the study, but generally, a series of questions will establish demographic information (age, gender, mode of transport, etc.) and another series of questions will address qualitative perceptions and opinions of issues relating to being a pedestrian. The questions, by necessity, are short and easy to answer, with the entire survey taking no more than two to three minutes.

Requirements

- a knowledge of how to develop an effective survey instrument (free from bias, easy to implement, etc.) - a survey instrument (from a template, from scratch, or modified) - a group of volunteers to intercept pedestrians and administer the survey - a group of volunteers to collate and analyze the data collected

Representation

See Section 3.2 on Graphs and Graphics for relevant ways in which to communicate the types of data created through Intercept Surveys.

Case Study #1: Clean Air Partnership, Toronto

On a Tuesday, Wednesday, Thursday, or Saturday in midJuly 2008, pedestrians walking on Bloor Street between Spadina and Bathurst Streets were targeted by study volunteers for participation in an intercept survey. The survey consisted of eight easily-answerable questions aimed at collecting quantitative data regarding the demographic profile of pedestrians on Bloor Street (address, occupation, mode of transportation, etc.) as well as their opinions on potential changes to the street’s configuration (bike lanes, wider sidewalks, no change). The Bike Lanes, On-Street Parking, and Business study by Toronto-based Clean Air Partnership (CAP), of which the pedestrian intercept survey was a part, shows the effectiveness of the intercept survey as a tool for both professionals and community activists alike on account of its low-level of complexity and its ability to produce objective data on pedestrian demographics and opinions. See: http://cleanairpartnership.org/node/362

Case Study #2: Transportation Alternatives, NYC

In their Neighbourhood Traffic Monitoring Toolkit, NYCbased Transportation Alternatives provides instructions on how to conduct a pedestrian intercept survey. In their words, the intercept survey is a means of “recording the qualitative impressions of people who travel through your neighbourhood.” To this end, the survey asks questions that provide basic demographic data such as age and mode of transport as well as questions that assess how participants feel about certain issues such as traffic infractions and safety. The directions for how to undertake the study are basic and clear: ask everyone to fill out the survey, encourage interviewed parties to fill out the survey themselves ensuring not to influence their response. These instructions show that obtaining objective and useful data from intercept surveys is not a complex procedure; with a degree of instruction and basic training, all community members can collect useful and meaningful data. See: http://transalt.org/campaigns/enforcement/trafficmonitoring

Top: Pedestrian Survey, Method & Survey Instrument http://cleanairpartnership.org/files/bikelanes_parking_business_bloorwestvillage.pdf

Bottom: Pedestrian Intercept Survey, Method & Survey Instrument http://transalt.org/files/campaigns/enforcement/ta_neighborhood_traffic_monitoring_kit.pdf

2.4 - User Studies

APPENDIX B – PEDESTRIAN SURVEY

3.2.2. Pedestrian Survey The pedestrian survey targeted people walking on Bloor Street between Spadina and Bathurst.

Pedestrian Survey

The survey participants may have arrived by car, transit, bike or on foot, but were walking when intercepted to complete the survey. Pedestrians were approached at one of eight locations

5. How do you usually get to the BloorAnnex? (choose one) [A] Walk [B] Bicycle [C] Public Transit [D] Taxi [E] Car: Where did you park? [intersection/block or Green P lot] _______________ [F] Other ______________________

1. Do you live or work in the area? [1] Yes [2] No

throughout the study area on both sides of the street in order to avoid any bias associated with a particular destination on Bloor (See Map 6. Pedestrian intercept locations and Table 1. Distribution of survey respondents by survey location). The responses from each survey location were fairly evenly distributed with no more than 19% and no less than 5% of responses

2. In a typical month, how many days do you visit this area of Bloor Street ?

coming from any one survey location.

________

7. If the City was considering changes to the street, which of the following would you prefer? (choose one only) [1] Widened sidewalks on Bloor Street even if that means less on-street parking; [2] A bike lane on Bloor Street even if that means less on-street parking. [3] No change

3. About how much money do you spend in the Bloor-Annex in a typical month? [1] Less than $25 [2] $25-99 [3] $100-499 [4] $500-999 [5] $1,000 or more

4. What is the purpose of your trip to the Bloor-Annex today? (Check all that apply) [A] Shopping [B] Restaurant/Bar [C] Services (e.g., copy centre, medical or legal) [D] Visiting friends [E] I live here [F] I work here [G] I’m just passing through [H] Other ______________________

Mid-block between Borden and Brunswick (south side)

15%

South-West corner at Major

103

19%

Mid-block between Robert and Sussex (south side)

Mid-block between Bathurst and Albany (north side)

North-West corner at Howland

14%

Mid-block between Brunswick and Dalton

13%

North-East corner at Walmer

Map 6. Pedestrian intercept locations (Source data: Google Maps)

Table 1. Distribution of survey respondents by survey location Survey Location on Bloor Street 1

South-East corner at Lippincott

2 3

Total

Surveys

Percentage share of

Completed

total surveys completed

Date: ________________, 2008 Time: ___:___ Survey Location Number: ___________ Interviewer: ______________________

18%

538

100%

Bike Lanes, On-Street Parking and Business

PEDESTRIaN INTERcEPT SURVEY

cHOOSE TO INclUDE a

PEDESTRIaN

Are you a resident of this neighborhood?

INTERcEPT

YES

What is your age?

SURVEY IN YOUR STUDY

Check your primary mode of transportation when traveling to:

In this section, you will choose whether to include a Pedestrian Intercept Survey in your study. The Pedestrian Intercept Survey is

WalK

a tool for recording the qualitative impressions of people who travel through your neighborhood—how traffic affects their daily lives. While

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using the Pedestrian Intercept Survey to aid your study is optional, there is a significant advantage to its inclusion. Having data that demonstrates a percentage of people in the neighborhood are upset

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by unsafe traffic provide both argument and reason for precincts and community officials to respond. The results of the Pedestrian Intercept Survey will make the data you will collect more significant,

REcREaTION

SHOPPING

Check how safe this area is for:

by drastically widening the swath of people presenting their problem with the lawlessness on your streets.

VERY SaFE

SaFE

aVERaGE

UNSaFE

ExTREMElY UNSaFE

PEDESTRIaNS

Including the Pedestrian Intercept Survey in your study requires three volunteers during each observation session, rather than two.

TIP

8. Where do you live? [A] Nearest intersection____________ [B] Postal Code _____________

cYclISTS

Don’t be worried about approaching strangers. A good opening line is, “Hi. I am conducting a survey about traffic in our neighborhood. Would you mind answering a few questions about how you get around and how you feel about traffic here? It’ll take less than a minute.”

DRIVERS

Have you ever observed drivers breaking the law in this area?

YES

If yes, check how often you have seen illegal driver behavior:

RUlES

Ask everyone who passes by the survey site to answer the questions of the Pedestrian Intercept Survey. Encourage all interviewed parties to fill out the survey themselves,

VERY OFTEN

REGULARLY

INFREQUENTLY

Have you ever felt endangered by traffic while walking in this area?

unless they request you fill it out as they respond to questions.

RESOURcES

OFTEN

VERY INFREQUENTLY

YES

If yes, check how often you have felt this way:

The Pedestrian Intercept Survey can be found on Page 33.

VERY OFTEN

OFTEN

REGULARLY

INFREQUENTLY

VERY INFREQUENTLY

Do you avoid areas of your neighborhood because you feel endangered by lawless driving?

YES

Additional Resources FHWA. (2005). “User Surveys, 2A - Targeting Non-Motorized Users,” In Pedestrian and Bicycle Data Collection in United States Communities, p. 92-104. FHWA. (2005). “User Surveys, 2B - Sampling General Populations,” In Pedestrian and Bicycle Data Collection in United States Communities, p. 105-120.

2.4 - User Studies Community Consultations Purpose

Community members possess a wealth of knowledge and experience in regards to the problems and potentials that define their neighbourhoods. Community Consultations, and the various User Studies that they can consist of, are an invaluable tool for collecting data at the locallevel. Be it through mapping exercises, conversations, or any other creative and collaborative approach, the firsthand information gathered in these settings is difficult to access through other methods of data collection.

Method

The methods for community consultation are both general and specific. The general refers to the overall approach to engaging community members in a meeting or gathering-type atmosphere. The specific refers to the tools for data collection that are used within this context. While the overall approach to consultation is equally important and should be fully considered, the focus here is on the specific tools for data collection. There are many specific tools that can be used within the context of community consultations. The main tools identified in this study are collaborative mapping (drawing typical routes, identifying destinations), site visits and audits (showing experiences and issues that community members face daily), and conversation (enabling a dialogue that promotes issue identification). These tools share some commonalities in their methods: they attempt to collect local insights through providing opportunities for community members to communicate their concerns and ideas via their voices, experiences, and knowledge. The information collected via consultation with community members can provide an impetus for further study; it can provide a basis for employing further methods of data collection discussed in this report.

Requirements

- knowledge of facilitating community conversations - an accessible gathering space - a plan for and understanding of the tools that will be employed to complete the consultation - base maps, trace paper, tape, stickers, markers, pens and pencils, photographic equipment

Representation

See ‘Community-Created Maps’ in Section 3.3 for examples of the representation of a segment of this data.

Case Study #1: Jane’s Walk, Toronto

Toronto-based advocacy organization Jane’s Walk has undertaken a number of community-based walkability consultations. Their approach to community consultation is composed of three main components: 1) a facilitated walk and talk through the neighbourhood; 2) an individual survey that gathers data on walking destinations, activities, travel times, and transport modes; 3) a social mapping exercise where ideas and issues are recorded on a community map. The invaluable information collected through these community consultations can be used in many ways. At Jane’s Walk, a report is compiled by researchers with the idea that it can be used by community groups to lobby the city government to take a greater interest in and provide greater resources for the pedestrian environment. See: http://janeswalk.net/walkability/research

Case Study #2: Project for Public Spaces, USA

With funding from the United States Federal Transit Association’s Public Transportation Participation Program, NYC-based Project for Public Spaces (PPS) developed a series of tools to engage transit users and local community members in the planning process. Their approach included the following tools: 1) 2) 3) 4) 5)

assessment maps; quality of journey & quality of transit stop surveys; the ‘walk-it audit’ (a route evaluation); place-imagination exercises; and a physical modelling exercise.

PPS reports that these tools have proven effective in engaging participants from diverse communities, and in creating strong and useful understandings of local perspectives that can bolster and inform further study and change. See: http://www.pps.org/projects/fta-ptpp/

Top: Site Visit Documentation, Community Mapping http://janeswalk.net/assets/uploads/peanut_walkability_report.pdf

Bottom: Destination Mapping, Conversation, Route Audit Instrument http://www.pps.org/projects/fta-ptpp/

2.4 - User Studies

Additional Resources 8 to 80 Cities. (2010). Ontario Community Reports. http://8-80cities.org/community-reports.html Hamilton Council on Aging. (2011). Walkability in Eight Hamilton Neighbourhoods. http://coahamilton.ca/pdf/walkability2011.pdf

2.5 - Spatial Analysis Indices, Metrics, & Models Purpose

Indices, metrics, & models are statistical tools that use a mathematical formula consisting of weighted criteria to objectively measure and categorize a set of data. For example, an index could be developed to find the most suitable locations for bicycle parking on a university campus, or, to assess the quality of public spaces from the perspective of urban design. Indices, metrics, & models, then, analyze data through mathematical equations to produce an additional set of data that expresses categorical qualities.

