Reclaiming Public Space: Accessing Our Streets

RECLAIMING PUBLIC SPACE

Accessing Our Streets

RECLAIMING PUBLIC SPACE ACCESSING OUR STREETS

NASHVILLE CIVIC DESIGN CENTER The mission of the Nashville Civic Design Center is to elevate the quality of Nashville’s built environment and to promote public participation in the creation of a more beautiful and functional city for all. www.civicdesigncenter.org

Accessing Our Streets is a project of the Nashville Civic Design Center. Created by Shanese Brown and Mustapha Williams, NCDC Summer 2015 interns.

INTRODUCTION

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PRECEDENTS

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CASE STUDIES

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RECOMMENDATIONS

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FUTURE NASHVILLE

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TOOLBOX

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BIBLIOGRAPHY

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ACKNOWLEDGMENTS

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INTRODUCTION “Streets are a vital part of livable, attractive communities. Everyone, regardless of age, ability, income, race, or ethnicity, ought to have safe, comfortable, and convenient access to community destinations and public places–whether walking, driving, bicycling, or taking public transportation.”

- National Complete Streets Coalition

OVERVIEW The goal of evaluating public access to roads in Nashville is to create an awareness of various road restrictions caused by situations such as construction and special events and how such occurrences affect the public. The proposals presented are intended to inform, improve, and reclaim various spaces to improve the convenience and safety of walking, cycling, and using public transit in a shared road space.

PRIMARY GOALS Record precedents in four categories - construction projects, public spaces, special events, and vehicular traffic controls - that preserve street accessibility and accomodate multi-modal travel and use.

Review the current procedures, processes, and fees for road and sidewalk closures in Nashville and compare them to those of other cities.

Investigate threatened public spaces in Nashville through case study analysis and evaluate potential for improvement.

Present proposals for reclaiming public space through increasing the accessinility of roads.

Ciclovia: Bogotá, Colombia. Image source: Circolare

4 PROCESS To begin, we researched different approaches to maintaining street access and walkability in four categories: consturction projects, public spaces, special events, and vehicular traffic controls. The goal was to identify precedents in each of these four categories that preserve street accessibility and accomodate multi-modal travel and use. These precedents were intended to inform Nashville’s own efforts to address this issue in the midst of extensive development and programming across the city.

Next, we analayze several Nashville case studies in which the concept of shared roads as areas of quality public space has been dismissed in these categories. The policies and practices of the Nashville Metropolitan Transit Authority were also considered in these areas.

Recommendations are then provided for increased safety and improved aesthetics. Specific areas identified include First Tennessee Park, 12th Avenue South, the Gulch, the Downtown Arcade, and Gallatin Pike. Propsals were formed through sketching, drafting, and rendering.

More generally applicable ecommendations are also made for improved communication, policy processes, and event planning to help ensure streets and roads remain open and accesible to everyone.

Nashville has the potential of becoming a more pedestrian, bicycle, and public transit friendly city in relation to various sidewalk and street closures. No matter the cause, whether construction, special events, marathons, or traffic issues, a more accessible approach is available and essential to creating a more livable and attractive city.

PRECEDENT

SAN FRANCISCO

LOS ANGELES

MEMPHIS

NASHVILLE

NEW YORK

COPENHAGEN

6 Construction Projects

Public Spaces

Special Events

Vehicular Traffic

PRECEDENT

Construction Projects An increased number of construction projects is inevitable as Nashville continues to develop its urban core. As progress is made toward creating new spaces for people to live, work, and play through construction, precautions must be implemented for the safety, benefit, and ease of civilians.

Construction projects often impede the accessibility of roads and sidewalks for the public through closures and detours that are confusing or poorly communicated. Developers’ general lack of consideration for pedestrians and cyclists put them at risk when they attempt to travel through or around these construction projects. Special efforts must be taken to ensure the safety of these users or alternative transportation.

The following precedents are examples of how construction projects should properly consider civilian travel to, from, through, and within a designated construction area.

Clear pedestrian signage highlighting instructions during construction. Hume-Fogg Gymnasium construction, Rosa L Parks Avenue, Nashville, TN. Image source: Shanese Brown, NCDC

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“UBS Tower�

Nashville, TN In Downtown Nashville the UBS Business Solution Center, formerly known as Regions Center, is under a $60 million renovation. Current safety provisions for the UBS Tower construction demonstrate a strong example of taking civilian safety precautions within the execution of a large-scale construction project. As construction is being conducted at high elevations, scaffolding has been implemented to prevent injuries to pedestrians walking along the sidewalks below through the creation of a protective tunnel which allows continuous sidewalk access.

All images above by Mustapha Williams, NCDC

PRECEDENT

“Grand Street” New York City, New York The $6 billion water main project that began in 1970 has moved onto the installation of its third water tunnel located on Grand Street. This effort, part of the largest capital construction project in the city’s history, involves a $19 million water distribution shaft installation conducted in two phases. The project has reduced Grand Street to one lane of eastbound traffic plus a bike lane, as well as a detour between Essex and Forsyth to accommodate westbound traffic. Due to construction, pedestrian safety enhancements were executed through curb extension additions at two intersections near construction. Signage, caution cones, and barriers effectively communicated the redirections to public users of the road space. The actions taken and enforced allowed for a tolerable rerouting and adjustment for all parties during a long construction process, where phase two is now in progress.

