pilot projects for improving the pedestrian and bicycling...

Pilot Projects for Improving The Pedestrian and Bicycling Environment: NE 40th Street Corridor December 5 2012

1

This page left intentionally blank

2

Acknowledgements

Prepared for the University of Washington Transportation Services Department

The University of Washington Department of Urban Design and Planning land use studio would like to thank the following for their assistance, advice, and support:

David Amiton

Joshua Kavanagh University of Washington Transportation Services

Eli Goldberg Anne Gantt

University Greenways

Mike Morris-Lent Seattle Department of Transportation

Prepared by: Jesse London

Scott Beckstrom Zack Ambrose Ed Rockwell

Faculty: Alon Bassok ([email protected])

Cover Photo: Seattle Design Festival, by Trevor Dykstra, Flickr.

3


CoNTENTS

Executive Summary 6 Introduction 8 Studio Context Existing Conditions 10 Suggested Pilot Projects 18 1. Curb Bulbs 20 2.Wayfinding 21 3. Street Art 22 4. Movable and Interactive Street Furniture 23 5. Bike Maintenance Racks 24 6. Painted Crosswalks and Street Murals 25 7. Sidewalk Extensions and Mobile Parks 26 8. Protected Bicycle Lanes 27 9. Clearing obstructions at Intersections 28 10. Activate Blank Walls 29 11. Two Way Cycle Tracks 30 12. Street Closure 31 Prioritization Matrix 32 Conclusion 33

Appendix 34

i

i


6

ExECUTIvE SUMMARy

The Northeast 40th Street corridor is an increasingly important route for students travelling between the University of Washington’s main campus and the west campus dormitories. Although its current condition may have been suitable for the old Lander and Terry dormitories, there have been several new dormitories erected over the past few years, with more on the way, adding over 4,000 new beds to the west campus student housing. Considering that two of these new dormitories are located on 40th street, this suggests that improvements to the pedestrian and cyclist experience on this street would be valuable.

This report explores some potentially cost-effective techniques for implementing these changes. Morespecifically,itencouragestheuseoftemporaryinstallationsorpilotprojectsthatcouldtakeplaceon40thstreet.Temporaryprojectsallowplannerstoobservetheefficacyofaninstallation before implementing a more permanent and expensive version of the project. This has been referred to as pop-up or tactical urbanism and was notably applied to a street corridor in Cleveland during a project known as “Pop-up Rockwell.”

Prior to describing the projects themselves, the report examines the existing conditions of the 40th street corridor from its intersection with the Burke-Gillman trail to the west, near 7th Avenue Northeast, to 15th Avenue Northeast to the east. Ideally, the trial of these low-risk temporary projects on this street will help the community to choose projects that might also be applicabletootherareasintheUniversityDistrict.Trafficcountsweredoneatkeyintersectionsinordertogetasenseofpedestrian,bicycle,andcartrafficvolumes.Thisalsoprovidedanopportunity to observe travelers’ interactions with the corridor at these intersections and then imaginewhichkindsofinstallationsmightbenefitthestreet.

Twelve different types of installations are discussed. All of the projects are intended to improve the experience of pedestrians and cyclists who travel on this street. Some are simpler and easier to realize than others; at the end of the paper, the projects are compared with this in mind. While some installations focus on improving interactions between motorized and non-motorized travelers, others focus on convenience or attractiveness. In effect, each installation encourages the use of 40th street as a route from the dorms to the main campus as well as to the neighborhood’s main commercial corridor and bus routes on University Way and 15th Avenue Northeast. Ideally, these will make 40th street a convenient and pleasant alternative (or supplement) to Campus Parkway, which is one block to the north and provides access to campus via a stairwell and pedestrian bridge over 15th Avenue.

7


8

INTRoDUCTIoN

This studio project, produced by graduate students in the University of Washington Department of Urban Design and Planning, explores how the University of Washington, the City of Seattle, and other community organizations can utilize pilot installations as a low-cost, high-impact means of improving urbanism in the University District. The study area is comprised of NE 40th St. from the Burke Gilman Trail to 15th Ave. NE and a catalog of twelve pilot installations is pre-sented.

The University District is one of Seattle’s most vital neighborhoods. Surrounding the University of Washington, the area is host to the University of Washington’s over 42,000 enrolled students and 38,000 additional people work on campus or in local businesses (Department of Planning and Development2012).Theimportanceofthisneighborhoodisfurtherreflectedinitsdesignationas a regional center in the Puget Sound Regional Council’s vISIoN 2040 (Puget Sound Regional Council 2009).

Today, the University District is the site of a construction boom; the major changes to come to the area over the next decade include two light rail stations, a complete renovation of Husky Stadium, six West-Campus University housing developments totaling over 2,100 new beds, and several other projects, such as the Montlake Triangle and Ethnic Cultural Center redevelopments. Theseprojectswillbringsignificantchangestothestreetlifeoftheneighborhoodandproviderenewed incentive to enhance the built environment for pedestrians and cyclists.

9


10

STUDIo CoNTExT AND ExISTING CoNDITIoNS

Pilot Installations

Pilot installations are an emerging technique used by cities, communities, and individuals to enact small-scale streetscape improvements in a simple, low-cost manner. Commonly known as tactical or pop-up urbanism, these pilot interventions can be used to test new street enhancements or concepts without a substantial and permanent cash outlay (Ly-don 2012, Cleveland Urban Design Collaborative 2009).

As described by the Partnership for Public Spaces (2012), these lighter, quicker, cheaper interventions build partnerships and momentum between community actors which en-ablessignificanttransformationatthelocallevel.AccordingtoLydon(2012),thesetypes of tactical pilot installations are a direct method of improving urbanism and feature thefivefollowingcharacteristics:

1. Short-term commitment and realistic expectations2. An offering of local ideas for local planning challenges3. Low-risks, potentially high reward4. The development of social capital between citizens and the enhancement of the connectionsbetweenlocalgovernments,non-profitsandtheirconstituents5. A deliberate, phased approach to instigating change

Pilot interventions have become an increasingly popular feature of the urban landscape, driven in part by shifting center-city demographics, the ease of internet collaboration, andthefinancialrestrictionsimposedbytheGreatRecession(Lydon2012,Arieff2011).With major cities such as New york and San Francisco enjoying positive reactions to pilot projects, and even expanding projects or making some changes permanent, this model of community-based low-cost place making may become a common planning tool in the future.

