Another fantastic video from Streetfilms about how Buenos Aires about how they are making the city more friendly for people, something happening in more and more cities around the world
Buenos Aires is fast becoming one of the most admired cities in the world when it comes to reinventing streets and transportation.
Just over a year ago, the city launched MetroBus BRT (constructed in less than seven months) on 9 de Julio Avenue, which may be the world’s widest street. The transformation of four general traffic lanes to exclusive bus lanes has yielded huge dividends for the city and is a bold statement from Mayor Mauricio Macri about how Buenos Aires thinks about its streets. More than 650,000 people now ride MetroBus every day, and it has cut commutes in the city center from 50-55 minutes to an incredible 18 minutes.
That’s not the only benefit of this ambitious project. The creation of MetroBus freed up miles of narrow streets that used to be crammed with buses. Previously, Buenos Aires had some pedestrian streets, but moving the buses to the BRT corridor allowed the administration to create a large network of shared streets in downtown where pedestrians rule. On the shared streets, drivers aren’t permitted to park and the speed limit is an astonishingly low 10 km/h. Yes, that is not a misprint — you’re not allowed to drive faster than 6 mph!
Bicycling has also increased rapidly in the past four years — up from 0.5 percent mode share to 3 percent mode share and climbing. Ecobici is the city’s bike-share system which is expanding to 200 stations in early 2015. Oh, and add this amazing fact: Ecobici is free for all users for the first hour.
The time saving from the introduction of BRT is staggering and with that many people using it the benefit cost ratio from doing it must be off the charts.
It’s great that the Grafton Gully and Beach Rd cycleways are now complete and officially opening on Saturday. While Beach Rd may not be perfect, it represents a huge step forward for Auckland and one I think many people will want to see replicated in a lot of places elsewhere, and fast. Despite not even being officially open or having the Grafton Gully connection open yet it does seem like it’s already getting some good use.
A sneak peak at the Grafton Gully cycleway from Auckland Transports Twitter feed.
However we still have a lot of work to do if we want to even come close to the level of cycling infrastructure the cities we look to as examples have, cities like Copenhagen or Amsterdam. What’s more they aren’t standing still either and are continuing to not only further develop their networks to make cycling even easier. This video from Streetfilms highlights some of the improvements that have happened in Copenhagen in the last few years.
In particularly like the greenwave lights and they are something that could be quite useful on Beach Rd (and at many other intersections).
A useful, if somewhat earnest, little video from Streetfilms about how we can manage parking in better ways to contribute to nicer cities.
The Unitary Plan and Auckland Transport’s parking strategy make important steps towards managing parking a lot smarter in the future in Auckland.
We’ve talked before about the sneckdown. Of course in Auckland it doesn’t snow so we aren’t able to get them as described by Streetfilms . However as Pippa Coom suggests, perhaps we can use the results of last night’s storm to work out where we can reclaim road space.
That looks just like a cycle lane sized space on Franklin Rd
If you haven’t seen a sneckdown before watch this video
A great video from Streetfilms showing how the streets of New York have changed over the last few years with primarily quick and cheap transformations that have re-prioritised space around pedestrians and cyclists.
There’s nothing more dramatic then looking back five or ten years at Streetfilms footage (some of it a bit low-res) to see how much the livable streets landscape of New York City’s streets have changed. In this wonderful montage that even makes us cry check out the transformation of Times Square, Herald Square, the Brooklyn Waterfront and many other places that out-going NYC DOT Commissioner Janette Sadik-Khan and her staff have intrepidly installed.
We have similarly high hopes for Mayor de Blaiso as he takes office today and look forward to what he and his new NYC DOT Commissioner Polly Trottenberg. As much as has been done, the large majority of our streets still need reforms, we need drastic policy change, slower speed limits and traffic calming for our most vulnerable citizens. Hopefully, this short gets them excited to top the transportation record of the Bloomberg administration.
Please note: this is but a short sample. Seriously, we could have put together a one hour version!
We really need some of these types of changes to happen in Auckland so come-on Auckland Transport, get your act together and stop being so worried about the flow of vehicles.
A great video from Streetfilms shows how the Netherlands has transformed itself to cater for and encourage cycling over the past few decades. What’s really interesting is how things haven’t always been this way – rather through investment in really good quality cycling infrastructure (not just green paint on roads):
Also very very little lycra and almost no helmets.
H/T Atlantic Cities.
My focus this morning has been on San Francisco and watching Team New Zealand win the first two races in the America’s Cup (bloody hell that first race was exciting). It has also got me thinking of an initiative that happens in San Francisco that I would love to see implemented here in Auckland – Sunday Streets. San Francisco didn’t invent the idea but they definitely appear to have embraced the idea. Here is how it is described:
Sunday Streets are events that encourage recreation, community activities and fun in San Francisco. Sunday Streets closes stretches of city streets to automobile traffic, and opens them to people for several hours on a various Sundays throughout the year, so participants can enjoy a large, temporary, public space where they can bike, walk, run, dance, do yoga, or do any other physical activity. Non-profit and health organizations offer free activities and share information about their services during the event.
