END 350 ENVIRONMENTAL DESIGN WORKSHOP 1 UNIVERSITY AT BUFFALO SECTION 2 FA 2019 VOLUME 3

Final Portfolio Lindsey Bruso

END 350 Environmental Design Workshop 1: Method of Design Inquiry Fall 2019

Table of Contents Introductory Essay……………………………………………………………………………………...4

Research in Planning Assignment………………………………………………………………..8

Literature Review & Annotated Bibliography……………………………………………..12

Data Analysis Report…………………………………………………………………………………24

Data Collection Memorandum & PowerPoint……………………………………………..44

Case Study & PowerPoint………………………………………………………………………….78

Introduction Essay A brief composition about END 350 & the contents provided within this portfolio.

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Introduction to END 350 In the Fall of 2019, I started my Environmental Design Studio courses, the first one

being: END 350 Environmental Design Workshop 1: Method of Design Inquiry. This course introduces how to integrate research inquiry, information analysis, and environmental

design by providing students with methodologies in gathering, analyzing, interpreting, and communicating qualitative and quantitative information about the contemporary physical and urban environment (Bleuer 2019). Throughout the course, I have been taught on how

to use multiple data sources like US Census Data, Master Plans, peer-reviewed journals, and

fieldwork, while constructing aligning professional documents and PowerPoints.

Contents Included

Within this portfolio are my five main projects that took place over the semester.

The first one being the Research in Planning Assignment, where it was a chance to

showcase our initial research skills, before learning how to properly execute collegiate research. This assignment is an essential element within my portfolio, as it provides a

foundation in showcasing where my techniques started in the class compared to how my skills and techniques have evolved over the course of the semester.

Following the first assignment is my Literature Review and Annotated Bibliography.

This project took place within the first portion of the semester where we learned how to

properly execute research techniques and cite them accordingly. I found this project rather important as it also provided me a foundation with teaching me how to create proper citations, that I will use for the rest of my academic and professional career.

Next, is a Data Analysis Report I have constructed based on the Census and US

Bureau of Labor Statistics Data for Pittsburgh, Pennsylvania and New Orleans, Louisiana.

This project, although intimidating was broken up into two parts: Data Analysis Visuals and The Data Analysis Report. By creating multiple excel charts and graphs first, I was able to fully interpret the data, so when it came to the writing report, I already confidently

understood the facts and data and had a general idea of what I was going to write. Taking

the research skills, I have acquired thus far in the semester, this project taught me how to apply the research to a specific topic, while incorporating the visuals I have created.

The next assignment in my portfolio is a Data Collection Memorandum and a

PowerPoint Presentation, me and a fellow student, Claudia Savoy, have created together.

This project provided me with basic group work and time management skills, as this is the first group assignment thus far. I believe that incorporating group work into the course is important, as many skills can be learned that will overlap into the rest of my academic career and possibly professional career. This project also included the introduction of

constructing fieldwork into the course, as we were sent out to observe a signalized traffic

intersection and a roundabout. When creating the memorandum, skills from the first three assignments were carried over, each time becoming more accurate and perfected. When

creating the PowerPoint, my partner and I carefully created a presentation that was simple and mostly visual in order to keep potential viewers intrigued, as it was not actually presented.

The last assignment attached in the portfolio is a Group Case Study Assignment,

with the goal of creating a Mini Park Master Plan of a chosen park, mine being Front Park in Buffalo, NY. This projected consisted of four partners, including myself, coming together,

conducting fieldwork and observations, while constructing our Mini Master Plan and Final PowerPoint, which was presented to our class and a panel of special guests. This project

was a compilation of all the previous assignments and showcases how far throughout the

semester I have come as a student and a learner, while giving me presentation confidence and skills.

Overall Experience During my duration in END 350: Environmental Design Workshop 1: Method of

Design Inquiry, I have developed a solid foundation of research, analyzing, and writing skills that I will expand on during the rest of my academic and professional career. I

thoroughly enjoyed this class, as I appreciated the layout of the projects and how once I learned an important skill, I would be able to build upon it through more projects and

assignments through the semester, giving me more experience with perfecting them. I am most proud of my Data Collection Memorandum and PowerPoint and Case Study

Assignment, as I feel as they are actual reports that I would be able to submit to officials

and be confident in them. Furthering my research skills and techniques have made me

evolve greatly as a student, and I no longer feel uneasy when given an assignment that asks me to research and analyze data. END 350: Environmental Design Workshop 1: Method of

Design Inquiry, has furthered my education as student as well as a professional individual, and the contents in this portfolio showcase that.

Conclusion

Upon completion of this course I have successfully mastered the skills and

techniques for information retrieval, analysis, and communication. I have gained the skill set in order to confidently conduct research and write professional documents while still

integrating my personal and creative design elements and ideas. This portfolio showcases work that is an accurate representation of me as a student and the dedication and full ability I have in order to obtain personal, academic, and professional goals.

Bibliography Bleuer, J. (2019, August). END 350: Environmental Design Workshop 1: Method of Design Inquiry Syllabus.

Research in Planning Assignment A summary of two urban planning issues, showcasing initial research methods prior to class.

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Lindsey Bruso END 350

Research in Planning Assignment Urban Planning Issue 1:

One issue in Urban Planning today is pollution and how it is affecting our surrounding

ecosystem and environment. Cities are unfortunately a huge contribution to the amount of

pollution that is emitted into our air. Pollution sources within cities can range from automobiles

and other transportation traffic to industry and energy use. One of the biggest effects of pollution is pollutants damage the air we breathe and therefore create negative health effects. In the article I

found on the library’s website, Air pollution in cities, “Nearly every country has standards to assess single air pollutants. But these standards are not sufficient, especially for urban air quality

management or urban planning, because human beings in cities are exposed not to a single air

pollutant alone, but to a mixture of different substances” (Mayer 1999). Looking deeper into the

health effects pollution has on human health I came across a CNN news article, Exposure to polluted air is like smoking a pack a day, study says, which states, “Using a CT scan, researchers were able to see that exposure to each of the pollutants was associated with the development of emphysema, a lung condition that causes shortness of breath, and is usually associated with cigarette smoking”

(Hunt & Christensen 2019). Upon further research, I found that planting more trees in cities can be a beneficial step in cleaning and cooling the urban air. Trees provide the city with fresh air and a sense of environment when residing in a dense area, which is crucial to human life. In The

Washington Post newspaper article, How planting trees in cities can save thousands of lives, it

describes the importance that trees have on air quality and human health, including psychological and social benefits like adding a sense of community, decreasing stress, and promoting exercise.

Although, planting trees is not exclusive to the urban fabric the article states, “Researchers note that the biggest effects of tree-planting are likely to be seen in cities with high population densities and high levels of pollution or heat” (Harvey 2016). Trees are a large source of shade and can absorb

harmful gasses, like carbon dioxide, and release oxygen. Having trees in an urban atmosphere can also predict the type of habitat and animals you want within the city. Tree planting is not the only thing that can put an end to pollution, but it is a step in the right direction and our environment needs change in order for it to live on.

Urban Planning Issue 2:

Another issue in Urban Planning today is transportation and how it can affect not only the

environment but the people that reside within the city. Transportation in a city can include the

subway, train, busses, automobiles, biking, and walking. I started my research simply at Google,

where I found the newspaper article, American cities need to phase out cars, it describes the dangers and negatives cars have on a city like deadly car crashes and how cars can be a threat on human

safety in such a dense area. The article compares the subway and the car stating, “On the road, a

lane of highway traffic can transport about 3,000 people per hour under perfect conditions, while a subway can easily manage 10 times that — and many do even better” (Cooper 2018). Continuing my research, it dawned on me that this summer while I studied abroad, I went to Copenhagen

where the main source of transportation is by bicycle. Cities moving their main transportation focus to biking is beneficial to not only human health but to the environment. Also, if the city becomes

properly designed for bicyclist than it would become more efficient than using cars because of the number of bicycles that can fit on the road rather than cars is much greater. In the article,

Copenhagen has taken bicycle commuting to a whole new level is says, “To make commuting by bike even easier, faster and more comfortable, Copenhagen has built 17 new bridges dedicated for bicycles over the city’s harbors and canals since 2006 — 15 of them in the last four years”

(Kirschbaum 2019). From personal experience, biking there felt safe because the bike lanes are risen from the street and then the sidewalk is also risen beyond that, so essentially there are 2

curbs to jump in order for a biker or walker to get injured. Safety and security of the bike lane is the biggest problem when it comes to biking in the city and why people hold back from it. A book I

found from the library’s website, Ride a Bike! Reclaim the City states, “The key therefore lies in the design and expansion of a good cycling transport infrastructure, which experts an enormous

influence on the extent of bicycle usage” (Becker, et. al., 2018). One example of poor designed bike lanes is in Buffalo, where the car and bikers are right next to each other on the same surface. Even though they have separate lanes, nothing is stopping the automobiles from crossing the line by

accident for an injury to happen and therefore put the bicyclist at risk. Biking is just one source of transportation within cities and with the right urban design and infrastructure, it could be a healthier means of transportation for the city and the humans that reside within it.

Works Cited: Issue 1 Harvey, C. (2016, November 2). How planting trees in cities can save lives.

The Washington Post, Climate and Environment. Retrieved from https://www.washingtonpost.com/news/energy-environment/wp/2016/11/02/ how-planting-trees-in-cities-can-save-thousands-of-lives/ Hunt, K., & Christensen, J. (2019, August 14). Exposure to polluted air is like smoking a pack a day, study says. CNN, Health. Retrieved from https://www.cnn.com/2019/08/14/health/air-pollution-emphysema-study-climate-scn/ index.html Mayer, H. (1999). Air pollution in cities. Atmospheric Environment, 33(24-25), 4029-4037. Retrieved from https://pdf.sciencedirectassets.com/ Issue 2 Becker, A., Lessano, N., Cachola, S. P., & Stefanie, L. (Eds.). (2018). Ride a Bike! Reclaim the City. Retrieved from https://ebookcentral-proquest-com.gate.lib.buffalo.edu/lib/buffalo/ detail.action?docID=5156407 Cooper, R. (2019, August 19). American cities need to phase out cars. The Week, Opinion. Retrieved from https://theweek.com/articles/859408/ american-cities-need-phase-cars Kirschbaum, E. (2019, August 8). Copenhagen has taken bicycle commuting to a whole new level. The Los Angeles Times, World & Nation. Retrieved from https://www.latimes.com/world-nation/story/2019-08-07/ copenhagen-has-taken-bicycle-commuting-to-a-new-level

Literature Review & Annotated Bibliography Given the topic of pollution within cities, I have demonstrated proper research and annotating skills by producing a narrative summary and a synthesis of my research.

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Lindsey Bruso

END 350

Literature Review

Introduction

Pollution can be defined as the introduction of substances, toxic to the environment and

humans, being emitted into the atmosphere. Air pollution comes from several sources but is

generally cause by human activity. Most well-known being transportation methods, such as cars,

and industry, like factories producing smoke and chemicals. Cities are a huge contributor for the

pollution that is being emitted into our atmosphere and therefore urban areas are spaces with the most pollution. Pollution is only increasing as rapid urbanization is still taking place within cities,

and the results are potentially destroying the environment and people’s health. Pollution in cities is a current topic, and sources are within the past 10 years. Pollution has many subtopics and

therefore it is important to focus on the sources and effects of pollution and the possible solutions for fixing our environment.

Sources of Pollution in Cities Population Pollution is generally caused by human activity and with population growth, human activity

is rapidly increasing and as a result, so is pollution. In the article, Air pollution in cities, Helmut

Mayer summarizes how urban population growth combined with land use is caused by a drift in

cities and excess birth rates over death rates. These factors have many consequences, the biggest

one being higher emissions of air pollutants (Mayer 1999). Urban population growth is the root of almost all pollution sources such as, transportation and industry.

Automobiles

The most common source of pollution from cities is unsustainable transportation methods,

the main one being personal owned cars. Cars, SUV’s, and trucks running on gasoline and diesel

emit gases, such as carbon dioxide into the atmosphere. In the book, Sustainable Transportation: Problems and Solution, William Black goes into detail about the problem with the transportation sector. He suggests that motor vehicles are non-sustainable due to the negative impacts on air

quality, injury, congestion, noise, and level of mobility (Black 2010). Urban areas are very dense and therefore the number of cars is also high, resulting in longer commutes due to congestion, emitting

carbon dioxide into the air. “For each gallon of gas that is burned in a motor vehicle, as we earlier noted, some 20 pounds of carbon dioxide are emitted into the atmosphere (Black 2010).� Carbon dioxide is detrimental to human and environmental health as it is the most common greenhouse

gas. The use of personal cars has a spiraling effect as many other problems and sources of pollution are caused by them.

Industry

Another source of pollution in cities is industry and non-renewable resource consumption.

The book, Metropolitan Sustainability: Understanding and Improving the Urban Environment, goes

into detail about commercial and industrial emissions in Chapter 11. Large industries emit a wide variety of pollutants into the atmosphere, such as coal and heavy petroleum products including

diesel fuels. Coal combustion releases soot, fly ash, and tars into the atmosphere which is dangerous to breathe into our respiratory systems. Major power plants are also responsible for releasing

particles into the environment which destroy human health and the atmosphere (Zeman 2012).

Pollution from industry releases more dangerous chemicals and pollutants into the environment, than automobiles. Breathing in the pollutants and dispersed particles can be very dangerous and critical to human health.

Effects of Pollution Health Hazards

The most dangerous effect of pollution is the detrimental effects it has on humans, not only

physically, but mentally. With the amount of pollutants in the air, many of the effects on human

health have to do with respiratory diseases. The book, Air Pollution Health and the Environmental

Impacts, discusses the effects of human health from pollution. It suggests air pollution as being responsible for approximately 2 million premature deaths worldwide and supports that with

findings of diseases such as emphysema and pneumonia (Gurjar, et.al., 2010). Breathing in the

pollutants found within the air can affect our respiratory and cardiovascular system and how our

lungs function. The book also describes how infants, elderly, and the sick are most vulnerable to air contaminants, because they have the weakest immune systems, which leads to mental illnesses of

those surrounding them (Gurjar, et.al., 2010). Breathing in dirty contaminated air is unhealthy and can have life changing effects on everyone participating.

Climate Change

Recently many studies have shown that cities have become Urban Heat Islands (UHI). UHI

are when the urban area shows to be significantly warmer than surrounding rural areas due to

pollution and other harmful human activities. In the article review, Global change and the ecology of cities, it focuses on UHI’s as they are a huge factor in climate change and can affect the future climate. UHI’s are caused from land cover patterns and increasing population sizes, and the

greenhouse gas emissions that follow them (Grim, et.al., 2008). The Urban Heat Island is directly

correlated with climate change and recently it has been rapidly speeding up our global clock. Mike

Santamouris goes into detail of UHI as he focuses about the thermal properties of materials used in the urban environment. The stored heat from the materials is released into the atmosphere and results in higher air and surface temperatures. He also mentions how greenhouse gases are

reflected into the Earth’s surface by pollutants and the clouds (Santamouris 2014). Urban Heat

Islands are dangerous to the Earth as climate change is rapidly increasing due to pollution in cities.

Social Gaps

Pollution in cities can even have the effect of social gaps within the community due to

location of strong pollutants in the atmosphere. In the Ted Talk, Greening the Ghetto, Majora Carter

mentions her own personal experience with being in a low-income area within a city and how low-

income neighborhoods residents are 5 times more likely to live within walking distance of a power

plant or chemical facility, having more exposure to pollution (Carter 2006). In agreement to Carter, the journal article, Greening cities- to be socially inclusive? About the alleged paradox of society and

ecology of cities, focuses on how cleaning the air, to decrease air pollution, is a strategy to primarily benefit the middle and upper class because those are the areas with money to do so. Greening the

city can be defined as maintaining and producing green spaces within a city. This procedure causes prices to rise within the area creating a social gap, as low-income families will not be able to afford

to reside in these places. This idea increases social inequality within the city because low-income

areas are threatened with displacement and an unclean environment (Haase, et.al., 2017). Social gaps being created is an overseen effect due to pollution but is an important idea to take under consideration.

Solutions to Consider Trees One step in trying to decrease the amount of pollutants being emitted into the air is planting

more trees within the urban areas. The newspaper article, How planting trees in cities can save

thousands of lives, mentions how trees can be a barrier to cleanse and provide healthy emissions

into the air. Trees can act as shade and redirect the sun’s heat energy to reduce surface

temperatures in cities. Trees also create healthier psychological impacts on the people residing in the cities, as they promote social connectivity, decrease stress levels, and encourage exercise

(Harvey 2016). Planting trees within the city also gives the environment a nicer aesthetic, drawing

more people outside to the street. Advances in Meteorology is an article that studies the importance of roadside trees by investigating university students commute to campus. Studies show that

students are more likely to walk along paths with roadside trees, and then naturally lengthen their travel time which extends their clean air exposure time (Amorim, et.al., 2013). Planting trees will

not only cleanse the air but promote more people to walk reducing the amount of pollutants in the atmosphere due to transportation.

Rooftop Gardens

Similarly, to planting trees in cities, implementing the idea of rooftop gardens on buildings

will decrease the possible effects of pollution. Mike Santamouris studies the importance of green

roofs in order to improve UHI and make cities more comfortable to live in. “It is found that the use

of green roofs provides an important cooling effect to the city (Santamouris 2014).” Another article, Roof top gardens as a means to use recycled waste and A/C condensate and reduce temperature

variation in its buildings, focuses on the problem’s rooftop gardens can fix along with other benefits

from them. Roof top gardens can moderate temperatures and water disposal problems while

providing cities with fresh vegetables. Rooftop gardens also implement the idea of recycling as they can use recycled landfill soil, which also reduces waste pollution (Sisco, et.al., 2017). Roof top

gardens also can improve physiological benefits as gardens are seen to also reduce stress and can be a communal activity. Garden’s overhead: rooftop culture in North American cities, proves that

cities in Germany have thriving industry after implementing the idea of rooftop gardens (Kwik

2000). Overall, roof top gardens in urban areas can provide many positive impacts to cleaning the environment, rather than just decreasing pollution.

Less Cars

Having less cars on the roads is crucial to diminishing the negative changes our

environment is facing, due to pollution. In a recent Ted Talk, Travis Kalanick talks about Uber’s plan to make a healthier city. He discusses how transit has a negative impact on our environment as cars

and transportation take majority of our time and space. Since Uber’s plan for Uber Pool has been

implemented in Los Angeles, 1.4 thousand metric tons of carbon dioxide has been taken out of the

air (Kalanick 2016). Removing cars off the road will lessen the amount of greenhouse gases being emitted into the atmosphere, making healthier air to breathe and live in.

Sustainability

Overall, the biggest thing we can do in order to decrease pollution is have cities become

more sustainable. In the book, Water Centric Sustainable Communities: Planning, Retrofitting and

Building the Next Urban Environment, it focuses on the cities water infrastructure on how to make it more sustainable, as increased greenhouse gases are heavily impacting our climate and weather patterns. With rapid urbanization, cities need new water systems where water is recycled, and

pollutants are discharged out of the water and air (Novotny 2010). In another article, Low Carbon, Low Risk, Low Density: Resolving choices about sustainable development in cities, it mentions a framework for cities to become more sustainable by minimizing heat wave, transportation

emissions, urban sprawl, and increasing greenspace with cities (Caparros-Midwood, et.al., 2019).