11

40th St. Corridor: C

ontext Map

LegendMulti-Fam

ily

University Facilities

Burke G

ilman Trail

Existing Student Housing

Student Housing U

nder Construction

40th Street C

orridor

0100

200300

400500

50Feet

¸

12

Study Area Thestudyareaisdefinedbyaneast-westorientedcorridorextendingsixblocksalongNE40thStreet with its western extent located at the intersection with the Burke Gilman Trail and 7th Avenue NE and its eastern end at 15th Avenue NE. The major cross streets within this corridor are the 7th Avenue NE/Burke Gilman Trail junction, the Eastlake Avenue NE/University Bridge off-ramp, Brooklyn Avenue NE, University Way NE, and 15th Avenue NE. The west entrance to the University of Washington Campus on Grant Lane is located immediately outside the western extent of the study area. As such, NE 40th has the potential to serve as a pedestrian-oriented gateway to the underdeveloped west campus portal. The potential for a renewed West Campus portal has been explored in the 2009 Stevens Way Entrance Study and remains consistent with the objectives of University’s West Campus Student village Master Plan (University of Washing-ton 2009). Enhanced connections between the University of Washington Campus and the sur-roundingneighborhoodhavealsobeenidentifiedasakeyissuebytheFutureDevelopmentandUrban Design Working Group subcommittee of the University District Commercial Revitalization Plan (Future Development and Urban Design Working Group 2012).

ThissectionofNE40thStreetisclassifiedasalow-trafficvolumelocalconnectorroadandpass-es through an area primarily developed by the University of Washington. The only zoning des-ignation throughout the study extent is Major Institutional overlay. However, a number of land uses exist within this zone including University facilities, dormitory and multi-family housing, retail food services, and an inn.

The housing along the study area is almost entirely occupied by university students. As such, it is reasonable to assume that their demographics are in line with the University of Washington as a whole. Demographic trends for the University of Washington-Seattle Campus are summarized in the table below.

According to estimates within the West Campus Student village Master Plan, nearly 5,000 stu-dents will live within the West Campus Neighborhood by 2015. These residents will live in the newly built Cedar Apartments, Elm Hall, Alder Hall, Poplar Hall, Mercer Hall, Lander Hall, and Terry Hall buildings. These buildings are all within one block of the 40th Street corridor within two blocks from the Burke Gilman Trail (Spectrum Development Solutions 2012).

Demographic Trends- University of Washington Seattle Campus (UW Office of Minority Affairs & Diversity)

13

ExISTING CoNDITIoNS

Current Construction

As it stands today, a substantial portion of the study area street corridor between Cowlitz Road and Brooklyn Avenue NE is closed due to ongoing construction projects at Lander Hall and the Ethnic Cultural Center. In addition, future construction scheduled for Terry and Maple Halls will close western sections of the study area through the summer of 2015.1 As these new construction projects replace post-war style tower block dormitories with mixed use facilities, the new buildings present a more active street front with sidewalk improvements along the length ofthecorridor.Duetoongoingconstructionwork,itisdifficulttoassessthetypicalpedestrianmovements throughout the study area. Safety Conflicts

The studio team analyzed Seattle Department of Transportation pedestrian and bicycle collision data in the study area to determine whether any pressing safety issues were present. over the nearlyfiveyearsofreportedcollisions,nopedestriancollisionsoccurredandthreeincidentswere reported involving bicycles: two at the intersection with Brooklyn Avenue NE and one at University Way NE. Although cyclist collisions occurred, it was not determined by the studio thatthispresentedagreaterthanexpectednumberofincidents.Assuch,nospecificsafetyconflictsareidentified.However,thisdoesnotmeanthatsafety-improvinginterventions,suchas separated bicycle facilities and curb bulbs are not considered. Please see the appendix for a full inclusion of collision data and a literature review on the connections between pedestrian improvements and an increased walk mode-share.

1. ongoing construction information can be found at the UW Construction Projects Website http://f2.washington.edu/cpo/projects/lander-hall-construction

Source: Scott Beckstrom

14

Source: Scott Beckstrom

40th Street NE Traffic Volume Observations

Trafficvolumeobservationswereconductedtodetermineabaselinemeasureofexistingtrafficwithinthestudyarea.Specifically,twointersectionswereexamined–40th Street NE and University Way, and 40th Street NE and University Bridge. Additionally, the University of WashingtonTransportationServicesOfficeprovidedbicycleandpedestriancountdatafortheintersection where 40th Street NE crosses the Burke Gilman Trail and is discussed separately from these observations.

These intersections, which will likely remain the same after construction along 40th Street NE is complete, were chosen for this reason while intersections at Brooklyn, 11th, and 12th will change pending the future development of Terry and Lander Halls. These intersections were observed at peak morning (8-9am), peak afternoon (4-5pm), and a ‘random’ hour (1-2pm), which was suggested by Seattle Department of Transportation (SDoT). observations were made at three different times over three days: Tuesday, Wednesday, and Thursday for two weeks in october 2012. The Table 2 shows collection dates, locations, and times.

Motorized vehicles (cars, trucks, buses), bicycles, and pedestrians were counted. Due to time and staff capacity, attempts were made to collect data at each of the collection times, regardless of day. Therefore, data is not complete and averages are used when available. Pedestrian and vehicle volumes are relative in regard to the intended use of the street. To quantify the observed pedestrianvolumes,thestudioteamexaminedsidewalklevelofserviceasdefinedbyJohnFruin(1971). Fruin devised the pedestrian level of service determined by walking speed, pedestrian spacing,andthepossibilityofconflictatintersections.Morerecently,professorAllanJacobsuseda similar measure in his work “Great Streets (1995). These levels of service are discussed in the results section.

RESULTS

40th Street NE and University Way

For this intersection, Fruin’s ‘B’ Level of Service could be assigned as the average pedestrian flowvolumetendedtobeseventotenpedestriansperfootwidthofwalkway(1971).Atthislevel, pedestrians are still able to choose which way they would like to walk and are able to bypass other pedestrians (Fruin 1971). However, especially when classes changed, the ‘C’ LevelofServicecouldbeappliedastentofifteenpedestriansperfootwidthofwalkwaywereobserved (Fruin 1971). This signalized intersection has relatively short phase timing but it was alsoobservedthatpedestrianswouldcrosswithouthavingtherightofwaywhentrafficwaslow.Furthermore, pedestrians also seemed to make multiple crossings during the pedestrian phase: one lateral crossing and a perpendicular crossing resulting in essentially a diagonally crossing. 40th Street NE also has bicycle lanes in each direction allowing cyclists a connection between the Burke Gilman Trail and the campus. Additionally, bicyclists traveling east from the Campus have a downhill acceleration, which makes this route attractive.

Locations8-‐9am (AM Peak) 1-‐2pm (Random) 4-‐5pm (Afternoon Peak) 8-‐9am (AM Peak) 1-‐2pm (Random) 4-‐5pm (Afternoon Peak) 8-‐9am (AM Peak)

40th and University Avenue

280 Vehicles 434 Pedestrians68 Cyclists

530 Pedestrians 123 Cyclists 270 Vehicles

40th and University Bridge68 Pedestrians53 Cyclists

70 Pedestrians60 Cyclists

8-‐9am (AM Peak) 1-‐2pm (Random) 4-‐5pm (Afternoon Peak) 8-‐9am (AM Peak) 1-‐2pm (Random) 4-‐5pm (Afternoon Peak) 8-‐9am (AM Peak)

40th and University Avenue

228 Vehicles605 Pedestrians39 Cyclists


40th and University Bridge



Tuesday 10.23.12 Wednesday 10.24.12 Thursday 10.25.12

Tuesday 10.30.12 Wednesday 10.31.12 Thursday 11.1.12

Table 2

15

TheUniversityAreaTransportationActionStrategy,completedin2008,identifiedthiscorridorat bike-level-of-service B, which is considered passing and can be considered as such today (SeattleDepartmentofTransportation2008).Thebike-level-of-serviceisdefinedbythetrafficconditions and roadway design that provide an indication of existing cyclist comfort on each corridor.Figureshowstheobservedtrafficcountsat40thStreetNEandUniversityWay.