Grand Street, New York City, New York. Image source: brooklynspoke.com

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“The City of Copenhagen�

Copenhagen, Denmark The city of Copenhagen pays careful attention to the impacts of construction on commuters. Copenhagen is undergoing many renovations at once, such as the pedestrian street receiving new pavement, a vegetable market installment, Town Hall Square uprooted for the metro, and renovations to The House of Industry. Concrete barriers at hip level are placed to designate the different paths vehicles, cyclist, and pedestrians are to take in the midst of construction, creating a bold visual statement.

Large blue signs are elevated for the masses to see the rerouting, creating ease of visual processing.Thick concrete barriers are often used in conjunction with various cones and lane markers to create a path for each individual means of transportation. Even though the much of the city is undergoing beautification and consturction projects, efforts to comfortably redirect the public have been highly successful.

Photographs of various locations throughout Copenhagen, Denmark highlighting rerouting and signage.

All images above by Copenhagenize.com

PRECEDENT

Public Space Various areas throughout Nashville are dominated by spaces that deny access to pedestrians and cyclists. The targeted areas are alleyways and interstate underpasses, where restoration of such spaces can be for public use. Nashville offers limited plazas within comfortable walking distance for residents, employees, and tourists. Meanwhile, the downtown area is home to many alleyways used for deliveries, public gatherings, and activity spaces. Therefore, alleyways may be presented as an opportunity for the use of open space in a built environment.

In addition, the vast interstate infrastructures of I-40, 65, and 24 frame Downtown Nashville occupy spaces for potential public use.

More of our alleyways and underpasses should provide space where Nashville residents and visitors can convene for relaxation, social outings, and cultural experiences. The precedents display the immense potential and public benefit created from reclaiming limited access alleyways and interstate underpasses for public space.

Final existing conditions of Linden Living Alley renovations. San Francisco, CA. Image source: lindenlivingalley.com

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“Gateway to Heritage Plaza�

Nashville, TN Jefferson Street has maintained a negative image throughout the years, but the new Gateway to Heritage Plaza works to dismiss such impressions and recreate the road as an aesthetically pleasing area. The I-40 underpass has been transformed from a public eyesore into a pedestrian plaza of community pride and history for residents.

The project changes the separation of the North Nashville Community into a plaza that commemorates the African American history of Jefferson Street in the areas of athletics, civil rights, education, music, and religion. The plaza maintains an overarching concept as a center for community life, allowing the masses to gather, socialize, and relax while appreciating history.

Source: Metro Nashville Public Works

Gateway to Heritage Plaza, Nashville, TN. Image source: Shanese Brown and NCDC

PRECEDENT

“Linden Living Alley�

San Francisco, CA The Linden Living Alley, constructed in San Francisco, is a project designed by a non-profit organization that specializes in designing streets for diverse public uses known as the Linden Living Alley Project. The Linden Living Alley is a modern shared street space, providing a safe, low speed area where pedestrians, bikes, and cars can coexist with greenery and natural elements. Through the implementation of the shared street concept, the Linden Living Alley allows for a social space where people can meet and where children can play safely, while also reducing both the speed and dominance of motorized transport.

In addition, Nashville submitted a proposal for flood mitigation for the Cities of Service Blueprint Contest using the experiences and successes from the historic flood of May 2010. Nashville was selected as the grand prize winner of this competition. Now, in celebration of this honor, community agencies plan to plant rain gardens in alleyways to reduce stormwater in The Nations neighborhood, known as the Green Alley Project. The purpose of the Green Alley Project is to reduce the pollution traveling from the land into Richland Creek, improve alleys in the Nations neighborhood to be more walkable and safe, and to create a model of citizen-led water stewardship.

Source: Linden Living Alley and Hands On Nashville All images above by Linden Living Alley Project

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Special Events Organizations and individuals seeking to host public events must consider location, convenience to amenities, price, and capacity in order to ensure success. This leads many groups to plan events in large public spaces, which often result in road closures as they work within the confines of the permitting process. The precedents chosen display how public events can effectively and easily accommodate local motorists, pedestrians, tourists, and cyclists whether they are attending the event or simply commuting around the space.

Effective use of public space and accommodation for patrons at a music festival. Live On The Green, Nashville Public Square Park, Nashville, TN. Image source: Live On The Green

PRECEDENT

“Live On The Green” Nashville, TN Live On The Green is a free annual outdoor music festival held at Nashville’s Public Square Park. Produced and presented by WRLT Lightning 100, the radio station emphasizes environmental sustainability in the execution of the event, maintaining their motto of “Keep it free. Keep it local. Keep it green.”

The selection of Public Square Park for the festival venue aligns with this motto and the station’s sustainability goals. Public Square Park was once just a parking lot, but has since been transformed into a massive green roof that stands adjacent to Nashville’s first complete street on Deaderick. The proximity to this complete street encourages the use of alternative transport to the event, opening up the space to cyclists and pedestrians.

Meanwhile, an adequate amount of road space remains open to vehicular traffic despite a few lane closures. By leaving some road space unimpeded, the festival planners made sure not to obstruct the activities of the event or vehicular travel around the area. The event properly plans for convenient transport to and through the area for attendees and passersby over the course of a four-week long festival. In these simple ways, Live On The Green activates a public green space in the heart of downton Nashville to bring the community together.

Source: Live On The Green

All images above by Live On The Green

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“Memphis in May�

Memphis, TN

The Memphis In May International Festival is a multistage three day even held at Tom Lee Park, a beautiful 25 acre riverfront park at the foot of historic Beale Street overlooking the mighty Mississippi River. The festival, attracting over 1.1 million music fans to the place where rock-n-roll and blues music began, enforces a road closure plan on supported by the organization and the City of Memphis. The plan, which is maintained throughout the entire month of May, includes road closure signs and a small detour around downtown Memphis.