Having cities become more sustainable will ultimately help reduce pollution rates within cities.

Conclusion

Pollution is an important topic, and everyone should be open to learning about it and

helping decrease the levels of pollutants within the air, as it is destroying our environment and human health. Pollution is primarily caused from human activity and the choices we make as a

society, such as owning personal cars and using up our non-renewable resources shown in our

industry patterns. Cities are a main contributor to pollution as they have increased density and

population. Focusing on and recognizing possible solutions for decreasing pollution within cities is important and will only help in making a healthier environment to live in and watch it continue to grow.

Lindsey Bruso END 350

Annotated Bibligraphy Air pollution health and environmental impacts / edited by Bhola R. Gurjar, Luisa T. Molina and Chandra S.P. Ojha. (2010). Boca Raton: Taylor & Francis.

In this nonfiction book it discusses the basics and provides a foundation of pollution throughout all ecosystems. The book focuses on how human activity is the main influence for increasing climate

change and damaging air quality. A repetitive theme throughout the book is how pollution effects human health, for example initiating diseases like emphysema and pneumonia. Chapters within

provide information on how urban areas are the biggest causes of pollution, giving examples like, the high growth rate of private cars in cities causing excessive emissions into the atmosphere.

Amorim, J. H., Valente, J., Cascao, P., Rodrigues, V., Pimentel, C., Miranda, A. I., & Borrego, C. (2013).

Pedestrian exposure to air pollution in cities: modeling the effect of roadside trees.(Research Article)(Report). Advances in Meteorology, 2013(2013). doi:10.1155/2013/964904

In this journal article it considers the environmental and health impacts of planting roadside trees in a city full of pollution from the transportation sector. Throughout many studies based on

meteorology and vegetation within the city, it demonstrates that many students extend their clean air exposure time when trees are planted along the street because they naturally lengthen their route while walking under trees. Along with these studies, the showing of many models in this

article conclude that planting roadside trees increases the likelihood of students walking to school

and the effects trees have on the changing the routes students in the city choose to take, more often choosing routes with trees. Having more people starting to walk in the city then reduces the amount of transmission pollutants being dispersed in the air.

Black, W. R. (2010). Sustainable transportation : problems and solutions / William R. Black. New York: Guilford Press.

William Black composes a book with information regarding how transportation and the emissions

that follow them are driving our atmosphere to have a catastrophic impact on our world's climate.

First, he dives into the subject of human made transportation, arguing the problems that impact our

environment, providing specific details about the urban air quality. He then discusses several solutions in order to establish sustainable transportation methods including, policy and

technological solutions. Black makes readers answer the basic question of, "What is a sustainable

transport system?" and even makes readers think, "What is it that prevents a transport system from being sustainable?" This book gives feasible solutions for urban areas to accomplish in order to maintain pollution.

Caparros-Midwood, D., Dawson, R., & Barr, S. (2019). Low Carbon, Low Risk, Low Density:

Resolving choices about sustainable development in cities.(Report). Cities, 89, 252. doi:10.1016/j.cities.2019.02.018

This article focuses on how urban areas are home to 50% of our global population and how those

urban areas are responsible for 70% of global greenhouse gas emissions. The article views cities as

being designed in areas that are prone to nautral diasters and climate change, making it difficult for cities to reduce greenhouse gases and lower their consumption of resources. The artcile provides a framework of strategies to help cities minimize the problems of heat wave, risk from floods,

transportation emissions, urban sprawl, and prevent development of greenspace that is crucial to human wellbeing. In order to improve cities sustainability, cities need to work on spatial

development while controlling the population density and emission rates, which proves to be difficult.

Carter, M. (Presenter). (2006, February). Greening the Ghetto [Speech].

In this Ted Talk, Majora Carter discusses environmental justice, which can be defined as no

community should be saddled with more environmental burdens and less environmental benefits than any other. She argues about her own life and how where she lives, being from a low-income

neighborhood, that she is five times as likely to live within walking distance of a power plant or

chemical facility and be affected by air pollution. Majora talks about her personal experience with making sustainable economic activity to lower income neighborhoods in order to help the

environment. Majora also reflects on her upcoming projects to clean up the environment where it is mostly needed and appreciated.

Chelsea, H. (2016). How planting trees in cities can save thousands of lives.

In this newspaper article, Chelsea Harvey describes the importance of planting and having trees is

within the urban area. Because of the levels of pollutions cities produce, having trees as a barrier to cleanse and provide fresh air is a great benefit. Trees also act as shade and can redirect the suns heat energy, lowering the temperature within cities. The article also focuses on the positive

psychological benefits trees can promote like, social connectivity, decrease stress levels, and

encouraging exercise. Planting trees is a cost efficient way to partially diminish the pollution problems caused by cities.

Grimm, N. B., Faeth, S. H., Golubiewski, N. E., Redman, C. L., Wu, J., Bai, X., & Briggs, J. M. (2008).

Global change and the ecology of cities. Science (New York, N.Y.), 319(5864), 756-760.

doi:10.1126/science.1150195

In the article review, it goes into details about the problems and solutions cities present themselves to sustainability challenges in our increasingly urbanized world. Cities are centralized areas of

production, consumption, and waste disposal leaving negative environmental handprints on our

ecosystem. The biggest change to our climate comes from the urban heat island, which is the effect of urban areas having higher air and surface temperatures than other areas. An important way of achieving urban sustainability is having human modifications and adaptation strategies.

Haase, D., Kabisch, S., Haase, A., Andersson, E., Banzhaf, E., BarĂł, F., . . . Wolff, M. (2017). Greening

cities – To be socially inclusive? About the alleged paradox of society and ecology in cities.

Habitat International, 64, 41-48. doi:10.1016/j.habitatint.2017.04.005

This journal article debates whether planting trees and creating more parks to decrease air

pollution and cleanse the air is targeting the lower class or is strictly a strategy to primarily driven for the middle and upper class. Greening cities is the process of enlarging and maintaining the

quality of the networks of greenspaces within an urban area. Participating in greening cities is

beneficial for the environment and improves human health. However greening cities is seen as

creating social inequality as it puts a disconnection with the low income or homeless population

because they become threatened with displacement. Greening spaces can have the affect of rising apartment and housing prices around the greened area, creating a gap between classes.

Kalanick, T. (Presenter). (2016, February). Uber's plan to get more people into fewer cars [Speech].

In this Ted Talk, Travis Kalanick goes into detail about how uber is planning to get more people into fewer cars. Doing this will move more people while reducing the car pollutants getting emitted into

the air. Travis Kalanick focuses how mass transit has a negative impact on our built environment as cars take up majority of our time and space. This plan has been implemented in Los Angeles and since then they have taken 1.4 thousand metric tons of CO2 out of the air.

Kwik, J. (2000). Gardens overhead: rooftop culture sprouts in North American cities. Alternatives, 26(3), 16-17; 16-16.

In this newspaper article, Jessica Kwik considers the importance of rooftop gardens. She goes into detail about how Germany has been one of the first cities to implement this sustainability

improvement and their industry has been thriving. The gardens also use access rainwater so that the gardens do not have to be irrigated and become more sustainable as they are using recycled

water. She compares how the rooftop gardens seem to be healthier than trees for the environment by saying the gardens absorb more sunlight and are more likely to succeed in growing. She

concludes her article with a list of pros for having green roofs, like they reduce the green house gas emissions ad improve workers health, productivity, and creativity.

Mayer, H. (1999). Air pollution in cities. Atmospheric Environment, 33(24), 4029-4037. doi:10.1016/S1352-2310(99)00144-2

In this article Helmut Mayer talks about how serious of a problem air pollution is in cities. A major source of air pollution is urban population growth mixed with land use due to increasing urban

areas. The article goes into detail about the different types of pollutants found within cities caused by motor traffic, industry, power plants, trade, and domestic fuel. The article focuses its research from Stuttgart, Germany and how their pollutants are starting to move outward to neighboring cities as megacities expand.

Metropolitan sustainability understanding and improving the urban environment / edited by Frank Zeman. (2012). Oxford: Woodhead Pub.

Frank Zeman reviews the sources and consequences of air pollution in the urban atmosphere in Chapter 11 of his book, which focuses on moving cities towards being more sustainable. He

describes the atmosphere as being a mixture of toxic chemicals derived from human living. These

pollutants and emissions play a dangerous role in changing water, soil, and vegetation, along with

having negatives effects on human health. In order to improve the environment, it is important for

different urban regions to share international knowledge with air pollution technology, monitoring and assessment methodologies, so globally all cities can solve the upcoming problems together as everyone is affected.

Novotny, V. (2010). Water centric sustainable communities planning, retrofitting, and building the next urban environment / Vladimir Novotny, John Ahern, Paul Brown. Hoboken, N.J: Wiley.

In this book, Vladimir Novotny goes into detail about cities urban water infrastructure and how is

used for poor waste disposal. With the increased emissions of green house gases produced by cities, extreme weather patterns, like polar ice melting, are more likely to occur and before they do it is

important to have proper water infrastructure. With the demand of rapid urbanization, urban areas need a water system that is sustainable and recycles water properly, discharging pollutants. The book focuses on green house gas emissions in part one defining the different gasses and their effects on the environment.

Santamouris, M. (2014). Cooling the cities - A review of reflective and green roof mitigation

technologies to fight heat island and improve comfort in urban environments. Solar Energy, 103, 682.

This article focuses on the increasing temperature cities are facing due to the heat island and

climate change and how they are making cities less and less comfortable to live in. In order to

create balance between the rapidly decreasing air quality the article studies the albedo of green roofs. Albedo being the proportion of the light or radiation that is reflected by a surface. Before implementing green roofs, major factors need to be discussed: climatological variables, optical

variables, thermal variables, and hydrological variables. Green roofs are proven to achieve a high degree of maturity and are a reliable option for urban climate improvement.

Santamouris, M. (2018). Minimizing Energy Consumption, Energy Poverty and Global and Local Climate Change in the Built Environment: Innovating to Zero. Saint Louis: Elsevier.

In this book, Matthaios Santamouris discusses the built environment and its 3 main problems: the political, economic, and technical impacts of climate change. The book also focuses on the causes

and characteristics of cities energy consumption and how it is destroying our environment. It

provides a foundation for Urban Heat Islands and climate change in Chapter 3 and how they are

impacting not only the urban area but our planet as a whole. The book also gives the future needs of cities and how we can take them to generate wealth and a cleaner environment for human safety.

Sisco, L., Monzer, S., Farajalla, N., Bashour, I., & Saoud, I. P. (2017). Roof top gardens as a means to use recycled waste and A/C condensate and reduce temperature variation in buildings.

Building and Environment, 117, 127-134. doi:10.1016/j.buildenv.2017.02.025

In this journal article it explains how with rapid urbanization happening, cities are beginning to struggle with waste disposal and climate change. The production of roof gardens can provide

solutions to these problems along with others such as recycling. The article shows figures with data supporting how roof gardens can moderate temperatures on the roofs below them and provide vegetables within the urban areas. Using the recycled landfill soil can also reduce waste while recycling and thus becoming more sustainable for urban environments.

Data Analysis Report A narrative report comparing population trends and analytics between New Orleans, Louisiana and Pittsburgh, Pennsylvania. Data from US Census Bureau, was collected, interpreted, and graphed for investigating urban planning issues.

24

Comparing Population Trends NEW ORLEANS, LOUISIANA & PITTSBURGH, PENNSYLVANIA Lindsey Bruso | END 350 | October 7th, 2019

Introduction

Two cities that are worth comparing population statistics are New Orleans, Louisiana and Pittsburgh, Pennsylvania. New Orleans is located along the Mississippi River and is the most populated city within Louisiana. It is very well-known, and many people go there for the rich history and architecture, religious traditions, food, music, and the nightlife. Pittsburgh in comparison is known as the Steel City, because of its history in industrialism. Pittsburgh has many bridges because it is almost completely surrounded by water, likewise with New Orleans.

Pittsburgh is also known for its many sports teams and the livability of downtown. Both cities have different qualities that make comparing population trends interesting.

Pittsburgh was founded in 1758 and has been a growing industrial economy ever since because of its location on the water and their accumulation of a younger generation. New Orleans was founded in 1718 and from there the economy was on a rise, until Hurricane Katrina struck in 2005. When comparing the population statistics, it is important to keep this in mind, as New Orleans had to almost completely rebuild the city and economy. Before comparing New Orleans and Pittsburgh’s population trends in depth, is important to understand the demographic of the population.

Population Development GROWTH:

New Orleans, Louisiana has yet to reach the population they had prior to Hurricane Katrina, but recently has seen approximately a 12% increase in overall population between 2010 and 2017, as seen in Figure 1. New Orleans tends to be a high tourist destination, which exposes the city to more people. In 2018, a local newspaper wrote an article regarding the rapid population growth and The Times-Picayune states it’s because of the number of babies being born. Roughly around 16,300 newborns have arrived into the city, which is a higher number than outsiders moving into New Orleans (Larino 2018). The population growth is an important aspect to keep in mind when further analyses are discussed throughout this report.

Year 2010 2017 Growth Rate:

New Orleans, Louisiana Population 343,829 388,182

12.90

Source 2010 Census 2017 ACS 2013-2017

Figure 1: US Census Bureau, 2010 Total Population & 2013-2017 American Community Survey 5-year Estimates, generated

by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

DECLINE:

Opposite to what can be thought of a growing college city, Pittsburgh, Pennsylvania has seen approximately a .23% decline in overall population between 2010 and 2017 as seen in Figure 2. A recent newspaper article from The Pittsburgh Post-Gazette goes into detail about the top reasons they have seen a diminishing population. One reason being Pittsburgh is experiencing more deaths than births in the Metropolitan area. Another reason is the jobs have been more abundant in other areas, other than Pittsburgh, making around a 15,000 population loss (Rotstein 2018). The population decline is an important aspect to keep in mind when further analyses are being discussed throughout this report.

Year 2010 2017 Growth Rate:

Pittsburgh, Pennsylvania Population 305,704 305,012

-0.23

Source 2010 Census 2017 ACS 20132017

Figure 2: US Census Bureau, 2010 Total Population & 2013-2017 American Community Survey 5-year Estimates, generated

by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

Residents SEX BY AGE:

When comparing population statistics, it is important to know the demographic of both cities. As seen in Figure 3, Pittsburgh has more 20-29 year old’s than any other age range. Upon further investigation, Pittsburgh is home to approximately 25 colleges. Most districts within Pittsburgh, such as Southside and Oakland, are generally populated with mostly college students therefore explaining the massive increase in the younger age range. This can also enhance the younger generation in staying in Pittsburgh to initiate their careers after college. On the contrary, New Orleans only has around 11 colleges. New Orleans, being founded 40 years prior to Pittsburgh, is known for its rich history, historic atmosphere, and Roman Catholic Religious Traditions like, Voodoo. In Figure 3, these rich histories are explained as the age range in New Orleans is more spread out. With the exception of 25-29 year old’s who seek the night life and uniqueness New Orleans has to offer. When comparing side by side, New Orleans has a higher population because of the equal array throughout the range of ages.

Figure 3: US Census Bureau, 2013-2017 American Community Survey 5-year Estimates, Table S0101 2017, Age and Sex, generated by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

RACE:

Just from common knowledge it can be assumed that New Orleans, Louisiana has a more diverse population as they are a historic city with unique characteristics and a vast majority of ages, as stated previously. Indicated on Figure 4, the White and African American race between New Orleans and Pittsburgh are almost opposite. According to US history, southern states, such as Louisiana, were slave states as opposed to northern states that were predominantly white. Over time African Americans continued to grow and reside within New Orleans, resulting in the population of African Americans being 60% of the total population. Understanding the percentages of the different races within each city is important as it impacts upcoming subtopics, like education.

Figure 4: US Census Bureau, 2013-2017 American Community Survey 5-year Estimates, Table DP051 2017, ACS Demographic and Housing Estimates, generated by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

Education

CITY COMPARISON:

When comparing education levels between the males in New Orleans and Pittsburgh and the females in New Orleans and Pittsburgh, New Orleans has approximately a higher population in all levels. Specifically, in Figure 5, New Orleans has a higher population in Less Then 9th Grade for both male and female. An Education Dive newspaper article goes into detail about how New Orleans Public Schools have been declared District of the Year. This title shows the importance New Orleans puts into their education system as they bounce back from Hurricane Katrina (Campisi 2018). Although, having more colleges in Pittsburgh, New Orleans seems to primarily have higher education levels.

Figure 5: US Census Bureau, 2013-2017 American Community Survey 5-year Estimates, Table S1501 2017, Educational Attainment, generated by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

GENDER COMPARISON:

Looking deeper, New Orleans has more educated males then Pittsburgh except when it comes to the Associate’s Degree. With New Orleans Public Schools having the title of District of Year in 2018, it has shaped the education progress, allowing a pathway for more people to follow on to higher degrees and education. In a recent article from a local New Orleans newspaper, it describes the process of how New Orleans is aiming to create more opportunities for black males to become teachers and therefore earn a higher degree through a fellowship. The article also goes into detail about how having teachers match the demographic of students allows students to connect and work harder (Reckdahl 2019). Same as the males, New Orleans has a larger female population with higher education levels then Pittsburgh except with an Associate’s Degree. Overall, New Orleans showed greater results in education levels while trying to overcome the aftermath of Hurricane Katrina.

Unemployment

The unemployment rate is important to understand because it has a direct correlation with the population growth and decline. As seen in the Figure 6, both cities average unemployment rate from 2010-2017 is decreasing. However, Pittsburgh’s is lower and has a slight steeper drop over years. Mentioned in a newspaper article, Pittsburgh has reached its lowest unemployment rate since 1970. This is because there has been a 53% increase in job advertisements and the city has created roughly 6,400 jobs, mainly in construction (Caralle 2019). Both cities are on the correct pathway to having a lower unemployment rate, resulting in more of their population in the workforce.

Figure 6: US Bureau of Labor Statistics, Local Area Unemployment Statistics, generated by Lindsey Bruso using Data Tools; http://www.bls.gov; (data retrieved October 2nd, 2019).

Transportation CITY COMPARISON:

Transportation is an important factor when comparing how populations react and move within a city. Based on the results in Figure 7, New Orleans having the higher population and experiencing an increasing growth rate, has more privately-owned vehicles on the road than Pittsburgh. Pittsburgh’s population almost doubles New Orleans for walking and public transportation. In an article from the Pittsburgh City Paper, it mentions how Pittsburgh is one of the best regions in the US to live car-free, and the city has seen a rapid increase in the use of public transit for the last few years (Deto 2019). Pittsburgh also has a free public subway for trips that stay within the downtown city limits, which could be another factor of why their population rates are so much greater for car-free transportation than New Orleans.