40th Street NE and University Bridge

40th Street NE & University Bridge saw high vehicle amounts during peak morning hours. The spike in afternoon peak average is due to only one collection point during this interval (not an average). No data was collected during the ‘random hour’ for this intersection. It should be notedthatcyclistsandvehiclesexperiencedafewconflictsexitingfromtheUniversityBridge–thesewerenotcollisionsbutthecyclistsseemedtobeuncomfortableanditwasnoticedthatcyclists would take the informal dirt path instead of staying on the street as noted in the image 2. Figure 2 shows observed counts by mode at 40th Street NE and University Bridge. A treatment

for this intersection has been proposed in the University Transportation Action Strategy but at $1.17 Million (in 2008 dollars), the cost may be prohibitive at this time (Seattle Department of Transportation 2008)

Figure 1: Average Counts by Mode at 40th Street NE & University Avenue. Source: 2012 observations

Figure 2: Average Counts by Mode at 40th Street NE & University Bridge Source: 2012 observations

16

40th Street NE and Burke Gilman Trail

The University of Washington Transportation Services department conducted vehicle counts at 40th Street and the Burke Gilman intersection. Counts collected included pedestriansandbicyclistsatspecificlocationsalongthe Burke Gilman Trail near the University at 15-minute intervals for one day in May 2012. This data has been compiled for the same hours as the previously mentioned observation times and can be considered a proxy for observations made in october, as weather and riding conditions are similar. This intersection had higher bicyclist volumes compared to the other intersections but this should not be surprising as the Burke Gilman Trail is a major transportation route. Figure 3 displays the observed counts at this location. Image 2: Informal pathway at University Bridge

Source: Google Maps

Figure 3: Average Counts by Mode at 40th Street NE & Burke Gilman Trail. Source: University of Washington Transportation Services, May 29 2012.

17


18

SUGGESTED PILoT PRoJECTS FoR THE NE 40TH STREET CoRRIDoR Methodology for Developing Specific Treatments

After assessing conditions along 40th Street, the studio team studied various treatment options to improve the pedestrian and bicycling environment along the corridor. The studio team focused on treatments that were low-cost, high impact, easily implementable, and had been implemented successfully in other cities. The studio team brainstormed a number of treatments but narrowed the selected treatments to twelve;classifiedassmall,medium,orlargedependingontherelativesize,cost,andimplementationdifficulty.

Thefollowingpagesbrieflyexplaineachtreatment,theircontextandimplicationswithinthe study area, and examples of treatments as implemented in other cities. These are merely suggestions and not a comprehensive list of all possible treatments available. As tacticalurbanism,bydefinition,isratherinformal,thecurrentbodyofworkissparse.

19


20

CURB BULBS Description

Curb bulbs are additions to sidewalk corners that extend into the street and decrease pedestrian crossing distances (Seattle Department of Transportation 2011). Otherbenefitsinclude:increasedcapacityforpedestrianswho are waiting at the corner in order to cross; improved visibility for pedestrians attempting to look beyond cars parked on the street; and improved visibility for drivers crossing the intersection that are trying to be wary of pedestrians who might be crossing. Pilot versions of this could be made of bollards or rubber strips, rather than pavement.

Context withn Study Area

There are currently several permanent curb bulbs on the north side of 40th street, at Brooklyn Ave, University Way, and 15th Ave. The photo below shows the bulb at the northwest corner of 40th and University. Because these bulbs are on the same blocks for which we might recommend more, a feasibility determination would not be necessary to place new bulbs (SDoT 2012). New bulbs cannot extend more than six feet into

the street. They also should avoid impeding bike lanes or bus routes. There are no bus routes on this corridor. However, extending the sidewalk on the south side of 40th street northward into the adjacent bike lane would not be possiblegiventhestreet’scurrentconfiguration;toallowboth to function, the bulb would need a bike lane cutting through the bulb, leaving a pedestrian island between the bike lane and the street.

Pilot Projects and Examples

There are several tools that might be used to install a temporary curb bulb. An example that was installed at a particularly dangerous intersection in Washington DC is pictured below (Miller 2009). It consists of intermittent

bollardsconnectedbyrubberstrips.Itstartsaboutfifteenfeetfromthesidewalkcorner,gradually moves into the intersection, and then around thecornerandbackintothesidewalkagainfifteenfeetfrom the corner. An American Disabilities Act (ADA) compliant tactile strip could also be included to indicate the ends of the crosswalks.

Curb Bulb DiagramSource: Seattle Department of Transportation

Existing Curb Bulbs on 40th St NESource: Google Maps

Curb Bulbs in Washington DCSource: Greater Greater Washington

21

WAyFINDING / SIGNAGE

Description

WayfindingisnotsignageaspositedbyMuhlhausen(2002), but the clues that allow pedestrians to findtheirway.Signageisonewaytoimprovethepedestrianwayfindingexperience;butothermethods,such as delineating main entry points, using consistent materials, features, and landscaping can all assist (Muhlhausen2006).Littlewayfindingcurrentlyexistswithin the University District aside from University buildingidentificationplacardsandstreetbanners;little directional, pedestrian-scale signage exists.

Context within Study Area

Along NE 40th Street, two main features may cause wayfindingconfusion:theorientationofthenewresidential buildings and the lack of a main entrance to campus. Alder, Terry, and Lander halls will all face Campus Parkway, as NE 40th Street becomes the ‘rear’ façade with few features or details. Additionally, the entrance to campus at 15th Avenue and NE 40th Street is not demarcated as an entrance nor is it welcoming to pedestrians. Previous plans, including the Stevens Way Entrance Study completed in 2009, address creating a main, more pronounced, entrance at this intersection to make the presence of the University more visible but the status is unknown at thistime(Mithun2009).WayfindingalongNE40thstreet can also be improved by introducing signage for pedestrians, especially students and visitors along the corridor. The Seattle Department of Transportation (SDOT)hasidentifiedvariousformsofpedestrianwayfindingpertinenttothedesignofstreetsandintersections but also recommend signage that is a consistent size, shape, color and easily recognizable (Seattle Department of Transportation 2012).


ApilotwayfindingsignageprojectinRaleigh,NorthCarolina was considered quite successful if slightly illegal. The Walk Raleigh project consisted of 27 self-installed signs at 3 different intersections in downtown Raleigh to showcase the city’s walkable nature (Walk [your City]” 2012). The Walk your City project provides free templates to create individual campaigns that have been used across the country to illustrate the walkability of cities.