During the 2014 Memphis in May Festivities, Riverside Drive was completely closed for 18 days out of the entire month.

Once the event came to an end, the City of Memphis kept southbound lanes closed for a bicycle and pedestrian pilot program to eventually connect with the Harahan Bridge. The annual music festival led many locals to change their commuting patterns, but the accommodations put in place allowed them to adapt smoothly. All parties, including the City of Memphis, were satisfied during a month long event.

All images above by Memphis In May

Source: Memphis In May

PRECEDENT

Vehicular Traffic In spite of the growing popularity of walking, cycling, and using mass transit, the personal automobile still manages to be the most common method of transportation. The dominance of driving has a negative impact on a community’s health, as it is part of the sedentary lifestyle that has been linked to many health issues and it puts citizens at risk of injury. Roadways should instead seek to promote active living by incorporating safety and beauty into their designs, through measures such as bike lanes, protected pedestrians islands, and artful landscaping.

The following precedents demonstrate the capacity of streets to be open and accessible to multiple uses beyond the car.

An event that closes stretches of city streets to automobile traffic, and opens them to the public for several hours encouraging recreation and community activities.

Sunday Streets, San Francisco, CA. Image source: NCDC

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“Sunday Streets” San Francisco, CA

The Sunday Streets series closes stretches of San Francisco roads to automobile traffic and instead opens them to public use for several hours. Participants enjoy a large, temporary, public space where they can bike, walk, run, dance, do yoga, or engage in any number of physical activity. The event is inspired by Ciclovia, literally meaning “bike path” in Spanish, held in Bogotá, Columbia where more than 70 miles of streets are opened to the public, drawing 1.5 million people to walk, bike, skate, and enjoy streets closed to automobile traffic.

Sunday Streets has held over 50 open streets events since 2008. An average of eight Sunday streets are scheduled yearly, beginning in March and ending in October. A 2010 and 2011 study by graduate students attending San Francisco State University shows that Sunday Streets participants are diverse, attracting people who are less likely to visit recreational spaces and are traditionally less physically active. Sunday Streets not only provides a safe environment for physical activity, but for building community bonds that occur thanks to positive experiences provided at each event.

Source: Sunday Street SF

All images above by Sunday Streets

PRECEDENT

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Str Im Photographs of Empire Blvd before the constructed road diet. All images above by New York City DOT

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AFTER

Existing View of Empire Blvd between Utica and Bedford Ave. Image source: New York City DOT

“Empire Boulevard” New York City, New York

New York City’s Department of Transportation recently renovated Empire Boulevard between Utica and Bedford Avenues under the Safe Streets for Seniors Program, which was created to respond to local concerns about speeding and pedestrian safety. The traffic calming mechanism of a “road diet” was proposed and implemented at the site, repurposing a few lanes of traffic for multi-modal use by installing bike lanes, pedestrian islands, and landscaping. The safety on Empire Boulevard has been greatly improved, as the narrower space for vehicular traffic has slowed traffic speeds, while the pedestrian refuge islands facilitate safe street crossings. However, vehicle convenience has not been entirely compromised in the process, as the left turn bays reduce delays to through-traffic and the on-street parallel parking spaces have been preserved.

Street Section of Empire Boulevard road diet enforcing parking, bike, and moving lanes, with a central pedestrian refugee.

Image source: New York City DOT

CASE STUDIES

Railroad Bridge Underpass

First Tennessee Park

Arcade Alley

5th Ave and Church Street

1st Ave and Korean Veterans Blvd.

5th Ave S.

Laurel House Parkette

12th Ave South - Edgehill Neighborhood

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Case Studies & Recommendations: Nashville, TN Amidst a massive development boom, Nashville must pay special attention to maintaining the roads as primary areas of public space. The following case studies highlight several communities where public space has been dismissed with regards to construction, limited access of space, events, and vehicular traffic. Nashville is truly becoming the “it city,� but this reputation will not be sustained if accessibility, health, and beauty are not adequately factored into the design plans.

CASE STUDIES

All images above by Shanese Brown and Mustapha Williams, NCDC

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5th Avenue & Church Street Paramount Condos

An estimated $225 million project, expected to redefine downtown’s skyline with a planned 45-story residential highrise, Paramount is predicted to become the city’s second tallest building. Paramount will include 500 units – a mix of apartments, condos, penthouses, and townhomes. Excavation work on the four-tenths of an acre is already underway for a Metro parking garage. Although construction will not begin until early 2016, excavation has already caused lane and sidewalk closures and detours.

The signs for the sidewalk closure at the intersection do not sufficiently communicate risk and wayfinding to pedestrians, as they lack cautionary colors such that they blend in with the other displayed signs and are poorly placed for visibility. The signage for traffic detours is also inadequate. These can be easily improved by adding more signs to communicate changes to people before they are already stuck in the construction zone. Additionally, a temporary sidewalk crossing should be implemented in order to preserve the accessiblity and connectivity of the space during construction, as there is presently a large section of closed sidewalk that impedes pedestrian travel.

Top right image source: © 2015 Google Proposed rendering of Paramount Condos. Image source: Urban Planet

CASE STUDIES

1st Avenue & Korean Veterans Boulevard Parallel Construction

Ascend Amphitheater is one of the first installations of Nashville’s riverfront transformation project. The city designated $35 million for the riverfront development of the west bank, which includes the construction of the amphitheater. Ascend Theater features 2,300 reserved seating and 4,500 lawn seats. It also features a large 100-foot-by-60-foot stage with a 40- foot vertical opening.

