SAFE ACTIVE STREETS INNOVATION WORKSHOP Toward Prototyping Techniques for Street Design and Delivery 21 March 2019
Summary On 21 March 2019, the RobertsDay Perth Studio coordinated a half day Complete Streets ‘Innovation’ Workshop, including participation from representatives of the Town of Victoria Park and Department of Transport. Using a local street within Victoria Park, the purpose of the Innovation Workshop was to test a methodology and process that could be emulated with other stakeholders and community on future Safe Active Street projects. The workshop involved an overview of delivered projects within the Perth Metro area, a visioning session, an ideas and problem solving exercise, concluding with a prototyping design session using a physical model. This Report is a snapshot of the activities that occurred on the day, with supporting information on some of the key technical issues covered in the workshop. The focus is on the innovative processes and methods trialled during the workshop, and it is not intended to be read as a proper design report presenting resolved concepts or technical justification.
Click here to access the summary video (1min:24sec)
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Safe Active Streets Innovation Workshop
”
Prototyping is an integral part of Design Thinking and User Experience design in general because it...
...allows
us to test our ideas quickly and improve on them in an equally timely fashion.
The Institute of Design at Stanford encourages a “bias towards action”, where building and testing is valued over thinking and meeting.
- Tom Kelley and Dave Kelley, Creative Confidence: Unleashing the Creative Potential Within Us All, 2013
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Safe Active Streets Innovation Workshop
Safe Active Streets Innovation Workshop
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Safe Active Streets Innovation Workshop
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RobertsDay set out to contribute toward this initiative, by arranging an Innovation Workshop to focus on trialling several possibilities for a more effective community engagement and design process. There is an opportunity to reimagine local streets as a whole, taking the focus away from cycling alone, to perceiving the street as an extension of living and recreational space for residents and visitors.
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The Town of Victoria Park has an innovation team and is highly aligned with RobertsDay’s values, with the added bonus of an established working relationship with the DoT on delivering more Safe Active Streets. There is an opportunity to better explore the links between changes in the urban fabric for both public and private realms, as an incentive for communities to view density positively when coupled with street improvements.
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The Department of Transport (DoT) has implemented a number of pilot Safe Active Street projects, which seek to convert local streets to lower speed environments (30km/h) and create a ‘shared space’ for vehicles and cyclists. Originally done under the banner of ‘Bicycle Boulevards’, DoT now refers to them as ‘Safe Active Streets’, to better market the benefits of a lower speed environment to adjoining residents (not just cyclists). Many of the delivered streets’ original design intent has been compromised / watered down by requests from agencies (eg. wider roads and turns for refuse trucks etc.) and community resistance (eg. rejection of new verge landscaping over concern of loss of parking).
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GLOUCESTER STREET " Á PRIORITY PROJECT 4 Safe Active Streets Innovation Workshop
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Gloucester Street, Victoria Park UNDERPASS TO FORESHORE TO CBD (3 km)
N BOTTOM OF HILL
SKATE PARK + BASKETBALL
RAPHAEL PARK
CANNIN
SWAN RIVER
STEEP INCLINE
389 vpd
HWAY G HIG
McCALLUM PARK
HIGH DENSITY
645 vpd
LOW DENSITY
2 KM 8
Safe Active Streets Innovation Workshop
FOCUS AREA
KENT STREET
TUAM STREET
STATE STREET
RATHAY STREET
TOP OF HILL
MANCHESTER STREET
ACTIVITY CORRIDOR
ALB ANY LAWN BOWLS
HIG
HWA Y
9,234 vpd PARK CENTRE LIBRARY
399 vpd
RECREATION CENTRE
1,479 vpd
1,936 vpd
LOW DENSITY 11,048 vpd
BERWICK STREET
460 M
Safe Active Streets Innovation Workshop
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Workshop Methodology
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Afternoon Prior 1620 - 1645
Afternoon Prior 1645 - 1700
THE STREET TODAY
INSIGHTS AND CONTEXT