This project could be installed along NE 40th Street, and other streets, to direct students and visitors to the University, the commercial corridor along University Way, or other important areas. More permanent signage could include destinations for both pedestrians and drivers alike. Seattle code (City of Seattle Department of Planning and Development 2005) could classify these as temporary signs and would therefore not need a permit. Temporary signs made of rigid material may not extend more than four inches into the public right-of-way and must

40th Stree NE Campus Entrance Source: Zack Ambrose

DowntownSeattleWayfinding Source: City of Seattle

Walk[YourCity]Wayfinding Source: http://www.theatlanticcities.comneneighborhoods/2012/02/guerilla-wayfinding-

22

STREET ART

Description

With the exception of permanent sculptural installations along University Way NE, Campus Parkway and under the University Bridge, there is a paucity of non-monumental public art throughout the University District. As it stands, many of the neighborhood’s streetscapes suffer from a predictable monotony which dampens the pedestrian experience. Public art provides a novel aesthetic experience for passersby and can deliver unique community perspectives which may not be expressed otherwise. Ephemeral public art interventions, often made of removable, simple, low-cost materials, can satisfy a number of community needs, create a sense of identity and stimulate other place-making activities. A permanent program for the recurring installation of art would be a welcomed addition to the University District.


The study corridor along NE 40th Street has an absence of art within the public realm. The streetscape is mostly sterile; the majority of sidewalk features are shrubbery, unadorned street lighting, signage, andtrafficcontrolutilitycabinets.Therelativelyopensidewalksandbuilding setbacks along the south side of the street and the underutilized green space within the University Bridge exit ramp could accommodate large-scale artworks. Smaller works could be situated throughout the

corridor. Blank wall spaces, such as those on Alder Hall at the northwest corner of NE 40th and University Way NE could also feature artworks. Further wall-softening approaches are discussed specificallylaterinthisreport.NE 40th Street is home to several creative entities, including the Ethnic Cultural Center Theatre, the Arts Community student housing within Alder Hall, and the College of Built Environments in Gould Hall. Public art exhibits could thereby emphasize and celebrate the creative potential of the West Campus and NE 40th Street residents. Community members could organize quarterly art competitions and incorporate ever-changing public art into a vibrant West Campus identity. Pilot Projects and Examples

Street art is a widely popular solution for cities around the world hoping to enliven their public spaces. Seattle already has a well-established history of providing publicartthroughitsPublicArtProgramoftheOfficeof Arts and Cultural Affairs and Metro’s Bus Shelter Mural Program. These efforts are supported through community involvement and numerous “Percent for Art” policies for city utilities and certain departments’ capital improvement program funds. Although many of these art installations are permanent, like Jonathan Borofsky’s Hammering Man in front of the Seattle Art Museum, the majority of works are portable or temporary (Seattle OfficeofArtsandCulturalAffairs2012).

Most recently, The Public Art Program held a six-week temporary exhibition called Art Interruptions in the summer of 2012. The program showcased ephemeral

installations from twelve artists along Greenwood Avenue North and the Central Waterfront. Whimsical forms such as brightly colored cellophane chrysalises and miniature gardens were installed in trees, on furniture, in parks, and on various elements of street infrastructure. Art Interruptions was scheduled simultaneously with the start of the PhinneyWood Summer Streets Festival and is a strong example of the ability of recurring temporary art programs to stimulate neighborhood-scale public interaction and sense of place (Seattle Department of Transportation

Untitled- Chris Papa, Greenwood Avenue North, Seattle 2012 Source: http://www.seattle.gov/arts/_images/publicart/Temp/Chris-Papa.jpg

Box (900 pound man), Pablo Curutchet, Cordoba, Argentina 2006

Source: http://weburbanist.com/2011/07/11/14-amazing-unexpected-urban-art-installations/)

23

MovABLE AND INTERACTIvE STREET FURNITURE

Description

Street furniture refers to the various objects and equipment along the street, such as benches, bike racks,streetlights,trafficsigns,waterfountains,busshelters, and trash cans. Street furniture can improve the street environment by providing a leisurely place for pedestrians to sit, interact with one another, and observe the world around them. other furniture, like bike racks, planter boxes, or bus shelters serve a more utilitarian or aesthetic purpose. Mobile and interactive street furniture enhance the social element of street by allowing people to arrange pieces as they please or to playfully interact with one another (Medina 2012). The image at right is a prototype example of a playful, rocking bench to be included in the third phase of the Highline in New york City. William H. Whyte’s 1980 book, The Social Life of Small Urban Places illustrated how people enjoy sitting in public places and how they will often rearrange their seating if given the opportunity to do so. More recent trends such as “chair-bombing,” seen in major cities like New york, Dallas, and Philadelphia, reinforce the dynamic power movable furniture has on the interaction with public spaces (Berg 2012).


NE 40th Street has a variety of permanently anchored street furniture. The most commonly used pieces are bicycle racks and benches. The benches on the north side of the street in front of the Bean & Bagel Coffee shop are frequently used throughout the day. other areas of the street, such as along Alder Hall, have benches which face a blank wall and are only used sparingly. In cases where poor placement limits the usefulness of existing street furniture, it is recommended that offending pieces be repositioned to face the street. In addition, there are numerous bicycle racks along the study corridor, the largest of which is located on the south side of NE 40th in front of Gould Hall.


The Times Square pilot plaza in New york City, as seen in image two, offers one of the most prominent examples of a street furniture intervention. Hundreds of moveable chairs and tables have turned once car-choked Times Square into a truly social space. The popularity of this temporary installation has led to a more permanent design and expansion phase (Lydon 2012).

The 40th Street corridor, if temporarily closed to automobiletraffic,couldbenefitfromasimilartreatment. The block between University Way and 15th Avenue is particularly well suited due to its nearby restaurant, café, and market. other pilot street furniture might include pedestrian-scale lighting, sculptural seating, or a unique interactive element such as a message board or micro-library. Short of full street closure, smaller options such as pocket parks, could achieve a similar effect. These treatments are discussed at length later in this report.

Times Square Street Furniture Source: http://farm4.staticflickr.com/3330/3633829685_08bdffd2a1_z.jpg

“Peeled-up” see-saw bench- New york, 2012 Source: http://www.theatlanticcities.com/design/2012/03/can-street-furniture-encourage-social-interaction/1527/

24

BICyCLE MAINTENACE RACKS

Description

Public maintenance racks and bike tools encourage bicycle use by providing bike repair equipment at convenient locations. This could help the University of Washington’s Department of Transportation to reach its goal of 20% mode share for cycling by the year 2020. Images on this page show one of these repair stations at the University of Washington’s law school and tools found at each station (Kelly 2012). Typically, there are tools such as screwdrivers, wrenches, Allen wrenches, and tire pumps are tethered to stands that hold the bike up

during repairs.

Due to the low cost of the permanent rack relative to a temporary rack (a permanent rack costs about $1,400), temporary versions of these may not be as cost effective as other temporary installations (UW 2012). However, tools could be attached to regular bike racks, and if an elevated rack is deemed a necessary component of this installation, a pop-up rack could be tethered to bike parking as well (DIy Bicycle Maintenance Equipment 2010).