GENDER COMPARISON:

Comparing genders within the cities pretty much evens out when looking side by side at Figure 7. One trend within the graph below, is in New Orleans more females drive alone than in Pittsburgh. However, there is approximately 87,000 more females in New Orleans than there are in Pittsburgh. Another trend is there are more male bikers than female and in New Orleans the male biker population in New Orleans is greater than Pittsburgh. In a recent article responding to New Orleans biking habits, discussed are new methods that are being placed in order to provide bikers with more safety. Adding 75 miles of new bikes lanes and lowering car speed limits within the city center in order to make bikers feel more comfortable (Kiefer 2019). The Transportation Types Used by Females graph in Figure 7 has a higher population rate for all transportation methods but overall, there are more females in both New Orleans and Pittsburgh.

Figure 7: US Census Bureau, 2013-2017 American Community Survey 5-year Estimates, Table S0801 2017, Commuting Characteristics by Sex, generated by Lindsey Bruso using Census Lookup; http://factfinder.census.gov; (data retrieved October 2nd, 2019).

Conclusion

In conclusion, both New Orleans and Pittsburgh’s population trends are very different, which makes sense because the cities have different characteristics. Pittsburgh being known for their industry and colleges and New Orleans being known for their style, tourism, and food. When looking at the demographic of their population, the cities are almost opposite in race and New Orleans has a wider range of ages than Pittsburgh. These characteristics are potential reasons for why the populations behave differently in the other categories. Consider transportation methods, as younger ages in Pittsburgh tend to walk and take public transit more than the older population driving in New Orleans. New Orleans, Louisiana and Pittsburgh, Pennsylvania are 2 important historical cities in the US and comparing their population trends gives us a better understanding of their past, present, and future.

Appendix GROWTH RATE: Year 2010 2017 Growth Rate:

Year 2010 2017 Growth Rate:

Equation:

Pittsburgh, Pennsylvania Population 305,704 305,012

-0.23

New Orleans, Louisiana Population 343,829 388,182

12.90

Source 2010 Census 2017 ACS 20132017

Source 2010 Census 2017 ACS 20132017

SEX BY AGE IN PITTSBURGH, PENNSYLVANIA:

Pittsburgh, Pennsylvania

Subject Total Population: AGE: Under 5 years 5 to 9 years 10 to 14 years 15 to 19 years 20 to 24 years 25 to 29 years 30 to 34 years 35 to 39 years 40 to 44 years 45 to 49 years 50 to 54 years 55 to 59 years 60 to 64 years 65 to 69 years 70 to 74 years 75 to 79 years 80 to 84 years 85 years and over

Male 149,303

Male (Negative) -149,303

Female 155,709

7,685 6,386 6,395 10,295 18,726 19,007 14,491 9,195 7,196 7,097 8,353 8,916 8,149 5,843 4,376 2,492 2,377 2,324

-7,685 -6,386 -6,395 -10,295 -18,726 -19,007 -14,491 -9,195 -7,196 -7,097 -8,353 -8,916 -8,149 -5,843 -4,376 -2,492 -2,377 -2,324

7,215 5,822 6,389 12,257 18,344 17,785 12,096 8,414 6,839 6,992 8,498 9,229 9,846 7,298 5,253 4,491 3,635 5,306

2017 Population by Gender in Pittsburgh, Pennsylvania Male Female

80 to 84 years

Age Range in Years

70 to 74 years 60 to 64 years 50 to 54 years 40 to 44 years 30 to 34 years 20 to 24 years 10 to 14 years Under 5 years 25,000 20,000 15,000 10,000

5,000

0

5,000

Population

Source: 2013-2017 American Community Survey 5-Year Estimates

10,000 15,000 20,000 25,000

SEX BY AGE IN NEW ORLEANS, LOUISIANA:

New Orleans, Louisiana

Subject Total Population: AGE: Under 5 years 5 to 9 years 10 to 14 years 15 to 19 years 20 to 24 years 25 to 29 years 30 to 34 years 35 to 39 years 40 to 44 years 45 to 49 years 50 to 54 years 55 to 59 years 60 to 64 years 65 to 69 years 70 to 74 years 75 to 79 years 80 to 84 years 85 years and over

Male 185,063

Male (Negative) -185,063

Female 203,119

11,896 11,835 10,045 10,694 13,486 17,390 16,584 12,738 11,385 11,408 12,160 12,709 11,501 8,531 5,238 3,612 1,884 1,967

-11,896 -11,835 -10,045 -10,694 -13,486 -17,390 -16,584 -12,738 -11,385 -11,408 -12,160 -12,709 -11,501 -8,531 -5,238 -3,612 -1,884 -1,967

11,426 11,452 10,100 11,024 14,654 20,003 17,885 13,317 12,357 12,073 13,278 13,665 13,108 9,721 6,740 4,776 3,364 4,176

2017 Population by Gender in New Orleans, Louisiana Male 80 to 84 years

Female

Age Range in Years

70 to 74 years 60 to 64 years 50 to 54 years 40 to 44 years 30 to 34 years 20 to 24 years 10 to 14 years Under 5 years 20,000

15,000

10,000

5,000

0

5,000

Population

Source: 2013-2017 American Community Survey 5-Year Estimates

10,000

15,000

20,000

25,000

RACE IN PITTSBURGH, PENNSYLVANIA: Subject

Pittsburgh, Pennsylvania

Race alone or in combination with one or more other races Total population White Black or African American American Indian and Alaska Native Asian Native Hawaiian and Other Pacific Islander Some other race

305,012 211,998 79,076 3,423 19,791 482 2,134

Race in Pittsburgh, Pennsylvania White 1%

6%

0%

1%

Black or African American 25% American Indian and Alaska Native Asian

Native Hawaiian and Other Pacific Islander Some other race

67%

Source: 2013-2017 American Community Survey 5-Year

RACE IN NEW ORLEANS, LOUISIANA: Subject

New Orleans, Louisiana

Race alone or in combination with one or more other races Total population White Black or African American American Indian and Alaska Native Asian Native Hawaiian and Other Pacific Islander Some other race

388,182 138,106 236,135 2,658 13,013 271 5,647

Race in New Orleans, Louisiana 1%

White

3% 0%

1%

Black or African American American Indian and Alaska Native

35%

Asian

Native Hawaiian and Other Pacific Islander Some other race 60%

Source: 2013-2017 American Community Survey 5-Year

EDUCATION IN PITTSBURGH, PENNSYLVANIA: Subject Population 25 years and over Less than 9th Grade 9th to 12th Grade, No Diploma High School Graduate (includes equivalency) Some College, No Degree Associate's Degree Bachelor's Degree Graduate or Professional Degree

Pittsburgh, Pennsylvania

Total 205,498 4,578 11,674 54,929

Male 99,816 2,075 5,769 26,766

Female 105,682 2,503 5,905 28,163

31,711 16,402 45,503 40,701

15,361 7,621 22,685 19,539

16,350 8,781 22,818 21,162

New Orleans, Louisiana Male 127,107 5,997 13,338 31,101

Female 144,463 5,563 13,487 31,392

26,246 5,124 25,723 19,578

32,722 7,530 30,535 23,234

EDUCATION IN NEW ORLEANS, LOUISIANA: Subject Total Population 25 years and over 271,570 Less than 9th grade 11,560 9th to 12th grade, no diploma 26,825 High school graduate (includes 62,493 equivalency) Some college, no degree 58,968 Associate's degree 12,654 Bachelor's degree 56,258 Graduate or professional degree 42,812

EDUCATION IN MALES:

Education Levels of Males

Graduate or Professional Degree

Education Level

Bachelor's Degree Associate's Degree Some College, No Degree High School Graduate (includes equivalency) 9th to 12th Grade, No Diploma Less than 9th Grade 0

5,000 10,000 15,000 20,000 25,000 30,000 35,000 Population of Males

Source: 2013-2017 American Community

New Orleans

EDUCATION IN FEMALES:

Pittsburgh

Education Levels of Females

Graduate or Professional Degree

Education Level

Bachelor's Degree Associate's Degree Some College, No Degree High School Graduate (includes equivalency) 9th to 12th Grade, No Diploma Less than 9th Grade

Source: 2013-2017 American Community Survey 5-Year Estimates

0

5,000 10,000 15,000 20,000 25,000 30,000 35,000 Population of Females

New Orleans

Pittsburgh

UNEMPLOYMENT RATE:

Pittsburgh

New Orleans

Year

Average

Year

Average

2010 2011 2012 2013 2014 2015 2016 2017

8 7.5 7.4 6.8 5.6 5.2 5.3 4.9

2010 2011 2012 2013 2014 2015 2016 2017

8.7 8.6 7.9 7.3 6.9 6.5 5.9 5.1

Average Umemployment Rate 10

Average Unemployment Rate

9

8.7

8

8.6

8

7.9

7.3

7.5

7

6.9

7.4

6

6.8

6.5

5.6

5

5.9

5.1

5.2 5.3

4

4.9

3 2 1 0

2010

2011

2012

2013

2014 Year

Source: Bureau of Labor

New Orleans

Pittsburgh

2015

2016

2017

TRANSPORTATION METHODS OF MALES: Subject

Pittsburgh, Pennsylvania

Workers 16 years and over MEANS OF TRANSPORTATION TO WORK Car, Truck, or Van Drove Alone Carpooled Public Transportation (Excluding Taxicab) Walked Bicycle Taxicab, Motorcycle, or Other Means Worked at Home

New Orleans, Louisiana Male Total: 86,009

Total:

76,400

66.00% 58.30% 7.70% 14.90%

50,424 44,541 5,883 11,384

76.10% 67.80% 8.30% 7.50%

65,453 58,314 7,139 6,451

10.60% 2.70% 1.00%

8,098 2,063 764

5.20% 4.20% 2.00%

4,472 3,612 1,720

4.70%

3,591

4.90%

4,214

Transportation Types Used by Males Worked at Home

Transportation Methods

Taxicab, Motorcycle, or Other Means Bicycle Walked Public Transportation (Excluding Taxicab) Carpooled Drove Alone 0

Source: 2013-2017 American Community Survey 5-Year Estimates

10,000

20,000

30,000

40,000

Population New Orleans

Pittsburgh

50,000

60,000

70,000

TRANSPORTATION METHODS BY FEMALES: Subject

Pittsburgh, Pennsylvania

Workers 16 years and over MEANS OF TRANSPORTATION TO WORK Car, Truck, or Van Drove Alone Carpooled Public Transportation (Excluding Taxicab) Walked Bicycle Taxicab, Motorcycle, or Other Means Worked at Home

New Orleans, Louisiana Female Total: 89,105

Total:

73,906

62.50% 53.30% 9.20% 19.30%

46,191 39,392 6,799 14,264

79.30% 69.20% 10.10% 7.60%

70,660 61,661 9,000 6,772

11.60% 1.20% 0.90%

8,573 887 665

4.70% 2.20% 1.30%

4,188 1,960 1,158

4.40%

3,252

4.80%

4,277

Transportation Types Used by Females Worked at Home

Transportation Methods

Taxicab, Motorcycle, or Other Means Bicycle Walked Public Transportation (Excluding Taxicab) Carpooled Drove Alone

Source: 2013-2017 American Community Survey 5-Year Estimates

0

10,000

20,000

30,000

40,000

Population New Orleans

Pittsburgh

50,000

60,000

70,000

Bibliography

American FactFinder. (0AD). Retrieved September 26, 2019, from https://factfinder.census.gov/faces/nav/jsf/pages/index.xhtml.

Campisi, J. (2018, December 3). District of the Year: New Orleans' public schools. Education Dive. Retrieved from https://www.educationdive.com/.

Caralle, K. (2019, April 2). Pittsburgh sees lowest unemployment rate since 1970s. Washington Examiner. Retrieved from https://www.washingtonexaminer.com/.

Deto, R. (2019, September 30). Pittsburgh is one of the best regions to live car-free in the U.S. Pittsburgh City Paper. Retrieved from https://www.pghcitypaper.com/.

Kiefer, P. (2019, September 9). Cyclists keep getting killed. Can New Orleans keep them safe? Grist. Retrieved from https://grist.org/.

Larino, J. (2018, March 22). The New Orleans area population is up. We have new parents to thank. The Times-Picayune. Retrieved from https://www.nola.com/.

Reckdahl, K. (2019, September 9). New Orleans program aims to create more pathways to classrooms for black teachers, especially men. The Hechinger Report. Retrieved from https://www.nola.com/.

Rotstein, G. (2018, March 22). Why Pittsburgh's population is still declining.

Pittsburgh Post-Gazette. Retrieved from https://www.post-gazette.com/.

U.S. Bureau of Labor Statistics. (0AD). Retrieved September 26, 2019, from https://www.bls.gov/.

Data Collection Memorandum & PowerPoint Having done research and field observations at a signalized intersection and a roundabout, a memorandum and a PowerPoint was constructed between Claudia Savoy and I, comparing and analyzing the existing structures and improvements to be made.

44

CONTROLLING TRAFFIC STOPLIGHTS V. CIRCLES

A comparison of Symphony Circle and the intersection of Elmwood Avenue and Auburn Avenue in Buffalo, New York.

Lindsey Bruso & Claudia Savoy

To Whom it May Concern: Michael J. Finn, Acting Commissioner for Buffalo’s Division of Engineering

Authors: Lindsey Bruso & Claudia Savoy

Carbon Copy: Jonathan Bleuer & Andrew Schafer

Date: October 21st, 2019

Subject: Concerning issues with traffic intersections

Executive Summary Fieldwork was conducted at Symphony Circle and the Elmwood and Auburn Avenue

signalized intersection, each located in Buffalo, NY. Findings included strengths of both being an appropriate form of intersection. Foot and vehicular traffic were heavier in the Elmwood Village causing for a stop light, while Symphony Circle was at a light flow of foot and vehicular traffic

confirming the action of a yield sign to keep traffic moving. While both successful, weaknesses were noted with intent of suggesting possible solutions, such as improved maintenance and updated traffic conductors in order to improve human and community safety.

Introduction Throughout history as traffic patterns and technology developed, a change in street design

followed. The origin of the first roundabout is strongly debated between the British, the French, and

engineers in Washington D.C. claiming rights to this development. The traffic circle is one of the most basic shapes and self-regulating form of traffic which is a result of why its origin is so hard to track.

Following technological advances, the first traffic light was developed in 1914 in Cleveland, Ohio.

While both methods are successful forms of intersections, both have flaws.

Within the city of Buffalo, circles and traffic lights are two major means of control for an

intersection. Examining Symphony Circle and the signalized intersection of Elmwood Avenue and Auburn Avenue will bring a deeper understanding of the strengths and weaknesses for each type of

intersection. Symphony Circle is more productive when considering the overall movement of

vehicular traffic. However, pedestrians have a higher struggle in order to cross the street. At Elmwood Avenue and Auburn Avenue, vehicular traffic and pedestrian traffic flow at an even pace

which is slower than what is observed at Symphony Circle. Each intersection is unique and needs to have a form of traffic control chosen specifically for the traffic flow patterns.

Data Sources Initial Research Articles •

• •

American Planning Association, Elmwood Village: Buffalo, New York Buffalo Olmsted Parks Conservancy, Your Circles

Greater Buffalo-Niagara Regional Transportation Council (GBNRTC), transportation planning organization for the Buffalo-Niagara region

Field work •

•

October 11th, 2019 at 10:00am the traffic light intersection of Elmwood Avenue and Auburn Avenue was examined for one hour. Data collection form and sketches attached in appendix.

October 11th, 2019 at 11:00am Symphony Circle was examined for one hour. Data collection form and sketches attached in appendix.

Methods of Analysis Exploring the city of Buffalo led us to the decision of analyzing Symphony Circle and the

signalized intersection of Elmwood Avenue and Auburn Avenue. With some prior research before the site visit, a general history of the area began to form. Each site was observed for one hour in the

midmorning on a Friday. While the data collected was useful for our findings, it would also be useful to examine the lows and highs of the traffic flow periods in the day for each site. By only visiting our

site once, we limited our time frame to a specific window of traffic flow. The data from the time period observed was enough to analyze and find various strengths and weaknesses for each site. As found

in Figure 1, traffic patterns between all motor vehicles, bikes, and pedestrians can be determined throughout a normal workday between 7 AM - 6 PM at both intersections. By using outside sources to further our research we are able to provide strong suggestions on how to improve each site.

Figure 1: GBNRTC, Transportation Data Management System, 2015 Turning Movement Count Data;

Findings

www.gbnrtc.org; (October 17th, 2019).

Elmwood Ave & Auburn Ave

Elmwood Avenue is a long main street with various smaller streets like Auburn Avenue

branching off into a residential Neighborhood. Elmwood Avenue is filled with color and artistic style

all along the street. At this signalized intersection in particular there is a large mural on the corner building. With plenty of street foliage to give the appearance of a greener neighborhood. After finding

a bench to sit on, which was a city bus bench, it is easier to see some flaws along the street. There was

a constant flow of traffic through this intersection with most traffic on Elmwood Avenue, as seen in Figure 2. Each side of Elmwood Avenue has two traffic lights however Auburn Avenue has one side

with two traffic lights. The other street coming out of the intersection, still Auburn Avenue, turns into a one-way street and no longer needs a form of traffic control. Pedestrian traffic is marked with crosswalks and various controls.

Figure 2: GBNRTC, Transportation Data Management System, 2005 Peak Hour Data for Intersection, generated by Lindsey Bruso using Maps and Data; www.gbnrtc.org; (October 17th, 2019).

Strengths

When first arriving at Elmwood Avenue it was clear that there was a consistent flow

of vehicular and pedestrian traffic. The most a person waited in any form of transportation was around 45 seconds. A huge benefit of having streetlights is giving pedestrians a clear and safe time to cross the street. Considering the flow of pedestrians on this main street, crosswalks are a key component to a safe intersection, as noted in Figure 3. There were push

buttons and some crossing lights to help pedestrians cross the streets as well. Wide sidewalks

provide more protection for the pedestrians after they cross the intersection. A shared bike lane provides a space for and encourages cyclists to use this street for their path of transportation. On street parking is a very important aspect of the design to this

neighborhood because of the mixed-use main street and surrounding residential area. There

are also bus stops all along the street which use the red lights to stop for people who would like to get on or off the bus. There is a brief turning lane which is where the bus pulls into to

stop even if the light is green which did not appear to cause any problems. With an even light changing time for each street pedestrians had time to cross the streets while vehicular traffic

did not have to wait long. Finally, there was a friendly atmosphere that encouraged an open space for people to say hello to a stranger.

Figure 3: Photos taken by Claudia Savoy at Elmwood Avenue Intersection on October 11th, 2019.

Weaknesses

There are many benefits to be seen when analyzing this intersection but there are

also quite a few weaknesses. After crossing Elmwood Avenue, it is clear that there is poor signage available for the pedestrian. An example of the signage available is provided in Figure

4 below. Along with this poor signage, it can get confusing when crossing multiple streets because of the mixed signal controls used in the pedestrian crosswalks. For example, at some

of the intersections there are crossing lights while others have push buttons, and some have

nothing at all. There are also very poorly marked lines for each crosswalk, also seen in Figure

4. The crosswalk line designs are minimalistic and can be hard to be seen by drivers even when freshly painted and especially at night. The symbols on the streets are all lacking or non-existent. For example, the shared bike lane is almost completely worn down and turning

lane symbols aren’t present. These weaknesses can be easily improved upon and will increase the safety and aesthetic of the street.