Method

For the most part, studies at the community level will not be equipped with the resources to develop specific indices, metrics or models on their own. Luckily, there are many pre-existing tools that are available for use - such as the Pedestrian Intersection Safety Indices and the Level of Service model, both discussed in the case studies on the opposite page. The methods employed will generally follow those set out by the index, metric, or model selected. Generally, this will involve the collection or creation of the data necessary for the formula, the input of this data into the formula, and the analysis and communication of the results that emerge. Some caution must be taken with the results of indices, metrics, and models. While the data they produce appears completely objective and mathematical, the decisions that are made when creating the equations that produce said data are inherently subjective. This is not to say the data is invalid or overly biased, but attention should be paid to the methodology and meaning that contributed to the development of any of these tools.

Requirements

- due to their complexity, at the community level, a readymade index or model would most likely be needed - depending on the index, metric, or model, the data that its formula requires would need to be collected in order to produce the calculation

Case Study #1: FHWA Intersection Safety Indices, USA

Developed by the Federal Highway Association in the United States, the Pedestrian Intersection Safety Indices (ISI) provides a method of objectively prioritizing crosswalks and intersections from the perspective of pedestrian safety. The model uses data that is easily collected and observed to produce safety index values: type of traffic control, number of through vehicles, 85th percentile traffic speed, average daily traffic, and the type of development surrounding the intersection. These characteristics are weighted through the use of both expert opinion and observed behaviours to produce the following equation: Ped ISI = 2.372 - 1.867Signal - 1.807Stop + 0.335ThruLns + 0.018Speed + 0.006 (MainADT*Signal) + 0.238Comm

When the data is plugged into the equation an index value between 1 (lowest priority) and 6 (highest priority) is produced. This approach indicates the utility of indices in providing objective measures of walkability issues. See: http://fhwa.dot.gov/publications/research/safety/pedbike/06130/

Case Study #2: Level of Service, NYC

Another common index used to create and evaluate data regarding walkability is Level of Service (LOS). LOS assessments are defined by the USA Federal Highway Administration as “complex formulas that estimate the effects of different roadway characteristics on the comfort of pedestrians.” All LOS models (there are a number of different types) take a combination of measurable characteristics, apply them to a mathematical formula, and produce a grade on a scale from ‘A’ to ‘F’ for each road segment involved in the study. Like many cities, New York City utilizes a LOS model. In their model, LOS is calculated by counting the number of pedestrians crossing a defined point (in 15-minute intervals), reducing this figure to pedestrians per minute, and subsequently dividing that figure by the width of the sidewalk. This produces a figure called the ‘flow rate’ which in turn determines the LOS grade from ‘A’ to ‘F’. See: http://nyc.gov/html/dcp/pdf/transportation/td_fullpedlosb.pdf

Representation

See Section 3.2 on Graphs & Graphics, and ‘GIS Maps,’ in Section 3.3 for examples of the graphic representation of this type of data.

Top: Pedestrian Intersection Safety Indices, Model Equation http://fhwa.dot.gov/publications/research/safety/pedbike/06130/

Bottom: Pedestrian Level of Service, Avg. Flow LOS Criteria http://nyc.gov/html/dcp/pdf/transportation/td_fullpedlosb.pdf

CHAPTER 2. DEVELOPMENT The Federal Highway Administration (FHWA) developed Ped ISI and Bike ISI on the basis of two measures—safety ratings (expert opinion of the safety of sites) and observed behaviors (observed interactions between pedestrians and motorists or bicyclists and motorists). These different measures provided a multifaceted approach to determining the relative safety of a pedestrian crossing or bicycle approach leg.

2.5 - Spatial Analysis

The research studied 68 pedestrian crossings at signalized and unsignalized intersections in Miami, FL, Philadelphia, PA, and San Jose, CA and 67 bicycle approaches at signalized and unsignalized intersections in Eugene, OR, Gainesville, FL, Philadelphia, PA, and Portland, OR. The results of the study were used to develop Ped ISI and Bike ISI. This crossing location has the following characteristics: •

Signalized intersection.

•

Four through lanes on the main road (two in each direction).

•

Eighty-fifth percentile speed on the main road is 67.6 km/h (42 mi/h).

•

Main road ADT is 22,000 vehicles per day.

•

Surrounding area is residential.

Once these characteristics are entered into the spreadsheet calculator, the resulting Ped ISI value is 2.7 (Figure 14).

SAFETY MEASURE: RATINGS Experts in pedestrian and bicyclist issues viewed videos of the pedestrian crossings and bicycle approaches and rated the sites according to their perceived level of safety for a pedestrian or bicyclist. The researchers created a survey instrument designed to provide evaluators enough information about the sites to develop safety ratings. The survey presented an illustration and a video clip for each site. Evaluators were asked to view each illustration and video as if they were pedestrians crossing at the crosswalk (Figure 1 and Figure 2) or bicyclists approaching the intersection (Figure 3 and Figure 4).

Figure 14. Spreadsheet calculation of Ped ISI value. Using the Ped ISI model equation, the calculation is as follows: Ped ISI = 2.372−1.867SIGNAL−1.807STOP + 0.335THRULNS + 0.018SPEED + 0.006(MAINADT*SIGNAL) = 0.238COMM

Figure 1. Sample illustration for pedestrian survey.

Figure 2. Sample video clip for pedestrian survey.

Ped ISI = 2.372−1.867*1−1.807*0 + 0.335*4 + 0.018*42 + 0.006(22*1) = 0.238*0 Ped ISI = 2.7 Notice that the ADT value must be entered in thousands (i.e., 22 instead of 22,000) for the equation. The spreadsheet calculator allows the user to enter the ADT as a whole value.

5 21

Additional Resources FHWA. (2005). “Bicycle & Pedestrian Level of Service Inventories” In Pedestrian and Bicycle Data Collection in United States Communities, p. 139-154. http://walkscore.com/ http://mapnificent.com/

2.5 - Spatial Analysis GIS Purpose

A Geographic Information System (GIS) deals with geospatial data. Geospatial data is data that has a relation and reference to a geographic location; for example, the location of crashes involving pedestrians across a city. A GIS enables many things. On a basic level, it can store data and represent it visually. At a more advanced level, a GIS can perform different manipulations and analyses on data to produce more complex understandings of spatial relationships. As such, GIS is an increasingly useful tool in the study of walkability.

Method

The methods involved in using GIS for studying walkability are quite varied on account of the wide array of analyses it enables. Generally speaking, though, a method would involve the collection of data, the input of this data into a spatial database, and the subsequent analysis of said data via the processes enabled by GIS software. Take a study on crashes involving pedestrians for example. Data on the number, location, and characteristics of crashes will be accessed or collected. This data will be organized and input into a database which joins the crash data with spatial data. At this point, maps of the crashes can be created and communicated. Taking the analysis a step further can involve the creation of crash density measures across the city or overlays with an almost endless array of other data. These further analyses build on understandings by creating new data. While the use of GIS can appear complex, their increasing prominence is accompanied by an increasing number of resources and an increasing degree of usability. For more information on the use of GIS in general, and, in studying walkability in specific, refer to the links provided in the Additional Resources at the bottom of the page opposite.

Requirements

- existing dataset with spatial characteristics - software: there are a number of GIS softwares, most common is that produced by ESRI, while access to this software may be prohibitive due to cost, there are open source GIS platforms available (QGIS, etc.) - basic use: familiarity and dexterity with the navigation of computer software - advanced use: high-level of experience with GIS software

Representation

‘GIS Maps’ in Section 3.3 contains a selection of maps created with GIS software and analysis from the City of Alexandria’s Pedestrian & Bicycle Mobility Plan.

Case Study #1: GIS Pedestrian Analysis, Portland, OR

Presented at the 2003 Walk 21 Conference in Portland, Eric Main’s paper “The Walkable Community: A GIS Method Of Pedestrian Environment Analysis” outlines an overarching methodology for studying walkability with GIS. Main proposes a spatial analysis that does two things: 1) identifies areas of a city favourable to pedestrians, and 2) identifies areas of a city unfavourable to pedestrians. To achieve these aims: 1) a GIS database of community conditions is assembled (parcels, streets, land-use, housing, sidewalks, transit stops, etc.), 2) community conditions are scored and numerically mapped through the 12 indicators (see ‘Land Use’ and ‘Transportation’ Indicators), 3) the results produced by the 12 indicators are weighted, their scores normalized and reclassified into three area categories: areas that are favourable, areas that are unfavourable, and areas that are undeveloped (See, Final Composite Analysis). See: http://walk21.com/papers/main.pdf

Case Study #2: GIS, Seattle, WA

The City of Seattle’s 2009 Pedestrian Master Plan was guided and developed through the utilization of spatial analyses enabled by GIS software. A key component of GIS is its ability to overlay - that is, to place different sets of data overtop of each other in order to see their relationships. The three maps shown at right are a small selection of the outputs of this type of GIS analysis used by the City of Seattle. The ‘Equity Map’ (left) shows areas where pedestrian improvements would serve residents with lower incomes, disabilities, low car ownership, and other indicators of inequality. The ‘Along the Roadway’ Map (middle) presents the quality of roadway conditions in Seattle from low to high. The ‘Across the Roadway’ Map (right), shows the intersection of these two datasets: the locations of low quality roadways in areas of inequality. These areas form the ‘Top Tier Project Locations’ for investment in pedestrian facilities. See: http://seattle.gov/transportation/pedestrian_masterplan/

Top: GIS Pedestrian Analysis, Indicators & Composites http://walk21.com/papers/main.pdf

Bottom: Analyses: Equity, Improvement Opportunity, Top Tier Projects http://seattle.gov/transportation/pedestrian_masterplan/docs/pmp%20summary_high%20res.pdf

2.5 - Spatial Analysis

Additional Resources http://wiki.gis.com/ http://nonprofitgis.org/ http://spacesyntax.com/ http://intelligentspace.com/ Streetswiki. (2011). Street-Level Desires (Spatial Metro). http://streetswiki.wikispaces.com/street-level+desires

3.0 - Representation

3.1 - Representation 3.2 - Graphs & Graphics Text Graphs Graphs, Spatialized Proportional Graphics Hand Graphics Space Allocation Graphics 3.3 - Maps Space Allocation Maps Movement Distances Movement Volumes Movement Flows Dot Maps Proportional Dot Maps GIS Maps Choropleth Maps Community-Created Maps Frontages Pedestrian Crossings Pedestrian Signals Pedestrian Wait & Walk Times 3.4 - Photography Documentations & Annotations Visualizations Aerial Photography 3.5 - Video Time Lapse Tracing

3.1 - Representation Data needs to be communicated in order to exert its influence. Once you know, for example, that on a certain segment of a street only 10% of space is allocated to pedestrians, this information needs to be represented in a manner that is clear, consistent, and compelling. This section offers a selection of examples showing the different manners in which walkability data can be visually represented. The examples indicate not only the ways in which data can be given visual currency, but how this process can be achieved via clear, consistent, and compelling representation.