The construction process has occupied the intersection of Korean Veterans Boulevard and 1st Avenue.

The construction negatively impacted the accessibilty of the intersection. Contradictory signs were posted, with some indicating sidewalk closures and others providing redirection arrows that were confusing, as the sign on the northeast corner of the intersection directs pedestrian traffic to access the southeast corner, yet that sidewalk is closed as well. It is quite difficult for a pedestrian to access either sidewalk safely, and thus considerable improvements must be made to the construction processes as the riverfront area contintues to change.

Top left image source: Š 2015 Google Top and bottom right image source: Shanese Brown, NCDC

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Existing View of the intersection of 1st Avenue and Korean Veterans Boulevard. Image source: Mustapha Williams, NCDC

Existing view of Ascend Amphitheater from The Green. Image source: Shanese Brown, NCDC

CASE STUDIES

All images above by Music City Center

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5th Avenue South

5th Ave between Music City Center & Omni Hotel 5th Avenue between Demonbreun and Korean Veterans Boulevard has become a known event space since the Music City Center grand opening celebration was held in May 2013. An event space in the streets has major implications when located adjacent to other major event venues, such as the Music City Center and the Omni Hotel. Not only does this event space affect major hotels in downtown Nashville, but it also influences residential spaces such as the Encore Condominiums, which are greatly affected by the sound and traffic. However, this street space has high potential for facilitating public access, as it was orginally designed to accomodate both pedestrians and motorists. 5th Avenue visually communicates this duality with the pavement materials of the street and adjacent sidewalk. The use of aggregate concrete and non curbed sidewalks creates an open dialogue between street and sidewalk, conveying a pedestrian friendly area. The visual differences of the street communicate to vehicles that the space is shared by a high number of pedestrians, helping to calm traffic. While 5th Avenue between the Music City Center and the Omni Hotel provides an aesthetically pleasing outdoor event space and successfully accomodates many uses, its potential is not met due to underutilization of the street space.

Top right image source: Š 2015 Google Left image source: Music City Center

RECOMMENDATIONS First Tennessee Park Improved Communication

First Tennessee Park, home of the Nashville Sounds, was completed in April of 2015. The design of the park allows spectators to sit in an area of the Nashville Greenway, which has been incorporated into the design of the park along its southern edge. However, this practice closes the greenway on game days that occur 72 days a year, and thus removes a major connective piece of the greenway between the Cumberland River and Bicentennial Mall.

This concept creates street markings from the beginning of the detour on the east side of the park, around the north side of the park, to where the greenway starts back near Bicentennial Mall. The greenway will become incorporated into Jackson Street, merging pedestrians with the existing sidewalk and creating a bike lane along the edge of Jackson Street.

Aerial view of First Tennessee Park and adjacent greenway. Image Source: First Tennessee Park

The image (above) shows a small sign located on the gate, which closes off the greenway to the public (left). One has to walk up to the gate itself before noticing that there is a detour that goes around the north side of the park. Better signage is needed to inform users of the detour.

All images above by Mustapha Williams, NCDC

Graphics such as the image above will give users of the greenway a better idea of how to navigate the area during game days and the continued construction over the next 2-3 years.

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1. Pedestrian Sidewalk Symbols 2. Bike, On-Street Symbols Proposed street markings directing people around the north side of the stadium on a Nashville Sounds game day.

Image source: Mustapha Williams, NCDC

RECOMMENDATIONS 12th Avenue South

Better Accommodations for All The Edgehill Community is located just southwest of Downtown Nashville, between The Gulch and the 12South neighborhood.

This area is one of the most densely populated urban-residential areas in Nashville.

As many of the residents rely on walking or riding a bicycle to their destinations, the pedestrian and cyclist infrastructure must be safe and inviting. A particular area that needs improvement is the intersection of Edgehill Avenue and 12th Avenue South. This intersection experiences high volumes of both pedestrian and vehicle traffic due to the surrounding residential and commerical spaces, but it is currently unequipped to manage the multi-modal use. For example, the “Turning Lane to Nowhere” is an endless turning lane on the street that is an unnecessasry concession to vehicular traffic, as it allows for more speeding without providing substantial value to managing traffic flows.

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Top right image source: Mustapha Williams, NCDC

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Edgehill Homes

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Satellite View of Intersection in Edgehill Image source: © 2015 Google

“Turning Lane to Nowhere” Image source: Mustapha Williams, NCDC

12th Ave and Edgehill Ave. The intersection does not accommodate cyclists as well as it does pedestrians and vehicles.

Image source: Shanese Brown, NCDC

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32 Our recommendation is to add a boulevard in the middle of the street and planters along the sides of the road in order to calm traffic and improve the aesthetics of the Edgehill community. Relocation of utilities underground allows for a hihger tree canopy along the road, improving the street scape.

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All images above by Mustapha Williams, NCDC.

RECOMMENDATIONS 12TH AVENUE S. AND EDGEHILL AVE INTERSECTION REDESIGN The busy traffic in this area, particularly the intersection of Edgehill Avenue and 12th Avenue South, prompts a street redesign.

In order to provide a safer environment for all modes of transportation, the “Dutch Intersection Design” is applied. This design allows for a protected bike intersection, which aligns with Nashville’s recent efforts to improve safety accomodations for cyclists. This method of intersection design is common in the Netherlands, and has great potential at this intersection and others around the city. Details of the Dutch Intersection design can be found below.