PRESENTATIONS & LEARNINGS
SITE ANALYSIS
OBSERVATIONS
DOWNLOAD
Cycle and walk the site as a project team
Experience the site as an everyday user
Arrange to cycle, walk and meet on the site with representatives from key Agencies
0830 - 1000
Reflections on delivered projects
Establish context + opportunities
Key Takeaways
Key Takeaways
Key Takeaways
Wide carriageway (7m - 8m) and straight alignment encourages vehicles to travel at speed
About 15 vehicles passed the group in the space of the 15 minute meeting (not a huge amount of through traffic)
On-street parking a little more apparent in northern section
Traditional design maintains pedestrian desire lines with straight footpaths
DoT projects built have been delivered in tight time frames, creating challenges for community consultation and design implementation
Cyclists from CBD and River already using the route to commute
Vehicle speed and noise creates perception of safety issues and discomfort
Delivery costs p/km too high - drainage alterations biggest impediment
Pavement aged and worn
Vehicle speeds reduced, but could come down more; cycling and pedestrian activity increased
Safe Active Streets Innovation Workshop
1000 - 1030
1030 - 1130
POSITIONING FOR THE FUTURE
DIVERGENT + CONVERGENT THINKING
TESTING IDEAS + DESIGN OPTIONS
VISIONING
IDEATION
PROTOTYPING
Before designing, it is important that all stakeholders first agree on a vision
Understanding divergent thinking techniques, as a tool for unlocking new ideas
1130 - 0100
Using a scaled model to test ideas
Involve all stakeholders + maximise inputs
Key Takeaways
Key Takeaways
Key Takeaways
Role-playing was used to imagine the street from the perspective of different users and resident types
Technicians and regulators are typically quick to ‘converge’ on ideas too early, which can hinder creative solutions
1:100 scale is easy to interpret and relate to
Using adjectives, the project team described and debated the look and feel of the street for the future
Divergent thinking allows an idea to float and percolate, before the scope is narrowed and the idea critiqued
Easy to test, debate, dismiss and agree on solutions quickly
Important for facilitators to act as ‘enablers’ in the event momentum slows
Words are then grouped into themes, that become guiding principles for the design brief
Arranging focused sessions that ask participants to consciously switch between the two modes of thinking can discover new solutions to key project challenges
Having representation from multiple disciplines (place planners, engineers, landscape architects, urban design) contributes to success of exercise and likelihood of converting ideas into a tangible and implementable design output
Knowledge Exchange Key Findings Project costs currently borne by Department of Transport. Local Governments that have identified local streets requiring resurfacing can consider Safe Active Street funding from the Department to pay the proportion of costs up and beyond ordinary capital works. High drainage costs, including modifications to existing systems, have pushed project budgets higher than desired. Traffic Management costs generally represent 40-50% of total project cost. The notion of slower vehicle speeds to improve liveability qualities can be counter to Main Roads WA objective of improving overall ‘network efficiencies’. Local Authorities can attract grants from Main Roads WA where ‘efficiency improvements’ can be proved. However, interventions and intersection upgrades for local streets (such as roundabouts) can be to the determent of human comfort, liveability and quality of place.
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Safe Active Streets Innovation Workshop
Local streets require better technical guidance in place of Austroads standards that are geared toward vehicle safety for higher speed environments. Local Authorities need to balance any perceived liability risks for introducing community focused infrastructure with the net-benefit and improvement to liveability and productivity of land (eg. swings, pseudo cricket pitches, communal verge gardens etc.). A Safe Active Street could influence the behaviour of motorists within a locality’s broader street network, encouraging vehicles to use distributors rather than local streets for through movements. Quantify the benefits and evidence coming out of built projects, to better communicate the project advantages to decision-makers and community.
Project Challenges i.
How can Gloucester Street become a key strategic cycling link and encourage more local trips to be made on foot and by bicycle.
ii.
