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Planners and Connectivity
As area students returned to school in August, TV station FOX 5 Atlanta aired a story about kids in one neighborhood who were struggling to get to school. Their struggle? The shortcut normally used by neighborhood kids wasn’t available because a pedestrian bridge over a ravine was out. Taking a bus was out of the question because the neighborhood is inside the minimum bus distance threshold. Walking was a challenge because of high speed traffic and an unkempt sidewalk.
The TV spot was probably a good will gesture by the station to leverage funds for a new pedestrian bridge or to force an exception to a bus regulation. But the story behind the story is ordinary lack of connectivity in our neighborhoods.
Greater connectivity is often cited as a major quality growth tool among planners. In fact, effective connectivity may be one of the top remedies for metropolitan congestion and sprawl. Efficiency and ease of travel increase just as a colander spreads the flow of water. Increased connectivity also often means more ways to walk and bike from one place to another. But that FOX 5 reporter didn’t mention connectivity or planning because our unconnected street and sidewalk patterns are mostly status quo.
Most planners agree that connectivity spreads traffic and reduces congestion. Increasing the connectivity of our streets, sidewalks, and trails seems like the silver bullet solution. So what’s holding us back?
Before achieving widespread benefits of connectivity, many actors, including planners, will have to address some sticky issues and pesky norms. Here are a few that I’ve encountered:
- Site plans come in the door with dead-end streets, and developers and planning officials cannot be persuaded to change the street layout.
- Proposed connections, even planned future stubs, are squashed during permitting by perceived fears or neighborhood complaints.
- Specific area plans, including street layouts, either do not exist or cannot be put together in time for development review.
- Existing neighbors are concerned about security and the real or perceived loss of privacy.
- Through traffic is dreaded in existing neighborhoods.
- Permit applicants fear that connectivity will diminish the exclusivity of their development.
Does all this sound familiar? Are you confronted with this issue? Would you like to something about it?
The Livable Communities Coalition will soon begin to dive deeply into this issue and try to literally clear the road blocks for better connectivity. We’ll work to identify best practices and best tactics in promoting connectivity among developers, improving local ordinances for greater connectivity, and educating the public about the benefits of connectivity. We’ll start with a few key questions:
- Who is the most common opponent of connectivity in your community?
- What is the biggest myth about connectivity?
- What reason is most typically cited for not connecting a street?
- What are the best opportunities for planners to promote connectivity?
- How can planners show leadership by promoting and negotiating for connectivity?
If you’re as interested in this topic as the Livable Communities Coalition is, then consider getting involved by sending your responses to these questions, contributing new ideas, or joining a Coalition working group.
As the GPA is a member of the Livable Communities Coalition, your response is especially valuable. Send your comments to us at jmaximuk@livablecommunitiescoaliton.org by January 5th.
John Maximuk, AICP
John Maximuk is Program Director of the Livable Communities Coalition in Atlanta
PLANNER'S TOOLBOX –
ARC’s Regional Bike/Ped Planning Emphasizes Mobility and Connectivity
The Atlanta Regional Commission (ARC) recently adopted 2007 Atlanta Region Bicycle Transportation and Pedestrian Walkways Plan includes recommended policies for local governments that, when implemented, can increase mobility, safety, accessibility, and connectivity region wide for bicyclists and pedestrians.
Some recommendations include:
- Direct bicycle and pedestrian investments toward those corridors and areas best suited for foot and bicycle traffic and which have the greatest potential to provide convenient and safe mobility alternatives.
- When awarding funds, give preference to jurisdictions which have demonstrated a commitment to developing and funding bicycle and pedestrian projects and enacting bicycle- and pedestrian-friendly policies.
- Implement the practices of routine accommodation and complete streets into the planning, design, and construction of all future roadway projects to ensure bicycle and pedestrian accommodation.
- Develop and adopt protocol for roadway re-striping to better accommodate bicyclists on roadway segments where excess pavement width is available.
- Adopt guidelines or standards that recommend appropriate crossing facilities and treatments for pathways as they cross at uncontrolled locations.
For more detailed information on ARC’s Bicycle and Pedestrian Planning program, ARC’s regional Safe Routes to School Program called KidsWalk and the Walkable Community Workshops please visit www.atlantaregional.com/bikeped.
PLANNER'S TOOLBOX –
Livable Centers Initiative Programs Advance “Connectivity” Planning Concepts in the Atlanta Region
The Livable Centers Initiative (LCI) is a grant program offered by the Atlanta Regional Commission (ARC) that encourages local jurisdictions to plan and implement strategies that link transportation improvements with land use development strategies to create sustainable, livable communities. The primary goals of the program are to:
- Encourage a diversity of mixed-income residential neighborhoods, employment, shopping and recreation choices at the center/corridor level;
- Provide access to a range of travel modes including transit, roadways, walking and biking;
- Develop an outreach process that promotes the involvement of all stakeholders.
To date, the region has received more than $135 million in planning and transportation funds to further LCI concepts in 86 distinct areas in the region.
In June 2006, ARC distributed a survey to LCI communities whose studies were complete. Survey results determined that since the inception of the LCI program 724 new development projects have been identified, including:
- 176 projects that are planned
- 150 that are under construction
- 363 that have been completed
The 724 projects are anticipated to add more than:
- 63,000 new residential units
- 9,000 new hotel units
- 11.5 million square feet of commercial space
- 40 million square feet of office space
Policy changes include updating or creating mixed use zoning districts, comprehensive plan amendments and developing design guidelines.
- 63% have adopted their LCI study into their comprehensive plan
- 42% have special LCI zoning districts
- 31% have affordable or senior housing policies
- 63% have design guidelines in place
LCI provides incentives for local jurisdictions to take land use actions that create a greater mix of uses, including housing choices, in centers/corridors. The unique aspect of the LCI program, and the one that will ensure change in the region, is the ability to connect study funds and local land use initiatives with funds for transportation projects. Communities that independently implement portions of their completed plans receive priority funding for transportation projects in their study areas. Visit www.atlantaregional.com for more information. |
Savannah is fortunate to retain the legacy of the Oglethorpe Plan with its exemplary land use pattern that established public open spaces within a pedestrian-friendly transportation grid. One of the key goals of the Chatham County-Savannah Comprehensive Plan is retaining downtown Savannah as an economic hub while allowing for new economic development. Planning strategies based on Oglethorpe’s legacy were initiated for downtown expansion areas on both the east and west sides of the Landmark Historic District. Since new development situated in close proximity to downtown and the National Landmark District derives enormous benefit from its location, it should be expected to return value to downtown Savannah by enhancing its unique character and sense of place. Traditional street grids, general connectivity to the urban center, access along the river, public open spaces, mixed uses and traditional commercial siting add to the long term viability of downtown Savannah.