3.2 - Graphs & Graphics Text Usage

While this section is primarily about visual representation, in some cases, text alone can communicate information most effectively.

1.3 The Planning Process

USINg THe MANUAL _______________________ 73rd Street and Roosevelt Avenue, Queens

Julia Cohen, 73rd Street Researcher:

â&#x20AC;&#x153;

The Planning Process

When working with text though, the principles of clarity and consistency still apply. For example:

The Street Design Manual is primarily focused on providing guidance for the

Roosevelt is a two-way street,design whileof 73rd Street is one-way. Roosevelt streets. However, the planning framework that establishes the context Avenue is marked as a two-lane road but is used by the drivers we and priorities for each design, and the ongoing management and operation observed as a four-lane road,ofleading frequent conflicts on its streets to once built, are also critical steps to create worldâ&#x20AC;&#x201C;class streets (see busier stretches. The intersection surveyed is located between below).we This section provides a brief overview of the larger planning framework two very busy entrances to the subway (on Roosevelt between of which street design, and the Street75th Design Manual, should be a part. and 76th Street and on 37th Road between Broadway andof74th Appendix C includes a number useful resources for more details on best Street), producing a lot of pedestrian traffic. The Avenue planning practices for Roosevelt streets. subway station is also a major bus terminal, producing a great deal of bus traffic on Roosevelt Avenue where we surveyed.

4RVBSFT JODMVEFE JO UIF TUVEZ

- If relaying a researcherâ&#x20AC;&#x2122;s written observations, make clear the context and the distinction.

By far, the most frequent violation observed at our intersection was vehicles stopping past or rolling through the stop line that precedes the crosswalk. This was true on all four corners of our intersection. It seems that few vehicles treated that line as a road marking dictating a stop, but found it perfectly acceptable to roll up to and even into the cross-walk.

- If providing a list of information, employ and emphasize categories.

Z &BDI TRVBSF SFQSFTFOUT EJGGFSFOU QSPCMFNT BOE QPUFOUJBMT 5PHFUIFS UIF TRVBSFT DSFBUF B DBUBMPHVF PG UIFNFT UP CF - If working with numbers, order and . QFEFTUSJBO MBOETDBQF 1JDDBEJMMZ $JSDVT JT EPNJOBUFE CZ WFIJDMFT MFBWJOH POMZ NJOPS QBSUT GPS SFDSFBUJPOBM VTF -FJDFTUFS organize them rationally so as to let PEBZ PWFS VUJMJTFE 5SBGBMHBS 4RVBSF JT B MBSHF HBUIFSJOH QPJOU CVU JT TUJMM EPNJOBUFE CZ USBGmD FWFO BGUFS SFOPWBUJPO &VTUPO them speak for themselves. NBKPS QVCMJD USBOTQPSU OPEF PG &VTUPO 4UBUJPO BOE &VTUPO CVT UFSNJOBM 26

From Chaos to Compliance

ter ces Lei

Street Planning

Street Design ce Pla Street Design

Street Management

o Target & design speeds o Alignments & widths

o Speed limit o Traffic controls

o Demand & usage patterns,

o Horizontal & vertical

o Oneâ&#x20AC;&#x201C;way or twoâ&#x20AC;&#x201C;way operation o Partâ&#x20AC;&#x201C;time or fullâ&#x20AC;&#x201C;time

et try n oâ&#x20AC;&#x201A; Safetyâ&#x20AC;&#x201C;related e needs v Co o Local vs. through traffic

o Bus routes, bicycle routes, truck routes, critical connections o Access management (driveways)

Examples

o Existing environmental & public space conditions

Top: â&#x20AC;&#x153;Research Observationsâ&#x20AC;? Transportation Alternatives. (2009). From Chaos to Compliance. http://transalt.org 1JDDBEJMMZ $JSDVT

5PUBM BSFB Middle: N 1FEFTUSJBOJ[FE BSFB N â&#x20AC;&#x153;World Class Streets Ingredientsâ&#x20AC;? #FODI TFBUJOH (2009). Street Design NYC DOT. Manual. 0VUEPPS DBGF TFBUJOH http://nyc.gov/dot

$IBSBDUFS Bottom: " USBGmD KVODUJPO DPOOFDUJOH WBSJPVT â&#x20AC;&#x153;Site Analysisâ&#x20AC;? DFOUSBM MPDBUJPOT XJUI HSFBU JOUFOTJUZ BOE NBOZ OFPO TJHOT Gehl Architects (2004). London: 5IF QFEFTUSJBO BSFB JT TJUVBUFE BU UIF TPVUIFSO FOE Toward a Fine City for People: Public BSPVOE UIF &SPT 'PVOUBJO Space, Public Life.

http://gehlarchitects.com

n Cra

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e major trip Str generators

n Panto

t Stree

geometric elements

Transportation Alternatives August 2009

World Class Streets

ee Street Str urn Management bo

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t ee Str

- a knowledge of clear and consistent representation methods - a word processor and/or digital publication software

ter ces Lei

Required

â&#x20AC;?

o Oneâ&#x20AC;&#x201C;way or twoâ&#x20AC;&#x201C;way operation access controls o Curbside regulation o Public spaces o Maintenance/cleaning o Roadway, sidewalk & lighting materials o Grading & drainage o Utilities

o Public space programming o Shortâ&#x20AC;&#x201C;term operational

o Materials o Lighting

temporary materials o Enforcement Irvi

o Furniture o Trees, vegetation &

improvements utilizing

ng Stre et

stormwater controls o Public art

-FJDFTUFS 4RVBSF

5PUBM BSFB 1BSL BSFB #FODI TFBUJOH 0VUEPPS DBGF TFBUJOH

N N

$IBSBDUFS -FJDFTUFS 4RVBSF IBT B IJHI DPODFOUSBUJPO PG DJOFNBT DBGFT BOE SFTUBVSBOUT BOE UIVT B SJDI PVUEPPS MJGF FTQFDJBMMZ EVSJOH UIF FWFOJOHT 5IF QBSL JO UIF NJEEMF PG UIF TRVBSF JT GSBNFE CZ USFFT BOE JT B TFDMVEFE RVJFU TQPU GPS B CSFBL

3.2 - Graphs & Graphics Graphs

New York City Department of Transportation

Usage

NYC Traffic Fatalities in Comparison National and International Cities Traffic Fatalities intoPerspective

The raw data that is collected or created when studying walkability can amount to pages upon pages of numbers. Graphs allow for the compression of this information into immediately understandable and comparable representations.

NYC

New York City vs. International Cities & US Peer Cities*

INTERSECTION PROFILE: 73rd Street and Roosevelt Avenue Stockholm

1.23

1.60

Berlin

1.70

Tokyo

Hong Kong

2.10

London

2.69

Paris

There are many types of graphs: bar, line, pie, and so on. Selection of the appropriate type will depend on the characteristics of the data at hand.

3.09

Amsterdam (2007)

3.36

Portland, OR

3.39

New York, NY

3.49

Copenhagen (2007)

Researchers observed this intersection fro and Northeast corners of the 73rd Street an

3.92

Violation Data Seattle, WA

4.12

Boston, MA

Aesthetic considerations are important to keep in mind: choose colours that work well together and reinforce meaning.

4.24

San Francisco, CA

4.33

Milwaukee, WI

5.68

Washington, DC

5.74

Chicago, IL Philadelphia, PA

6.22

Baltimore, MD

Be sure to provide all necessary information (titles, x/y axis labels, numbers, annotations, etc.).

Over 12 hours of observation at this locatio

5.89

• A total of 1,830 violations • An average of 153 violations an hour • Drivers disregarding roadway markings incidents Fatalities per 100,000 Population • Drivers failing to yield to pedestrians 2 incidents New York City’s • traffic Driversfatality crossingrate a double yellow line, u is lower than Copenhagen’s or driving in a bicycle lane 18 times an and nearly equal to Amsterdam’s • Drivers making illegal turns 13 times an • Drivers disregarding traffic signals 10 t incidents 7.54

Los Angeles, CA

7.64

Detroit, MI

10.31

Atlanta, GA

10.97

- software to perform data analysis and graph creation: Microsoft Excel or Apple Numbers are apt programs, Adobe Illustrator also possesses great graphing tools which, in addition to their analysis abilities, enable more aesthetic control 7

Left, Top & Right, Top: “Traffic Fatalities, Perspective & Type” NYC DOT. (2010). The NYC Pedestrian Safety Study & Action Plan. http://nyc.gov/dot Left, Bottom: “Traffic Violations” Transportation Alternatives. (2009). From Chaos to Compliance. http://transalt.org Right, Bottom: “Modal Split, Global Comparisons” Gehl Architects (2010). Hobart: Public Spaces & Public Life. http://gehlarchitects.com

(2008 data unless otherwise noted)

Required

Examples

Disregarding Roadway Markings

250 200 150 100 50 0

7:30-9:30 am

April 7th

4:30-6:30 pm

7:30-9:30 am

April 15th

4:30-6:30 pm

7:30-9:30 am

April 30th

4:30-6:30 pm

Average nu yield to a p

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Probability of (2004-2008) Probability of Fatality in

motor vehicle crashes to

Motorcyclists 11%

3.0%

Probability of a Fatality if Involved in a Crash

Bicyclists 7%

3.2 - Graphs & Graphics

m can provide people with hen they are going to and ability to move around the

New York City Pedestrian Safety Study & Action Plan

TrafficSevere Severe Injuries Injuries (2004-2008) Traffic (2004-2008)

Pedestrians 33%

TrafficFatalities Fatalities (2005-2009) Traffic (2005-2009)

er features about the bus pects. are buses in nearly all need to accommodate ence that could be ps outside the bus mall is a s along the busiest routes itions. outside peak, low speed difficulties navigating the outes and timetables.

New York’s high proportion of vulnerable road user Motor Vehicle fatalities is primarily a function of low overall motor Occupants 50% vehicle fatalities. Car usage in New York City is very low compared to the rest of the United States. 45% of NYC households own a car vs. 91% in the U.S.13, and fewer than one third of trips are taken in anMotorcyclists automobile (vs. 8% 90% in the U.S.)14. Since most automobile travel in New York City occurs on city streetsBicyclists rather than highways 8% and suburban-style high speed arterials, average vehicle speeds are relatively low, limiting the deadliness of motor vehicle crashes to their occupants.

Motor Vehicle Occupants 29% Pedestrians 52%

Probability of Fatality in a Crash (2004-2008) Probability of Fatality in a Crash (2004-2008)

Bicyclists 7% Motorcyclists 11%

TrafficSevere Severe Injuries Injuries (2004-2008) Traffic (2004-2008)

d be developed further in alternatives to car driving.