How can Gloucester Street act as an extension of private living environments for local residents, and encourage people to linger and enjoy the public realm.
Key Themes
1
3
Equitable Access
Ecological Enhancement
Prioritise pedestrian connectivity in addition to cyclist access and ensure that their needs are given priority over cars where required. Commit to completely filtering, rather than simply slowing, traffic in order to restrict vehicle movements to local traffic and establish active transport as the predominant use.
Deliver access improvements in tandem with landscaping improvements targeted at enhancing the natural environment, including infill tree planting, replacement of turf with native landscaping, replacement of hard drainage infrastructure with infiltration basins and localised detention.
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4
Community Development
Design Excellence
Ensure streets are developed as places to linger in where public life can thrive, not just corridors to move through. Design streets to provide suitable verge space for community infrastructure such as benches, barbeques, seating, playgrounds, cubbies and vegetable gardens.
Focus on creating cohesive and considered urban design outcomes that move beyond generic road engineering interventions and speak to the character and history of the place. Employ a simple but refined palette of materials, generous landscaping and a minimal approach to linemarking and signage to create an immersive and enjoyable public space.
100%
90%
90%
80%
80%
70%
70%
30% 20%
40% 30% 20% 10%
0%
0% 20km/h
Reduced field of vision
40km/h
60km/h
60
80km/h
ed
50%
10%
5%
Sp e
Fatality Risk
icle
40%
60%
Fatality Risk
icle
Sp e
50%
Ve h
80%
ed
60%
Probability of Fatal Injury
100%
Ve h
Probability of Fatal Injury
The Benefits of Safe Vehicle Speeds
20km/h
40km/h
60km/h
80km/h
30
45m
13m
Stopping Distance 14
Safe Active Streets Innovation Workshop
Stopping Distance Data Source: T. Judd, GTA: Designing for 30km/h Streets, Can we do it in WA? Images by RobertsDay
TECHNICAL ANALYSIS
The Benefits of Tight Intersections
CONVENTIONAL Typical suburban intersection with ‘bulb out’ corners adding to expense 8m ‘actual’ kerb radius 9m ‘effective’ kerb radius Ability for vehicles to accelerate around corners Compromised pedestrian safety Designed for occasional larger turning vehicle, not the 99% of other users
VEHICLE MOVEMENT
Stopping vehicles forced back from intersection to accommodate kerb radii Consequently, lot truncations are typically provided to maintain sight lines Truncations significantly limit built form, often resulting in monotony Truncations unnecessarily consume valuable land and create maintenance Wasted land often results from building setbacks required by truncations More expensive construction techniques are required for truncations
VISIBILITY & SAFETY The natural ‘desire-line’ is to take the shortest distance between 2 points Pedestrian desire-line is interrupted, almost quadrupling crossing distance Repeating this pattern, a ten minute walk could become a 13 minute walk Double garages and blank walls fail to stimulate pedestrian interest Shade trees are reduced by wider intersections and driveways Reduced walking results from physical discomfort and lack of stimulation Safety is compromised by pedestrians electing to cross at desire-lines All difficulties are exacerbated for the visually impaired and less mobile
PEDESTRIAN MOVEMENT
BETTER Turning ‘clear-zone’ created by removal of bulb-out and on street parking 3m ‘actual’ kerb radius 9m ‘effective’ kerb radius (as shown) Vehicles forced to slow down around corners Improved pedestrian safety Occasional larger turning vehicles encroach only slightly into opposing lane
VEHICLE MOVEMENT
Stopping vehicles can move closer to the intersection Consequently, intersection visibility and hence safety is maintained Square corner lot frontages maximise built form possibilities and diversity Regular frontages represent an overall more efficient use of valuable land More affordable construction techniques are available for regular lots
VISIBILITY & SAFETY Pedestrian desire-line is maintained, making walking easier Most daily needs are within a comfortable 5-10 minute walk Verandahs replace garages and truncations, enabling social exchange Shade trees are increased, adding to the overall pedestrian experience Walking increases as a result ease of movement, comfort and stimulation Safety is improved by pedestrians crossing at predictable locations Walking is more appealing to the visually impaired and less mobile
PEDESTRIAN MOVEMENT
PEOPLE FRIENDLY INTERSECTIONS