Figure 4: Photos taken by Claudia Savoy at Elmwood Avenue Intersection on October 11th, 2019.

Symphony Circle

Symphony Circle is an element of Frederick Law Olmsted's Buffalo park and parkway system

and is composed of five streets, Richmond Ave, Porter Ave, North St, Pennsylvania St, and Wadsworth St. all converging into one street around the circle. Vehicular traffic is controlled by yield signs, while

pedestrian traffic is only marked by crosswalks. On street parking is provided on the three of the

converging streets along with three bus stops. While containing mostly residential surroundings, with the exception of one church and Kleinhans Music Hall, traffic can get busy during rush hour, as noted in Figure 5. The strengths and weaknesses of the circle as mentioned below.

Figure 5: GBNRTC, Transportation Data Management System, 2005 Peak Hour Data for Intersection, generated by Lindsey Bruso using Maps and Data; www.gbnrtc.org; (October 17th, 2019).

Strengths

Upon fieldwork, it appeared that Symphony Circle was a successful roundabout for

moving traffic while still creating a safe atmosphere for surrounding pedestrians to gather along the outside. The circle included appropriate signage, such as yield signs, in order for

cars to continue movement without having to stop. Must cars drove in a moderate and safe speed making it easy to drive through. Also present were crosswalks for pedestrian

movement and bike lanes along entering streets. Accessible gaps for pedestrians and cyclist

made it possible for movement to cross without hesitation or rush. Outside panels provided open spaces filled with several benches and landscape such as flowers, shrubs, and trees, as

seen in the first photo of Figure 6. Monuments and historic features within the circle are presented in order to give the area character and class. The main feature being represented in the middle along with more flowers and shrubbery for aesthetic, second photo of Figure 6.

Overall, the roundabout was realistic and easy to understand for all users while being a pretty

and inviting area that safely brings together multiple transportation methods.

Figure 6: Photos taken by Lindsey Bruso at Symphony Circle on October 11th, 2019.

Weaknesses

Although considered successful, it is important to look deeper in order to consider all

aspects of the roundabout. The research before fieldwork concluded that the center of the

circle was supposed to be intended for pedestrian use like sitting and relaxing, however there

is no crosswalk to safely get there (Buffalo Olmsted Parks Conservancy). At the site, the people who chose to cross diagonally through the center just guessed when it was safe to go

and where to cross, rather than having a designated place to do so where cars are aware that

there might be pedestrians. Another weakness includes the lack of bike lanes within the

circle. When observing, cyclist either used the crosswalk or merged into the car lane confirming that there was confusion on the proper route for a cyclist. In spite of the fact there was no confusion in when to yield or where the crosswalks are located, the roundabout had faded lines and paint and overgrown trees were covering most road signs, as seen in Figure 7. In order to ensure all traffic and human safety, improvements are necessary.

Figure 7: Photos taken by Lindsey Bruso at Symphony Circle on October 11th, 2019

Feasible Solutions Elmwood Ave & Auburn Ave

There are a few improvements that need to be made at this intersection. The biggest being

the repainting of crosswalks. With the artistic presence in this neighborhood it would be beneficial to consider a brighter and bolder crosswalk than two straight lines. There have been many cases of brightly colored crosswalks which improve the walkability for pedestrians and their safety. In the article, Love My Hood: Kitchener's Resident-Led Traffic Calming Program Advances Safety and

Placemaking, it describes a community based program in order to promote public safety in the

streets, including having local art students paint colorful crosswalks in Kitchener, Ontario, Canada

(Kropf, Cronkite 2018). Since there is a light in order to turn there should also be a symbol on the road for the turning lanes. Another benefit related to repainting would be to repaint the shared bike

lane symbols. This will bring drivers attention to the fact that they share the lane with cyclists on a road that has a somewhat high volume of cars. There are currently some push buttons and crossing

lights, but by implementing only push buttons with the stop/ walk indicator there will be a clear way for pedestrians to cross the street in all directions. Finally, certain signage needs replacement due to

wear and tear. With these improvements this intersection can become safer, more effective, and showcase the neighborhoods style.

Symphony Circle

Possible solutions to Symphony Circle can include repainting lines, such as arrows on the

street to show merging and lane perimeter lines. Just repainting these lines can show more rules and regulations in order to further promote safety within the circle. Maintaining the surrounding trees by trimming them in order to have clear sightlines of signage can also clearly promote the idea of

understanding how the traffic circle works for both vehicular and pedestrian traffic because

everything is in plain sight. In a published dissertation, A method for evaluation of urban pedestrian spaces, it describes a case study about having the proper visibility at an intersection. “Pedestrians standing at the curb should be able to view all sides and observe the moving or turning vehicles”

(Mitra-Sarkar, Tomaziniz 1994). Also, incorporating crosswalks to the center of the circle in order

for Olmsted’s legacy of having an interactive center can come to life. Providing crosswalks can give vehicular traffic a heads up that pedestrians may be crossing in order to have everyone be safe. One

last improvement is to include bike lanes into the circle, so that cyclist have a confirmed way of how to work and bike through the circle properly and safely. Based on an article written in Greater Greater Washington, it discusses the importance of implementing protected bike lanes in traffic circles, as European Cities have recently been seen adding them. “Most of the circles lack bike lanes, and those

that have them are still far from comfortable places to bike” (Malouff 2014). This statement can be confirmed in Symphony Circle as well. Taking the correct actions mentioned above in order to

improve Symphony Circle can make the roundabout and surrounding area safer and correctly understood in order to improve vehicular and pedestrian traffic around the city.

Conclusion After conducting research in Buffalo, two locations were chosen to conduct a comparison

between: a signalized intersection and a roundabout. Observing the flow of vehicular traffic, pedestrian traffic, and cyclists, each intersection is unique to its different needs and environment. At

Elmwood Avenue and Auburn Avenue’s signalized intersection the consistent flow of various forms

of traffic is fitting for the design of signalized intersection. In comparison, Symphony Circle’s heavier vehicular traffic needs a different design. The roundabout that is present, is a more suitable design due to the light pedestrian traffic present. With both the original implemented designs having

successful outcomes, the improvements to be made to both locations are minimal. Overall, both

locations need a repainting of lines as well as the addition of specific symbols and line adjustments.

Clear signage throughout each intersection is necessary as well. These few realistic improvements

will make both locations safer for pedestrians and drivers while encouraging more people to come to the surrounding community.

Appendix Figure 1:

Figure 2:

Figure 3:

Figure 4:

Figure 5:

Figure 6:

Figure 7:

Field Sketches

Elmwood Avenue & Auburn Avenue

Symphony Circle

Data Collection Analysis Form END350 Fall 2019 Your Names

Name of Site/Streets Type of Site Address City, State, Zip Date and Time Description of Site

Sketch of Site: lanes, intersection design, control, pedestrian features, surrounding land use, streets, bus stops, etc.

Lindsey Bruso & Claudia Savoy

Elmwood Avenue & Auburn Avenue Traffic light 108 Elmwood Avenue Buffalo, New York, 14217 October 11th, 2019 @ 10:00 AM Site had steady movement of vehicles and pedestrians with sporadic cyclists throughout the visit. At the site there was a bench near the intersection to sit at. There was garbage around the bench and in the street, even though there were many trash cans along the street. The neighborhood was very colorful as there was artwork on corner buildings along with brightly colored buildings in general.

Located in Appendix after Field Sketches.

Site Conditions number of converging streets type of intersection design

type of intersection control number of lanes

2, Elmwood and Auburn. Auburn turns from two way into a one way.

At this traffic light there are two lights each with red, yellow, and green lights where needed. There is also a "no turn on red" sign on Auburn Avenue at the light.

Two streetlights were located on a pole to control traffic with one "no turn on red" sign.

On Elmwood there is one lane for driving on each side but about two car lengths away from the intersections a turning lane begins. One lane of traffic once the driver passes through the intersection. On Auburn the side that is a two-way street has the same traffic lane set up as Elmwood.

The one-way street has one lane of traffic away from the intersection. All street lines and symbols need to be repainted, especially parking space symbols and bike lane symbols.

number of turning lanes presence of sidewalks and bike lanes

presence of crosswalks and crossing control

presence of bus lanes/stops, street parking

presence of landscaping, amenities

Where turning lanes are present there is one short lane. Turning lanes are not well marked other than the available space and the extra streetlight there would be no indications that a turning lane exists.

On Elmwood there are wide sidewalks kept in very good conditions. The bike lanes are mixed with the single lane of traffic however, the sidewalk is wide enough that cyclist often ride along the sidewalk without inconvenience to pedestrians. The bike lane symbols on the roads are almost completely worn off. On Auburn there are more narrow sidewalks that appear to be less kept up and cyclist stay on the road.

Crosswalks are present although very minimal as only marked with two white lines. These lines also need to be repainted. There is also a line which vehicle do use to stop before the crosswalk making it easier for pedestrians to use the crosswalks. At some of the crosswalks there were cross lights but at others it appeared they were originally there and no longer exist. There are also push buttons, but most signage related to street crossing is worn and in need of replacing or non-existent.

There is street parking available on both sides of each street. On Elmwood each space is marked and metered. There are also two bus stops present at this intersection. Both on Elmwood Avenue but on each side of the road. These stops are located where the turning lane is. While this could be a problem with impatient drivers traffic flowed smoothly for the duration of observation. There are no bus lanes. The buses must merge with regular traffic.

There was an abundance of landscaping present along Elmwood. Many street trees along both sides of the street, Large flowerpots and flower baskets, bushes and other plants located near the intersection. There were trash cans present along the street and at every corner. The only bench present was for the bus however many of the local business and restaurants have outdoor seating or their own presence on the sidewalk. There were also bike locking stations where is important considering the number of bikers present during the observation period. On Auburn there were many trees however the atmosphere changes and is more focused on the individual. At corners of buildings and empty spaces artists often paint a mural which brings color to this already colorful street.

surrounding land uses

Interactions

Behavior Analysis - Vehicle speed and acceleration turning intention and recognition waiting time gap acceptance

braking behavior

perception reaction time distance to leading vehicle and headway Behavior Analysis - Pedestrian walking speed crossing speed waiting time

Along Elmwood Avenue there are lots of mixed-use buildings with small shops stores and restaurants.

There is also a gas station right next to the intersection, but it seems very out of place for the neighborhood. Spreading out along Auburn Avenue and other streets the neighborhood is more strictly residential.

While sitting on a bench multiple people came up to talk to us. Discussion topics included: Claudia's rainbow sweater and its relation to her sexuality, asked if we sell drugs, what project we were working on/ where we went to school and a good energy transfer through colorful rocks and crystals.

Drivers don't seem to be in any rush, they appear to be driving at a leisurely pace and around 30 mph.

Drivers are very good at using turn signals and slowing down to turn. Other drivers are patient with turning drivers, there weren't any problems with this.

The red light on Elmwood Avenue lasted about 30 seconds and the red light on Auburn Avenue lasted about 45 seconds. Considering the amount of traffic present this appeared to flow nicely.

There was a good gap acceptance. Drivers followed the 2 second rule when the traffic flow was busiest.

Drivers used their brakes in a slow and steady manner there was no jerking behavior observed.

The driver’s reaction times were also good. The allowed plenty of time for pedestrians and cyclists to cross the street. Pedestrians and cyclists also almost always crossed at a crosswalk/ intersection.

There was a safe distance of about 10 feet.

Pedestrians walked at a leisurely pace approximately 2.5 mph.

Pedestrians walked at an average pace of 3 mph when crossing the intersection although still in a leisurely manner.

Pedestrians wait approximately 30-40 seconds to cross the street at an intersection. Which is not very long.

visual acuity route and crossing choice perception reaction time gap acceptance

Some pedestrians watch their surroundings however, most have headphones in. There was a man with a stroller who was paying closer attention however not worried about his surroundings.

Pedestrians cross at crosswalks when needing to cross the street.

Pedestrians are also paying attention to the traffic and have a good reaction time.

The sidewalks were not filled with people but when people were there was an acceptable gap.

People were also not afraid to interact with each other and talk to strangers.

Behavior Analysis - Bicycle, Skateboard, Wheelchair, Other movement speed Cyclists moved at about 8 mph. They were not in a rush, slower than traffic but still safe. crossing speed waiting time visual acuity

route and crossing choice perception reaction time gap acceptance Questions to Consider Rationale of existing design

Rationale of existing control

Benefits of existing design and control

Deficiencies of existing design and control Flow of users

Also, about 8 mph and crossing at crosswalks.

There was a consistent speed through the intersection for cyclists.

Cyclists did not wait long at intersections. They often cross whenever there is no traffic and not according to the limited cross lights.

Cyclists are looking at the surroundings more than pedestrians but still not a lot.

While most cyclists share the road with the traffic some choose to use share the sidewalk with pedestrians. The crosswalks and intersection is the most common travel path when crossing.

Reaction times are sharp for cyclists.

During the observation period there were not enough cyclists to really compare this. There were about 10 cyclists in the period of 1 hour.

The existing design consists of one main street with surrounding residential streets.

Traffic lights along a main street slow traffic and keep drivers from speeding on a busy street.

One benefit of the traffic light intersection is that pedestrians have a somewhat safe place to cross the street with stopped traffic.

Not all the crosswalks have the cross lights, the crosswalks need to be repainted.

A consistent flow of users but never too busy to be handled.

Safety of users

Intention vs Reality Ease of use and understandability

Consistent and safe no one appears to be in danger.

The intention of the streetlights was to control traffic on Elmwood and the reality is successful.

The intersection is easy to use and to understand.

Sometimes a one-way street can be confusing, but this one way faces away from the intersection which helps with the understandability of the intersection.

Data Collection Analysis Form END350 Fall 2019 Your Names

Name of Site/Streets Type of Site Address City, State, Zip Date and Time

Lindsey Bruso & Claudia Savoy

Symphony Circle: Richmond Ave, Porter Ave, North St, Pennsylvania St, Wadswoth St. Roundabout Symphony Circle Buffalo, NY 14201 October 11th, 2019 @ 11 AM

Description of Site

Symphony Circle is a roundabout using yield signs with a monument located in the center. The circle is well decorated, maintained, and inviting as it is an element of Frederick Law Olmsted's Buffalo park and parkway system.

Sketch of Site: lanes, intersection design, control, pedestrian features, surrounding land use, streets, bus stops, etc.

Located in Appendix after Field Sketches.

Site Conditions number of converging streets type of intersection design type of intersection control number of lanes number of turning lanes presence of sidewalks and bike lanes presence of crosswalks and crossing control presence of bus lanes/stops, street parking

5 Roundabout with yield signs.

Yield signs, painted lane lines, and arrows.

4 lanes merging into 1 going around the circle.

No turning lanes.

Bike lanes on Richmond and Porter Ave, ending before roundabout. Sidewalks surrounding outside of the circle with islands in the street.

No crosswalk signals/control but crosswalks all around inside circle, with exception of none to get into the center where monument is.

3 bus stops, no bus lane, on street parking on 3 of the 5 roads, Richmond Ave, Porter Ave, and North St.

presence of landscaping, amenities surrounding land uses interactions at site other observations

Behavior Analysis - Vehicle speed and acceleration

turning intention and recognition waiting time

gap acceptance braking behavior

perception reaction time distance to leading vehicle and headway Behavior Analysis - Pedestrian walking speed crossing speed waiting time visual acuity

route and crossing choice perception reaction time gap acceptance

Lots of landscaping; flowers, bushes, and trees. 3 Garbage’s on the corners of circle along with benches and statues/monuments.

Mostly residential, Kleinhans Music Hall, & Church.

Road rage.

Clean, well groomed, & old architecture and character.

20-30 mph, cars moving fast as most don't need to slow down because there is no traffic coming.

Some cars use turn signals when entering and exiting circle, most do not. Hard to tell which street car is going to merge on to exit.

10 seconds maximum to enter, 30 seconds maximum to exit.

Always open due to low traffic patterns.

Accurate when needed, low braking behavior due to lack of traffic.

Successful & alert, no close calls.

Safe distance apart.

Not rushed, moderate & leisurely.

1/2 rushed and ran, 1/2 leisurely and took their time as cars waited.

Little to no wait, cars always let people have the right of way.

Everyone was alert and aware of their surroundings.

Most crossed at the crosswalk, while a few crossed straight across the center.

Successful & alert, no close calls.

Easy to cross, lots of gaps.

Behavior Analysis - Bicycle, Skateboard, Wheelchair, Other movement speed Moderate & leisurely. crossing speed Safe speed, not rushed. waiting time Was able to bike right away, with traffic or without. visual acuity Alert & aware of cars, people, and everything happening within circle. route and crossing choice Enter on bike lane along street and merged into car lane when at circle or went on crosswalk. perception reaction time Successful & alert, no close calls.

gap acceptance

Easy to ride through, lots of gaps.

Rationale of existing design

Pretty, inviting, and rational, as in it makes sense for a roundabout there rather than a streetlight.

Yielding is appropriate because of the low traffic pattern.

Questions to Consider

Rationale of existing control

Benefits of existing design and control

Deficiencies of existing design and control Flow of users

Safety of users

Intention vs Reality

Ease of use and understandability

Quick moving traffic while having an inviting and relaxing surrounding area.

No bike lanes located within circle, lack of visible painted lines and signage, due to overgrown trees.

Successful & easy, no waiting.

Safe with exception of lack of knowledge about how roundabouts work, lack of crosswalks to center, and no bikes lanes within.

Successful & realistic design for traffic flow.

Easy to understand, with exception of blocked signage and faded lines.

References Elmwood Village: Buffalo, New York. (n.d.). Retrieved October 17, 2019, from

American Planning Association website: https://www.planning.org/greatplaces/ neighborhoods/2007/elmwoodvillage.htm

GBNRTC. (n.d.). Retrieved October 17, 2019, from https://www.gbnrtc.org/.

Kropf, D., & Cronkite, B. (2018). Love my hood: Kitchener's resident-led traffic calming program advances safety and placemaking. Institute of Transportation Engineers Journal, 88(4), 27-31. Retrieved from https://search-proquest-com.gate.lib.buffalo.edu/docview/ 2025753291?accountid=14169&rfr_id=info%3Axri%2Fsid%3Aprimo Malouff, D. (2014, August 21). Protected bike lanes could fit in DC's traffic circles; here's how. Retrieved December 3, 2019, from Greater Greater Washington website: https://ggwash.org/view/35725/ protected-bike-lanes-could-fit-in-dcs-traffic-circles-heres-how Mitra-Sarkar, S., & Tomaziniz, A. R. (1994). A method for evaluation of urban pedestrian spaces (Doctoral dissertation, University of Pennsylvania).