12th Avenue South

Edgehill Avenue

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Image sources (below): ProtectedIntersection.com

Image sources (above): Mustapha Williams, NCDC

The standard intersection design provides green boxes at intersections where cyclists are supposed to wait in for turning left at an intersection. However, this measure provides no buffer between vehicles and cyclists and is often unclear, causing an unsafe travel environment.

The proposed design retrofits the entire intersection zone. The protected bicycle intersection puts barriers between vehicles and cyclists that are looking to either cross the road or make a turn.

Cyclists turning right are able to do so uninterrupted (besides staying mindful of pedestrians). In the traditional intersection design, cyclists must wait at the traffic light in a turning lane shared by both vehicles and cyclists. This can create a dangerous environment for cyclists and slows vehicular traffic. The proposed design alleviates both problems.

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B Image sources (below): ProtectedIntersection.com

Image source (above): Mustapha Williams, NCDC

For cyclists attempting to turn left, they are able to go straight across the intersection and wait for the bike signal to cross the next street. This allows for cyclists and pedestrians to both be separated from the vehicular zone, allowing for a safer travel environment.

The extra space provided for turns gives pedestrians and cyclists more room to keep pace with vehicles. The configuration also improves visibility throughout the intersection, which contributes to safety.

This new design is controlled by the addition of bicycle signals. These signals are linked with traffic lights and pedestrian walk signs, and allow cyclists and pedestrians to move about the intersection without being impeded by vehicles. The example above shows how an all-stop for vehicles can allow safe travel for cyclists.

RECOMMENDATIONS Laurel House Parkette The Gulch

The Laurel House apartment building is located in the Gulch. It has 48 units on four floors and two ground level office/retail spaces. The space in front of the building is currently under-utilized, but could easily be transformed into a public green space. This would contribute signficantly to the health and community of the Gulch neighborhood, as public green spaces are currently lacking in the area.

One past proposal by NCDC was to cap the interstate adjacent to The Gulch, thus creating a public park that connects Midtown to Downtown. The proposal, if implemented, will take many years to develop and construct.

The Gulch neighborhood should not have to wait years for a public green space. Therefore, the current recommendation is to create a parkette, a small-scale urban pocket park, in front of the Laurel House in the Gulch, providing a fast, feasible green option to the neighborhood.

Existing space adjacent to sidewalk.

Image Source: Mustapha Williams, NCDC

Image source: Smith Gee Studio + NCDC Capped Interstate Proposal over I-40 connecting Downtown to Midtown.

Image source: UT CoAD

The Gulch Masterplan completed by Smith Gee Studio has proposed green spaces around the area, marked in orange. The Laurel House park proposal brings green space into the heart of the Gulch, marked in red.

36 Elements Envisioned for Laurel House Parkette

More Trees

Incorporated Seating More Flowers

Laurel Avenue

Public Art

Secondary Path Laurel House 11th Avenue

Water Feature/Rain Garden

All images above by Mustapha Williams, NCDC

RECOMMENDATIONS

BEFORE Public Art Piece

Canopy

Green Wall

Native Plants Water Feature

AFTER

All images above by Mustapha Williams, NCDC

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BEFORE

AFTER All images above by Mustapha Williams, NCDC

RECOMMENDATIONS Arcade Alley

Reclaiming Green Space Downtown The Arcade has been a major component of the Downtown Nashville shopping culture for over 100 years. Its central location between 4th and 5th Avenue makes it a popular place for many downtown workers to eat or shop. During the height of the lunch hour over 300 people pass through the arcade in a 30-minute span.

However, the operations and aesthetics of the Arcade can be improved in terms of pedestiran use. The Arcade is bisected by a service alley that connects Church Street to Union Avenue. Currently, this alley is used for deliveries, waste removal, and other important functions of the surrounding businesses that are necessary but disrupting to pedestrian safety and the overall visual surroundings. The alley also serves as a smoking area for many workers in surrounding buildings.

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Deliveries are made all throughout the day, regardless of the pedestrian traffic during lunch hour. Sometimes the delivery trucks block pedestrians walking from one side of the Arcade to the other while supplies are unloaded. During our study of the Arcade, it was observed that some people would rather walk out of the arcade through the alley than wait for the delivery trucks to move. This disruption could possibly lead to decreased business for the stores on the other side of the The recommendation for this area is arcade. to renovate the Arcade Alley to create a multipurpose space that better integrates the downtown Nashville culture.

The multipurpose space will hold planters, feautre permeable pavement, and provide a designated space for delivery truck ingress and egress.

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In this plan, delivery trucks will no longer be able to use the service alley at all times of the day. It is recommended to regulate the timing of deliveries to early morning and evening hours, when the pedestrian traffic will be low.

This creates a safer public space for pedestrians during business hours while maintaing the functionality of the space for deliveries and trash pickup during off peak hours.

Top and top left image source: Mustapha Williams, NCDC. Bottom right image source: Shanese Brown, NCDC

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40 Movable Furniture

BEFORE AFTER

All images above by Mustapha Williams, NCDC

Green Wall

Vendor Area

Retracting Bollards

Mural

RECOMMENDATIONS

BEFORE

Railroad Bridge Underpass

78’-0”

Gallatin Pike & W. Kirkland Avenue

Gallatin Pike is the main arterial of two of the city’s most dynamic communities – the East Nashville and Inglewood neighborhoods.

Gallatin’s commercial spaces are as diverse as the communities they serve, including everything from tire shops, fast food chains, vintage boutiques, music venues, bars and markets. The CSX railroad trestle crosses Gallatin Pike near the “Inglewood” sign, making it a prominent landmark in the area.