Pedestrians 33% Motor Vehicle Occupants 50%

100

200

300

Probability of a Fatality if Involved in a Crash

onsists of buses ounding suburbs. The for especially seniors and between the bus system are generally evenly

400

3.0%

2.5%

2.0%

1.5%

1.0%

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2.5%

2.0%

1.5%

1.0% 0.5%

0.0%

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Pede

Another key rationale for users is their “vulnerabili York City, pedestrians ar killed than a motor vehic are 18 times more likely determinant of the sever motor vehicle occupants crashes than vulnerable be expected to behave in safety but may not alway to the safety of people o

Finally, design treatment safer for vulnerable road vehicle occupants as we traffic calming initiatives humps and intersections exposure have been show fatalities for all road use

0.5%

0.0%

500 m

Motorcyclists

Pedestrians

Bicyclists

Cars/Trucks

Public transport - Buses in the city centre

Another key rationale for focusing on vulnerable road

Source: City of Hobart, March 2010users is their “vulnerability.” When a crashBus lane in New occurs Motorcyclists 8% 26%

public transport

Bicyclists 8%

ents walk to

19%

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22% he Hobart vel to work avelling , only 7% rrive on31%

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(includes pedestrians)

36%

Rotterdam

apeldoorn

20%

37%

7% 70%

York City, pedestrians are 10 times moreBus likely to be26% route 5% killed than a motor vehicle occupant and motorcyclists 5% Bus is stops are 18 times more likely to be killed. Speed a primary 19% determinant of the severity of injuries in aBus crash – and stops for coach buses 47 % motor vehicle occupants can survive much higher-speed Water taxi 47 % Drivers can usually crashes than vulnerable road users. be expected to behave in ways appropriate for their own 48 % safety but may not always have the same commitment (includes pedestrians) 48 % to the safety of people outside vehicles. Rotterdam

Finally, design treatments aimed at making streets apeldoorn safer for vulnerable road users increase safety for motor vehicle occupants as well. The installation of bike lanes, 26% 4% traffic calming initiatives such as road diets, speed 20% 22% 29% humps and intersections designed to reduce pedestrian 20% exposure have 19% been shown to reduce injuries and 28% 15 fatalities 3%for all road users.

hobartin the City of Hobart) (50.000 residents

29% Method of residents travel to work Source: Hobart City Council

36%

31% 70%

(includes pedestrians)

28%

Rotterdam

37%

36%

19%

31%

70%

Apeldoorn, Nederlands 2009 apeldoorn Odense, Denmark 2007

Copenhagen Denmark 2007

cph residents within the Municipality) (155,300

(1,2 Mill residents cphin the municipality)

odense

22%

Method of travel to work 20% Source: City of Apeldoorn

(186,700 residents hobart in the municipality) odense

4% Method of travel to work Source: City of Odense

Rott

apeldoorn

19%

31%

Hobart 2010

19%

(includes pedestrians)

36%

48 % 19%

19%

hobart Method of travel to work Source: City of Copenhagen

cph

28% 31%

3% 37%

ublic Life 2010 · Analysis

70%

19%

31% odense

hobart

cph

3.2 - Graphs & Graphics Graphs, Spatialized Usage

Studies of walkability are spatially grounded. The data - whether it is about seating, scaffolding, or safety has an attached location. These graphs are visually connected to their geographies. Presenting data in this way can aid in understanding the physical realities of the problems and possibilities the data has identified. In the case of the seating study (right), the spatial distribution of availability and usage of three types of seating is seen across the street segments studied.

Required

- software to perform data analysis and graph creation (see Graphs for relevant software) - software to assemble or edit maps - graphs can be attached to spatial references through GIS software, but a simpler, though less specific, approach is using a program such as Illustrator

Examples

Left: “Pedestrian Flows, Oxford Street” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com Right: “Seating, Location & Usage” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com

3.2 - Graphs & Graphics

Accordingly, it is the policy of NYC DOT that the following goals and principles be adhered to when designing city streets.

5 Design for Sustainability: Contribute to a healthier and more sustainable environment. 6 Design for Visual excellence: Create coherent and harmonious streetscapes. 7 Design for Cost–effectiveness: Provide the greatest possible value to the public.

Proportional Graphics Usage

These graphics use proportion to communicate difference and change. In the first example, the percent of land used for various purposes is presented. Colour is used to further communicate the data’s story: isolated in green, and, in scaled comparison to the other elements in grey, 26.6% of NYC’s land area is used by streets.

Percent of New York City Land Area by Use Streets make up over a quarter of the city’s land area. (Source: PlaNYC Sustainable Stormwater Management Plan, 2008)

45.5%

26.6%

15.5%

4.5%

In the second example, changes in transportation choices amongst elementary school children over time are presented. The graphic portrays the proportional changes with clarity: car use and childhood obesity have increased while bicycle use has decreased. Buildings & Parking Lots

Required

- manually: a scale and knowledge of proportional drawing techniques - digitally: the use of computer software, such as Illustrator’s graph tool, can make proportional graphics

Examples

Left, Top: “Land Area by Use” NYC DOT. (2009). Street Design Manual. http://nyc.gov/dot Left, Bottom: “Change in Mode of Transport” National Building Museum. Intelligent Cities. http://nbm.org/intelligentcities

Streets

Parks, Cemeteries & Other Open Space

Vacant Land

The intersection of Myrtle and Clinton Avenues is a fully signalized intersection of two bidirectional avenues. Two bus stops are located along Myrtle Avenue accommodating both east and westbound buses; neither bus stop has a shelter or seating. Myrtle Avenue includes one eastbound striped Class 2 bike lane. Land uses on the four corners include two banks, a cafe, and a mid-sized convenience store. Each bank site includes its own small parking lot which is striped to accommodate four to six vehicles; these parking lots measure approximately 2,000 square feet and are normally closed except for normal banking hours. Pedestrian crossing distances on Myrtle and Clinton are both 40 feet and no special design or signalization exists to accommodate pedestrians. The only public seating is privately provided by the cafe located on the northeast corner of the intersection.

3.2 - Graphs & Graphics

Hand Graphics Usage

Hand graphics possess visual qualities and an ease of communication that are difficult to attain with other methods of graphic representation. They are more organic, and are best at a working or idea-generating stage, and, as a tool to communicate ideas in conversation between people. While even sketches can be strong visual aids, it is important to try and maintain a clear and organized symbology.

Concept 1

Developing a set of simple symbols with community members for a project can help make drawings clearImprovements include: 1) curb extensions at each corner, tapered to accommodate bus to everyone and provide consistency ingress/egress at the northwest and southeast corners of Myrtle Ave; throughout multiple drawings. 2) new street trees;

3) more clearly deﬁned crosswalks and pedestrian curb cuts; and 4) planted pots, instead of fences, to deﬁne the surface parking lots of Citibank and Emigrant Savings Bank

Required

- base plans and dimension data - drawing skills and supplies

Alternative 1 includes curb extensions that reach 20 feet south of Myrtle Avenue

2 Placemaking on Myrtle Avenue: Clinton Avenue Intersection

��

Examples

Top & Bottom: “Intersection Options” Project for Public Spaces. (2007). Placemaking on Myrtle Avenue. http://pps.org

��

3.2 - Graphs & Graphics New York City Department of Transportation

Space Allocation Graphics Usage

These graphics clearly display in cross-section the portions of a street that are allocated for different user types.

VOLUMES ON FLUSHING MAIN STREET

In cases such as Flushing Main St, the number of pedestrians is nearly twice that of vehicle passengers, yet pedestrians are provided less than one third the space.

They are a simple way of dissecting and communicating why a street feels the way it does.

SPACE ON FLUSHING MAIN STREET

In some locations,

Sidewalk 16’

11’

Sidewalk 16’

11’

effective width 13’

The sections are accompanied with a series of annotations - in the case of Flushing Main Street (top) pie charts and quantitative values, and in the case of the Hobart Bus Mall (bottom) quantitative values and qualitative assessment.

- street dimension data (can be taken from an existing source or measured manually or digitally) - manually: a scale and knowledge of proportional drawing techniques - digitally: computer drawing program like AutoCAD, Illustrator, or Sketchup

West sidewalk

East sidewalk

They show the spatial priorities that a street comprises - that is, the space given to each mode of travel.

Required

FLUSHING MAIN STREET, QUEENS bETWEEN ROOSEvELT AND 41ST AvE

46,140

56,000

51,150

pedestrians / 8 am–8 pm effective width 13’

motorists and bus passengers a day utilize the roadway, effective width 65 feet

pedestrians / 8 am–8 pm effective width 13’

SIDEWALK

16’

11’

SIDEWALK 16’ 13’

Space for buses

57% 23%

Space for pedestrians

Examples

Top: “Flushing Main Street: Space & Use” NYC DOT & Gehl Architects. (2008). World Class Streets. http://nyc.gov/dot Bottom: “Hobart Bus Mall: Space Allocation” Gehl Architects (2010). Hobart: Public Spaces & Public Life. http://gehlarchitects.com

2.8 m

13.2 m

2.45 m

Section of Hobart bus mall An uneven layout! The bus mall has a large surface with four bus lanes in two directions and narrow, cluttered footpaths on both sides.

200cm

400cm

600cm

Obsta

The effect sometime

Pedestrians

Vehicular passengers

The numerous sidewalks furth quality of the p furniture play a often unregula furniture restri crowded areas street corners exist. At some newsboxes for not only imped visual environm

WASHINGTON SQUARE

3.3 - Maps

Space Allocation Maps TIMES SQUARE

Usage

World Class Streets: Remaking New York City’s Public Realm

W 48 St

7th Ave

These maps present an alternative method of presenting information about street space allocation. Instead of sections, these maps present streets from above.

W 47 St

Times Square consists of 89% road space 11% people space

W 47 St

dway Broa

The map of Times Square in New York City (top) utilizes a stark contrast in colour to indicate space allocated to pedestrians.

Times Square W 46 St

Total area: 183,000 sq ft Pedestrian area: 20,200 sq ft

Little Brazil Street

rand Army Plaza.

The map of Prince Street (bottom), also in New York City, uses a combination of colours and symbols to show the ratio and location of ct dings space devoted to cars, bicycles, and across a break inpeople the at rest. r journey from Point A to

W 45 St

herald Square is a hidden oasis in the middle of traffic.

W 44 St

Times Square at night. People are crowded on a narrow traffic island in a traffic dominated space. Recent NYCDOT projects to create more space for people in Madison Square and on Broadway north of 34th Street (see pages 39 and 40) may have future application along Broadway north of 42nd Street.

Required

W 42 St

Prince

e St

Parking Spaces

Crosb

y St

Broad

Public Seating

Parked Bicycles

The type of stationary activities found in New York’s streets are very different than those found in other world cities. A majority of the stationary activities recorded on Flushing’s Main Street are commercial activities associated with street vendors. The majority of the stationary activities recorded along Swanston Street in Melbourne, by contrast, are associated with people window shopping or relaxing in public benches, café chairs and/ or secondary seating.

way

Merce r St

Parked Bicycles

Parking Spaces

Public Seating Spaces Standing.

Green

er St Woost

Sitting on secondary seating.

