12. myth [mith]
any invented story, idea, or concept:
sacred cow
an
individual, organization, institution, etc., co
nsidered to be exempt from criticism or
questioning.
15. Le Corbusier‟s
Plan Voisin for Paris
c1925
“In the age of the automobile and the skyscraper,
the corridor street had become a „dead organ‟ incapable of fulfilling its function.
In the Plan Voisin, Le Corbusier analyzed this function into two parts, transportation and
sociability,
and created two new urban forms to deal with them: superhighways and pedestrian malls.”
24. “Our success as a country
and as a species utterly
depends on the health and
wealth of the cities.”
25. “America‟s poor treatment
of its own cities over the
past half century helps
spawn many of out most
dire problems, from
increased inequality to
environmental damage to
the recent economic
collapse.”
26.
27.
28. Myth 2
Networks are no longer
important
http://www.georgeglazer.com/maps/newengland/images/newhavenmap-det2.jpg
34. Risk of Severe Injury or Fatality*
versus
Chance of being Severely
Injured
30% Higher
Chance of being Killed
*Given that an injury occurred
50% Higher
35. 16
In 2005 the USA had
14 the highest traffic fatality rate of any OECD
Country
12
10
8
6
4
2
46. Sixty years ago, Lewis Mumford reminded us that the exact
opposite of this myth was true when he said
“A good transportation system minimizes
unnecessary transportation”
47. What is Transportation for?
The purpose of transportation is to
provide access to goods and people
56. Speedier Travel, not Faster Vehicles
This does not mean that we should never try to speed up
travel, but any increase in speed should be done in a way
that is compatible with the character of urban places
In Zurich, faster transit is achieved by giving the transit
priority in many ways
57. Myth 4
Traffic is always growing and
we must accommodate it or
the city will come to a halt
58. Predict and Provide
Street and Highway Capacity
“With projections indicating fifty thousand cars by
1960, Moot (chair of the City Planning Commission)
projected a need for fourteen thousand new (parking)
spaces.”
59. Minimum Parking Standards
Most cities require that a minimum amount of parking must be
added for each 1000 sq. ft. of new development or each new job
or resident
60. Sufficient Parking a Must!
„With projection indicating fifty thousand cars by 1960, Moot
(chair of the City Planning Commission) projected a need for
fourteen thousand new (parking) spaces.
Mayor Joseph Mruk agreed. Not only would the city build three
parking ramps (garages), it would encourage the private
development of parking facilities downtown “by assisting in
the condemnation and assembly of necessary sites.”
The campaign to build parking spaces for twenty-five thousand
automobiles began in 1950.‟
“The most critical improvement to [neighborhood shopping districts] which could
be made at this time is the provision of off-street parking facilities” (City of
Harford, 1972).
61. Growth of Parking in 4 New England Cities
Which city has prospered the most?
150000
125000
100000
75000
50000
25000
1960 1970 1980 1990 2000 2010
62. Daytime Population
4 New England Cities
275000
250000
225000
200000
175000
150000
125000
1960 1970 1980 1990 2000 2010
63. Persons per Parking Space
4 New England Cities
7.00
5.00
Cambridge
3.00 Lowell
New Haven
Hartford
1.00
1960 1970 1980 1990 2000 2010
64. Parking versus People
12 Cities Nationwide
12500
People* Density
9500
6500
3500
6.0 9.0 12.0 15.0 18.0
Parking* per person
* Based on daytime population
65. Parking versus People
12 Cities Nationwide
12500
People* Density
9500
6500
3500
6.0 9.0 12.0 15.0 18.0
Parking* per person
* Based on daytime population
66. The Benefit of Walking, Biking, Transit
12 Cities Nationwide
People* Density
12500
9500
6500
3500
10% 30% 50% 70%
Walking, Biking, Transit, At Home
* Based on daytime population
67. Transportation Matters!
The goal of the modernist was to create cities that worked for cars.
We embraced this philosophy in Connecticut, and it failed abysmally
68. Some Places Developed Transportation
Systems that Serve the City, Not the Other
Way Around
http://www.cycling-embassy.dk/2010/08/16/1803/
70. Streetcars and Freeway Removal
1. What are the strategic long term goals of the city?
2. Does a particular project advance or hinder these
goals?
3. How does the project strengthen vital networks in the
city (street, transit, neighborhood, regional networks?
4. Does the project help reduce the city’s environmental
footprint?
5. Does the project reduce the long term economic
burden for travelers in the city?
6. Does the project make the city more attractive and vital
over the long run?
71. Norman W. Garrick
norman.garrick@gmail.edu
www.engr.uconn.edu/~garrick
Editor's Notes
Why I am here…. I believe that what happens in New Haven is key to the future of ConnecticutNew Haven is crucial in many ways – Furthest along in terms of restoring urban life of any ConnecticutAnd there are many to credit including the City Government, the Universities and many of you here in this roomBut observing NH over the last several years what I see is a series of fits and starts – lots of good things but also some mis-stepsWe are here today to discuss how we can take better advantage of some incredible opportunities for moving the city forwardThe Streetcar and Downtown Crossing???? Are not just transportation projects but must be seen as opportunities to heal the scares of past planning disasters