There are several convenient locations on the 40th street corridor for these bike repair stations, such as the rack on the north side of Gould hall, or any of the racks at the dormitories. Existing repair stations are only located on the main campus; hence, the addition of a rack on 40th streetwouldbethefirstnearanyofthewestcampusdormitorieswhicharesomeofthefarthest dorms from the main campus. The corridor’s close proximity to the Burke-Gillman trail could give additional value to a maintenance rack located here, as it would also provide services to non-student cyclists. A sign could indicate to cyclists using this portion of the trail that there is a repair station nearby.


Five of these already exist on the University of Washington campus, thanks to the Campus Sustainability Fund. In addition, cities such as Champaign and Urbana, Illinois, have also used elevated racks. Typically, these stands are located near major cyclist destinations or bike

parking racks.

Example of a Bicycle Maintenance Rack

Source: Cascade Bicycle Club

Examples of Bicycle Repair Tools Source: University of Washington

25

PAINTED CRoSSWALKS AND STREET MURALS

Description

Painted crosswalks are pedestrian crossings that are painted with bright colors or patterns rather than with the traditional striping. This unique treatment calls attention to the crossing and extends the pedestrian realm into the street itself. Painting is an inexpensive means of achieving the visual distinction created by similar textured crosswalks. Three-dimensional perspective painting, which creates an optical illusion of depth, can further enhance the visual impact of the treatment.

Street murals are similar to painted crosswalks, except they may occur mid-block or cover an entire intersection. Street painting has often been used as a community-building tool and can serve as a local landmark within a neighborhood. Context within Study Area

All of the crosswalks along NE 40th Street feature the standard, double-lined striping seen throughout the University District and Greater Seattle. Painted crosswalks or a mid-block mural may add visual interest and a distinct landmark to the West Campus neighborhood. Pilot Projects and Examples

The Seattle Department of Transportation has a program in place for street mural applications. Several murals have been painted recently, such as the sea turtle mural at 41st and Interlake in Wallingford.However,theprogramstipulatesthatmuralsmustnotbelocatednearothertrafficcontrol devices, such as crosswalks, and wholly within residential neighborhoods. As it stands, the current framework would not permit a street painting in the 40th Street study area (Seattle Department of Transportation 2012). However, this could serve as an opportunity to test street murals in a non-residential context and perhaps become incorporated in SDoT policy in the future.

The City of Chicago permitted an extensive crosswalk and sidewalk painting installation in the downtown core during the summer of 2012. As seen in image 1, the busy intersection of State and Adams in the Loop was painted a hyper-saturated mix of primary colors in conjunction with ArtJam, an annual, summer long art showcase sponsored by the Chicago Loop Alliance. The Chicago Loop Alliance has also successfully used other pilot installations, such as open streets, in the past to bolster community identity and to achieve their placemaking goals (Chicago Loop Alliance 2012).

West Hollywood, CA has also considered painting its crosswalks a bright rainbow scheme to celebrate the neighborhood’s identity as the epicenter of the Los Angeles area LGBT community. Image 2 shows an example of the proposed crosswalk design.

Color Jam, Jessica Stockholder, Chicago, IL 2012 Source: http://artloop.chicagoloopalliance.com/about/color_jam/)

West Hollywood, CA 2012 Source: http://www.wehodaily.com/2012/06/08/city-gives-crosswalks-rainbow-treatment-for-pride-month/

26

SIDEWALK ExTENSIoNS AND MoBILE PARKS

Description

Similar to the international event, Park(ing) Day (“Park(ing) Day” 2012), creating small, mobile parks and sidewalk extensions provides more space for the pedestrian along a well-travelled street. While NE 40th Street has relatively wide sidewalks, these areas can become crowded, as previously mentioned in the pedestrian volume study, especially when classes change and space for pedestrian interaction decreases.


Additionally, NE 40th Street would be a good location for more pedestrian interaction as new residence halls open on West campus and increase the population walking to campus and take advantage of the low

vehiculartraffic.Sidewalkextensionsandmobileparksencouragemorepedestrianinteractionaswellas‘breathingroom’whensidewalksbecomecrowdedduringpeaktimes(Fruin1971)–especially when classes change or when students are waiting to cross.

Sidewalk extensions can occur by temporarily extending the sidewalk into the vehicular right-of-way by using paint, temporary surfaces, temporary bollards (such as planters or rubberized, plastic bollards), provides more space for pedestrians along the street. This space could be utilized for outdoor seating, small parks, or general open space.


With the new residence halls along NE 40th Street, sidewalk extensions could provide more publicareas/plazasforstudentsandpassersby.Specifically,behindAlderHall,wherecurbbulbs have been installed, temporary sidewalk extensions could be added at low cost. A parking utilization study should be conducted to determine if parking spaces could be removed and pilot projects would be one way to receive feedback about possibly removing parking.

Temporary sidewalk extensions have been used in New york City to provide safe spaces for food trucks and have gone so far to create plazas through the city’s Pavement to Plazas

program (Lydon et al. 2012) . San Francisco has also taken this idea and created the Pavement to Parks program (San Francisco Planning Department 2012) thatcreatessmallparksfromparkingspaces–similarto a more permanent PARK(ing) Day.

vancouver has also implemented parklets, built on platformsthatsitflushwiththesidewalkinplaceoftwo or three parking spaces. Most have seating and may serve as seating for nearby businesses. Most have been funded by nearby businesses (Lydon et al. 2012).

A more temporary solution may be the Tree Trolley, designed by Matteo Cibic. The Tree Trolley is a mobile mini-park that occupies parking spaces and provides shade in areas of the city that lack green space (Wells 2012). Ideally, the Tree Trolley is treated like a car and would have to pay for the parking spots it occupies,

assuming the city would classify this as a vehicle. This treatment is still in the process of development and has not been implemented but could be used in future projects.

Times Square Street Furniture Source: http://inhabitat.com/awesome-modular-public-lounge-takes-over-vancouvers-parking-spaces/parallel-park-in-vancouver-2-2/

Tree Trolley, Matteo Cibic Source: http://inhabitat.com/tag/tree-trolley/

27

PRoTECTED BICyCLE LANES Description

If the cars parked on the street were to switch places with the adjacent bike lane, this would constitute a protected bike lane, as the parked cars would now create a barrier between moving cartrafficandcyclists.Thesecanbetrickyto plan at intersections; in order to allow for turning at intersections for cyclists and cars, a mixing zone is necessary for the two modes. An example of this can be seen in at the image at right (City of New york 2012). Streets can be altered to feature protected bike lanes by simply repainting or adding a physical barrier between parking and bike lanes. However, the latter would constitute a cycle track, which is discussed earlier in this report. Paint, bollards, rubber strips, or some combinations of these tools can be used to implement any of these measures either permanently or temporarily.


