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Postponed, adaptive mixed use and walkable neighbourhoods.

At the perimeter of this early 20th century city stood proud, simple or embelished houses on a quiet street; no stores or traffic in sight. Most people walked to destinations as transport  options were limited to foot, carriage (for the elite) and the tram, at some distance.
Fifty years on, as the city expanded beyond this edge, the street became a main artery, traffic increased and rendered its environment less desirable for living.  The houses transformed to a variety of uses: Low rent or rooming units upstairs and transient commercial uses on the ground floor. Inadvertantly, what emerged, sometimes following painful fights with City Hall, is a walkable mixed-use that now city planners promote as the ideal way to build neighbourhoods under the banner of New Urbanism.  What took fifty years of natural progression and friction to develop in the middle of the city’s area, planners now want instantly in every new neighbourhood at the periphery, because, they argue, it is “good urbanism”! Something is amiss in this picture.

Though fevereshly advocated, this image would still be repugnant to many planners – too messy. Instant mixed-use, and Main Street  built to high standards of harmony is the preferred alternative. And, importantly, no rooming units for transients above the store. Transients are seen as an anathema to a good city image.

It would be a good idea to reconcile  expectations, history and reality in the City planning books

Goodbee Square, a recent project by Duany Plater-Zyberk and Company constitutes a fertile departure from previous DPZ plans, integrating novel elements of traffic flow, pedestrian movement, traffic safety, park allocation and distribution and storm water management into the regularity of a simple grid. As a change in direction, and because street patterns are the most enduring physical element of any layout, it could potentially contribute to systematic site planning and, consequently, deserves a closer look.                                                                                   

The street pattern
Unlike the classic street grid of Portland (Fig. 1, left), the Goodbee Square street layout (Fig. 1, center) impedes north-south vehicular and pedestrian movement, although pedestrians are given another option (Fig. 2). Though the network is entirely interconnected, north-south movement becomes circuitous, indirect, and inconvenient, making driving an unlikely choice and vividly illustrating that interconnectedness by itself is insufficient to facilitate movement. The 3-way intersections limit through traffic, a lesson incorporated in TND (Traditional Neighborhood Development) and reminded of recently at Seaside.

Fig. 1 Three layouts and three patterns (all plans same scale based on GOODBEE SQUARE)

Were we to apply this street pattern to a town center in nearby Covington or New Orleans, it would be entirely unworkable. Drivers would have serious difficulty reaching local destinations, and pedestrians would find their walks to be disorienting and unnecessarily long. But its very unsuitability for an urban center justifies its current usage as a suburban or ex-urban pattern.

As a principle of organizing circulation, it constricts traffic and confines expansion, unlike earlier simple street grids like Portland’s regular grid or Savannah’s cellular grid which, can be expanded in both directions without loss of functionality. If expanded to a large urban or suburban area, the Goodbee Square plan, with the discontinuous north-south roads, would severely limit traffic dispersal, a base for advocating regular grids. The Savannah and Portland grids both allow traffic to disperse in both directions, a feature that makes them equally applicable to city centres and to suburban locations.

The Goodbee Square street pattern eliminates unsafe four-way intersections within the neighborhood. The frequency of intersections with the main artery contradicts current traffic engineering practice, which subscribes to the notion that longer blocks reduce stop-and-go inefficiency and driver frustration; provide more uninterrupted movement space for pedestrians; opportunities for commercial façade size and treatment and increase on-street parking spaces which facilitate drivers becoming pedestrians and then shoppers. Longer blocks move cars more efficiently through Main Street, accentuating its role as a busy, vibrant thoroughfare. Perry’s Neighbourhood Unit, a recurrent urbanist prototype, includes such blocks.

The north-south movement constraint, the lack of traffic dispersal and the frequency of intersections on Main Street contradict the usual practice, and require a fresh look at the Goodbee Square street network as an urban pattern.

The pedestrian network
A welcome attribute of the Goodbee Square plan is its pedestrian network which rejects the notion that streets are sufficient and suitable carriers for both car and pedestrian traffic. The plan has an independent north-south path network, which compensates for the inconvenience of the street network and favors pedestrians over motorists (Fig. 2). The footpaths are almost straight and cross parks frequently. Recent research confirms that directness and pleasure, as well as path independence from roads, are important attributes for enticing and enabling pedestrian movement.

Fig. 2 Exclusive pedestrian paths in three plans as they would function currently

The principle of providing separate pedestrian paths could transform current site layout practice, which uses streets almost exclusively as the connectors for all mobility modes.

With respect to pedestrian movement, the Goodbee Square plan improves on that of Savannah and is a dramatic departure from the Portland plan, implemented in the18th and 19th centuries respectively, when the entire street and space network was a pedestrian domain and no other modes were dominant.

Parks
The Goodbee Square plan differs from previous DPZ plans in the number and location of its many charm-infusing parks which are regularly arrayed along streets with no attempt at civic monumentality or visual significance, unlike Savannah’s plan, which locates parks within an 8-block cell as a focal point for each neighborhood. Both Savannah and Goodbee Square use parks as a means to enhance the pedestrian experience by placing them along pathways. The Portland plan has no obvious park strategy.