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4
Role-play
GRANDPARENTS Inconsistent and messy verge treatments – I’d rather the grandkids enjoy my garden instead
Footpaths and pram ramps are in poor nick – hard to get a pram across
Vehicle speeds and aggressive driving behaviour make me feel unsafe
Different grades are difficult to navigate
The grandkids are a handful – the street doesn’t have any rest stops or points of interest to keep them occupied
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PARENTS
Safe Active Streets Innovation Workshop
Shade could be improved – I don’t want my kids getting sunburnt I don’t want my kids playing on the street with fast through-traffic and strangers going past
YOUTH There’s nowhere to hang out – especially after dark with no lighting We don’t feel welcome – residents might not want us here The street is close to the shops and there are great views from the park
CHILDREN Intersections are wide – drivers might not see me crossing There’s nowhere to play, climb or explore – it’s boring! There are no kids playing or cycling – I don’t feel comfortable
YOUNG PROFESSIONALS Nice easy strong long link to the river The hill is easy to ride down on the way to work and a great workout on the way home There’s not much to do after work – it would be great to see the old corner shops open agan Rat runners and speeders are a detriment to the area
ROLE-PLAY To inform any design process, role-playing can be a valuable exercise for audiences that are primarily technical in nature. By allowing practitioners and public officers to view the site through the lens of the end users, it allows issues to be both identified and balanced in pursuit of formulating an equitable design outcome.
Ideation What would Gloucester Look Like as a living Environment?
What are the likely challenges and barriers to realising these ideas, specifically children’s play spaces ?
Dense Tree Canopies
Risk averse local government
Tree Species with wow factor
Noise disturbance to residents
Green Spaces
Australian standards and engineering requirements
Informal property boundaries No fencing Parking development Gated street with no cars One-way traffic with more space for people Urban agriculture: bee hives, olive trees, veggie gardens, chicken coops
Public liability Maintenance and management costs Funding sources and responsibilities Political controversy – is focusing on a single street acceptable? Not aligned to existing policy
Organic feel
Too innovative – no precedent
Self-sufficient and closed system, greywater irrigation and rooftop solar power
Perceived threat to property values Community support not assured
Biodiversity ecosystem restoration
Impact of traffic on through roads may raise Main Roads objectives
Water Sensitive Urban Design No street signs or pavement markings
Removal of on street parking may not be feasible
How can we evolve and the idea to address and respond to these challenges?
Resolve ownership grey area between council and homeowners
How can we deliver Testing and Tactical Urbanism?
Address approval timeframes
Engage with local community
Policy for temporary events to enable testing and tactical urbanism
Community reference group – involving schools and business community
Temporary is cheaper and can be delivered without full financing to provide case
Technical peer review to establish support for design
Keep it short and sharp – limit engagement to a few days
Ease of engagement – keep it simple and fun
Strike the right balance to provide enough time to measure and assess without causing major interruptions
Stay out of council chambers – engage in the community
Tactical urbanism to trial over the Use testing to alleviate objections and create support, short term conscious of risk that it may fuel Avoid consultation fatigue and mobilise objectors
Project Vision Participants were asked to describe the street, as though they were a resident or a visitor 10 years from now. Only verbs or adjectives were allowed.
Safe Active Streets Innovation Workshop
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Tactical Urbanism Tactical Urbanism is a form of prototyping design solutions in the ‘real world’, and should be seriously considered as a tool for: 1. Testing and measuring the effectiveness of design interventions, before committing significant funds for permanent change. 2. Demonstrating impact of design changes to community and stakeholders, before agreeing to any final plan. A ‘Public Experience Period’ could be as short as one day to test a road closure or up to one month to assess impact on practicalities such as rubbish collection, pedestrian and cycling usage rates, and vehicle speeds.