40th street has both street parking and a bike lane on the north side of the street. However, there are also curb bulbs on this side of the street, complicating the implementation of these new lanes here. This may necessitate a lane that passes through the curb bulb (a more permanentmeasure),anearlytransitionfrombehindtheparkedcarsandintotraffic,orabikebox(locatedattheintersectionandnexttothebulb)thatgivescyclistsprioritywhentrafficisstopped. All of these options create some visibility issues, as cyclists have to emerge from the othersideoftheparkedcarsandintotrafficinordertoavoidthecurbbulbs.Thestreetcouldalsobere-configuredtofeatureatwo-lanecycletrackonthesouthsideofthestreet and parking on the north side. This would no longer be a bike lane protected by parked cars, but a physical barrier such as planter boxes or bollards could still protect cyclists from traffic.Cycletracksarediscussedingreaterdetailearlierinthisreport.


The image above shows an example of one of these lanes in New york City (Hall 2012). This example is on a wider, one-way street. The bike lane passes through the curb bulb, creating a pedestrian island. The image at right shows a temporary version of the aforementioned two-way cycle track without street-parking protection, in Cleveland (Lefkowitz 2012).

First Protected Bike Lane in the U.S. Source: America Bikes Blog

Blank wall facing 40th Street NE Source: Green City Blue Lake Blog

28

CLEARING oBSTRUCTIoNS AT INTERSECTIoNS

Description

Intersections are areas where pedestrians, bicyclists, and vehicles interact and are extensions of the pedestrian and bicyclist environment into the vehicle right-of-way. Clearing obstructions from intersections can improve these interactions.

The Seattle Right of Way Improvement Manual mandates that “no obstructions to pedestrian visibility should be present within 30 feet of an intersection or 15 feet of a driveway. These include parked cars, street trees, signal control boxes, sandwich boards, utility poles and landscaping mounds (Seattle Department of Transportation 2012b).”

While these guidelines apply to newly installed or improved intersections, improvements can be made to the intersection at NE 40th & University Way.

Context within Study AreaWhilesafetywasnotidentifiedasanissuealongthecorridor,clearingobstructionsfromintersections would improve the overall pedestrian and bicycling environments.


Signal boxes, parked vehicles (legal or illegal), and large trees all obstruct pedestrian motorists’ view as they approach the intersection. one simple improvement would be to change the pedestrian signal phasing to provide pedestrians extra time to enter the crosswalk to be more visible to drivers making turns.

During the observation period, it was also noticed that at peak hours, pedestrians often crossed against the light or crossed diagonally. Another option would be to provide all-way crossing signals at peak hours of the day if possible.

Furthermore, parked cars can also cause obstructions at intersections. Currently, parking is alloweduptothecurbcutorcrosswalk,makingitdifficultforpedestriansandvehiclestoseeeach other. Parking is illegal within 20 feet of an approach to a crosswalk. Signage should be inspectedandrevisedtoreflectthiswhilespacescouldtemporarilyberemovedaspartofalarger pilot project. ‘Daylighting ’ or removing cars near pedestrian crossings, can improve the pedestrian experience especially at intersections (Bialick 2012). The Seattle Pedestrian Plan alsoidentifiesthisasonestrategytoimprovethepedestrianenvironment(SeattleDepartmentof Transportation 2009).

A ‘Daylighted’ street in San Francisco Source: http://sf.streetsblog.org/2011/05/16/sfmta-daylights-crosswalks-to-improve-pedestrian-visibility/)

29

ACTIvATE BLANK WALLS

Description

Modern building facades create environments that can be harsh and uninviting to passersby at street level. The building façades along NE 40th Street tend to be rather boring, monotonous, and unfriendly. This space does not lend itself to encouraging sidewalk interactions and is relatively unfriendly, as pedestrians may feel unsafe or unwelcome on the street.

Context within Study Area:

Particularly, Gould, Alder, Terry, and Lander Halls have very severe facades and the new residence halls (Alder, Terry, Lander) tend to be formidable to the pedestrian.SpecificallyAlderhallisorientedtowardCampus Parkway and leaves a ‘blank slate’ facing NE 40th Street. A textured skin at the lower portion of the building adds some interest but the overall feeling still feels cold, especially at NE 40th Street and University Avenue.


Simple projects like public art treatments, temporary or permanent, could add some color, interest, and interaction to these facades. Green walls, like those installed on neighboring Gould Hall, can also add color and soften the space. Design competitions among student groups, departments and neighbors could provide artwork that can be printed on vinyl or waterproofwraps/bannersandaffixedtothebuilding.Thesecouldbedoneonaquarterlybasis and help to soften the space and add vitality to the space. New york City Department of Transportation has partnered with artist collectives to produce murals for uninviting spaces under the Brooklyn Bridge (“DoT Unveils First City Temporary Art Program in DUMBo, Brookyln” 2012). Temporary murals would fall under the temporary sign category of the Seattle Municipal Code and would be placed on University property.

Another pilot project would be to add a community chalkboard to the lower portion of this wall. Many cities have used community chalkboard as an easy, affordable way to activate space and provide public interaction with pedestrian passersby. Charlottesville virginia has installed a monument to Thomas Jefferson and the First Amendment which includes a large public chalkboard and plaza (“The Thomas Jefferson Center For the Protection of Free Expression” 2012). Candy Chang has been instrumental in creating smaller scale temporary chalkboards to spark community conversation (Chang 2012).

Improving lighting along the street can also help to improve the perception of pedestrian safety. Pedestrian scale lighting can be installed along building fronts using bracket arms or by installing poles and bases (see photo below) (Seattle Department of Transportation 2012b). Consideration should be given to installation of pedestrian scale lighting especially as more residence halls open and more pedestrians use the street.

Blank wall facing 40th Street NE Source: Zack Ambrose

“Before I Die...”, Cindy Chang 2012 Source: http://candychang.com/before-i-die-in-nola/

30

TWo WAy SEPARATED CyCLE TRACK Description

Two way cycle tracks are exclusive bicycle facilities thatarephysicallyseparatedfromautomobiletrafficand allow bicycle movement to occur in two directions ononesideofaroadThisconfigurationyieldsanumberofbenefits;itreducestheriskof“dooring,”protects cyclists from collisions with overtaking vehicles,allowsforcontraflowonone-waystreets,andis typically more attractive to bicyclists (NACTo 2012). Context within Study Area

NE 40th street occupies a total right-of-way offorty feet.Eachofitsexistingbicyclelanesarefivefeetwide and its travel lanes are eleven feet across.

Parking and lane striping claim the remaining eight feet. Creating a two-way cycle track as opposed to physically separated facilities on either side of the street would conserve the limitedspacewithintherightofway.TheNationalAssociationCityTransportationOfficials(NACTo) recommends a minimum width of eight feet for a two-way track and twelve feet as the ideal size (NACTo 2012). An additional one to two feet is needed for the placement of a physical barrier, such as shrubs or bollards. Given these dimensions, NE 40th Street could accommodate a two-way cycle track within its existing right of way.

There are currently no cycle tracks or protected bicycle facilities within the University District. NE 40th Street has bike lanes on either side and parallel parking stalls on its northern frontage. This provides a complete bicycle linkage to the Burke Gilman Trail to the west. There is an unprotected two-way bicycle lane on the far end of 40th Street near the junction with the trail.Continuingthistwo-waybicyclefacilityasacycletrackwouldprovideafirst-classfacilityfor trail users looking for a direct connection to the Grant Lane entrance of the University of Washington. Furthermore, it supports the University’s goal to have 20% bicycle commuter mode share by 2020.