 

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• Keep vehicular traffic safe with a high proportion of 3-way intersections
• Reduce cut-through traffic by similar or other means
• Improve traffic flow in both directions using Savannah’s cellular structure
• Improve traffic dispersal by a car-sized grid
• Improve pedestrian mobility utilizing Goodbee Square’s path separation
• Make parks a focus as in the Savannah cell
• Improve land use efficiency and unit density

As an experiment, we combined the Flemish bond pattern (Fig 3), with the cellular organization of the Savannah plan by imagining a two-directional Flemish Bond. This new stencil emerges as a re-invented Savannah cell with a geometry that satisfies all the requirements for vehicular circulation and pedestrian movement; Jefferson, Oglethorpe and Hippodamus meet at the square.

Fig. 4 From a unidirectional Flemish Bond towards a contemporary network pattern  

As in the Goodbee Square and Savannah plans, all intersections within the neighbourhood are 3-way, satisfying the first two objectives. (Fig 4). The cellular structure creates a car-scaled grid that moves and disperses traffic, meeting the third goal.

Every block faces a park, generating a delightful milieu. Separate, strategic through-the-block paths achieve high pedestrian connectivity in every direction, and short streets provide easy access to nearby through-routes for drivers.

Efficiency of land use is achieved by subtracting half the Goodbee Square through-the-block path segments; reducing parks from eight to four, and reducing street length in equivalent areas.

 
Figure 5. Recombination of Savannah and Goodbee Square site plan elements (red lines: pedestrian paths; blue dotted lines: car lanes or greenways)  

The interface with Main Street now includes two long block faces for every short face, improving traffic flow, parking and pedestrian safety and enjoyment.

The Goodbee Square plan lays the foundation for the next step in the search for a contemporary pattern which might be called a “fused grid,” as it combines car dominant and pedestrian dominant paths to form a complete, amalgamated network.  

This article first appeared in Planetizen.com August 24, 09. Doug Pollard, Barry Craig and Ray Tomalty contributed to this article .

Developers and builders generally display a handful of house models for prospective customers to choose from. They are flipped right and left, and adjusted slightly to evolve into a street of various building facades and shapes; variety with rules – like Jazz.
Generally the house models are created by drawing upon a set of previous designs and customer feedback. Customers, who use the house daily, know its strengths, quirks and limitations, and let the attentive developer know what they like and what they don’t like. The successful builder listens and creates an improved model, often repeating a best-seller in several projects – the good house almost everyone wants.
But to fetch its best price, the good house must sit on a good lot and be in a good neighbourhood. Fortunately, there are models for a good neighbourhood as there are for houses.

A fused Grid Neighbourhood

 
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 What Makes a Neighbourhood?
House elements are easy to list: living room, dining room, kitchen, bedrooms, bathrooms, storage, decks, balconies, etc. Every house must have these in order to be a comfortable place to live. The key to making life enjoyable, not just comfortable, is getting the balance and relationships between these elements just right. You know the better place not by its looks, but by living in it.
Initially, it seems easy to list the elements of a neighbourhood: streets, lots, blocks, parks, and in bigger ones, schools and shops. Here too, the elements that make up a neighbourhood are not created equal, and how they relate to each other is critical in determining how well the neighbourhood works. You can only tell how neighbourhoods function by living in them, and well-functioning ones command higher prices.
Lot size does matter, but it’s the surroundings that really drive prices. When lots face water, ravines, parks, large easements or a golf course, their prices rise. Research and surveys repeatedly show that people will pay premiums for views of nature or open space and for the experience of tranquility and delight that come from that view. Michael Bond’s 2002 study analyzed lake-facing lots and found an almost 100 per cent increase in property value. Andrew Miller’s 2007 examination of small neighbourhood parks found a 14 per cent increase in values within 800 feet of parks.
The street type matters as well. No family likes to live on through streets; most people are annoyed by the noise, the unpleasant exhausts and risks to children. The street types that avoid these stressors are the loop (or crescent), the mews and the cul-de-sac. Research and surveys have shown that lower-risk streets mean more child’s play and more socializing occurs. As a result, price listings there show higher values. Home buyer line-ups in advance of sale confirm this preference, as do statements by prominent urban thinkers.
“I am not embarrassed to say, ‘if I could afford this [cul-de-sac neighbourhood] I would happily raise a family in this environment’,” says Jeff Speck, a prominent planner and critic of the cul-de-sac.
Residents of some through streets have erected bollards to achieve a similar no-through-traffic effect.

Fused Grid Offers New Approach
Some planners argue that these street types are unfriendly to pedestrians because they are disconnected. Also, they can slow traffic to a crawl. This need not be the case, though. At the neighbourhood scale, Village Homes, of Davis, California, and at the city scale, Milton Keynes, UK, show how pedestrian paths and regular traffic can coexist.
Research by Dr. Larry Frank and Chris Hawkins at UBC (2007) showed that people will walk more when pedestrians are favoured by the layout of streets and paths. Meanwhile, an IBI group study in 2007 showed that traffic can move faster if cars are given a grid that suits them.
But how do you combine the two? A newcomer in the evolution of neighbourhood layouts, the Fused Grid model produces a system that embodies delight, walkability and traffic flow management.
It was shaped by home buyers’ expressed preferences in neighbourhood form, quality and amenities, what they pay for and what pleases them. In addition, it considers what has not worked in recent and older neighbourhoods, and what measures were taken to fix it — street closures and traffic calming for example. In other words, it blends and fuses familiar and proven elements into a new model, just as a new house model does.
It’s evident that we need to put as much thought into the neighbourhoods we build as the homes we build. Today’s customers expect models that are practical, meet their aspirations, reduce costs, help the environment and deliver a well-functioning neighbourhood.

Fanis wishes to thank Doug Pollard for his valuable edits.

This article was first published in the Canadian Home Builder magazine