Retrieved from https://search-proquest-com.gate.lib.buffalo.edu/docview/ 304123111/fulltextPDF/F5A4C171FAF84074PQ/1?accountid=14169 Your Circles. (n.d.). Retrieved October 17, 2019, from Buffalo Olmsted Parks Conservancy website: https://www.bfloparks.org/parks/circles/

CONTROLLING TRAFFIC STOPLIGHTS V. CIRCLES A comparison of Symphony Circle and the intersection of Elmwood Avenue & Auburn Avenue in Buffalo, New York.

Lindsey Bruso & Claudia Savoy

History of Traffic Control

Origin of a traffic circle is difficult to trace and the rights of who created it are still fought over

University of Buffalo Jonathan Bleuer & Andrew Schaefer

A traffic circle is one of the most basic shapes, and was used to regulate traffic before automobiles existed

Traffic circles are selfregulating opposed to signalized intersections which rely on an outside source for direction

Controlling Traffic Buffalo, NY

The traffic light originated in Ohio in 1914

Bruso & Savoy October 28th, 2019

Traffic Control Implemented in Downtown Buffalo

Elmwood Avenue & Auburn Avenue is a signalized intersection with an even flow of pedestrian and vehicular traffic

Symphony Circle is a roundabout with stronger control over vehicular traffic

Each intersection type should be chosen specifically for the traffic patterns present.

Circles and signalized intersections each have their strengths and weaknesses.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

Research Methods Initial research articles Data collection of one hour intervals on October 11th, 2019 Field sketches Elmwood Avenue & Auburn Avenue Signalized intersection:

Symphony Circle:

Source: Google Earth Pro, Elmwood Avenue & Auburn Avenue, 5/29/2017, generated by Claudia Savoy

Source: Google Earth Pro, Symphony Circle, 5/29/2017, generated by Claudia Savoy

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

Elmwood Avenue & Auburn Avenue

Elmwood Avenue & Auburn Avenue is a signalized intersection in Elmwood Village.

Composed of three 2-way streets and one 1-way street leading away.

There is a consistent flow of traffic that increases during peak traffic times.

Sketch drawn by Lindsey Bruso

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Mixed transportation methods present.

Controlling Traffic Buffalo, NY

Source: GBNRTC, Transportation Data Management System, 2005 Peak Hour Data for Intersection, generated by Lindsey Bruso using Maps and Data; www.gbnrtc.org; (October 17th, 2019).

Bruso & Savoy October 28th, 2019

Observed Strengths from Elmwood Avenue & Auburn Avenue

Source: Personal Photos of Claudia Savoy

Pedestrian Signal- cross lights provide pedestrians with indicators of when to cross at safe times.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Source: Personal Photos of Claudia Savoy

Mixed traffic- there is a variety of modes of transportation in the neighborhood, including cycling, walking, and driving.

Controlling Traffic Buffalo, NY

Source: Personal Photos of Claudia Savoy

Street lights- provide appropriate lighting for pedestrians at night.

Bruso & Savoy October 28th, 2019

Observed Weaknesses from Elmwood Avenue & Auburn Avenue

Source: Personal Photos of Claudia Savoy

Crosswalks- poorly painted lines, difficult to see from all directions, includes light lines on the street as well.

Source: Personal Photos of Claudia Savoy

Source: Personal Photos of Claudia Savoy

Signage- very poor signage, a lot was illegible or non- existent.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Controlling Traffic Buffalo, NY

Sidewalks- the crumbling sidewalks, in particular the curb cut areas, give a dangerous effect to pedestrians and modes of transportation with wheels such as wheelchairs.

Bruso & Savoy October 28th, 2019

Improvements for Elmwood Avenue & Auburn Avenue

Repainting- by repainting lines, crosswalks, and symbols the readability to the intersection improves. Brighter, bolder crosswalks, that match artistic style of neighborhood.

Pedestrian Signal- having one symbology method for pedestrians to cross the street is beneficial. Strictly push buttons with stop / walk lights is best suited.

Signage- new signage that is clear and easy to read. Present signage at all locations.

Maintenace- the overall cleanup and of trash on the street will greatly improve the appearance.

University of Buffalo Jonathan Bleuer & Andrew Schafer

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

Symphony Circle

Symphony Circle is composed of five streets: Richmond Ave, Porter Ave, North St, Pennsylvania St, and Wadsworth St. Vehicular traffic is controlled by yield signs.

Pedestrian traffic is controlled by crosswalks.

Sketch drawn by Claudia Savoy

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Traffic flow is constant but can get busy during peak traffic hours.

Controlling Traffic Buffalo, NY

Source: GBNRTC, Transportation Data Management System, 2005 Peak Hour Data for Intersection, generated by Lindsey Bruso using Maps and Data; www.gbnrtc.org; (October 17th, 2019).

Bruso & Savoy October 28th, 2019

Observed Strengths from Symphony Circle

Source: Personal Photos of Lindsey Bruso

Source: Personal Photos of Lindsey Bruso

Inviting- the benches surround outside panels along with landscaping as a barrier from traffic.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Source: Personal Photos of Lindsey Bruso

Unique- the space has a lot of character, such as rich architecture and monuments surrounding the roundabout.

Controlling Traffic Buffalo, NY

Self-Regulating - this was an appropriate intersection for the vehicular traffic flow.

Bruso & Savoy October 28th, 2019

Observed Weaknesses from Symphony Circle

Source: Personal Photos of Lindsey Bruso

Crosswalks- no crosswalk leading to center of the circle, leaving it unused.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Source: Personal Photos of Lindsey Bruso

Landscape- unmaintained and covers signs, making it hard to see.

Controlling Traffic Buffalo, NY

Source: Personal Photos of Lindsey Bruso

Paint- faded traffic lines and crosswalks, making it hard to see at night and with different weather patterns.

Bruso & Savoy October 28th, 2019

Improvements for Symphony Circle

Repainting lines: clearer crosswalks, arrows on the street, and lane perimeter lines.

Bike lanes: adding a bike lane inside the circle, so cyclist have a confirmed way of how to cycle through safely.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Maintaining the surrounding landscape: trimming trees and shrubs in order to have clear sightlines of signage.

More crosswalks: adding a crosswalk to the center of the circle will draw in more pedestrians.

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

Closing Statements These improvements will make both locations safer for pedestrians and drivers while drawing more people into the community.

Source: https://vancouver.ca/streets-transportation/signs-signals-regulations.aspx Source: https://www.nytimes.com/2019/10/07/us/crosswalksames-iowa-safety.html

Implementing colorful crosswalks

Good display of signage Case study in Vancouver

Case study in Ames, Iowa.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Source: https://ggwash.org/view/35725/protected-bike-lanes-could-fit-in-dcs-trafficcircles-heres-how

Adding bike lanes throughout the roundabout Case Study in London

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

References Elmwood Village: Buffalo, New York. (n.d.). Retrieved October 17, 2019, from American Planning Association website: https://www.planning.org/greatplaces/ Neighborhoods/2007/elmwoodvillage.htm.

GBNRTC. (n.d.). Retrieved October 17, 2019, from https://www.gbnrtc.org/.

Your Circles. (n.d.). Retrieved October 17, 2019, from Buffalo Olmsted Parks Conservancy website: https://www.bfloparks.org/parks/circles/.

University of Buffalo Jonathan Bleuer & Andrew Schaefer

Controlling Traffic Buffalo, NY

Bruso & Savoy October 28th, 2019

Case Study & PowerPoint

Having done research and field observations at Front Park in Buffalo, NY, my group of four have constructed a Mini Park Master Plan for Front Park and a PowerPoint Presentation to showcase our improvements and visions.

78

Front Park Mini-Master Plan Fall 2019

Buffalo, New York 1

Table of Contents History..........................................................................................................6

Frederick Law Olmsted...................................................................................... 6 Front Park........................................................................................................... 7

Background.................................................................................................. 8

Olmsted Park Conservancy................................................................................ 8 Neighborhood Resources................................................................................... 10 Mid-Century Decline......................................................................................... 10 Recent Efforts.................................................................................................... 11

Context....................................................................................................... 12 Conditions.................................................................................................. 13 Challenges.................................................................................................. 15

Identity.............................................................................................................. 15 I-190................................................................................................................... 16 Amenities........................................................................................................... 16

Opportunities...............................................................................................17

Heritage............................................................................................................. 17 Waterfront......................................................................................................... 18 International Crossroads.................................................................................. 19

Demographics............................................................................................ 20

Ethnic Surroundings........................................................................................ 22 Wealth Distribution......................................................................................... 24 Transportation................................................................................................. 24 Age Diversity of Visitors.................................................................................. 25

Park Users................................................................................................. 26

2

Survey............................................................................................................... 26 Observations..................................................................................................... 27

Recommendations...................................................................................... 30

Maintenance...................................................................................................... 32 A Sense of Community...................................................................................... 32 Lungs of the City............................................................................................... 34

Best Practice.............................................................................................. 36

Gathering Space................................................................................................ 36 Greater Buffalo Context.................................................................................... 36 Landscape Architecture.................................................................................... 38 Pedestrian Connections..................................................................................... 39

Conclusion.................................................................................................. 40 Appendix.................................................................................................... 42 References.................................................................................................. 60 Authorship: Lindsey Bruso, John Draksic, Yanchao Han, Becky Szeto

3

4

The Front

Past, Present

5

History Frederick Law Olmsted Frederick Law Olmsted (1822-1903), often referred to as the father of landscape architecture, imprinted his legacy into the urban fabric of Buffalo as he developed his first park and parkway system. He is most well-known for his design of Central Park in New York City, though his work spans across the United States. Olmsted was invited to Buffalo, NY in 1868 by then District Attorney, William Dorsheimer, following their selection

by New York’s Central Park commissioners.

Dorsheimer, among the other elites of the city, sought a design of a large park in order to provide greenspace for a rapidly industrializing city in its prime.

After visiting the city and investigating each site, Olmsted purposed three parks in three different parts of town. Each park would be linked into a network with a tree lined parkway connection; Delaware Park, Martin Luther King Jr. Park, and Front Park. In later years the park system would add three more parks, stretching to further districts, and additional parkways. Buffalo became the first city in America to be enclosed in a park and parkway network as it was Olmsted’s first implementation of this concept. In the words Olmsted, Buffalo is “The best planned city in The United States, if not the world ,”(Figure 2). Olmsted’s vision of a series of parks linked by parkways led him to define his philosophy of designing “Cities within a park,” rather than placing them individually throughout an urban space.

Figure 1: Frederick Law Olmsted, Source: OlmstedParks.org

Figure 2: Olmsted’s Buffalo, Source: Olmsted Park Conservancy

6

Front Park Front Park was designed in 1868-1870 by Frederick Law Olmsted and Calvert Vaux, located on Porter Avenue and Busti Avenue in Buffalo’s Lower West Side. Front Park, known to locals to as “The Front,” is one of the first three parks Olmsted designed in Buffalo, but with a different intention and vision than Buffalo’s other parks as its design focused primarliy on the waterfront (Figure 3). The original purpose of Front Park was to create a place for public ceremonies. As Olmsted once remarked, “A river effect such as can be seen, I believe, nowhere else – a certain quivering of the surface and a rare tone of color, the result of the crowding upward of the lake waters as they enter the deep portal of the Niagara (Buffalo Olmsted Park System Map & Guide).”

The original plan called for various sport fields including a baseball diamond. As it the park was originally designed with access to the waterfront, the rotary and Lake House provided the upper-middle classes with gathering spaces focused on leisure (Figure 4). Front Park is home to historic monuments such as The Oliver Hazard Perry Monument, commemorating the American victory over The British Navy in the War of 1812. The monument is placed in the middle of a semi-circular terrace with the intention of highlighting the view of the Niagara River.

Despite its popularity in the late nineteenth and early twentieth century, Front Park has since become defined by a rather barren, urban landscape.

The site was once home to the historic Fort Porter, now lost to the development of the Peace Bridge border connection (Figure 5).

This fort, along with the Connecticut Street Armory created the commemorative, military atmosphere which defined the Front as a place of pomp and ceremony. The Oliver Hazard Perry statue is the only commemoration which remains

Figure 3: The Front, Original Plan, Source: Buffaloah.org

Figure 4: The Front, Lake House Source: Buffaloah.org

Figure 5: The Front, Old Fort Porter, Source: Buffaloah.org

7

Background Olmsted Parks Conservancy The most successful summation of the goals for Buffalo’s Olmsted Parks, Front Park among them, is found in its current Five-Year Plan for 2020-2024. Organized by the Buffalo Olmsted Parks Conservancy, its goals have been laid out in the acronym CARES. The first issue of focus is user Comfort. Improvements are to be made to seating, restrooms, and other park facilities. Access refers to signage, user interpretation of the site, and gateways to the park. Recreation simply implies that athletic fields, playgrounds, and trails are to be provided and maintained. Environment considers the historic landscape and ecology of the site. Finally, Safety refers to the well-being of park users ensured by traffic control, lighting and other security measures.

It is through this framework that this historical organization has begun community engagement in preserving and building upon Buffalo’s Olmsted parks.

8

To refine their goals, members of this organization surveyed park users to identify their most pressing concerns. Among the over five hundred individuals surveyed in Front and Prospect Park, a majority 37.4% felt that continued tree planting was the top priority, followed by 19.9% most concerned with pathway construction (Figure 6). This suggests that locals feel the park is most lacking in these two amenities. Future projects should, therefore, be driven by these two factors.

FR O N T PA R K PR I ORIT Y SUR V EY 2018

216

R E C O N ST RUCT PA T H WA YS 106

U PG R A D E PA R K B E N C H ES R E S T O RE S H E L T ER B U I L DIN G A ND E N H A NC E S E R VI C ES

194 407

C O N T I N UE T R EE PL A NT I NG E N H A NC E E XI ST ING R E C R EA TI ONA L F A CI LI TI ES

170

E N H A NC E I NT ERPR ETI VE A ND W A Y FI NDI N G S I G NAG E

77 INDIVIDUALS SURVEYED

FR O N T PA R K USER SUR V EY

2 0 1 8 - ( S E L ECT A L L T H A T A PPLY )

U S E A S PL A S H PA D / PO OL O R G A NIZ ED S PO R T S PL A Y S PO RT S C A S UAL LY PI C N I C/ B BQ U S E A PL A Y GR OUN D WA LK D O G B I KE A T T EN D E V E NT R E L A X/ ENJ OY T H E S C ENERY W A L K/ R UN

130 149 216 258 334 458 576 679 821 1016 INDIVIDUALS SURVEYED

Figure 6: Olmsted Park Conservancy 5 Year Plan - User Survey Results, John Draksic

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Neighborhood Resources At the peak of its use, Front Park saw as many as five to seven thousand visitors per day. Front Park alongside the other Olmsted Parks together constitute over 60% of the city’s park space. As envisioned by Olmsted, these parks function as the “lungs” of the city providing a space for leisure and an escape from the bustling urban life. They often have direct effects in improving the health of citizens by scrubbing airborne pollutants. To cite one example, a 2005 study of Washington, D.C.’s park system estimated that park vegetation removed 244 tons of pollution from the air. As a vital resource to more population-dense neighborhoods, parks across the country encourage the development of more desirable housing surrounding them.

The areas surrounding parks tend more often to be areas undergoing gentrification.

Nationwide studies found that urban parks increase nearby real estate values by roughly 15% (PPG 2011). Front Park and nearby Columbus and Prospect Park are lined with a series of stately homes built by wealthy Victorians.

area suffer higher rates of lung cancer and other such diseases. park is far from the “lungs” of fresh air for its residents as intended.

Mid-Century Decline Front Park is certainly far less popular in the present day. As the I-190 was constructed over the Erie Canal in the 1950’s, the park experienced a dramatic drop in the number of visitors (Figure 8). The views which once made Front Park Buffalo’s physical “front” edge along its coastal border with Canada have since been obstructed by ramps and overpasses. The original inspiration of the park, which depended primarily on its views of the Niagara River and Lake Erie, was lost. One may assume that traffic noise and vehicle exhaust polluting the air served a crucial role in rendering the park unattractive to users. Studies have shown that air polluted by vehicular emissions is directly connected to higher rates of respiratory disease in surrounding Buffalo neighborhoods (PPG 2011). Residents of this 10

Figure 7: The Front, circa 1890, Source: The Olmsted City

Figure 8: Front Park Aerial, 2017, Source: Google Earth

Recent Efforts There have been measures taken in the past decade to revitalize Front Park. Between 2008 and 2009, fifty-five trees were planted throughout the park, costing $19,250 (Figure 9). The Buffalo Arts Commission utilized a budget of $30,000 to conserve the Commodore Oliver Hazard Perry statue at the park’s center. In 2011, Erie County announced that Buffalo’s Olmsted parks were to be provided a budget of $50,000 for park restoration. This would allow the Conservancy to improve many of its amenities prior to the National Historic Preservation Conference held in October of that year. Those in the conference agreed that among their priorities regarding Front Park, the first was to take advantage of the park’s location along the Niagara River Greenway trail.

Yet, there is no direct connection between this trail and Front Park without detouring through road crossings along Porter Avenue (Figure 10). Much as the City of Tonawanda has been able to capitalize on the regional Greenway Plan, Front Park may attract visitors to this area of Buffalo’s Lower West Side (PPG 2011). Trail users would be attracted to the Front Park area through amenities including benches, shelters, picnic tables, and drinking fountains. They would potentially become economically engaged with nearby commercial spaces and, those in the meeting speculated, would come across interpretative displays telling the history of the City of Buffalo, particularly its close ties to Olmsted and the War of 1812.

Figure 9: Front Park Landscape Improvements, Source:

Google Earth

Figure 10: Photo taken by Yunchao Han on October 30th, 2019.

11

Context Front Park is situated as a central node for gathering within its neighborhood along Porter Avenue. Front Park is thought of more within the context of the neighborhood itself rather than the Greater Buffalo Region. Front Park can be considered a main attraction on Porter Avenue as it is a predominantly residential area with sparse pockets of cheap commercial venues. Situated nearby the park is D’ Youville College and D’ Youville Porter Campus (PK-8). Student athletes comprise a sizeable portion of the visitors of the park.

They visit not only for their own recreational use, but school sporting events are held at the park on some occasions. Though it is primarily an area of single-family homes, they are packed tightly together within the urban fabric. Residents escape the high population density at the nearby Prospect and Front Parks. As it is, the commercial strip consists of low-income services including laundromats and fast food restaurants, suggesting that it is a relatively low-income area despite the revival of other areas of the West Side.

As a large sum of the neighborhood’s locals live below the poverty line, leisure is spent primarily in park space rather than, say, window shopping along Elmwood Avenue’s many boutiques. For a population group which relies on blue collar and other service jobs to make an income, leisure provided by park space is crucial to balancing one’s mental and physical health. Economic stress is most prevalent in disadvantaged neighborhoods because of disinvestment. Well-maintained park space has proven to be a driving factor in raising nearby real estate values. Access to park space is considered a right to those of any class by activists associated with the conservancy, as parks are meant to be an egalitarian space by Olmsted’s ethos. As a free opportunity for leisure, a park of this sort is far more inclusive than the many leisure activities which require a large, expendable income. Here, Buffalonians of a diverse range of backgrounds interact as equals to break 12

of backgrounds interact as equals to break down these divisions. Ideally, this concept of Olmsted’s permeates past the borders of the park space, capturing his vision of a city being built within a park, rather than the other way around. Buffalo is, therefore, intended to develop as such a space free of prejudice among its people as it is situated within a greater park space itself.