The great thing about the idea is that it doesn’t have to cost huge amounts of money on permanent infrastructure. Some temporary road closures and staff to manage it but it is really just about making use of streets that already exist. Here’s a photo’s from San Francisco but there are heaps more here.
And here is a video from a few years ago of the event in San Fran.
In New York the idea is known as Summer Streets
While in the city that first came up with the idea 30 years ago – Bogatá, Columbia – it is known as Ciclovia. What is neat about the Bogatá ones is that they appear to be a network of routes and the focus is more of a case of just turning over the street to pedestrians and cyclists rather than the more festival style implementation in San Francisco.
About the closest thing we have had was an event in February 2012 called “Playing in the Streets” where a section of Queen St was closed down. But that was a one off and hasn’t been repeated. How neat would it be if we could do this on every Sunday during the summer months, perhaps each week could take place in a different local board area to ensure it is spread around the city rather than just be CBD focused.
So where would you like to see get the Sunday Street treatment?
A little video from the US showing that even in what is considered the most conservative state in the US, when you present a real vision for Public Transport that people will vote for it and even agree to higher taxes to enable it to happen sooner (not that we are suggesting that with the Congestion Free Network).
Here is a bit more background to what is happening in Salt Lake City.
It’s number one in the nation in per-capita transit spending. The only city in the country building light rail, bus rapid transit, streetcars and commuter rail at the same time. And that city — Salt Lake City — is a town of just over 180,000 in a remote setting in a red state.
It’s a remarkable story that began in the 1990s, when an organization called Envision Utah facilitated a regional visioning process and created a plan that has been recognized as one of the most promising smart growth models in the nation.
There’s a lesson here for other cities. In 1997, leaders in a 10-county region centered on Salt Lake County set out to see what people valued about where they lived. They designed a plan around those values, with a communications campaign to support it. At that time, the state was expected to grow by a million people by 2020. Rather than cede that growth to meandering sprawl, the region chose something more orderly and compact.
“At that point, to many Utahns, ‘smart growth’ was not a popular word,” said Robert Grow, Envision Utah’s president and CEO. “We made people some promises. We’d save a lot of time, money, lower emissions, improve air quality, develop more housing choices, and build a transportation system with greater efficiency.”
I really like this line
“How is it that the most conservative state… how is it they’re one of the most progressive in the country on transit?” said Allsop. “It’s because the case was made in a way that fit with people’s values.”
There are perhaps some lessons both Auckland Transport and Auckland council could learn from the experience in Salt Lake City.
Another great video from Streetfilms:
Tom Radulovich, the executive director of the local non-profit Livable City, describes the recent livable streets achievements in San Francisco as “tactical urbanism” — using low-cost materials like paint and bollards to reclaim street space.
That willingness to experiment was a big reason that the Institute for Transportation and Development Policy (ITDP) gave its 2012 Sustainable Transport Award to San Francisco (an honor shared with Medellín, Colombia). In this Streetfilm we profile the innovations that earned SF recognition from ITDP.
Perhaps the city’s most exciting new development has been the parklet program, which converts parking spaces into public space complete with tables, chairs, art, and greenery. These mini-parks are adopted and paid for by local businesses, but they remain public space. The concept has its roots in the PARK(ing) Day phenomenon started by the SF-based Rebar Group in 2005.
San Francisco has also seen an impressive 71 percent increase in bicycling in the past five years, despite being under a court injunction that prohibited bicycle improvements for most of that time. The city aims to have 20 percent of trips by bike by 2020. Sunday Streets, San Francisco’s version of Ciclovia, has also drawn huge numbers of participants and continues to expand.
The city has also taken the lead on innovative parking management with the SFPark program, which uses new technology to help manage public parking in several pilot neighborhoods. It aims to make it easier to find a parking spot by adjusting prices according to demand, helping to reduce pollution, traffic, and frustrations for drivers, pedestrians, and cyclists.
So many lessons for Auckland there.
This is an excellent, if rather lengthy, video by Streetfilms about the impact of automobiles on our cities:
For more than 100 years New York City government policy has prioritized the needs of the automobile over the needs of any other mode of transport. Working under the faulty assumption that more car traffic would improve business, planners and engineers have systematically made our streets more dangerous and less livable. As a result, even the idea that a street could truly be a “place” – a shared space for human interaction and play – has been almost completely destroyed.
During his decade long effort to understand and improve the streets of New York City, entrepreneur and livable streets advocate Mark Gorton has gathered together a compelling set of examples of how transportation policy impacts the quality of our daily lives. Mark is regularly invited to speak in public about these issues.
In his current presentation “Rethinking the Automobile” Mark explores the history of autocentric planning and considers how New York and other cities can change. Filled with ample video footage of dozens of Streetfilms, we’ve worked with Mark to create a version of the presentation here.
As the founder of Streetfilms, Streetsblog, OpenPlans, and the New York City Streets Renaissance Campaign, Gorton has been on the front lines of the battle to transform New York’s streets. But Mark is not done fighting. He contends that the recent improvements that have been implemented in New York should only be considered as the “tip of the iceberg” and that a truly comprehensive set of changes are still necessary.
Compulsory viewing for traffic engineers methinks.