Amenities within the area of the CSX railroad trestle include: Kroger, Family Dollar, Deals, Walgreens, and the Inglewood United Methodist Church. The Gallatin Pike Greenfield BRT shelter is stationed in front of the Kroger near the CSX railroad underpass. Patrons of Kroger who commute by BRT must walk below the railroad underpass, where no sidewalk is offered. Sidewalks and bikeways are critical in connecting surrounding neighborhoods to the center, and creating a walkable center with non-vehicular options for travel is important for the Inglewood community. The illustrations on the following pages show the possibilities of incorporating a sidewalk in the area, creating community connectivity along Gallatin Pike. The proposed design creates a complete street by adjusting the center support to allow more room on the northbound side. Adding planters in the median and lighting along the walls and under the bridge provide a safe and vibrant entrance to the Inglewood community.

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4 Top left image source: © 2015 Google Top right image source: Mustapha Williams, NCDC Right center, bottom image source: Shanese Brown, NCDC

1. Better Signage

2. Public Art

3. Vibrant Lights

4. Complete Street

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AFTER All images above by Mustapha Williams, NCDC.

RECOMMENDATIONS Transit Accessibility

Implementing Efficient and Accessible Communication Although there have been some improvements to the Nashville Metropolitan Transit Authority (MTA), the communication of bus delays and detours must be addressed. In 2014, 91 detours for road closings, traffic issues, special events, and construction were published. This number does not include shorter delays due to unexpected street closures, accidents, etc. The recent launch of the MTA mobile smartphone app has sought to improve communication by providing the most up-to-date information to the app users, but the problems persist because many bus commuters do not use a smartphone. While the app system is easy to use for those with access to a smartphone, the majority of people are left without access to the latest notifications and news pertaining to their commute.

In conjunction with the new digitial information platform, physical changes to existing bus shelters will improve the overall user experience. For example, the large route maps along the BRT bus stops could become interactive maps allowing users to access real time transit and detour updates. This would allow non-smartphone users to be equally informed about the status of their intended commute.

Additionally, digital signange of bus times and delays should be implemented at all bus stops to make the commuting process simpler.

In addition to improving the communication to commuters, the MTA must also continue to implement and update shelter coverings around Metro Nashville to ensure that public transit remains a viable transportation option for all who wish to use it.

Source: Cary Foust Street, MTA communications & marketing specialist

Top image source: Mustapha Williams, NCDC Middle and bottom image source: Shanese Brown, NCDC

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TRANSIT SHELTERS

INTERACTIVE MAPS

AUDIBLE COMMUNICATION REAL-TIME DIGITAL DISPLAY Top: Bus shelter, Nashville, TN. Image source: Shanese Brown, NCDC

Top: Interactive real-time travel information. United Kingdom Image source: screenmediadaily

Bottom: An automated audio announcement sequence, Washington, D.C. Image source: govexec

Bottom: RTPI LED bus stop display. Ireland.

Image source: data-display

FUTURE NASHVILLE Project on Private

Project on Public

Property

Property

Identify Project Location

OUC Information

Agency CIP Process

Retrieval (IR)

Proceed with Project Location?

CIP

Permits, Policies, and Process National Comparisons

The Metro Nashville street and sidewalk closure policies were compared to those of major cities across the United States including Chicago, Washington, and New York. Acceptable public way closures, permiting processes, fees, and regulations were compared. The data presented on the following pages introduces the necessary permits, policies, and processes for street closures in the selected cities.

PCO

NO

YES

Design/ Engineering

OUC Exisiting

Revisions

Facility Protection (EFP) Permit Issurance Authorized

Award

NO

YES Permit Office

Permit Checklist

NO

Approved YES R.O.W Permit Issued DIGGER Construction Inspector Compliance NO YES Construction Complete

Project Closeout

CDOT Planned Work Permit Process. Image source: City of Chicago Right page Top source: City of Chicago Right page Bottom source: NYC Street Works Manuel

BID

Citations and/or Administrative Hearing

Contractor

46 Chicago, Illinois

Chicago Department of Transportation Acceptable Public Way Closures: Athletic Events, Block Parties, Construction, Festivals, Movie or other filming, and Parades Required Permits for Closure : Public Way Permit from CDOT-30 day length with maximum of 2 week extension.

Street/Alley/Sidewalk Closure Process: CDOT planned work permit process, page 45.

Fees: Athletic Event: $50.00 process fee, $100.00 permit fee, and OEMC and Police Approval.

Block Party: No process or permit fee, and requested and approved by Alderman.

Festival: $25.00 per day permit fee and requires department of cultural affairs and special events approval.

Movie or Other filming: No process fee, $25.00 per day permit fee, and requires film office approval.

Parade: $50.00 process fee, no permit fee, and CDOT and Police Approval.

Construction: $40-200 for 3 days, $80-400 for 4-540 days, and $160-800 for 541+ days.

Rules and Regulations: One can not construct until insurance of permit and payment of any applicable fees.

Planned detours affecting CTA and Metra must submit notification 14 days prior to construction and receive CTA

and Metra approval.

New York City, New York

New York City Department of Transportation Acceptable Public Way Closures: Infrastructure- Street Work Required Permits for Closure : Building Operations/ Construction Activity Permit, Sidewalk Construction Permit-from NYC DOT Bureau of permit management and Construction Control with a 90 day maximum length Street/Alley/Sidewalk Closure Process: NYC DOT basic permit application for all streets in Manhattan and critical streets in all Boroughs, page 46.

Fees: Construction Occupancy of roadway and sidewalk: $50 fee, 90 days duration.