Bottom: “Allocation of Space for Things at Rest” NYC DOT & Gehl Architects. (2008). World Class Streets. http://nyc.gov/dot

Allocation of space for things at rest on Prince Street: 73% for cars 3% for people 24% for bicycles

PRINCE STREET BETWEEN WEST BROADWAY AND LAFAYETTE

Top: “Times Square: Road v. People Space” NYC DOT & Gehl Architects. (2008). World Class Streets. http://nyc.gov/dot

World Class Streets: Remaking New York City’s Public Realm

roadw

PRINCE AND SPRING STREET Examples

W 43 St

West B

- base plan data & information - space allocation information can be d Square is activedrawn with technical precision using are’ is taken up by busy Times Square. CAD or GIS - equally, this information could o Stop be overlayed on the base plan information by hand or with a digital drawing software such as Illustrator

eas surveyed in nary activities cities. Sitting

7th Ave

Both maps are accompanied by text annotations providing further quantitative details.

s to interact with the s. Indoor activities are e versa) because so lding. Instead, the only a street full of traffic. mple of this djacent traffic, s, hedges, and walls. y detached from the one space does nothing and natural pedestrian fe at night, and as s the City, are closed

ay Broadw

erate decision to reach nd, they often need to

21 1 0

40 60 80

3.3 - Maps Movement Distances, pt. I Usage

These maps offer a generalized idea of the relationship between the type of transportation and the distance they are capable of covering in a certain amount of time.

New York City Department of Transportation

A Walking When working at - or trying to get a (and Bicycling) City sense of - the neighbourhood scale,

thesespend typesa of idearealm as New Yorkers lotmaps of timeoffer in thean public far an average person could a resultof of how the city’s density, which promotes walking, walk within 10 to 20-minutes. They public transit riding and, increasingly, bicycling. bridge between subjective walking Improving walking conditions will benefit everyone in experience and objective analysis. New York City, create more pleasant links between destinations and provide an environment that is These maps provide a generalized enjoyable as well as functional.

10 min

20 min

and overall context and are helpful in defining study areas.

Most New Yorkers are never more than a 20 minute walk away from a subway or train station.

Required

- manually: a base map, a scale, and a compass 3 miles/h can be made - digitally: these maps utilizing the spatial analysis tools 10 minprogram 20 min in GIS, or, in any graphics that enables drawing, measuring, and scaling (Sketchup, Illustrator, Photoshop, etc.) ÈÇKGL

ÉÇ KGL

Ç Ì KGJC

È Ç KGJC

400 m 0,25 mile

800 m 0,5 mile

1200 m 0,75 mile

10 min

20 min

1600 m 1,0 mile

Examples

Left: “Manhattan Walking Distances” NYC DOT & Gehl Architects. (2008). World Class Streets. http://nyc.gov/dot Right, Top, Left & Right: “Walking Distances, Hobart & Sydney” Gehl Architects. (2010 & 2007). Hobart & Sydney: Public Spaces & Public Life. http://gehlarchitects.com

10 and 20 min walking catchment area to subway and train stations.

Right, Bottom: “10-Min. Walk From Putnam Triangle” NYC DOT (2011). Putnam Triangle Temporary Plaza. http://nyc.gov/dot

10 min

20 min

3 miles/h

10 min 0m 0 mile

400 m 800 m 0.25 mile 0.5 mile

20 min 1200 m 0.75 mile

1600 m 1.0 mile

Calculated Manhattan walking distances shown in minutes.

SHORT DISTANCES The illustration to the right pinpoints how easily accessible destinations are by foot within Sydney. The illustration shows that just 12 minutes of walking can bring you to central locations and as such walking is a realistic mode of transportation. Most city centres have a size of approximately 1 km² as one Br oo kilometer is considered a reasonable walking distance when ke rA using the city facilities. v

ries of the and Molle

et St re t rs

eth

Str

St re e

eets. ildings.

William Street

Ox fo rd

St re et

Hay St reet Belmore Park

100

200

300

400

tre

Central Station

th S

ay dw oa Br 500 m

Elis abe

What is signiﬁcant for Sydney’s streets is the narrow layout and the length of its main street, George Street. Few cities have a 2 km main street and few cities have one as narrow as George Street. What comes closest is Oxford Street in London which is 500 m shorter than George Street. Oxford Street is celebrated as the main street in London and its course is broken by the characteristic circuses.

eet Sussex Str

Town Hall

On the opposite page is shown comparisons between main streets in Sydney, Melbourne and London.

Ba rra

12 min. 1 km

Hyde Park

Darling Harbour

Pitt Stree t

Georg e Stree t

rrin

oll

6 min. 500 m

Market Street

Da ve y

ree

HOW BIG IS THE CITY? The illustration shows walking distances within the City Centre. Within 12 minutes walking time one can cross the City Centre from east to west. 30 minutes walking time is what it takes to walk from Central Station to Circular Quay. Alas the east/west distances are short while the north/south distances are more challenging.

The Domain

MartinPlace

llin

urr

walking nces healthy

Hunte r Stree t

Liv er

Ba t

zab

Castelreagh Street

St re

M elv ille

st, and

Bridge Street

800 on m the streets, it enhances public life and Walking sets eyes increases the local ownership and knowledge of the city. “There 5 minis more to walking than walking”: Walking is the ﬁrst step - making invitations to stop, to linger, to talk, to watch, to 400 m participate and to perform are the others.

Eli

Circular Quay

10 min

isb an e

St re

as in the tworks eas. Thus, erms of e vital the city

Barangaroo

THE SUSTAINABLE CITY 15 min Emphasizing walking as a viable mode of transportation with a 1200 m Ca strong impact on health is leading towards a more sustainable m pe ll city where energy consumption and focus on a lively city - also St re at nightet- are part of the new city strategies.

Macquarie Street

reflects

3.3 - Maps

WALKING DISTANCES a viable mode of transport

100 200 300 400 500 m

Study area and approximate walking times in Hobart city centre WALKING DISTANCES IN THE CITY CENTRE

he city centre

THE CITY

600,000

visitors to hobart a year

9,850

students in the city centre 21,500 students in the entire city

ction

3.3 - Maps Movement Distances pt. II Usage

Like the maps on the previous page, these maps also provide an idea of potential movement distances. They differ in that the data they are comprised of results from processes that are more technical in nature: they communicate information with a higher degree of detail. The maps on the left show the places and streets that are within a one-mile walking distance of the starting point. The maps on the right show areas of the city that are accessible in 15-minutes through the use of walking and public transit.

Required

- the means and methods required for these types of graphics vary - some, such as those from Mapnificent (right) are open-source customizable, and ready-made; others require more rigourous spatial analysis via GIS software

Examples

Left, Top & Bottom: “Suburban Community: 1-Mile Walk” “Compact Community: 1-Mile Walk” Sightline Institute. (2006). Cascadia, WA Scorecard. http://sightline.org/maps Right, Top & Bottom: “Fairford & Coxwell: 15-Min Walk & Transit” “Bloor & Bathurst: 15-Min Walk & Transit” http://mapnificent.net/toronto

3.3 - Maps

Analysis · The movement

3.3 - Map

Traffic dominated city

Movement Volumes Usage

Traffic volumes in the city centre Over the years, unlimited vehicular traffic has been allowed These maps communicate into the city which has caused deterioration of the streetscape and problems for the pedestrian landscape.They Most planning has movement volumes. represent gradually been focused at increasing capacity for motor vehicles in quantitative measurements of order to make traffic run smoothly through the city streets. movement spaces Through the years growing through numbers of specific motor vehicles have been passing through the city centre, some with errands in the city, and corridors in an area of study. others on their way to other destinations. The result has been a traffic dominated city where every last breathing space has been used for anThe extra movement lane of traffic. volumes depicted

Br oo

Ca m

ll s

e re

tre

re e

Ba th ur st

str ee t

elv

Eliz

tre et

eth

str ee

rra yS tre

et St re Da ve y

ac qu a

rie

str ee t

Co llin ss tre e

Liv erp

28 ,50 0

rrin

gt on

in communicating this data.

Required

Ar gy

37 ,20 0

ille

relate information concerning the A traffic dominated city Visiting Hobart today, it is evident that there is a need to make patterns and levels of use. decisions regarding priorities. Today most streets are treated in similar ways regarding road layout, traffic management and design. Some streets even suffer frommake a layoutgood that could be of described These maps use both as urban motorways e.g. Davey Street, Macquarie Street and Brooker a 60 range of line weights and colours Avenue with km/h speed limits. The design and the use of the city´s streets lets the cars be dominant. This creates unattractive spaces, but also dangerous traffic situations for vulnerable road users. These techniques - especially when Conflict between vehicles and pedestrians is one of the major tandem - add the problems inemployed cities today. Ininmany cities traffic has to steadily increased. It is important to look at the traffic in city centres with clarity of the communication: thicker a critical eye and especially pay attention to unnecessary through lines and brighter colours mean traffic which conflicts with the creation of a lively and peoplefriendly cityhigher environment. In order of to develop a good city for volumes movement. people and to improve the overall city quality the number of private motor vehicles driving through the centre needs to be decreased and/or driving speeds reduced. Other modes of transport need to be developed in order to offer people an alternative to the car.

rA ve n

str ee

major arterial 24 hour trafic volume 0

100

200

300

400

500 m

0 - 5.000 vehicles per day

Major arterial 24 hour traffic volumes

5.000 - 10.000 vehicles per day

Source: City of Hobart, May 2010

10.000 - 15.000 vehicles per day 15.000 - 20.000 vehicles per day

- movement data - base map information to overlay on - GIS, Illustrator, Photoshop Perceived noise Streets affected by high levels of noise. Noise levels are measured in dbA. Sound levels double for every 8 dbA. 68 dbA is twice as Left, Top: loud as 60 dbA, and 76 dbA is four times as “24-hr Traffic Volumes, Major Arterials”loud as 60 dbA etc. A spot survey of noise levels carried out on an ordinary weekday Gehl Architects. (2010). between 10am - 12pm reveals that noise Hobart: Public Spaces & Public Life. levels frequently rise to high levels. Hobart has tremendous noise levels in Davey http://gehlarchitects.com Street, Macquire Street and Brooker Highway with its more than 80 dbA during the day gives hardly any possibilities for engaging in Left, Bottom: conversation. Similar noise levels are recorded “Current Pedestrian Movement” in the other study streets, with trucks as the main offenders as they halt and accelerate. Space Syntax. (2000).

20.000 - 30.000 vehicles per day 30.000 - 40.000 vehicles per day

Summary: High traffic volumes result in low quality

Examples

The city centre is dominated by through traffic which severely downgrades the streets and squares. Davey Street and Macquarie Street are major obstacles and barriers when it comes to linking the city and the waterfront.

Waterloo: Southbank Study. http://spacesyntax.com Gehl Architects · Hobart Public Spaces and Public Life 2010 · Analysis

Right, Top: “Pedestrian Counts by Block” City of Vancouver. (2002). Pedestrian Study. http://vancouver.ca Right, Bottom: “Average Daily Traffic” City of Rochester. (2010). Brown’s Square: Circulation Study. http://cityofrochester.gov

60-84dbA A stressful traffic environment. Talking and listening becomes hard if not impossible. Davey Street

56-62dbA A more peaceful environment. Good possibilities for communicating with others. Franklin Square

3.3 - Maps Vancouver Pedestrian Study - 2002

Figure 2. – Summary of Downtown 2002 Pedestrian Volume, 10am to 6pm

Pedestrian Counts by Block (2002) Total of 10 am. to 2 p.m. and 3 to 6 p.m.