Cleveland Urban Design Collaborative showcased the potential for pilot cycle tracks in its Pop-Up Rockwell project in April of 2012. Pop-Up Rockwell was a weeklong complete and green street experiment performed by graduate students at Kent State University as an urban design studio in partnership with the City of Cleveland and several other local, state and national organizations (Cleveland Urban Design Collaborative 2012) In addition to the cycle track, public art and sheltered WiFi-enabled benches were installed along Rockwell Avenue in downtown Cleveland.

Theinstallationprovidedafive-blocktwo-waycycletrack fully painted and separated by planters and AstroTurf. In total, the cycle track portion of the Pop-Up Rockwell project cost about $5,700. Although the scale of Rockwell Avenue is somewhat larger than NE 40th

Street, the results of the Cleveland study seem applicable to the University District.

Pop-Up Rockwell Temporary Cycle Track- Cleveland, oH 2012 Source: http://www.flickr.com/photos/clevelandurbandesign/)

Pop-Up Rockwell Temporary Cycle Track- Cleveland, oH 2012 Source: http://www.flickr.com/photos/clevelandurbandesign/)

31

STREET CLoSURE Description

Pedestrian only streets are streets that are closed off to cars to allow for a higher volume of pedestrian trafficandamenitiessuchasstreetfurnitureortemporary retail spaces. A trial street closure could consist of something as simple as gating off certain sections of the street and placing signs to notify residents and drivers of closure times. other amenities could be added to the pedestrian-only street such as food trucks, temporary shops, and street furniture distributed to businesses or dorms that can be placed in or around the street during appropriate hours. A more permanent version of this could involve installing a retractable gate and replacing the typical street surface with brick or cobblestone.

Context

Theincreasedpedestriantrafficthatmaytakeplacefollowingtheconstructionofthenewdormitories could be mitigated by a closure of 40th street during peak hours such that only pedestrians and cyclists can use the corridor. The pedestrian counts suggest that the early afternoon has the highest number of pedestrian travelers. It would be useful to have more pedestrian counts, after dorm construction in completed, with smaller and more frequent observation periods, or perhaps a closer examination of typical class times and the composition of students to be housed, in order to have a better understanding of when a street closure would be most effective.


The City of Seattle has closed various streets for a day over the past few summers in neighborhoods such as Ballard, Alki, and Greenwood. These closures, called the “Summer Streets” program, transformed these typically auto-dominated streets into festival streets (SDoT 2012). Pike Place is another local example; although it is not formally closed to cars, low parking capacity, a brick road, and high pedestrian volumes, effectively turns this into a pedestrian street during peak business hours (seen in the image above) (Strand 2008). The image at right shows an example of a pedestrian-only street near Covent Garden in London. This is a popular route, during business hours, for those traveling between a nearby transit hub and a shopping district (Kaehny 2007).

Pike Place Market, Seattle WA Source: www.about.com

Pedestrian-only street near Covent Garden, London. Source: www.streetsblog.org

32

Prioritization Matrix

The following Prioritization M

atrix categorizes the pilot projects by size (small, m

edium, large)

as well as the outcom

es each project is expected to achieve, and the expected implem

entation tim

e. While these proposed pilot projects m

ay be used in coordination with one another, this

matrix allow

s the user to quickly identify a project based on a desired outcome.

Pedestrian Environment

Promotes Walkabilty

Bicyclist Environment

Promotes Bikeability

Place-‐Making

May Address Safety

Implementation Time

Treatment

Curb BulbsX

XX

ShortWayfinding

XX

XShort

ArtX

XX

Medium

Street FurnitureX

XX

XShort

Bike Maintenance Rack

XX

Medium

Crosswalks

XX

Short

Sidewalk Extensions / M

obile ParksX

XMedium

Protected Bike LanesX

XX

LongIntersection Visibility

XX

XX

Short-‐Medium

Softening Pedestrian SpaceX

XX

XShort-‐M

edium

One-‐w

ay Street / Cycle TrackX

XX

LongStreet Closure

XX

XX

XLong

SmallMediumLarge

33


34

Conclusion Thelikelyincreaseinpedestriantrafficvolumescausedbynewdormitoryconstructiononor near 40th street will give added importance to the pedestrian experience on this cor-ridor. The pilot projects discussed in this report represent low-cost, low-risk pilot projects that can simultaneously improve this experience, while providing the opportunity for the University to test these installations before spending time or money on more perma-nent measures. If the project is deemed effective, it can be made permanent or even applied to other areas of the University District. If it is not effective, it can be removed. The Prioritization Matrix, in this report, shows which street alterations are likely to be easier to execute in the more immediate future. While all of these temporary installations should be inherently easy to install or remove relative to most permanent street altera-tions, there are a few that make sense to implement soon, and others that make sense to implement after west campus dormitory construction is complete. Painted crosswalks, wayfindingdevices,art,street furniture, lighting,andothertreatmentsthatsoftenthespace could be placed at points along the blocks east and west of the construction area, in the more immediate future. More linear treatments that require most of the corridor to be open to be effective, such as a cycle track or street closure, might be better implemented after construction, when the pedestrian and cyclist connection is available.

35


36

APPENDIx Contents TrafficCollisionData-January2008-April2012

Literature Review on Impacts of Pedestrian Improvements

37


TrafficCollisionData-January2008-April2012

WoRKS CITED

Arieff, Allision. “It’s Time to Rethink ‘Temporary’.” The New york Times, December 19, 2011.

Berg, Nate. The Power of the Moveable Chair. october 8, 2012. http://m.theatlanticcities.com/design/2012/10/power-movable-chair/3520/ (accessed November 10, 2012).

Bialick, Aaron. 2012. “SFMTA ‘Daylights’ Crosswalks to Improve Pedestrian visibility | Streetsblog San Francisco.” Accessed November 28. http://sf.streetsblog.org/2011/05/16/sfmta-daylights-crosswalks-to-improve-pedestrian-visibility/.

Chang, Candy. 2012. “Before I Die.” Accessed November 14. http://candychang.com/before-i-die-in-nola/.

Chicago Loop Alliance. Placemaking. 2012. http://www.chicagoloopalliance.com/programs/enhance/placemaking/ (accessed November 28, 2012).

City of New york, 2012. Bus Rapid Transit. Driving and Parking on First and Second Avenues. http://www.nyc.gov/html/brt/html/routes/driving_firstsecond.shtml

City of Seattle. Toward a Sustainable Seattle . Comprehensive Plan, Seattle: City of Seattle (DPD), 2007.

City of Seattle Department of Planning and Development. 2005. Seattle’s Sign Regulations. Seattle WA. http://www.seattle.gov/dpd/cms/groups/pan/@pan/@codes/documents/web_informational/dpds_007455.pdf.