Sidewalk Construction: $70 fee, for 30 days Rules and Regulations: One can not apply for a permit until the permit office issues permittee number upon application

submission and approval. The applicant then must submit permit application for review and approval by the permit office and Office of Construction Mitigation Coordination develops permit stipulations. Lastly, all fees must be paid for permit issuance.

Washington, D.C.

District Department of Transportation Acceptable Public Way Closures: Parades, Neighborhood Block Parties, and Construction Required Permits for Closure : Public Space Permit Application Street/Alley/Sidewalk Closure Process: Not available Fees: 1st Travel Lane (including dedicated bicycle lanes): $2,250 maximum fee per block per 30 days

2nd Travel Lane and Each Add’l: $2,250 max fee per 30 days Sidewalk: $3,000 max fee per block per 30 days Rules and Regulations: One can not construct until insurance of permit and payment of any applicable fees. Parades nor block

parties may take place until the proper signage, documentation, and submission are approved.

Nashville, Tennessee

Tennessee Department of Transportation Acceptable Public Way Closures: Parades, Run, or Walk, Film, Special Events, and Construction Required Permits for Closure : Metro Nashville & Davidson County Parade Permit, Street, Lane, or Sidewalk Closure Permit, Special Event Permit Street/Alley/Sidewalk Closure Process: Not available Fees: Parade, Run, or Walk: $30 application fee Lane closure: $55 for up to 5 days + $10 for each day after the 5th day Street closure: $55 for up to 5 days + $10 for each day after the 5th day application fee Sidewalk closure: $55 for up to 5 days + $10 for each day after the 5th day Rules and Regulations: Upon approval of the event and/or permit, the application and fee must be accepted, then approved. The Police Department, the Department of Insurance and Safety, the Fire Department, MTA and Public Works must receive a copy of the application and submit any discrepancies before the event or construction begins.

source: Metro Nashville Public Works

basic permit application process for All Streets in Manhattan and Critical Streets in All Boroughs DDOT NYC DOT

FUTURE NASHVILLE NCDC Suggested Permit processes

48 Recommendations

Permits, Policies, and Process

Main Manual Metro Nashville Public Works should provide one main manual: Including all coordinations, permits, executions and compliances of work Displays accessibility from multiple locations throughout the public works website Presents information through forms of charts, tables, concept maps, and visual images Provides contacts for each office involved in processes

Principal Permit Nashville should adopt one permit for all closures in the public right of way: Presents various detailed permit applications for specific closures Includes work zone sketch creating a visual representation of work zone layout Provides various checklists for submission, approval, and review Prepares visual examples of proper closures

Increased Fees Road, Sidewalk, and Alley closure fees must be increased: Reduce day increments Increase fee amount per day Add fee per length of street, sidewalk, or alley closure Create a chart providing fee information regarding all types of closures

Top two image source: CDOT Bottom image source: openclipart

FUTURE NASHVILLE Municipal Auditorium

Event Planning According to a report by the Nashville Downtown Partnership, there are an estimated 55,000 downtown employees and an estimated 7,800 residents. This map shows the locations of major residential buildings and hotels (both current and planned) around the downtown Nashville area, along with a few of the most popular tourist attractions. The red and blue colors on the map indicate the residence and hotel spaces around the city, with density represented by intensity of color. These high-density living areas, along with the many commercial and office spaces, result in a very busy and full downtown throughout the day.

The darkened lines show the major connector streets that lead people into and out of the city that become heavily congested during rush hour.

Tennessee Performing Arts Center

Ryman Auditorium

At the same time that it is a vibrant place to live and work, Nashville is also home to booming tourism industry. Nashville has been known as the Music City since 1873, when the Fisk Jubilee Singers performed for the Queen of England. The Ryman Auditorium has stood as a symbol of the continued strength of music in Nashville and how it shapes the city’s culture, and many new music attractions have been developed in recent years. Each year, downtown events bring in roughly 12 million people from all over the world, along with substantial tourism revenues. However, the events can become problematic for the people who live and work in the city full-time. In order to maintain a balance between tourists and Nashville residents who already face significant congestion in the mornings and early evenings, tourism events should be held off of the main streets during these times.

Nissan Stadium

Bridgestone Arena

Country Music Hall of Fame

Residence Levels - Between 1 and 417 units

Source: Nashville Downtown Partnership All images above by Mustapha Williams, NCDC.

Hotel Levels - Between 80 and 800 rooms

Music City Center

50

Hype Energy U.S.A. Launch Party shuts down Broadway Image Source: Shanese Brown, NCDC

Cumberland Park

ay

dw oa Br

Ascend Amphitheater

5t P ve hA a

laz

Portion of Broadway Ave closed. Cumberland Park & 5th Ave Plaza better spaces Image Source: Mustapha Williams, NCDC Top right image source: Hype Energy

However, several recent events have ignored the needs of downtown workers and residents in favor of tourists. For example, in June 2015 Broadway was closed from 2nd to 5th Avenue for the HYPE Energy U.S.A. Launch Party. This Tuesday event shut down portions of Broadway from late evening on Monday to 11pm on Tuesday night, causing a logistical headache for commuters and downtown residents. While large events do bring substantial economic benefit to the city, better logistics and planning should occur when having an event in the middle of downtown during the work week.

When events are planned to close a downtown street during working hours, Metro Public Works should recommend other possible locations before granting permission. Cumberland Park across the river could have been a viable location for such an event, along with the new Ascend Amphitheater. The 5th Avenue plaza between the Music City Center and the Omni Hotel is another downtown space designed for large events such as the HYPE Launch Party. Since this plaza is not on a major thoroughfare leading out of the city, a closure at this site would not impede the majority of traffic. The downside of this location is that it does not provide the optimal visibility of Broadway, which was likely a major factor in the event planners’ decisions.