Front Park has benefited greatly from its place by the waterfront, though this has been diminished by its place near the Canadian border following the 1927 construction of the Peace Bridge and its customs area.

Though Front Park is often an afterthought among the rest of Western New York’s park space, its significance lies in its location with several proposed plans regarding Canada, and its historic Olmsted legacy. Front Park’s proximity to local universities provides opportunity for it to be a cosmopolitan space.

Front Park is not a major attraction for tourists by any means as it mostly draws locals. The park’s proximity to the border may provide it with the potential to attrack foreign visitors.

Figure 10: Peace Bridge Post Card, circa 1930, Source: Buffaloah.org

Conditions Overall, Front Park’s appearance is well maintained. The park is certainly kept clean of litter. There is no trash lying on the ground, trash cans are available at every corner, and they are moved to places of shelter in the event of high winds to avoid spillage. Fallen leaves are consistently raked and packed in bags by the city’s maintenance workers and the grass are taken care of as well. There was not one instance of vandalism such as graffiti on the walls or statue. However, if Front Park is to reclaim its image as a prestigious, historical park, it needs renovation.

The park is surrounded along the full lengths of its north and west perimeter by the I-190, Peace Bridge, and U.S customs. Though the park is currently raised above water level, these infrastructures block a large portion of its view of the Niagara river and Lake Erie.

There are no planned renovations for the parking lot in the plaza for visitors. Most people choose to park at the corner or the edge of the plaza and using it as an informal parking lot. The two exceptions were the cars parked right next to the statue. As children used this paved area for roller blading and practicing hockey, it could be a dangerous space for play. One may argue that there is lack of a necessary separation between this concrete pad and the historic terrace as the painted hockey lines may detract from the dignity of the historical portion of the site.

Several plants that surrounded this plaza are either missing or dead.

On the sidewalk, there were two broken light poles with exposed, cut electric wire. In one instance a traffic cone had been used a covering for the exposed wire but was blown off by the wind. The net attached to the tennis court is still in good condition, but there were no lights above the tennis courts. People are not able to use the tennis courts to its fullest potential in early morning or evening. The soccer field appeared to be abandoned as

Figure 11: Photo taken by Yunchao Han on October 30th, 2019.

Figure 12: Photo taken by Yunchao Han on October 30th, 2019.

Figure 13: Photo taken by Yunchao Han on October 30th, 2019.

13

though it has not been used in a long time.

There were no nets attached to the goals, no guidelines on the ground that make it a soccer field, and the grass was less than perfectly healthy.

The picnic shelter remains a vital amenity to the park as it has since its construction in 1898, and it is still well maintained. As far as amenities near or within the picnic shelter, there was a water fountain and a barbeque rack. The water fountain was out of order as it had a dysfunctional water dispensing button. Though the park does not have any permanent restrooms, a single portable restroom was provided nearby the shelter.

14

Figure 14: “Picnic Shelter� Photo taken by Yunchao Han on

October 30th, 2019.

Challenges Identity The main challenge Front Park is faced with, along with its lack of users, is the confusion regarding its identity and desired function relative to the other Olmsted parks. At present, the park functions as a simple area of greenspace local low-income families while there are aspects which remain of Olmsted’s legacy, intending the park to be a place for ceremony and city-wide gathering. There is, however, no reason to believe that these visions of the park’s future are mutually exclusive.

A Front Park for public ceremony is still achievable should it host community gatherings of relatively newer Buffalonian communities, such as the Hispanic Heritage Corridor. Their annual parade and festival, to cite one such example, could utilize Front Parks open green spaces, though this would have to be balanced with serving sporting events. Front Park will find its identity by remaining conscious of Buffalo’s history while becoming conscientious of its cultural redevelopment leading up to the present.

As an area with a majority population of young families raising children, sports related amenities and playground spaces best serve the community. The late nineteenth century military displays from the nearby Connecticut Street Armory would seem out of place in its present context. It is the park’s programmatic origins, however, which leave multiple monuments or memorials and a large circular paved terrace (Figure 15).

This area of the park may be alienating to the modest families of low-income and minority origin who visit most frequently. The park is lacking any indication that, as Buffalonians, this is their history as much as it belongs to anyone else. To be a park designed for the people of the surrounding neighborhood would call for more activities, like more sports fields and pavilions for people to gather, while integrating these historical elements.

Figure 15: Photo taken by Yunchao Han on

October 30th, 2019.

15

I-190 The site at Front Parks possesses the opportunity to become a landmark for visitors entering in the US through the Peace Bridge.

However, the obstacles that are the I-190 and the Peace Bridge interfere with the potential of attracting Canadian visitors. The Peace Bridge, U.S. Customs, and the expressway cause a consistent influx of pollutions and noise from vehicular traffic next to the park.

The outside surrounding roads, Porter and Busti Avenue, are also consistently busy with vehicular traffic as well. Heavy, high-speed traffic flow can draw pedestrians away from attending the park as it limits the safety of the users within the park. The amount of traffic simply waiting and emitting emissions into the nearby atmosphere from Customs detracts the park’s ability to serve as “lungs” (Figure 15).

The only barrier between the expressway and Front Park is a chain-link fence and the guard rail to the I-190, while the only barrier between US Customs and Front Park is a tall brick fence. These barriers do not suffice, and if the noise of traffic is not dealt with accordingly, it will easily deter most people from visiting.

A high volume of automobile traffic and the consequent challenges this creates regarding pedestrian accessibility is potentially a reason for the lack of park users. Front Park can be easily overlooked as passersby focus on highspeed driving, bypassing the park as they move to their destination. Providing cycling and pedestrian connections would require some method of traffic calming to address safety concerns. Slowing traffic in this area could potentially help introduce visitors to Front Park, particularly those who have crossed the border with Canada. In order to make the park a more user-friendly space, the role of the Peace Bridge and I-190 must be gradually transitioned from deterrents of visitors entering the park to sources of improved accessibility to this space. A focus 16

on pedestrian accessibility may help to reduce travelers’ dependence on freeways in the city, therefore lessening the highway’s influence on the urban fabric surrounding Front Park.

Figure 16: Photo taken by Lindsey Bruso on October 30th, 2019.

Amenities Currently, Front Park consists of one soccer field, one picnic shelter, tennis courts, a playground, and a few trails that outline the edge of the park. These amenities themselves present the challenge of updating and maintaining them. The need of updates to park amenities is itself an indication that the park is not being used to its full potential.

This issue may be compounded by the fact that there are very few visitors, reducing the pressure to maintain this space, creating a sort of snow-balling effect.

There are certain park amenities that Front Park is lacking all together. There are, for instance, no permanent structures providing public bathrooms or other accommodations, such as a functioning water fountain. If guests are unable to access basic park necessities, they are far less likely to use existing amenities. A visitor practicing soccer, for example, would perhaps be less willing to utilize the grounds at Front Park if there is not a working drinking fountain. Providing properly maintained park amenities is a necessity for the success of Front Park.

Oppurtunities Heritage The Lower West Side neighborhood provides a unique landscape as it is one of the most culturally diverse areas of the city. Front Park could do well to capitalize on its proximity to the Historic Hispanic Heritage District to its south. Though it lacks the facilities in its current incarnation, Front Park is a possible venue for the ethnic festivals which give the city its character. The existing traditions of Puerto-Rican and Hispanic Day, to cite the most relevant example, could be expanded upon as Front Park becomes a place of cultural celebration (Figure 17). The community is already organized through local officials with a website planning these special events.

The park is visited by teenagers and young adults from around the Buffalo Area as they gather at the nearby rowing club and Front Park’s sports facilities. Therefore, Front park may become the vehicle through which existing class and ethnic divisions are dismantled. As the surrounding neighborhoods, a diverse gathering space may help heal the divide among Buffalonians. The city may, in future, be able to take advantage of Olmsted’s Parks so that it might actively desegregate through the coalescence of different ethnic communities.

in the development of Front Park would serve to connect Americans to their shared past and inform visitors of their nation’s history.

Front Park may reshape itself by capitalizing on the historical importance of the site, much as what was done at Canalside. This can be achieved through the construction of additional signage or informational panels, as well as other historical facilities.

Figure 17: Puerto-Rican Day Parade, Source: BuffaloRising. com

Front Park serves as an introduction or reminder to the visitor of Buffalo’s early American history. The depth of the city’s connection to the War of 1812 is perhaps best made apparent by the presence of the statue honoring naval commander Oliver Hazard Perry, placed at a central focal point at Front Park. The physical proximity of the park to Lake Erie connects one visually to the Great Lakes and their history. Front Park has the potential to commemorate the bravery of Americans in this area who sought to protect their new nation’s sovereignty from an aggressing major world power of the time.

A focus on the importance of the War of 1812 17

Waterfront Though it is seen more as a neighborhood park, in the context of the regional Greenway Plan, Front Park has the potential to be a major gathering space for the Greater Buffalo Area.

The park is near to the shoreline bike trail but lacks direct access. A connection with this pathway could provide a link between Front Park and the greater Erie-Niagara coastline.

As cyclists continue to take advantage of the regional connectivity provided by the trail, Front Park could become a hub as people from the Greater Buffalo Area comingle.

One of Front Parks potential strengths is its proximity to the Buffalo Rowing Club.

Though it is cut off from this site by the I-190 Highway, the rowing club is a regional gathering space as athletes, their friends and families come to participate in their seasonal competitions. The nearby Buffalo Yacht Club attracts more affluent residents seeking lakefront leisure. With improved connectivity these recreational spaces have the potential to develop a symbiotic relationship with one another. As it is a part of the Olmsted Park System, Front Park benefits from the local focus on preserving Buffalo’s park and parkway system. The care of such sites is considered crucial by those conscious of the city’s health. The Olmsted Parks Conservancy at Buffalo seeks to maintain these parks as historical sites while emphasizing their continued importance in the present as “lungs” of the city.

Figure 18: Buffalo Rowing Club, Source: BuffaloRising.com

18

Should Front Park expand its pedestrian infrastructure and accessibility to the waterfront, there is a potential to create additions to the existing Olmsted Park and Parkway systems by creating a link to other waterfront greenspaces, namely the Rotary and LaSalle Park. This would encase the West Side of Buffalo with a series of parks which would bring Buffalo closer to the “city within a park” envisioned by Olmsted. As is the general trend in the deindustrialized cities in the United States, waterfronts are becoming less a place of industry and more a place for protected greenspace.

Figure 19: Buffalo Rowing Club Boathouse, Source: BuffaloRising.com

International Crossroads Though Front Park’s place near the Peace Bridge separates it physically from its waterfront, this may allow the park to become a link to Canada. Recent renovations have been done on customs facilities while the Porter Avenue roundabout provides more consistent traffic flow. Integrating Front Park into the broader scope of border improvements would connect facilities dependent on state money to those which can generate revenue themselves.

A dialogue between operators of the customs facilities and the park conservancy would do well to develop a relationship between spaces, allowing them both to thrive and do so not at the expense of the other.

Despite their historical link, Canada’s Fort Erie is currently not connected to Front Park in any way. Their place in commemorating the War of 1812 provides a deep, overlooked bond between the sites (Figure 20). Finding a way to connect these spaces through a redesign would mean restoring Perry’s unobstructed gaze across the lake to a fort which he and his men defended against. The relationship between the United States and Canada in the Niagara Region has been economically one sided regarding tourism. Creating a tourism focused transportation hub inclusive of Front Park could begin to balance this dynamic between these two sides of the border.

Figure 20: Data Pulled from Google Maps and

Buffaloah.org, mapped by John Draksic

War of 1812 Historical Sites 1.) Burning of Buffalo - December, 1813 2.) Raid on Black Rock - July, 1813 3.) Battle at Fort Erie - August, 1814 4.) Commander Perry Monument

at Front Park 5.) Troop Movement

19

20

The Lower West Side

Demographic Composition

21

Demographics Ethnic Surroundings In one of the most segregated cities in the nation, the Lower West Side neighborhood surrounding Front Park is by far the most ethnically diverse. The park is bordered to the South by the Historic Hispanic Heritage District. It comes as no surprise that the dominant language spoken by one third of the neighborhood’s population is Spanish (Figure ). It is surpassed only by English speakers who comprise little more than one half of the population. This corresponds to the ethnic backgrounds of nearby households, implying that the area has had a growing Hispanic population for multiple generations with new arrivals continuing into the present.

There is a far greater diversity of ethnic backgrounds within the surrounding neighborhood than one would typically observe at the park. The number of white and black visitors is roughly proportional to their representation in the Lower West Side. There is a lack of Hispanic visitors to the park despite the proximity to the park of their cultural center within the City of Buffalo (Figure 21).

As one sees in their community gatherings, Buffalo’s Hispanic community focuses elsewhere not only for special events but also daily park visits. Those newly moving into the area were observed to be predominately white. Census data reports that they are also least frequently placed below the poverty line. As white visitors are observed visiting the park in proportionally higher numbers than the white residency in the neighborhood, it is reasonable to conclude that the area is experiencing a similar trend to that which took place in the Elmwood Village. The area is experiencing gentrification as a more affluent, predominantly white Elmwood population is spreading into the mostly working-class Asian and Hispanic Front Park Neighborhood.

This has occurred almost exclusively in the Richmond Avenue area or right along the more desirable lots along Front Park itself.

22

Spoken Languages in Front Park Neighborhood 2017 - Census Tract 70 - Ages 18(+)

Other IndoEuropean 7%

Other 9%

Asian Languages 1% English 52% Spanish 31%

Figure 21: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table S1603,

ACS Characteristics of People by Language Spoken

at Home, generated by John Draksic using Census

Lookup; http://factfinder.census.gov; (data

retrieved on November 1st, 2019).

Population by Ethnicity Hispanic Background 2017

Non-White and Non-Hispanic 34%

Hispanic or Latino (any race) 33%

Non-Hispanic White 33%

Figure 22: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table

S0701, ACS Geographic Mobility by Selected

Characteristics in The United States, generated

by John Draksic using Census Lookup; http://

factfinder.census.gov; (data retrieved on November

1st, 2019).

Though more Asians are observed visiting the park than are represented by the local population, it may be that a portion of Canada’s large Asian population has been in Buffalo during hockey season. They may also be among those in the gentrifying Elmwood Village community visiting from a few blocks deeper into the city. The race ratio of park users is largely dependent on the race ratio in the surrounding neighborhood (Figure 22).

Race-specific events included participation of those of other ethnic groups, representing the diversity of the area in its entirety. Viewing the success of the park through the lens of race rather than cultural heritage is less helpful to the development of the park as this area has been thriving on its diversity.

seeking to raise children in a safe environment with a venue for physical activities crucial to their health and development.

The location of Front Park near the eclectic Allentown neighborhood and Hispanic Heritage district is directly responsible for the diversity of its visitors. Most residents in the area are young families with few single individuals above the 34 and age group (Figure 23). This could be a result of the nearby colleges within the city, the closest one being D’Youville College. As an aside it is interesting to note that few park visitors observed were not below middle age. The lack of elderly users may be an indication of incoming winter weather, though it does raise the concern that the park may be lacking the amenities necessary to be accessible to this age group. The population structure of this neighborhood is consistent with observations the most common demographic of visitors, namely young adults, often with their toddler children. Though households in the area are mostly composed of young families, there is a proportionally low rate of adult men in these families. This would suggest that the Front Park neighborhood has high number of single-mother households in a relatively impoverished area. The park is, therefore, an important resource for struggling families

Figure 23: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table

S0701, ACS Geographic Mobility by Selected

Characteristics in The United States, generated

by Yunchao Han using Census Lookup; http://

factfinder.census.gov; (data retrieved on November

1st, 2019).

Population by Race in Lower West Side 2017 - Buffalo, NY, Census Tract 70

Other 22% Caucasian 42%

American Native 1% Asian 2% African American 33%

Population by Age

2017 - Buffalo, NY, Census Tract 70

60 Years and Older

212 185 151 143

50 to 59 Years 111

40 to 49 Years

214 153 144

30 to 39 Years 20 to 29 Years

409

243

471 481

5 to 19 Years Under 5 Years

222

0

100

273

200 Female

300

400

500

Male

Figure 24: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table S0101,

ACS Age and Sex, generated by Yunchao Han using

Census Lookup; http://factfinder.census.gov; (data

retrieved on November 1st, 2019).

23

600

Wealth Distribution

Transportation When measuring the relative accessibility of Front Park within the Olmsted system, the modes of transportation the surrounding neighborhood utilizes most frequently inform one as to who among them has access to this space. Most visitors are using a personal car, truck, or van for their main means of transportation and very few people are walking and taking public transportation. A possible reason for the lack of users within Front Park could be it is not easily accessible to those reliant on public transportation and pedestrian travel. The park is potentially overseen as people drive by it and private automobile users comprise most of its visitors.

Having a park that is more easily accessible through other means of transportation, could potentially bring more users to Front Park. This is easily achieved through the implementation of pedestrian friendly infrastructure and, for instance, simply placing a nearby bus stop.

24

Annual Income in Lower West Side 2017 - Buffalo, NY, Census Tract 70 0.121

$100,000 OR MORE

Household Icome

About half of the households in the Front Park neighborhood have an annual income below $25,000 (Figure 25). The median household income in the Front Park neighborhood is far below average in the city of Buffalo, particularly for the West Side, which indicates that the neighborhood surrounding Front Park is a relatively poor neighborhood within the city. This has a direct correlation with why there are not many people in Front Park, as people generally with lower household income have less time to visit parks, as it is assumed that they spend majority of their time working. A larger proportion of their income is spent on the necessities of transportation as they commute to work, educating their children, and other non-leisure activities.

Creating more personal expense-free and fun attractions within Front Park would attract more users as it could be an inviting place gathering. This would allow the space to create a strong sense of community.

0.095 0.088

$75,000 TO $99,999

0.014 0.147

$50,000 TO 74,999

0.095 0.252

$25,000 TO $49,999

0.324 0.392

LESS THAN $25,000

0.559

0 City of Buffalo

0.1

0.2

0.3 Percentage

0.4

0.5

0.6

Lower West Side

I MPOV ERISHED PO PUL A TION B Y R A CE 2 0 1 7 - C E NS US T RA CT 7 0

M U L T I - RA CIA L OT HER

395

251 24

9

32 723

BLA CK WHI T E

24

24

A SIAN N A T IV E A MERI CA N

36

304

268 921

Below Poverty Level

Above Poverty Level

Figure 25: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table S1901,

ACS Income in the Past 12 Months, generated

by Yunchao Han using Census Lookup; http://

factfinder.census.gov; (data retrieved on November

1st, 2019).

Primary Method of Transport

2017 - Buffalo, NY, Census Tract 70 Pedestrian 8% Public Transport 16%

Figure 26: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table

S0802, ACS Means of Transportation to Work by

Selected Characteristics, generated by Yunchao

Han using Census Lookup; http://factfinder.

census.gov; (data retrieved on November 1st, 2019).