DR. DR. DR. NNN DR. DR. DR. DR. OO OO OO DR. DR. OON OON OON LAG LAG LAG OON OON OON LAG LAG LAG LAG LAG LAG

800

6, 31 4

4, 65 0

0 1, 47

43 4,1

ST. ST. QUEBEC QUEBEC QUEBECST. ST. ST. QUEBEC QUEBEC QUEBEC ST. ST. ST. QUEBEC QUEBEC QUEBECST.

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GEORGIA GEORGIA GEORGIA GEORGIA GEORGIA GEORGIA GEORGIA GEORGIA GEORGIA

TAY TAY TAY TAY TAY TAY LOR LOR LOR TAY TAY TAY LOR LOR LOR LO LO LO ST. ST. ST. RRR ST. ST. ST. ST. ST. ST.

3, 2

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6,735

PENDER ST. PENDER PENDER ST. ST. PENDER PENDER PENDER ST. ST. ST. PENDER PENDER PENDER ST. ST. ST.

Brown’s Square 10,791

9,925

Circulation, Accessibility, & Parking AVE. AVE. AVE. GORE GORE GORE AVE. AVE. AVE. GORE GORE GORE AVE. AVE. GORE AVE. GORE GORE

7 15 4,

5,254

MAIN ST. MAIN MAIN ST. 12,07 ST. ST. 4,627 MAIN MAIN MAIN ST. ST. 7 MAIN MAIN MAIN ST. ST. ST.

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2,61 8

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7,69 7

COLUMBIA COLUMBIA COLUMBIA ST. ST. ST. 1,216 COLUMBIA COLUMBIA COLUMBIA ST. ST. ST. COLUMBIA COLUMBIA COLUMBIA ST. ST. ST.

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3, 53 9

12 ,5 97

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17 ,1 19

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2, 11 4

11 ,0 82

GG GG G G RGRR R G GR RR RAARAANAANN AAN NAN NVVN NVILVVILIL VVVIL ILVIL IL LE LE ILLE ILLELE LELE LELE SSS SSSSTTTSSTTT. TTT. . .. .. ..

6, 66 4

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4, 82 7

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4, 67 8

5, 66 7

25 2,

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3 4, 24

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2, 92 6

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3, 68

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6 1,30

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4, 97 4

3,50 3

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WA WA WA WA WA WA TER TER TER WA WA WA TER TER TER TE TE TE ST. ST. RRR ST. ST. ST. ST. ST. ST. ST.

2,12 3 3

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10 ,9 94

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BBIDBBIDID BBBBID IDBID IDWW W IDW ID WEE WW WEEW LL LL LLLL EEELL EELL LL LLLL SSS SSSSTTTSSTTT. TTT. . .. .. ..

4 3, 78 BEACH BEACH BEACH BEAC BEACH BEAC AVE. AVE. BEACH BEAC BEACH HH H AVE. AVE. AVE. AVE. BEAC BEAC BEAC AVE. AVE. AVE. H H BEAC BEAC BEAC AVE. AVE. AVE. H H BEAC BEAC BEAC HH AVE. AVE. H AVE. HH AVE. AVE. AVE.

7 12 8,

8,40 0

4, 90 0

9 50 8,

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to 40,000 to 28,000 to 14,000 to 8,000 to 5,000 to 3,000

3,308

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6, 48 9

CARRALL CARRALL CARRALL ST. ST. ST. CARRALL CARRALL CARRALL ST. ST. ST. CARRALL CARRALL CARRALL ST. ST. ST.

7 42 3,

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28,000 14,000 8,000 5,000 3,000 190

GEORGIA GEORGIA GEORGIA ST. ST. ST. GEORGIA GEORGIA GEORGIA ST. ST. ST. GEORGIA GEORGIA GEORGIA ST. ST. ST.

PAC PAC PAC PAC PAC PAC IFIC IFIC IFIC PAC PAC PAC IFIC IFIC IFIC BOU BOU IFIC IFIC IFICBOU BOU BOU BOU LEV LEV LEV BOU BOU BOU LEV LEV LEV ARD ARD ARD LEV LEV LEV ARD ARD ARD NOR NOR ARD ARD ARDNOR NOR NOR NOR TH TH TH NOR NOR NOR TH TH TH TH TH TH RAM RAM RAM RAM RAM RAM PP P RAM RAM RAM P P PP PP

RAMP RAMP RAMP RAMP RAMP RAMP RAMP RAMP RAMP

EXISTING AND FUTURE TRAFFIC CONDITIONS Daily traffic volumes along many of the study area highways were obtained from the Monroe County Department of Transportation (MCDOT) database and are depicted in Figure 9. Peak hour traffic volume data has been obtained from the MCDOT SYNCHRO database. HH HH H TUTTH H HTTH U UTTU UO OU O UTT U OU OS SO S SO SS SOO S S

SSS SSSSTTTSSTTT. TTT. . .. .. ..

0 46 3,

PPP PPPPAAAPPAAACAAACC CC CIFIF IFC C CIF IFICIC IC IFIF IFIC IF IC ICIC ICIC SSS SSSSTTTSSTTT. TTT. . .. .. ..

1,0

5 3,04

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NATIONAL AVE. NATIONAL NATIONAL AVE. AVE. NATIONAL NATIONAL NATIONAL AVE. AVE. AVE. NATIONAL NATIONAL NATIONAL AVE. AVE. AVE.

STATION ST. STATION STATION ST. ST. STATION STATION STATION ST. ST. ST. STATION STATION STATION ST. ST. ST.

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GE GE GE GE GE GE ID IDID GE GE GE ID ID BR BR BR ID ID IDID BR BR BR BR BR BR

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BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE BRIDGE

T. .. ST. T. ST. T. . ST.

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DRI DRI DRI VE VE DRI VE DRIV DRIV VE DRI DRI DRI EE VE VE VE

427

To account for normal increases in area-wide traffic growth, including any unforeseen developments in the project study area, a growth rate of 0.7% per year has been applied to the existing traffic volumes based upon historical traffic volume growth in the study area. A twenty (20) year traffic forecast was derived and used for future traffic analyses. Refer to pages 30 and 31 for Future 20 year Intersection Capacity Utilization and Level of Service figures.

City of Vancouver

Figure 9 - Average Daily Traffic (ADT)

S Re cho cr ol e Ar ati #5 ea on Br ow n’ Pa s Sq rk ua re

3.3 - Map Movement Flows Usage

These maps represent Movement Flows - the actual routes and paths people use - through areas of study. While the previous maps showed generalized Movement Volumes, these maps represent specific routes used to move through and rest in public spaces. They can show movement flows at a variety of scales: from a single public space or square (left) to across an entire city (right). These graphics are apt at visualizing how spaces are used (or under used) and identifying problems and possibilities.

Required

- depending on the methods used to collect the movement flow data, creating these graphics could potentially employ the following: - autoCAD: for base map production - GIS: for data processing/analysis - Illustrator: for aesthetic additions

Examples

Left: “Observation Study: Passenger Flows” Space Syntax. (2001). Victoria Station & Trafalgar Square, London. http://spacesyntax.com Right, Top: “Pedestrian Routes” Space Syntax. (2008). Wentlock Estate. http://spacesyntax.com Right: “Sensing Human Activity” Sensors. (2009). GPS Tracking. www.mdpi.com/journal/sensors

Sensors 2009, 9

with counting data. Placing counting devices in the right locations might pro 3.3 - Maps extrapolate the GPS sensor data.

Figure 5a. GPS tracking results from Lรถhrcenter (parking for 1,400 car Gorresplatz (parking for 386 cars) in Koblenz: superimposition of one w collection from both locations. All track points are logged at 5 seconds f devices carried by pedestrians that on the same day access the city centre from and return to their car.

Figure 5b. GPS tracking results from Lรถhrcenter in Koblenz (parking for superimposed on location of commercial functions.

nalysis · The movement

3.3 - Maps Deterioration of the pedestrian environment Dot Maps

otpath interruptions tour through the study area disclosed many interruptions of otpaths. Entrances and exits to parking garages are the primary use of footpath interruptions the city centre, and lanes are the These mapsinuse dots to indicate xt most common reason.

Usage

the presence of a certain physical

characteristic. w pedestrian priority clear sign of low pedestrian priority is found in the many minor de streets and delivery lanes which cross footpaths on all the map Hobarts (top), eets. This isIn unfortunate as of it forces pedestrians to dots walk up and wn differentare levels, whichto is show an obstacle the elderly, people used theforoccurrence of th children and people with disabilities. Another issue is that footpath interruptions across the ople have to take extra care even when they are on the footpath. entire downtown is is not easily explained to children district. and it demands constant wareness from pedestrians. Cars driving in and out of garages ve to cross the footpaths; Who has priority - the pedestrians or The map of street segments in e cars? destrians must be alert(bottom) and often have to stopthe and wait for cars. London utilizes same is is an unsafe situation especially for elderly, children, people approach but also adds colour th special needs etc. It is important that pedestrians feel safe on differentiate between the two e footpaths. to Ideally, footpath design gives pedestrians the right way, so it istypes clear to of carsinterruptions that they must wait for pedestrians. identified as unnecessary. Using dots to spatialize physical attributes is an apt approach to representing information collected through field audits and analyses.

100

200

300

400

500 m

Footpath interruptions by car access ramps recorded in the studyarea

Required

Vehicle entrance to building across footpath

Examples

hl Architects · Hobart Public Spaces and Public Life 2010 · Analysis

Bottom: “Unnecessary Footpath Interruptions” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com

In total: 353

Source: Field survey, March 2010

- base plans & observational data - if data was digitized into a spatial database, a GIS software can be used to produce these maps since they don’t require any Summary: -Frequent interruptions A tour through complex the study area disclosed many interruptions ofthough, footpaths spatial analysis, throughout the city centre. these types of maps can be created with ease by hand or with digital graphics programs such as Illustrator

Top: “Footpath Interruptions by Car Ramps” Gehl Architects. (2010). Hobart: Public Spaces & Public Life. http://gehlarchitects.com

Footpath interuptions

People have to take care even though they are on a pedestrian footpath on Murray Street.

Car access to parking on Bathurst Street.

3.3 - Maps

KING IN THE CITY CENTRE Proportional Dot Maps Usage

This type of map adds a proportional

AR IS WELCOME IN SYDNEY to thespaces dot-map approach. hosts a largeelement number of parking in the City Centre. of 26.000 parking spaces (on street and in structures) spread in the City Centre gives a range of choices for proportional dot-map is used who chooseThis to drive to the city. Additionally there is to illustrate theside spatial distribution 5000 car spaces on the western of Darling Harbour.

supplemented by graphics

large parking structures in the City Centre the have data a severe comparatively placing in ading effectinternational on the street environment. The scale and context. ity of ground ﬂoor frontages is broken and instead kingrances, ramps and dominating signage is put in.

Required

melbourne 2006 (2.3000.000 m2) 32.460 public parking spaces (does not include on street parking)

trees. It enables understandings CTS WITH PEDESTRIANS nally, entrances and exits across of parking structures lead of patterns streetscapes, ﬂicts with pedestrians. Often pedestrians have the neighbourhoods, and districts. priority and cars are allowed to pass the footpath at nvenience. With the new Design Codes this pattern is g. Footpaths are now takenthe across to car Additionally, mapentrances is ving pedestrians the right of way.