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Safe Active Streets Innovation Workshop
Why Prototype?
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A prototype is a draft version of a product that allows you to explore your ideas and show the intention behind a feature or the overall design concept to users before investing time and money into development. - Usability.agov | Improving the User Experience
Workshop Outcome
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Safe Active Streets Innovation Workshop
STATE STREET
for the project. The model provided a basis for the RobertsDay designers to draw quick design sketches to articulate the concepts tested by the workshop participants. The sketches are not resolved designs and were undertaken in the hour immediately following completion of the workshop prototyping exercise. Concepts are shown in the pages following.
TUAM STREET
KENT STREET
A physical model effectively and immediately demonstrates design interventions to stakeholders; but even better, creates a tool for prototyping and testing ideas in an expedited manner. In 45 minutes, the RobertsDay designers and planners, the Town’s engineers, community development and place team, along with the Department of Transport representatives, had tested, dismissed, and then agreed on a range of design interventions
STREET
MANCHESTER STREET
RATHAY STREET
GLOUCESTER
Safe Active Streets Innovation Workshop
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PLAY STREET CONCEPT KENT
Separated 2.5m carriageways ‘Green’ median, more trees Playground / swings / cricket
TUAM
STATE
RATHAY
MANCHESTER 24
Safe Active Streets Innovation Workshop
SHARED SPACE CONCEPT Painted intersection / raised plateau
90 Degree angled parking
Alternative surface treatments
Options to convert from conventional into separated carriageway (play street)
Tight turning radii
KENT
TUAM
STATE
RATHAY
MANCHESTER Safe Active Streets Innovation Workshop
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YIELD STREET CONCEPT KENT
TUAM
STATE
RATHAY
MANCHESTER 26
Safe Active Streets Innovation Workshop
4.2m carriageway
Street furniture in verge
‘bulb-out’ green spaces for vehicles to yield
productive gardens / fruit trees
SHARED SPACE CONCEPT Staggered intersection to slow vehicles
Tighter kerb radii
90 degree angled parking
Small playground
Raised intersection treatment
Increased density responding to improved public realm
KENT
TUAM
STATE
RATHAY
MANCHESTER Safe Active Streets Innovation Workshop
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THRU-ROAD CLOSURE CONCEPT KENT
Maintain strong cycling and pedestrian connections
Additional green space created for residents
Consider removing roundabout and placing crosswalk for pedestrians
Significantly reduces traffic volumes to Safe Active Street
Refuge island allows vehicles to turn right without roundabout TUAM
STATE
RATHAY
MANCHESTER 28
Safe Active Streets Innovation Workshop
Safe Active Streets Innovation Workshop
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KENT
Existing Conditions
TUAM
STATE
RATHAY
MANCHESTER 30
Safe Active Streets Innovation Workshop
KENT
Concept Design
TUAM
STATE
RATHAY
MANCHESTER Safe Active Streets Innovation Workshop
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Safe Active Streets Innovation Workshop
Summary The Report and workshop was produced and funded by the RobertsDay Innovation Portfolio. If you would like to know more about concept design prototyping, tools and techniques for community engagement, or street design more broadly, get in contact with the team at the RobertsDay Perth Studio. Dan Pearce RD Partner Innovation Portfolio Leader Click here to access the summary video (1min:24sec) Twitter T: 08 9213 7300
Andrew Brodie RD Senior Associate Urban Design
Website
dan.pearce@robertsday.com.au andrew.brodie@robertsday.com.au eric.denholm@robertsday.com.au Level 2, 442 Murray Street Perth WA 6000
Eric Denholm RD Senior Urban Planner Cycling Walking Australia New Zealand Design Innovation Working Group Safe Active Streets Innovation Workshop
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