Private Vehicle 76%

Age Diversity of Visitors Though there is a considerable population of children and young families, relatively few among this number visits Front Park consistently. There is rarely an instance of children visiting themselves with friends rather than their parents and siblings alone.

It is possible that local parents feel the park lacks in security and safety for their children.

For the elderly, who comprise most of the physically disabled population, security is a crucial component of accessibly to the park.

The population of locals with a disability is significantly higher than their numbers observed visiting the park. Although the park follows basic disability regulations, it is suggested that space is not perfectly inclusive of those with disabilities by their low numbers among Front Park visitors.

Visitors Observ ed at Front Park

2017 - Buffalo, NY - November, Sunday Afternoon Parents with Children 15% Single Individual 31%

Two or More Adults 54%

Figure 27: Visitor Data Observed at Front Park

D I SABL ED POPUL ATI ON BY AGE 2017

With Disability 7 5 Y E A RS A ND O V E R

Without Disability 49

67

6 5 T O 7 4 Y E A RS

35

134

3 5 T O 6 4 Y E A RS

173

627

1 8 T O 3 4 Y E A RS 5 T O 1 7 Y E A RS U N D E R 5 Y E A RS

105 42 0

907 505 495

Figure 28: US Census Bureau, 2013-2017 American

Community Survey 5-year estimates, Table S1810,

ACS Disability Characteristics, generated by John

Draksic using Census Lookup; http://factfinder.

census.gov; (data retrieved on November 1st, 2019).

25

Park Users Survey To gain a better understanding of the park and its users, a 2019 survey has been put together of several concise questions, asking users what issues they saw as most relevant regarding improving and maintaining the park. Questions range from the most common type of park usage to what they view as the priorities for improvement. Though there is a scarcity of visitors available to engage with in this survey, their answers provide insight as to why there is a low rate of park use.

Overall, it was not a lack of amenities that was responsible for this or even the few instances revealing minimal attention to maintenance of park amenities. Rather, it was that Front Park has lost its sense of place as it has been disconnected from the waterfront by the encroachment of city infrastructure (Figure 29). In fact, this was the source of much of the criticism from the few locals encountered there. Despite its relative decline there are times in which there are many more visitors than average, primarily for special events, though this is limited almost entirely to sporting events. The time users are most likely to visit Front Park was surveyed to identify times of peak usage.

The site visits made for survey data collection have been spaced out sporadically throughout the week and there has yet to be an observed increase in users on any given day or time.

In fact, no more than five surveys have been conducted successfully in a two week period during early November. The question of user safety was raised and received mixed results.

Often visitors were deterred by automobile traffic as the area between Porter Avenue and the U.S. Customs facility is less than entirely pedestrian conscious in its design. This is a far more pressing concern regarding increasing the number of visitors. If people simply do not feel safe within the park, no one will visit, and changes must be made. Users were also 26

questioned as to what the park is lacking in amenities. These answers can be enhanced by the sense of community expanded upon by increased local involvement in the design process.

The most frequent use of the park space is for exercise, as most people cycle or jog through the park. This observation emphasizes the need for a connection to the Shoreline Trail. The park receives its greatest volume of visitors, however, from people driving in to attend special events. The number of visitors more than doubled the day that a soccer game for the nearby school was held on its fields. Front Park functions more as a sports facility than the space for leisure as Olmsted originally envisioned. Its potential role as a daily use park and cultural event space would, therefore, require additional amenities. For those who do not live directly within walking distance of the park, they rely heavily on private automobile use. There is a space for informal parking around the Perry statue plaza which creates an awkward or even a potentially dangerous environment for those visiting the space as a historical site. Ideally, parking will be relocated but provided nonetheless elsewhere on the site as users depended on driving.

Figure 29: Peace Bridge Customs, Source: U.S. Department

of Homeland Security.gov

Observations Data was first collected on Wednesday October 30th, 2019 at 3:45 pm to acquire a general feel for the park. During this time, multiple cars were observed driving into the park, many of which left briefly after parking and even without its occupants exiting the vehicle. This implies that it was the parking area itself that they were there for, rather than visiting Front Park itself. Multiple teenagers were seen practicing some manner of martial arts with each other on the playground, while a nervous father of toddlers monitored the situation cautiously. The way cars were suspiciously parking and driving away within ten to fifteen minutes leads one to believe that questionable activity may have been going on, particularly like drug use. The teenage boys fighting also make one question the safety and security of the play space for toddlers placed only a few feet from the larger playground. These events imply that there is justification for parents avoiding letting their children roam freely through the park grounds.

Upon visiting Front Park for the first time, two young women, possibly in college, were enjoying a late lunch in the pavilion. After they ate, they started to teach themselves a dance routine, suggesting that they might be in a dance team at a nearby school. Two cyclists rode past alongside the park limits having exited the Shoreline Trail. Far from stopping to observe a historical space, one individual sped past hastily, breaking around The Oliver Hazard Perry Statue. Among those at Front Park were a father and two kids enjoying the playground. One may conclude that there are amenities at present which attract visitors, despite the rather barren atmosphere most frequently observed. There was no sense of concern regarding one’s safety when visiting the park, however, there were aspects of the park which were less than optimal as far as deterring questionable activity. Certain paved areas and other spaces segregated from the main focal points of the park by surrounding freeway infrastructures were not easily

observed from other areas of the park, lacking any form of lighting. It is suspected that one individual used the space to “hot box� as activities in this area are shielded from public view, despite being a public space.

The most striking observation was the lack of users at Front Park. Following multiple trips, one on Sunday November 3rd at 1pm, no visitors were available to complete a user survey. This could have been due to the weather, which was cloudy and cold, with temperatures ranging from 45 to 50 degrees.

Another potential factor was the home game that was taking place for The Buffalo Bills.

One might assume most potential visitors chose to stay at their homes and watch the game. However, these factors alone would not deter a healthy number of visitors from visiting a park that they enjoy. The fact that no one visited within over 45 minutes of the first visit is alarming and provides a clear sign that the park is not performing at its greatest potential.

Figure 30: Front Park Parking Pad, Source: Google Earth

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Front Park Future

28

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Reccomendations Park Goals

The Front

Along with the long-term goals in redeveloping Front Park, there is a lack of basic park necessities that are essential. The vision of the park is to be well maintained, more user friendly, and become a place of community gathering rather than military display. The Front, at present, is most crucially lacking connection to its waterfront,which must be restored. With the proper changes involving maintenance, ecology, cultural event space, and human health and infrastructure, Front Park can become a landmark for The City of Buffalo.

With changing demographics, simply restoring the park to its past glory as “The Front� will not successfully accomodate the needs of the surrounding community at present. The Front was, origianlly, a space for visitors to dress in relatively formal, upper-middle class attire for a conservative stroll along the waterfront.

In the context of late nineteenth century Buffalo, Olmsted successfully addressed the needs of locals. The Front Park of the future, however, will thrive when it successfully accomodates an ethnically diverse and lowerincome community.

Community Building Landscaping Gathering Celebration

Accessibility

History

Pedestrian Safety

Heritage

Waterfront Connection

Olmsted City

Visitor Health

Preservation

Security

Future Developments Must:

30

1.) Engage in a dialogue with locals 2.) Establish a space for community gathering 3.) Create a safe link to the waterfront 4.) Preserve and expand upon existing greenspace 5.) Define gateways and connect to surrounding sites 6.) Balance active and passive leisure facilities 7.) Maintain basic park necessities

Future Projects Landscaping

Visitor Health

• Begin community gardening • Campaign for volunteer tree planting initiative • Engage in experiental learning nearby schools to incorporate contributions of young locals

• Provide barrier between idling truck emissions along Peace Bridge Customs • Consturct a barrier wall in place of fence along the I-190 • Create handicap accessible parking and seating

Gathering

Security

• Construct shelterd space for community functions and dialgoue following town hall model • Provide seating for spectators of local sports events • Improve upon and increase number of sheltered seating for more intimate, family and friend occasions

• Separate toddler and older child play spaces while providing seating with visibility for child guardians • Maintain presecence of park authorities through rangers or security cameras • Improve lighting throughout park

Celebration • Provide accomodations for festival activities within shelter • Accomodate mass visitation through well-maintained and abudnant park amenities

• Connect with community organizations of local ethnic enclaves, particularly for special events • Commerate story of nearby ethnic communities • Provide interpretive signage to educate the visitor on history of site and Buffalo

Pedestrian Safety

Olmsted City

• Provide signaled crosswalks • Install speed bumps and other traffic slowing measures in parking area • Lower speed with yeild signs at Porter Avenue roundabout

• Connect the Front to the greater Olmsted Park and Parkway system through pedestrian accessibility and historical commeration • Involve Conservancy to acquire grant money for future developments

Waterfront Connection • Reconnect park to Shoreline Trail pedestrian bridge • Create physical separation between highway traffic and bike lanes • Encourage roundabout crossing from park to trail through traffic calming of Porter Avenue and I-190.

Heritage

Preservation • Recconnect historical link to Fort Erie through signage, eventually through raised terrace or lowered I-190 • Restore some aspect of lost Fort Porter • Maintain existing memorials

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Maintenance

A Sense of Community

Front Park can become a popular gathering space, but existing amenities require repair and updates. Though the focus of its use is on sport, the park only has one soccer field.

By enhancing the existing soccer field to a multipurpose recreational field with proper amenities like painted field lines and nets, this can become a place for teams to utilize or guests to get exercise. The field would be turf, requiring less maintenance and include sports like soccer, football, a track, field hockey, and lacrosse.

The revitalization of Front Park is directly dependent on the strength of the surrounding community. It is impossible to create a sense of place within a park space without the participation of locals in its development.

A lively Front Park will capitalize on local heritage, whether it be the region’s early American history or the story of the immigrant groups who developed the city’s character.

If one seeks to create a sense of community, it is imperative to identify who constitutes a participant as well as what participation entails (Kahn).

Front Park also lacks permanent bathrooms and washrooms and an indoor area for the winter months. By building an indoor lodge with picnic tables, heating, and permanent washrooms, Front Park can be utilized in the winter seasons. This indoor community center can also be used for public events and can be rented out as well as be opened to the public. This community center will provide an increase of eyes on the park, improving security. The park space will, therefore, be looked after seasonally not only by maintenance employees but also the large groups of people using this gathering space.

Simple improvements, such as lighting, also improve user safety. The reallocation of funds to the park would rely less on grant money and more on money provided by the city as it is covered as an historical site.

Figure 31: Photo taken by Yunchao Han on

October 30th, 2019.

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The most successful design solutions for a public space are developed not through large scale projects with sizeable financial backing, but rather by allowing locals to build the space they desire. In some cases, this meant locals going so far as to construct portions of a project itself. In 2007, local New York City design studio C.D.R. invented a new building material, inspired by tape-lace crochet, out of disposable cups and zip ties to construct a pavilion structure and sculptural decoration (Kahn). The current model for development of Olmsted Park systems, as laid out by the conservancy’s five-year plan is limited to monthly community meetings.

Though attendance has been strong, the Lower West Side already has the advantage of existing community organizations. The conservancy must begin a dialogue with its leaders. When the annual Hispanic Heritage Day Parade is being organized, for instance, it would behoove the conservancy to enter conversation with its organizers. Such a dialogical space would best be created in some manner of community gathering structure at Front Park.

The Oliver Hazard Perry Monument is the historical note from which one can develop an understanding of the War of 1812’s impact on the area. There is a dangerous lack of protection for a monument found within what

is currently being used as parking space. Widely spaced bollards and a series of single chains linking them are the only protection from any instances of careless driving. Installing a protective barrier around the parking space and raising the cannons, memorials, and perhaps even the monument would spare these artifacts from serious damage. Preservation of the monument is directly dependent on its perceived value. Historical signage, similar to the timeline panels at Canalside, would be most effective in this venture if the timeline can show the link between Buffalo’s early history and the development of its present cultural composition. Successful interpretive signage will include the background period of the War of 1812 while setting the stage for the development of an ethnically diverse Lower West Side of the present, particularly the story of Puerto Rican immigration. These histories will highlight each other’s importance to the community through their connection in that they are fundamentally Buffalonian.

Local involvement will be the key factor influencing the development of Front Park in the future. The levels of local demand for a large community gathering space versus a quiet, neighborhood park will determine the extent to which it is used as a festival space.

However, the conflict between commuters and those participating in local festivals on blocked roads suggest that such a demand exists in the area. The Allentown festivals provide a venue for local business to market their product to the city. Buffalo’s local craft breweries and food venders would do well to get involved in such a gathering space and could provide a source of funding.

The simplest form of community involvement would be volunteer tree planting and community gardening (Figure 33). Studies have shown that when children of nonEnglish-speaking households participate in such events, the pyschological and linguistic burden of assimilation is at least partially lifted (Catanzaro 2000).

Figure 32: Photo taken by Yunchao Han on

October 30th, 2019.

Figure 33: Photo taken by Yunchao Han on

October 30th, 2019.

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Lungs of the City A park is the equal balance between the greenery one is deprived of in an urban context, and necessary infrastructures for transport or utilities. At Front Park, the park doesn’t feature enough natural area because there is a lack of decorations. There needs to be more trees, flowers, and grass added. Around the playground area, there were many large trees but towards the large grass area, there was a lack of trees. Adding trees in a designated space can look more organized and would make it feel more like a professional and useful park, rather than looking chaotic. Many spots throughout the grass were dead or missing, so maintaining the greenery would be beneficial in attracting more visitors.

Revitalizing the landscape would also make visitors feel more comfortable and inviting, making the park a place where people want to stay and enjoy themselves. Adding more trees and maintaining greenery would provide more shade for visitors on the hot summer days and make them feel comfortable in the sun. During the winter, the trees would block the winds in the cold months. For the natural elements, trees would provide more habitats for wildlife. Also, trees would help with our water management. By adding green spaces, it creates more natural environment and restores more natural ecosystems. It would also improve the air quality for the visitors and residents around Front Park.

Front Park has lost its place as a waterfront park to improved automobile infrastructures.

The Peace Bridge Customs and I-190 traffic bring unwanted noise and air pollution as high volumes of international and interstate traffic converge. This can distract visitors seeking an enjoyable visit at the park. Concerns regarding one’s health and the lack of calm one expects from a park are perhaps the greatest deterrents of potential visitors. The space could be vastly improved by the construction of a simple barrier between the park and the I-90 expressway. Installing a sound barrier 34

A 2011 study found that there was a direct relationship between the height of a highway barrier and the horizontal distance past it which would be protected by vehicle emissions and noise (Figure 35). In the context of this study’s findings, researchers used “H” as a placeholder for a unit of six meters. They were able to conclude that the movement of wind would be redirected upwards upon hitting a solid obstacle, in this case the barrier, carrying with it most airborne pollutants. This would create a sort of whirlwind effect as clean air approaching the wall from the opposite side pushed the diverted polluted air further along a horizontal course above the wall height. The ratio between barrier height and the diverted horizontal distance traveled was found to be nearly 3:4 with a theoretical three meter per second wind.

The levels of exposure to harmful air contaminants, namely vehicle emissions, were greatly reduced within immediate and near proximity to a barrier once it was placed.

As the height of the barrier was increased, wind circulation provided pocket of cleaner air nearest the wall. Regarding air pollution, reductions of contamination beyond the barrier were seen to increase exponentially in contrast with noise pollution which was halved at meter intervals. Vehicular pollution, as it was carried vertically through the troposphere, began to dissipate further the longer it was kept moving horizontally above the wall height. At a height of roughly six meters, or just under twenty feet, the barrier reduced exposure to detected polluted air to a nearly negligible amount as far as evaluating health risks.

The lifeblood of Front Park was its link to the Niagara River and Lake Erie. As the I-190 separates the river and the park, a trail accessible from the park would bring visitors of the park back along the river. Front Park would benefit greatly by a direct connect to the Shoreline Trail of the Niagara-Greenway

Plan (Figure 34). The recent Gateway Project has successfully created a crossing of the expressway which allows cyclists to continue along Buffalo’s coastline from the northern suburbs. Local visitors would be given the ability to connect to the greater region through the Niagara River while others from the Greater Buffalo Area would interact far more with the Lower West Side of the city. The addition of bike lanes along Porter Avenue create a pedestrian connection to the waterfront. However, there is not much of anything that would direct one to or from Front Park in terms of signage. There is a scarcity of users as cyclists tend to feel uneasy sharing space with entering and exiting freeway traffic at a roundabout. As there is a lack of signalized crossing, cyclists tend to cross this area of high-speed and heavy traffic volume at their peril. A direct connection from the bridge crossing to the park is less than entirely feasible. There may yet be additional work needed to physically separate cyclists or pedestrians and provide safer crossing. Though one observes little to no traffic congestion along Porter Avenue due to the constant flow of traffic through the roundabout, this comes at the price of optimal pedestrian safety. Signalized crossing would be ideal to ensure a safe connection and encourage travel patterns between Front Park and the trail.

Figure 35: Air Pollution. Image Source: Atmospheric

Environment Journal, U.S. E.P.A., Office of

Research and Development. Accessed 8 November

2019 by John Draksic.

Figure 34: Buffalo Rising: The Gateway Project 2016,

Accessed 14 November by John Draksic

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Best Practice Gathering Space Observing local trends is vital as it can better relate design solutions to the demographic composition of the city. The issue of security necessitates construction of a community center consisting of an information office with park supervisors and security, a gathering hall for private and public use, and permanent facilities such as bathrooms and washrooms.

Westwood Park, a park in Lancaster, NY, a suburb within Buffalo, has a lodge the Front Park lodge could possibly resemble, as seen in (Figure 36). Having indoor seating and community gathering spaces can increase the usability of the park in the winter and create space more events to happen or just for relaxing and enjoying the park. Creating space for bathrooms and washroom will make the park more attractive and comfortable for visitors. By having a bathroom and washroom in the community lodge, visitors are more likely to make use of the space and host events.

Greater Buffalo Context Another area within The City of Buffalo, that could be a place of reference for Front Park is Larkin Square. Larkin Square is most well known for their Food Truck Tuesday, as it is a place for public events to be held and it can be identified as an urban park. Larkin Square has a place for people and bands to perform as well as many places for people to sit and gather (Figure 37). Larkin Square also has many activities for people to do, like hulahooping, pickleball, and fitness classes. As previously stated, Front Park was intended to be a place for public ceremony and gathering.

To keep the park as authentic and realistic as possible to the original plan, it is important that this becomes a place for community events. Front Park already has a large paved area for events to happen, it’s just the means of getting the events happen in it. One step could be moving the Hispanic Day Parade into the park, instead of closing off busy city 36

streets. Another potential event could be local farmers markets, and art festivals, as Front Park is in such a culturally rich neighborhood.