COMPARISON: Amount of public accesible parking spaces

sydney 2007 (2.200.000 m2) 26.000 public parking spaces

of parking spaces within the

a large amount of parking options in the City Centre and ficant traffic Sydney generator City in theCentre. City Centre The is thelargest cars that dot cess to private car spaces leased by various companies/ represents >1000 parking spaces tions in the basements of office towers. Usually offered while the smallest represents <100. of an employment package to “high end” workers. It is ed that there is a further 19.000 private tenant parking in centre. TheThis generous distribution is an open mapping method caninvitation be utilized the car into the city instead of using other traffic modes. for many other physical itation unfortunately generates more trafficelements in the City both by more people driving in and people who of usage audits. Forbyexample, the e to find thespatial most conveniently placed parking spot. or of distribution of seating

inner city area 2-3 km2

SUMMARY The city centre offers many parking possibilities with a total of 26.000 mainly concentrated in the western part of the City Centre.

perth 2007 (1.200.000 m2) 5.690 public parking spaces

adelaide 2004 (1.575.000 m2) 35.000 public parking spaces

Left: “Public Accessible Parking Spaces” Gehl Architects. (2007). Sydney: Public Spaces & Public Life. http://gehlarchitects.com

Harris Street carpark

stockholm 2004 (1.250.000 m2) 8.000 public parking spaces

Examples

Harbourside carpark

copenhagen 2005 (1.150.000 m2) 2.700 public parking spaces

- this type of analysis is most easily achieved through the use of GIS software such as ArcMap -- the program consists of features that facilitate the production of this kind of representation - other digital programs such as Illustrator and Photoshop could be utilized, though, they may take additional time and effort

Entertainment carpark

inner city area 1-2 km2

100 200 300 400 500 m

LOCATION OF PARKING SPACES IN THE CITY CENTRE > 1000

100-299

500-999

< 100

300-499

THE PEOPLE

3.3 - Maps GIS Maps Usage

These maps show the range of representations enabled through the use of GIS software - a tool for collecting, manipulating, and analyzing walkability data discussed in Section 2.5.

Figure 9: Potential Pedestrian Activity Map

Whether mapping Potential Pedestrian Activity, Level of Service, or Roadway & Intersection Conditions - these maps make clear the connection between a city’s spaces and their objective evaluations that emerge via spatial analysis. Legend

From a graphics standpoint, the use of a standard map scale, the inclusion of local natural landmarks, and consistent colours, make these maps especially effective.

Potential Pedestrian Activity High Potential

[

City of Alexandria

Low Potential

Potential Pedestrian Activity

Surface Water Road Park

Draft June 2007 Toole Design Group

City of Alexandria

0.25

0.5

1.5

2 Miles

22.

City of Alexandria Pedestrian and Bicycle Mobility Plan

Required

Figure 15: Bicycle Level of Service Map

GLEBE

MARTHA

CUSTIS

TENN

ESSE

CA 28

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29 TH TH

BE A

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All: City of Alexandria. (2008). Pedestrian & Bicycle Mobility Plan. http://alexandriava.gov/localmotion

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Recreation Center Multi-Use Trail Road Surface Water Alexandria City Park

The Bicycle Level of Service grades shown on this map represent the level of comfort a typical bicyclist would experience while riding on a roadway segment. Level of Service “A” represents roadways that are most suitable for bicycling; Level of Service “F” represents roadways that are least suitable for bicycling. The grades are based on objective measurements of the following roadway characteristics: outside travel lane width, shoulder or bike lane width, speed limit, traffic volume, truck volume, pavement condition and, on street parking. The relative weight of each of these factors was determined through a scientific study of bicyclists with a wide variety of experience levels. Additional detail is provided inthe Alexandria Pedestrian and Bicycle Mobility Plan document.

PITT

Legend Bicycle Level of Service Grade

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Draft June 2007 Toole Design Group

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Right, Bottom: “Roadway Crossing Conditions”

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Left, Bottom: “Bicycle Level of Service” Right, Top: “Along the Roadway Conditions”

WINDSOR

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Left, Top: “Potential Pedestrian Activity”

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- GIS software - MapInfo, ESRI ArcGIS, QGIS, etc. - possesses representation tools that automate these types of graphics - however, the approach - colouring certain roads or intersections a certain colour indicating their character - could be achieved with manual methods if the scale is small

City of Alexandria 0

0.25

Bicycle Level of Service 0.5

1.5

2 Miles

City of Alexandria Pedestrian and Bicycle Mobility Plan

29.

3.3 - Maps

Figure 11: Walking Along the Roadway Conditions Map

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Walking Along the Roadway Conditions Map

Surface Water Park City of Alexandria

City of Alexandria

Low Deficiency

FRANKLIN

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Legend Roadway Condition

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Metro Line

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August 2007 Toole Design Group

0.25

0.5

1.5

2 Miles

24.

City of Alexandria Pedestrian and Bicycle Mobility Plan Figure 12: Roadway Crossing Conditions Map

IO MIN

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City of Alexandria Pedestrian and Bicycle Mobility Plan

26.

3.3 - Maps Choropleth Maps Usage

Choropleth Maps are a type of thematic map. They utilize a gradation of shades to illustrate the intensity and geography of a certain trend or phenomenon. The top map shows the levels of fatal and severe pedestrian crashes in New York City census tracts. The bottom map presents the different levels of population density in a small town in Texas. These maps are useful in providing an overall context for analyzing demographic issues which influence and impact walkability.

City of Rosenberg

Transit and Pedestrian Study

Residential Density ‐ Another good indicator of both transit need and the potential for transit success is density. Overall, the City of Rosenberg has a low population density, at just over 4.5 persons per acre. But within the city, there are a few areas of higher density (more than 20 persons per acre),

Required

- access to Census data (the basis for most maps of this nature) - GIS software is apt in producing these maps: the demographic Census Tract data is joined to the geographic Census Tract files and subsequently represented through a colour gradation

including clusters of census blocks north of the Union Pacific tracks, south of the Brazos River, and east of FM 723; a few census blocks in far northeast Rosenberg east of Lane Street; the area between US 90A and Avenue I; and the area near Blume Street and Washington Street. This information is displayed in Figure III‐3.

Figure 1-2b. Fatal and Severe Crashes by Census Tract

Figure 1-3 on the next page shows two levels of aggregation for the nu of fatal crashes: zip codes and census tracts. The level of aggreg affects the apparent concentration of crashes relative to other tracts codes; at the zip code level, concentrations of fatal crashes are app and appear related to population and employment density. At the c tract level, the number of fatal pedestrian crashes appears more e distributed, but with some concentration in part of Midtown Manhattan disparity results from the relatively low number of fatal crashes indicates that crash cause/frequency modeling must account for both of aggregation.

Examples

Top: “Pedestrian Accidents by Census Tract” NYC DOT. (2010). The NYC Pedestrian Safety Study & Action Plan - Technical Report. http://nyc.gov/dot Bottom: “Density by Census Tract” City of Rosenberg. (2010). Transit & Pedestrian Study. http//:rosenbergecodev.com

Figure III‐3 Population Density Per Acre

Households with No Automobiles ‐ As Figure III‐4 shows, the same area with high residential density also have the highest percentage of households with no automobile. The average for the study area is 9.3 percent‐‐which is notable in a community with little public transit—however, the same areas of

3.3 - Maps Community-Created Maps Usage

These are maps that are produced in collaborative settings. They are the result of multiple participants adding their personal knowledge and experience. The maps present insights into how community members perceive and experience their neighbourhood from the perspective of walkability. The ‘Destination Mapping’ (top) shows the locations of three types of destinations identified by community members. The ‘Route Mapping’ (bottom) is similar to the Movement Flow maps discussed previously, but, is achieved through a much less technical process.

Required

- community members - a base map - coloured markers, dot stickers - optional: this information can be digitized into a GIS or plotted with a digital graphics program like Photoshop or Illustrator

Examples

Top: “Destination Mapping” Project for Public Spaces. (2010). Developing Public Participation Tools in Transit Dependent Communities. http://pps.org Bottom: “Route Mapping” Project for Public Spaces. (2010). Developing Public Participation Tools in Transit Dependent Communities. http://pps.org

Active and

3.3 - Maps TF3 G. Attractivity of Street Frontages

Usage

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These maps characterize the quality of ground floor frontages within a study area.

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Each map employs a set of graphic communicators: the map of Hobart (top) utilizes a combination of colour and line types to distinguish between different types of frontage characteristics; the map of Aldwych, London (bottom) utilizes colour to the same end.

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These maps quickly communicate the state of frontages in their areas Large and small units of study - they are clear and concise.

(6-10 doors per 100 m/328 feet) Modest variation in function Some blind and passive units Modest facade relief Few details

Required

- base plans & observations - if the data was digitized and placed in a spatial database, GIS software could be used to create these maps - in this case though, Adobe Illustrator - or any other digital graphics program - would be apt

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400

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Examples

Bottom: “Frontage Analysis” Space Syntax. (Unkown). London, Aldwych. http://spacesyntax.com

Pleasant

Source: Observation study, March 2010

Top: “Ground Floor Frontages Activity” Gehl Architects. (2010). Hobart: Public Spaces & Public Life. http://gehlarchitects.com

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*’Close encounters with buildings’ - Survey made by Jan Gehl and Centre for Public Space Research, Copenhagen

There is 7 times more activities infront attractive facades and people move slower infront of attractive facades increasing the activity level with another 13%

The design of the groundfloor facades is crucial for the vitality of the public life. Surveys* shows that pedestrian move slower in front of the cities active facades, more people stop and more stationary activities take place. All and all is the number of activities in front of attractive and active facades seven times as many as infront of inactive and closed facades. On top of this, people move slower infront of the attractive façades generating an additional 13% increase in the total activity. Conclusion is that inactive, closed facades pacify the public realm while open and active facades activate the public life. A part from this makes attractive façade walking to a more pleasant activity and the city more beautiful. *“Closed encounters with building” -Survey made by Jan Gehl and Centre for public space research, Copenhagen

3.3 - Maps Pedestrian Crossings These maps present information regarding pedestrian behaviour at a series of crossings in London. The top map shows the pedestrian volumes at each crossing, split into pedestrians who crossed at green and red lights. The bottom map shows the periods of time the light at each crossing was green or red.

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This approach to representing social behaviours in public spaces can be applied to a range of different data.

- base plan & observations - the proportioned arrows and pie charts can be created with GIS software, or, with the graph tool in Illustrator

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Examples

Top: “Distribution, Red/Green Crossing” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com

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Bottom: “Periods of Red/Green Lights” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com

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3.3 - Maps Pedestrian Signals Usage

This map presents an inventory of signalized and unsignalized intersections along a series of street segments in London. This method of representing inventory information collected through a field audit is effective in providing a sense of an area’s physical conditions. The proportion of signalized to nonsignalized intersections is apparent, and, is further augmented by the numeric annotation.

