Monthly Archives: January 2014

Street Design Talk—
Victor Dover & John Massengale in San Antonio

UTSA Downtown Campus
Related News: CoA lecture series begins with urban design experts John Massengale and Victor Dover

San Antonio News Express:“UTSA hosting street design experts”—Interview with Ben Olivo

John Massengale and Victor Dover, authors of “Street Design: The Secret to Great Cities and Towns,” will talk about the qualities of excellent streets at 5:30 p.m. Jan. 29 at UTSA downtown campus as part of the College of Architecture’s 2014 Spring Lecture Series. Click here for details.

Vision Zero in America’s Most Walkable City


CITING AN INNOVATIVE NEW MOVEMENT known as Vision Zero, Mayor DeBlasio and NYC DOT Commissioner Polly Trottenberg have pledged to reduce traffic fatalities in New York City to zero in ten years. In response, the NYPD last week arrested six jaywalkers in the two-block area where three pedestrians were killed this month on the Upper West Side of Manhattan. A jaywalker who mainly speaks Mandarin Chinese was apparently knocked down and roughed up by the police. New Police Commissioner Bill Bratton said the arrests were necessary because 66% of pedestrian fatalities in New York last year were “directly related to the actions of pedestrians.”

Commissioner Bratton’s view and solution are the opposite of what the city should be saying and doing. New York City’s real problem is that like every other city in America, New York has a long history of making the car the king of our streets. This attitude goes back 100 years, when America’s cities, towns and neighborhoods all had naturally walkable streets. The police began then to view our streets in light of the ideas of a new and influential movement of that time, known as Organized Motordom. A coalition of car companies, oil companies, auto clubs, and the like, Organized Motordom was born because pesky pedestrians were crossing city streets, getting in the way of cars, and slowing them down—and also slowing car sales.

These two photos of Lexington Avenue at 89th Street show that one-hundred years ago the sidewalks of Lexington Avenue on the Upper East Side of Manhattan were two to three times as wide they are now. The photo on the bottom was taken to document the construction of the East Side IRT subway under the avenue (the sidewalks have wooden planks because the construction wasn’t finished when the photo was taken). I took the photo on the top just last year—which shows that the buildings lost their stoops and large light wells when more and wider traffic lanes were added to Lexington Avenue in the 1950s.

The houses (designed by Henry Hardenbergh, the architect of many important New York buildings, including the Plaza Hotel and The Dakota apartment house) undoubtedly lost value when they lost their stoops and light. Perhaps the owners of the houses got in their cars and drove out to find new homes in the suburbs. That’s what many New Yorkers did when the city converted Manhattan’s wide, numbered avenues like Third Avenue into one-way arterials. Urban designers call these “auto sewers,” because they make it easier for traffic to flow in and out of the city—until all the suburbanites driving in clog the roads with what is known as “induced” traffic. And no one wants to live on a clogged auto sewer.

That’s ironic for Manhattan, where 80% of the residents don’t own cars. Manhattanites are not the ones causing the traffic jams, but they’re the ones suffering through the degradation of public life, even though many New Yorkers pay outrageous sums for small apartments because they want public life on the streets of the city. Lexington Avenue has lots of restaurants, and should have lots of sidewalk cafés. But the sidewalks are too narrow to accommodate tables, and the cars rushing by are noisy and belch noxious fumes. Children living along New York’s auto-sewer avenues suffer from many health problems caused by automobile pollution.

It’s worth pointing out that New York is the last place that should suffer from this. Not only do most New Yorkers not own cars, we also have trains, subways, buses, and taxis for everyone else. Underneath the narrow sidewalks pictured above is a subway line that by itself carries more people every day than the combined transit systems of San Francisco, Chicago, and Boston, traveling all the way from the Atlantic Ocean almost to Westchester County. Only a block away, under Park Avenue, run the tracks for Metro North, which is second in ridership in the US only to the Long Island Railroad. The fact that we still consider it a good idea to drive in every day despite the economic and environmental costs shows how far Organized Motordom has come.

Happily, our new Mayor and our new DOT Commissioner have pledged their allegiance to Vision Zero, which means changing the way we use our roads. If we do that the right way, we will not only save lives, we will also improve public life and public health. “The right way” means making a walkable, bikeable city where traffic is reduced and cars move slowly.

When cars and pedestrians come in close contact—as they do on streets all over New York City—nothing reduces pedestrian fatalities like slowing traffic down. That’s not only because cars do less damage to people they hit if the car is going under 20 miles per hour. Drivers going slowly literally see twice as much as speeding drivers, and they have more time to react, as well. A side benefit is that when cars go slowly we can remove all the traffic engineering detritus that enables drivers to go speed: all the bold striping and highway-scale markings that also make pedestrians subliminally conscious that the street is not a place for them.

In New York City, streets should be for everyone. As the great Danish traffic reformer Jan Gehl says, the public life of cities takes place in the spaces between the buildings. So why are we simultaneously giving 80% of that space to cars from outside the city and kicking city residents to narrow walks by the side of the road? With Vision Zero, we can stop designing our streets like suburban arterials: one-way, with left-turn lanes, lots of ugly white plastic sticks, and big signs and striping everywhere. Those are suburban-style solutions for places where people don’t walk much. They are ugly and anti-urban. We need city streets for people, beautiful streets where people want to get our of their cars and walk.

In New York City, the Vision Zero solution is not to ticket pedestrians for “jaywalking,” a word and concept invented by a Organized Motordom in the early 20th century. One hundred years later, it is easy to see that city streets should be destinations, not Transportation Corridors, and that the car should not be the king of New York’s avenues. “Streets for people” means we should ticket speeding cars, not jaywalking residents and visitors enjoying the life of the city.

Singelgracht, Amsterdam, the Netherlands

WHEN MY WIFE AND I ARRIVED at our apartment on the Singelgracht a few hours before Victor, I thought we had found an urban paradise. Victor took the cover photo just in front of the building. In the book I wrote, “Solid seventeenth- and eighteenth-century brick houses line both sides of the canal there, most of them in a local Classical vernacular with simple trim and harmonious proportions that relate to the Classical music Amsterdammers love: 1 to 2, 2 to 3, 3 to 4, and so on. The houses are mainly red brick, but some have light-colored brick and some have very dark brick. Most are three bays wide (three windows across), but there are also two-bay houses, and some are four or five bays wide. With the exception of the wonderful shop windows, all the windows are vertical and come from just a few ‘families’ of windows. The window trim and the rest of the trim and moldings are usually, but not always, light stone or wood painted white. All in all, the houses produce a wonderful combination of the order and variety that good urbanism requires.” (page 212)

BTW, I’ve discovered that when you travel with Victor, you get perfect, glorious weather.

The view below is looking south along the Singel canal, towards Huidenstraat and the bridge to the Spui. The Google street view is here.