Nonetheless, large public events must accomodate the multiple functions of downtown to the fullest extent possible, if the accessibility and connectivity of Nashville’s roadways are to be preserved.

TOOLS

PUBLIC ACCESSIBILITY

TRANSIT SHELTERS

CYCLIST ACCOMMODATION PEDESTRIAN CONNECTIONS Top left image source: Copenhagenize Other images source: Sitephocus

52

Using Thoughtful Building Blocks

PUBLIC SPACE

Public accessibility maintains the quality, convenience, and openness of space, including roadways.

Transit shelters are physical coverings that provide comfort and protection from the elements. They also can communicate transit information, such as bus times and routes.

Cyclist accommodations include dedicated bike lanes, bicycle parking, and other measures that improve bike safety on streets.

COMPLETE STREETS

Pedestrian connections include crosswalks, wayfinding elements, greenways, and pedestrian bridges that help ensure connectivity and validate walking and biking as safe and practical modes of travel.

Public space is a social space that is open and accessible to people, providing an area for exercise, leisure, and a variety of civic functions.

Complete streets are designed to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders by providing clear visual indicators of the shared nature of the road space.

GREEN INFRASTRUCTURE All images above by Sitephocus

Green infrastructure is an approach to water and heat management that protects, restores, and mimics the natural water cycle. It is effective, economical, and enhances community safety and quality of life.

SOURCES CITED “3.0 Permits & Approvals.” Street Works Manual NYC. Web. 3 June 2015.

“About.” Linden Living Alley. 1 May 2009. Web. 2 June 2015.

“Beale Street Music Festival.” Beale Street Music Festival. Web. 2 June 2015.

“Copenhagenize.com - Bicycle Culture by Design: Accommodating for Cyclists During Roadworks.” Copenhagenize.com. 8 Apr. 2011. Web. 3 June 2015.

Falbo, Nick. “Protected Intersections For Bicyclists.” ProtectedIntersection.com. Nick Falbo, n.d.

Web. 23 June 2015.

“Film and Special Events.” Nashville.gov. Web. 3 June 2015.

“How to Obtain a Parade Permit.” METROPOLITAN NASHVILLE & DAVIDSON COUNTY PARADE PERMIT. Mayor’s Office of Film and Special Events. Web. 8 June 2015.

“It’s the Little Things.” Brooklyn Spoke, 15 Apr. 2011. Web. 2 June 2015.

“Laurel House.” Apartments.com. CoStar Group, Inc. Web. 23 July 2015.

“LIVE NATION TO MANAGE NEW NASHVILLE AMPHITHEATER.” Ascend Amphitheater. 4 Apr. 2015. Web. 4 June 2015.

Nashville Public Works. “Jefferson Street/Gateway to Heritage Project.” Capital Projects. N.p., n.d.

Web. 8 June 2015.

Nolan, Joe. “20 Photos Of Nashville’s Weird And Beautiful Gallatin Pike.” Nashville Public Radio. 23 Feb. 2015. Web. 4 June 2015.

Payne, Michael. Master Plan. I-40 Deck Park Connection. MichaelJPayne.net, n.d. Web. 6 July 2015.

“Public Space Permit Applications - PSPA.” DC.gov. District Department of Transportation. Web. 6 June 2015.

RULES AND REGULATIONS FOR CONSTRUCTION IN THE PUBLIC WAY. Chicago Department of Transportation, n.d. Web. 4 June 2015.

Shades of Gray and Blue. “Jubilee Singers.” Civil War Shades, n.d. Web. 15 July 2015.

“Sunday Streets Is an Open Streets Event in San Francisco.” Sunday Streets San Francisco. Web. 2 June 2015.

“The Arcade.” Downtown Nashville. Nashville Downtown Partnership. Web. 3 June 2015.

Vision Zero. “Sherman and St Nicholas Avenues Safety Improvements and Bicycle Lanes.” (n.d.): n. pag. 4 May 2015. Web. 2 June 2015.

Ward, Getahn. “Giarratana Sees 60-story Paramount Transforming Nashville’s Skyline.” The Tennessean. 16 Dec. 2014. Web. 3 June 2015.

Ward, Gethan. “UBS Tower Is New Name for Former Regions Center.” The Tennessean. 6 Sept.

2013. Web. 2 June 2015.

“WHY FREE?” Live On The Green. Web. 2 June 2015.

54

ACKNOWLEDGEMENTS This book was designed and written by: Shanese Brown and Mustapha Williams, Summer 2015 interns with NCDC and students at the University of Tennessee College of Architecture and Design.

This book was edited by: Gary Gaston, Executive Director of the Nashville Civic Design Center; Lecturer, University of Tennessee College of Architecture and Design Ron Yearwood, Assistant Director of the Nashville Civic Design Center Special thanks to Cary Foust Street, Communications & Marketing Specialist, Nashville MTA; Gordon Richard, Special Events, Public Works; Erin Perry and Tamara Dixon, Nashville Downtown Partnership and the staff of the Nashville Civic Design Center for assisting in the creation of this report.

Nashville Civic Design Center Staff: Gary Gaston, Executive Director, Lecturer CoAD Ron Yearwood, Assistant Director Abby Wheeler, Development Manager Eric Hoke, Design Fellow Joe Mayes, Research Fellow August 2015 www.civicdesigncenter.org