Required

- base plans & observational data - maps of this type can be created by hand, in digital graphics programs such as Photoshop or Illustrator, with GIS software, or, a combination of these tools in tandem

Examples

Left: “Signals at Pedestrian Crossings” Gehl Architects. (2004). London: Toward a Fine City for People: Public Space, Public Life. http://gehlarchitects.com

INTERRUPTIONS 3.3 - Maps Pedestrian Walk & Wait Time

Usage estrians and the vitality and functional This presents thethe results of s important thatmap people can cross field walks testing the portion of a d in an uncomplicated manner. It is a trip spent walking versus the portion most cities. In Sydney the focus has been a trip spent waiting. nd ways ofoffacilitating car movements, have gradually become a category of In annotating the paths with very ho face many hardships and experience visible numbers indicating and real danger when choosing to walk the percent of time spent waiting, ery unfortunate development because a sense of the priority given to ents or disabled people do not feel pedestrians in different areas of the ity.

park street (from Sussex Street to College Street) Walking time: Waiting time: Total trip time:

waiting time:

8 min 44 sec. 9 min 20 sec 18 min 4 sec.

52%

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Waiting time

Sydney City Centre is communicated. When moving north-south, pedestrians much less time espread phenomenon allspend over Australia waiting than when moving all crossings are supplied with push east-west.

ion of push buttons is part of State the textual and you haveIntoaddition, apply to cross the street numerical data provided utton in time the digital device will give for the field on light ParktoStreet gives 0 seconds walk of green step off the a deeper sense of detail. s start to ﬂash red to tell you to ﬁnish ad. Red periods are long, often lasting econds. This system takes the elderly, ith disabilities hostages since they will of moving across the streets at the pace Required s a clear signal that cars have higher

- the technical knowledge required for maps of this nature is minimal - the lines representing the field MENTS CREATE JAY WALKING tests and the annotated data can m a number of other cities is that people be drawn by hand or drawn over a der the most appalling conditions. digitized base plan in Illustrator

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re often seen disobeying traffic rules in out for walking. Their expectations of a ir convenience, eg. traffic lights turning able time frame, are quite low and thus ways of dealing with a traffic dominated enerally a dangerous development since risk of getting hurt. Especially people Examples s the elderly, Left:people with disabilities, ldren etc. “Walk have a hard copingat in Intersections” an Timetime Waiting sobeying toGehl the rules are normal. Architects. (2007).

Sydney: Public Spaces & Public Life. http://gehlarchitects.com

e walking quality offered six test walks ach case ordinary walking speed was time as well as waiting time at trafﬁc orded. on on these test walks is that waiting a substantial problem in Sydney. The eral delay of 30-50 % in the east /west 20% delay in the north /south streets ed out in Adelaide 2002 showed an ox. 16%.

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100 200 300 400 500 m

PERCENTAGE OF WALKING TIME SPENT ON WAITING AT TRAFFIC LIGHTS Test walks

3.4 - Photography Documentations & Annotations Usage

Photographs are an invaluable tool in visually representing walkability issues. They can capture and communicate meaning unlike any other form of graphic representation. The photographs from Jane’s Walk (Left, Top), are great examples of this ability, presenting problems with sidewalk widths and seating with an immediate clarity. The photographs of overcrowding in NYC (Right, Bottom) are effective in this way, too. Annotations can add additional information to photographs. As the Better Block Party image and the Pedestrian Volumes image (Bottom, Left & Right) show, labelling photographs is an effective method of communicating issues of analysis.

Required

- digital camera - digital photo-editing software - photo annotations can be created in programs such as Photoshop or Illustrator, or InDesign

Examples

Left, Top: “Walkability Slideshow” Jane’s Walk. (2010). What is Walkability? http://www.janeswalk.net Left, Bottom: “Better Block Project” Better Block, Oak Cliff. (2010). http://betterblock.org Right, Top: “Range of Pedestrian Volumes” City of Vancouver. (2002). Ped Study. http://vancouver.ca Right, Bottom: “Crowded Sidewalk Signs” NYC DOT & Gehl Architects. (2008). World Class Streets. http://nyc.gov/dot

3.4 - Photography

Figure 4. - Photographs of a Range of Hourly Pedestrian Volumes

500 pedestrians/hour

1000 pedestrians/hour World Class Streets: Remaking New York Cityâ&#x20AC;&#x2122;s Public Realm

The sidewalks on Flushing Main St. are overcrowded 83% of the day.

SignS of crowded SidewalkS

Problems with overcrowded sidewalks Crowding is generally: BAD FOR COMMERCE

since people have difficulty stopping/ looking at window displays. BAD FOR SAFETY 2000 pedestrians/hour

since fast walking pedestrians will move out onto the road or people will accidentally be pushed into the road.

3000 pedestrians/hour

Although some sidewalks such as 700 and 900 blocks of Robson experienced peaks of around BAD FOR THOSE WITH SPECIAL NEEDS Overcrowded crosswalk. 6000 pedestrians per hour, these volumes were exceptionally high. More typical peak hourly since those in wheelchairs, parents with strollers, volumes wherepeople in the range ofchildren 200and tothe 2500. with disabilities, elderly generally need more space for walking than that available on a crowded footpath. These groups can be deterred from walking under such conditions.

BAD FOR ENCOURAGING PEOPLE TO WALK November 26, 2002

since people will avoid walking if it is unpleasant to do so.

The sidewalks on East Fordham Road are overcrowded 54% of the day.

People do not have space to wait at crossings.

3.4 - Photography Visualizations Usage

These two visualizations use photographs in interesting and innovative ways. The ‘Commuter Toolkit’ (top) utilizes staged photography to illustrate the amount of space 200 commuters occupy when using four different modes of transit. The images are clear and immediately compelling.

177 Cars

200 Bicycles

The ‘9th Avenue’ project (bottom) utilizes a photograph as a base for visualizing potential intersection improvements. This type of representation may be most useful for presenting what an analysis has discovered; that is, for proposing solutions to the problems a study identifies.

3 Buses9TH AVENUE PHOTO SIMULATION 1 LRT Train Required

- digital camera - digital photo-editing software - for visualizations such as ‘9th Avenue’, a well-developed knowledge of Photoshop is required

Examples

Top: “Community Toolkit” I-Sustain. (2005). http://i-sustain.com

9th Avenue Renaissance

Bottom: “9th Avenue Photo Simulation” 9th Avenue Renaissance. (2007). http://9thavenuerenaissance.com/

9th Avenue existing condition

A COMMUNITY VISION FOR 9th AVENUE 33

3.4 - Photography Aerial Photography Usage

Photographic images from above ent situation are often useful when studying

Various street grids Areas are distinguished and separated by the grid layouts found in diﬀerent parts of central London .

walkability --- increasingly so on account of their proliferation online.

Aerial photography is useful in adding visual context to a study area. With this type of photograph from above, natural features such as parks and rivers are easily ondon anywhere in Europe or thelandmark rest of the world. Our city is recognized; buildings ations and landmarks, yet it’s notoriously hard for the walker be seen andof neighbourhoods identified; and and und. The fact iscan we are a rich collection lanned maze of streets, numerous obstacles dense traﬃc. street patterns andand paths (at many s a challenge for the urban information designer, London is. different scales) can be seen.

Few straight paths There are very few long straight views and routes.

Hidden destinations Major destinations are often obscured by other buildings and only appear when directly encoutered.

Compact street network There are often tight networks of streets and small junctions.

Aerial photographs can be used a basis for analysis, sketching, and annotation as the examples above and below indicate.

Perceptions of distance Important nodes are not far apart but feel further away.

Required

- satellite imagery can be accessed

umerous bodies with responsibility for design and maintenance online from sources such as Google ent. The London boroughs take responsibility for all roads other and Bing ort for London’s Road Network), which is the responsibility 3: SAMPLE GRAPHICAL PRESENTATION OF ISSUES AND SOLUTIONS n. Network Rail manages the main can railwayFIGURE stations. London - the images be georeferenced s the tube stations. In addition there are many development, with GIS software to act as y groups dealing with speciﬁc areas, including the Businessa s, Central London Partnership,and Cross River Partnership, the reference background forRoyal other don Partnership and the South Bank Employers Group.

data and/or spatial analyses - the images can be drawn over ondon and the borough strategies set out the present policies. and system annotated digital editing destrian wayﬁnding for Londonwith will involve a departure &GD (Traﬃc Sign Regulationslike and General Directionsor 1994) software Illustrator Photoshop

Diverse landmarks London is rich with landmarks, destinations and and strong nodal points.

Walking barriers The Thames acts as a barrier and is disorienting as it appears to be straight.

should not stand in the way of considering an urgent need. The

study

Examples

aig london 2006

page 13

Top: “The Present Situation” Legible London. (2006). A Wayfinding Study. http://www.tfl.gov.uk/ Bottom: “Presentation of Issues” U. of California, Berkeley (2008). Technical Guide For Conducting Pedestrian Safety Assessments. http://ite.org/pedaudits/auditguide.pdf

3.5 - Video Time Lapse Usage

Time Lapses are an effective tool on account of their ability to compress extensive periods of time and action into an easily and quickly digestible visual format. By compressing patterns of movement and activity, they gain clarity and are easier to identify. In this way, their presentation can be an end unto itself. Their analysis, and subsequent representation, though, can be taken further. In the 3-Way Streets example (bottom), the time-lapse video footage was analyzed to find points of conflict between road users. These incidents were graphically highlighted using shapes and colour.

Required

- digital camera, digital video camera - time-lapse software - access to elevated vantage point(s) - photo-processing and video-editing software (IPhoto, Quicktime, iMovie, Adobe Premiere, etc.)

Examples

Top: “Scrambled Pedestrians” Sam Javanrouh. (2008). wvs.topleftpixel.com/08/08/29/ Bottom: “3-Way Streets” Ron Gabriel. (2011). http://vimeo.com/24572222

3.5 - Video Tracing Usage

Time-Lapse photography or digital video are often used to capture a wealth of visual data, especially at intersections. One method of analyzing and representing this data is through tracing movements on-screen. The images of the Yonge and Dundas intersection in Toronto (top) were created through manually tracing over time-lapse photography. The initial results are more of an art than a science, however, when digitally refined, they give a clear sense of the area’s movement patterns. A similar approach was used for an analysis of Times Square (bottom).

Required

- time-lapse / video footage - video-editing software (iMovie, Adobe Premiere, etc.) - depending on the approach, additional customized software for tracking and movement detection could be used; additionally, more ‘manual’ methods, like tracing over movements by hand, can also create these graphics

HOW PEOPLE MOVE IN TIMES SQUARE This diagram shows the observed pedestrian movements in Times Square.

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NORTH-SOUTH CROSSINGS

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Bottom: “How People Move In Times Square” Project for Public Spaces. (2005). Times Square User Study. http://www.pps.org/

Top: “Pedestrian Movements, SW Corner” U of T Students, UDRM. (2009). Scramble: Analyzing the Yonge Dundas Intersection. http://fltseng.com/

WIN DO W

Examples

OVERCROWDED CROSSWALKS

QUIET SIDE STREETS

ROUNDING CORNERS

STOP LINE TRAFFIC LIGHT STACKING VENDING

CROWDED CORNERS

Pedestrians in Times Square behave much like skaters at an ice rink. Window shoppers and lingerers pick their way slowly along the edges, while through-trafﬁc speeds along the “inside track” of the sidewalk closest to the trafﬁc. The performers and people-watching is in the center, exhibited by the extensive and chaotic crossing movements shown in the diagram above.