Cleveland Urban Design Collaborative. Pop-Up Rockwell. Studio Report, Cleveland, oH: Cleveland Urban Design Collaborative, 2012.

DIy Bicycle Maintenance Equipment. “Bicycle Repair Stand,” 2010. http://www.bicycle-and-bikes.com/bicycle-repair-stand.html.

“DoT Unveils First City Temporary Art Program in DUMBo, Brookyln.” 2008. http://tattfoo.com/NMSmurals.html.

Fruin, John J. 1971. Pedestrian Planning and Design. New york: Metropolitan Association of Urban Designers and Environmental Planners, Inc.

Future Development and Urban Design Working Group. “FDUD Working Group Meeting 2 Notes.” Seattle Department of Planning and Development. June 21, 2012. http://www.seattle.gov/dpd/cms/groups/pan/@pan/@plan/@udistrictstudy/documents/web_informational/dpdp022223.pdf (accessed November 30, 2012).

Hall, Mary Lauran. 2012. “NyC Study Finds Protected Bicycle Lanes Boost Local Business,” AmericaBikesBlog.AccessedNovember25.http://www.americabikes.org/nyc_study_finds_protected_bicycle_lanes_boost_local_business.

Jacobs, Allan B. 1995. Great Streets. Cambridge: MIT Press.

Kaehny, John. 2007. “Pedestrian Safety: London Shows How NyC Can Do Better,” StreetsBlog.org. Accessed November 25. http://www.streetsblog.org/2007/04/09/pedestrian-safety-new-york-city-vs-london.

Kelly, M.J. 2012. “UW Fixit stations welcome bikes to campus.” Cascade Bicycle Club: The Bike Blog.AccessedNovember25.http://blog.cascade.org/2012/01/fixit/

Lefkowitz, Marc. 2012 “Blogging from SxSW Eco: Cleveland takes the stage,” Green City Blue Lake Blog. Accessed November 25. http://www.gcbl.org/blog/2012/10/blogging-from-sxsw-eco-cleveland-takes-the-stage.

Lydon, Mike,Dan Bartman, Tony Garcia, Russ Preston, and Ronald Woudstra. 2012. Tactical Urbanism 2: Short Term Action, Long Term Change. New york: Street Plans, 2012.

Medina, Samuel. Can Street Furniture Encourage Social Interaction? March 19, 2012. http://www.theatlanticcities.com/design/2012/03/can-street-furniture-encourage-social-interaction/1527/ (accessed November 12, 2012).

Miller, Stephen. 2009.”DDoT completes temporary bulb-outs at 15th W.” Greater Greater Washington. Accessed November 25. http://greatergreaterwashington.org/post/2934/ddot-completes-temporary-bulb-outs-at-15th-and-w/.

Muhlhausen,John.2006.“WayfindingIsNotSignage.”http://www.signweb.com/content/wayfinding-is-not-signage?page=0,1#.UKL3wOOe9hc.

NACTo. NACTo Urban Bikeway Design Guide. 2012. http://nacto.org/cities-for-cycling/design-guide/ (accessed November 27, 2012).

“Park(ing) Day.” 2012. Accessed November 27. http://parkingday.org/.

Project for Public Spaces. Lighter, Quicker, Cheaper: Transform your Public Spaces Now. 2012. http://www.pps.org/reference/lighter-quicker-cheaper-2-2/ (accessed November 15, 2012).

Puget Sound Regional Council. vISIoN 2040. Comprehensive Plan, Seattle: PSRC, 2009.San Francisco Planning Department. 2012. “Pavement to Parks.” Accessed November 27. http://sfpavementtoparks.sfplanning.org/.

Department of Planning and Development. University District Urban Design Framework. Initial Conditions Report, Seattle: City of Seattle, 2012.

Seattle Department of Transportation. 2012a. “Welcome to the Pedestrian Toolbox: Signs.” Accessed November 14. http://www.seattle.gov/transportation/pedestrian_masterplan/pedestrian_toolbox/tools_enc_signs.htm.

———. 2012b. “Right-of-Way Improvements Manual.” Accessed November 17. http://www.seattle.gov/transportation/rowmanual/manual/4_11.asp.

———. 2012c. Calling for Street Mural Applications. March 12, 2012. http://sdotblog.seattle.gov/2012/03/12/calling-for-street-mural-applications/ (accessed November 29, 2012).

———. 2012d. PhinneyWood Summer Streets 2012. August 10, 2012. http://www.seattle.gov/transportation/summer_green.htm (accessed November 29, 2012).

———. 2012e. Seattle.gov. Department of Transportation: Curb Bulbs. http://www.cityofseattle.net/transportation/CurbBulbs.htm.

———. 2012f. Celebrate Summer Streets Walk-Bike-Shop-Breathe-Play. Accessed November 25. http://www.seattle.gov/transportation/summerstreets.htm.

———. 2011. Right-of-Way Improvements Manual. Seattle, WA. Accessed Novermber 17. http://www.seattle.gov/transportation/rowmanual/glossary/

———. 2009. Seattle Pedestrian Master Plan Summary.

———. 2008. “University Area Transportation Action Strategy.” http://www.seattle.gov/transportation/docs/uatas/UATAS_ProjectSheets_1-10_small.pdf.

SeattleOfficeofArtsandCulturalAffairs.PublicArt.2012.http://www.seattle.gov/arts/publicart/default.asp (accessed November 29, 2012).

Strand, Courtney Shannon, 2008. “Seattle Cheese Festival,” About.com Seattle/Tacoma http://seattle.about.com/od/photosoftheemeraldcity/ig/Food---Drink/08_SEA_Cheese_Festival_Crowd_-.htm.

Spectrum Development Solutions. West Campus Student village Master Plan. 2012. http://www.spectrumdevsolutions.com/projects/higher-education/west-campus-student-village-master-plan/ (accessed November 25, 2012).

“The Thomas Jefferson Center For the Protection of Free Expression.” 2012. Accessed November 14. http://www.tjcenter.org/monument/.

University of Washington. Stevens Way Entrance Study. Design Study, Seattle: University of Washington, 2009.University of Washington. “Self-Service Bicycle Repair Stations Encourage UW Bike Commuters.” Environmental Stewardship & Sustainability. Accessed November 25. http://f2.washington.edu/ess/content/self-service-bicycle-repair-stations-encourage-uw-bike-commuters.

Wade, Patrick. 2011. “First of six bike-repair stands ready to help in downtown Urbana.” The News Gazette. Accessed November 25. http://www.news-gazette.com/news/politics-and-government/2011-10-09/first-six-bike-repair-stands-ready-help-downtown-urbana.html.

“Walk [your City].” 2012. 2012. Accessed November 14. http://walkyourcity.org/.

Wells, Ashley. 2012. “Fill That vacant Parking Space With a Rent-a-Tree.” The Atlantic Cities. http://www.theatlanticcities.com/design/2012/08/fill-vacant-parking-space-rent-tree/2880/.

Whyte, William H. The Social Life of Small Urban Places. New york: Project for Public Spaces, Inc., 1980.

pilot projects for improving the pedestrian and bicycling...

Documents