Figure 36: Westwood Park, Source: Google Images

Figure 37: Larkinville, Food Truck Tuesday, Source: BuffaloRising.com

As the City of Buffalo experiences a revival, local art characterizes reclaimed areas within the city. The use of local talent to create pieces of art, particularly murals, on what would otherwise have been barren urban space is one of the most effective tools used at placemaking within an urban context. The character of each neighborhood is brought to life as an artist is commissioned to reference its cultural backgrounds. The Freedom Wall is one such example, as it commemorates black leaders in a part of the city that is predominantly African American (Figure 38). One can contextualize the neighborhood within the role it played in the city’s history as it was a community defined by the individuals within it.

As the more diverse and trendier Allentown earns itself a reputation for its local artists, blank walls provide a canvas for local expression (Figure 39). Following the construction of a barrier at Front Park along the interstate, one such blank canvas would be found at the park. This would provide an opportunity for this area of the city to define itself. With the nearby thriving Hispanic neighborhood, Front Park could take cues from the many precedents throughout Buffalo. One could, for example, paint a derivative of the Freedom Wall focusing on Hispanic-American leaders. This would allow the Front Park area of the Lower West side to identify itself as Hispanic Buffalo much like the African American Heritage corridor has been coming into its own in recent years.

Much as it was done in in New York City

by CDR, a generation of young designers is available to contribute to the identity of the park space as SUNY design students. The School of Architecture and Planning has constructed numerous projects at Art Park and Silo City, in some cases tearing down projects as it is too difficult to access from UB campuses for student maintenance. Front Park, a much more accessible site in need of innovative design, would provide a venue for such activity.

Figure 38: Freedom Wall, Source: BuffaloRising.com

Figure 39: West Side Mural, Source: BuffaloRising.com

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Landscape Architecture Expanding the parks ecology and landscape is essential to creating a safe and inviting park. Studies have shown the importance of roadside trees by investigating university students commute to campus. Results show that students are more likely to walk along paths with roadside trees, and naturally lengthen their travel time which extends their clean air exposure time (Amorim & etc.

2013). Implementing this idea into Front Park will encourage more people to walk through Front Park, creating a safe and travel route for people who are commuting to nearby attractions or who are visiting to see the waterfront. Planting more trees can create a clean atmosphere that will appeal to more users.

One step in trying to decrease the amount of pollutants being emitted into the air from the nearby highways and customs Front Park experiences is planting more trees within the park. In the newspaper article, How planting trees in cities can save thousands of lives, it is mentioned that trees can be a barrier to vehicle emissions and act as air purifiers. Planting trees can provide shade and redirect the sun’s heat energy to reduce surface temperatures in cities. Trees also create healthier psychological impacts on the people residing in the cities, as they promote social connectivity, decrease stress levels, and encourage exercise (Harvey 2016).

Planting trees within the city also gives the environment a nicer aesthetic, drawing more people outside to the street. Front Park with the right landscaping design can draw appeal to more people and overall create a healthier and popular park within The City of Buffalo.

An example of a successful park that can relate back to Front Park is High Line Park, in New York City. High Line Park is most famous for its unique character of taking an old abandoned train track and letting plants naturally take over to stem the idea of 38

turning it into a park and community gathering space (Figure 40). The idea of having plants become a natural barrier is an idea that should be implemented into Front Park as Front Park needs more than a chain fence as a barrier. Also adding plants and trees as a barrier, along with the fence, will act as a noise barrier from the surrounding traffic, making the park more relaxing and attractive. Along with the natural grown plants, it is necessary to incorporate the surrounding community with the park and in order to do that, community tree plantings can showcase what community means and make people more familiar within the park, increasing their sense of security.

Figure 40: Curbed, The High Line Park located in New York City

Pedestrian Connections The successes of other parks across the country provide precedents which help to guide the redevelopment of Front Park. The I-190 and Peace Bridge customs remain the most apparent obstacles to the success of Front Park. This draws in high-speed vehicular traffic in very close proximity to the park. Based on our recommendation to find a suitable way to make visitors safe and secure away from fast moving traffic and have a connection with surrounding parks and the waterfront, we can reference Millennium Park in Chicago, Illinois. Millennium Park is like Front Park as it is in the middle of the city, close to the waterfront, and has a highway running along the edge of it.

One thing they did to the park was incorporate public art that gives the park an inviting atmosphere and unique character. Having public art in Front Park can draw guests in and encourage them to appreciate the space and The City of Buffalo. Another important artifact of Millennium Park is their BP Pedestrian Bridge also known as the Snake Bridge because of its design. This is one of their public art pieces that acts as a human connection over the highway that is potentially cutting the park in half and connecting Maggie Daley Park with Millennium Park.

The bridge is just as functional as it is an art piece. An aerial photo provides a view of the bridge and how it connects the parks together into one large greenspace (Figure 41).

easy access to the greater bayou for different types of water-based recreation (Hung & etc.

2013).” This case study showcases the same disconnect Front Park experiences with The Niagara River, however the pedestrian bridge will run over the I-190, but overall connect it with the waterfront. Creating this connection will not only benefit Front Park, by creating easier access for visitors, but also leave the opportunity for Buffalo to reconnect and take advantage of the waterfront this city is fortunate enough to have.

Figure 41: Wikipedia, BP Pedestrian Bridge

A case study of the Rosemont Pedestrian Bridge in Houston, Texas that runs over the Buffalo Bayou. In this case study they take a poorly maintained water way, referred to as an “eyesore” and figuring a way for it to become a populated area and potentially an urban park for the city. By creating pedestrian connections, bike paths, and a network of trails Houston can capture the importance of an urban park while still having a waterfront connection. “Strategic points along both sides of the Buffalo Bayou Promenade allow for 39

Figure 42: Old Fort Porter, Source: Buffaloah.org

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Conclusion Front Park is essential to preserving the history of Buffalo because of its rich history. From Olmsted’s design and the war commemoration preceding it, the decline of this park means a gap in the city’s story.

It is through a strong understanding of its past and understanding of its state in the presence that will guide the revitalization of the park during Buffalo’s renaissance. In its current state, the Front has lost its defining feature, its connection to the waterfront lost to the I-190 and The Peace Bridge. As modern traffic demands high volume solutions, the removal of this expressway is less than likely to take place, nor should one hope that the funds to deck over it would restore I the Front. Rather, working to redevelop this space with full acknowledgement of current constraints will restore its place as one of the city’s most prominent spaces for public gathering.

In a declining, Rust Belt city, there is a lack of fiscal advantages that economically prosperous cities have at their disposal. With other areas of Olmsted’s Buffalo suffering even harder at the hand of interstate construction, namely the former Humboldt Parkway, the Front is not likely the first choice to receive state or federal funds for improvements. The people of Buffalo are the primary resource the Front has available to make a comeback as a contemporary park.

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Appendix

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43

Contents Park Observation Photos.......................................................................... 45 Demographic Charts................................................................................. 48 Maps........................................................................................................... 54 Case Study Images.................................................................................... 55 Front Park User Survey............................................................................ 59

44

Park Observation Photos

45

46

47

Demographic Charts

Front Park Priority Surv ey 2018 Enhance Interpretive Wayfinding Signage

77

Enhance Existing Recreational Facilities

170 407

Continue Tree Planting Restore Shelter Building and Enhance Services

194 106

Upgrade Park Benches

216

Reconstruct Pathways 0

200 300 Individuals Surveyed

100

400

500

Front Park User Surv ey

2018 - (Select All That Apply) 1016

Walk/Run 821

Relax/Enjoy Scenery 679

Attend Event

576

Bike

458

Walk Dog

334

Use A Playground 258

Picnic/BBQ

216

Play Sports Casually Organized Sports

149

Use a Splash Pad/Pool

130 0

48

200

400 600 800 Individuals Surveyed

1000

1200

Spoken Languages in Front Park Neighborhood 2017 - Census Tract 70 - Ages 18(+)

Other IndoEuropean 7%

Other 9%

Asian Languages 1% English 52% Spanish 31%

Population by Ethnicity Hispanic Background 2017

Non-White and Non-Hispanic 34%

Hispanic or Latino (any race) 33%

Non-Hispanic White 33%

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Population by Race in Lower West Side 2017 - Buffalo, NY, Census Tract 70

Other 22% Caucasian 42%

American Native 1% Asian 2% African American 33%

Population by Race at Front Park 2017 - Buffalo, NY, Census Tract 70

Asian 13% White 56%

50

Black 31%

Population by Age

2017 - Buffalo, NY, Census Tract 70

60 Years and Older

212 185 151 143

50 to 59 Years 111

40 to 49 Years

214 153 144

30 to 39 Years 20 to 29 Years

409

243

471 481

5 to 19 Years Under 5 Years

222

0

100

273

200 Female

300

400

500

600

Male

Annual Income in Lower West Side 2017 - Buffalo, NY, Census Tract 70 0.121

Household Icome

$100,000 OR MORE

0.095 0.088

$75,000 TO $99,999

0.014 0.147

$50,000 TO 74,999

0.095 0.252

$25,000 TO $49,999

0.324 0.392

LESS THAN $25,000

0.559

0 City of Buffalo

0.1

0.2

0.3 Percentage

0.4

0.5

0.6

Lower West Side

51

Primary Method of Transport

2017 - Buffalo, NY, Census Tract 70 Pedestrian 8% Public Transport 16%

Private Vehicle 76%

Visitors Observ ed at Front Park

2017 - Buffalo, NY - November, Sunday Afternoon Parents with Children 15% Single Individual 31%

Two or More Adults 54%

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I MPOV ERISHED PO PUL A TION B Y R A CE 2 0 1 7 - C E NS US T RA CT 7 0

M U L T I - RA CIA L OT HER

24

395

251

24

A SIAN N A T IV E A MERI CA N

36

24

9

32 723

BLA CK WHI T E

268

304

921

Below Poverty Level

Above Poverty Level

D I SABL ED POPUL ATI ON BY AGE 2017

With Disability 7 5 Y E A RS A ND O V E R

Without Disability 49

67

6 5 T O 7 4 Y E A RS

35

134

3 5 T O 6 4 Y E A RS

173

627

1 8 T O 3 4 Y E A RS

105

5 T O 1 7 Y E A RS

42

U N D E R 5 Y E A RS

0

907 505 495

53

Maps

54

Case Study Images

55

56

57

58

Front Park Survey

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References American FactFinder. (n.d.). Retrieved November 19, 2019, from https://factfinder.census.gov/faces/nav/jsf/pages/index.xhtml Amorim, J. H., Valente, J., Cascao, P., Rodrigues, V., Pimentel, C., Miranda, A. I., & Borrego, C. (2013). Pedestrian exposure to air pollution in cities: modeling the effect of roadside trees.

(Research Article) (Report). Advances in Meteorology, 2013(2013). doi:10.1155/2013/964904 Bice, L. (2011, October). Partnership for the Public Good: Front Park’s Past and Future. Retrieved from https://ppgbuffalo.org/files/documents/environment/ parks_gardens_green_spaces/environment-_front_park.pdf BP Pedestrian Bridge. (2019, September 14). Retrieved November 17, 2019, from Wikipedia website: https://en.wikipedia.org/wiki/BP_Pedestrian_Bridge Buffalo Olmsted Park System: Map & Guide [Brochure]. (n.d.). Retrieved from https://www.bfloparks.org/mapandguide/ Buffalo Olmsted Parks Conservancy: The Olmsted City: Five Year Plan 2020-2024.

(2019, October). Retrieved from https://www.bfloparks.org/ planning-the-future-of-your-olmsted-parks-5-year-plan/5-year-plan-report/ Catanzaro, C., & Ekanem, E. (2000). 397 Assessment of Community Tree Planting Project Reveals Social and Psychological Benefits. American Society for Horticultural Science, 53(3), 461C-461. https://doi.org/10.21273/ HORTSCI.35.3.461C Chelsea, H. (2016). How planting trees in cities can save thousands of lives.

Divisions of Parks and Recreation. (n.d.). Retrieved November 19, 2019, from City of Buffalo website: https://www.buffalony.gov/332/ Erie County Parks Master Plan Update. (2018, October). Retrieved from http://www2.erie.gov/environment/2018-parks-master-plan-update-0 Explore Maps. (n.d.). Retrieved November 19, 2019, from Maps - Social Explorer website: https://www.socialexplorer.com/explore-maps Front Park. (n.d.). Retrieved November 19, 2019, from Buffalo as an Architectural Museum website: https://buffaloah.com/h/front/tc.html Hagler, G. S.W., Tang, W., Freeman, M. J., Heist, D. K., Perry, S. G., & Vette, A. F. (2011). Model evaluation of roadside barrier impact on near-road air pollution: Atmospheric Environment (15th ed., Vol. 45). Retrieved from https://www-sciencedirect-com.gate.lib.buffalo.edu/science/article/pii/ S1352231011001646

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Hung, Y.-Y., Aquino, G., & Waldheim, C. (2013). Birkhäuser Generalstandingorder : Landscape Infrastructure: Case Studies by SWA (2nd ed.). Walter de Gruyter GmbH. Niagara River Greenway Commission: Niagara River Greenway Plan and Final Environmental Impact Statement. (2007, April). Retrieved from https://ppgbuffalo.org/files/documents/data-demographics-history/plans/ datademographicshistory-_niagara_river_greenway_plan__part_i_.pdf Rising, B. (2018, March 21). Holy Guacamole! Larkinville Releases Line-up for 2018 Food Truck Tuesdays. Buffalo Rising. Retrieved from https://www.buffalorising.com/2018/03/ holy-guacamole-larkinville-releases-line-up-for-2018-food-truck-tuesdays/ Scherer, J. (2019, May 7). The ultimate guide to the High Line. Retrieved November 17, 2019, from Curbed New York website: https://ny.curbed.com/2019/ 5/7/18525802/high-line-new-york-park-guide-entrances-map The Olmsted City: The Buffalo Olmsted Park System: Plan for the 21st Century.

(2008, January). Retrieved from http://regional-institute.buffalo.edu/ wp-content/uploads/sites/3/2015/11/The-Olmsted-City-TheSystemPlan2008.pdf Westwood Park. (n.d.). Retrieved November 17, 2019, from Google Maps website: https://www.google.com/maps/

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Front Park Mini Master Plan Busti Avenue & Porter Avenue Presented By:

Becky Szeto, Yunchao Han, Jack Draksic, & Lindsey Bruso

Front Park's History

An Olmsted Park • Olmsted was invited with Calvert Vaux to Buffalo, NY in 1868 by William Dorsheimer, following their selection by New York’s Central Park commissioners.

• Buffalo became the first city in America to be enclosed in a park and parkway network as it was Olmsted’s first implementation of this concept.

Image Source: Front Park, Google Maps

Context

Park Background •

Front Park is situated as a central node for gathering within its neighborhood.

•

At the turn of the last century, the park saw as many as 7,000 daily visitors attracted to the Front's location at the waterfront.

•

Front Park is certainly far less popular in the present day.

•

The I-190 was constructed over the Erie Canal in the 1950’s, the park experienced a dramatic drop in the number of visitors.

Image Source: Peace Bridge Post Card, circa 1930, Buffaloah.org

Conditions

Overall, Front park is well maintained •

Grass is trimmed

•

No trash on the ground

•

No graffiti on the wall or statute

Image Source: Photo taken by Yunchao Han on October 30th, 2019

Conditions

• I-190, Peace Bridge, and U.S. customs Blocks the view of Niagara river and Lake Erie.

• No Planned Parking lots • Hockey lines on the ground.

• Missing plants

Image Source: Photo taken by Yunchao Han on October 30th, 2019

Conditions

• Broken light poles with exposed electric wire • No lights above the tennis courts

Image Source: Photo taken by Yunchao Han on October 30th, 2019

Conditions

• Abandoned Soccer field • Water fountain missing button • Only portable restroom

Sources: Photo taken by Yunchao Han on October 30th, 2019

Challenges

Identity

I-190

Amenities

The Front was a place of pomp and ceremony

The interstate creates a barrier between the park and waterfront

Lack of space for community gathering

Now it's just a greenspace for lowincome, minority neighborhood.

High traffic volume deters visitors

Not enough accessibility for pedestrians and disables

Opportunities

Heritage • The Lower West Side neighborhood provides a unique landscape as it is one of the most culturally diverse areas of the city. • Front Park could do well to capitalize on its proximity to the Historic Hispanic Heritage District to its south.

Image Source: Puerto-Rican Day Parade, BuffaloRising.com

Opportunities

Waterfront • The park is near to the shoreline bike trail but lacks direct access. • Front Park could become a hub as people from the Greater Buffalo Area comingle.

Image Source: Buffalo Rowing Club Boathouse, BuffaloRising.com

Demographics Ethnic Surroundings • In one of the most segregated cities in the nation, the Lower West Side neighborhood surrounding Front Park is by far the most ethnically diverse.

• The park is bordered to the South by the Historic Hispanic Heritage District.

Image Source: US Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1603, ACS Characteristics of People by Language Spoken at Home, generated by John Draksic using Census Lookup; http://factfinder.census.gov; (data retrieved on November 1st, 2019).

Demographics Wealth Distribution • About half of the households in the Front Park neighborhood have an annual income below $25,000. • A larger proportion of their income is spent on the necessities of transportation as they commute to work, educating their children, and other non-leisure activities.

Image Source: US Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1901, ACS Income in the Past 12 Months, generated by Yunchao Han using Census Lookup; http:// factfinder.census.gov; (data retrieved on November 1st, 2019).

Demographics Means of Transport • Most visitors are using a personal car, truck, or van for their main means of transportation and very few people are walking and taking public transportation. • A possible reason for the lack of users within Front Park could be it is not easily accessible to those reliant on public transportation and pedestrian travel.

Image Source: US Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S0802, ACS Means of Transportation to Work by Selected Characteristics, generated

by Yunchao Han using Census Lookup; http://factfinder. census.gov; (data retrieved on November 1st, 2019).

Demographics Age Diversity of Visitors • Park visitors are comprised primarily by young adults and young families with few elders. • The adult and particularly elderly population account for the majority of the local disabled. • They are underrepresented among park visitors, suggesting inaccessibility.

Image Source: US Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1810, ACS Disability Characteristics, generated by John Draksic using Census Lookup; http://factfinder. census.gov; (data retrieved on November 1st, 2019).

User Observation Observations • The most striking observation was the lack of users at Front Park.

• Cyclists using the Shoreline Trail tended to bypass Front Park altogether.

• Pedestrians moved hastily through dangerous volumes of nearby traffic.

• Few visitors showed any interest in memorials marking the historical significance of the site.

Image Source: Personal Photo taken by Lindsey Bruso on October 30th, 2019.

User Survey Survey Results • The most frequent use of the park space is for exercise, as most people cycle or jog through the park.

• Most common criticism of park was its lost connection to the waterfront.

• Often, pedestrian visitors were deterred by automobile traffic as the area between Porter Avenue and the U.S. Customs facility.

Front Park Mission Statement

The vision of the park is to be well maintained, more user friendly, and feel more like an Olmsted park, while providing a safe space for community activities and guests to engage in leisure activities.

Goals

Providing a Sense of Community

Health Improvements

Landscape Architecture

Maintenance and Updating

Creating Pedestrian Connections

Providing a Sense of Community

Become a place for community events.

Chance to hold city parades and festivals.

Incorporate local art and innovative design elements.

Capitalize on local heritage.

Image Source: Freedom Wall, Buffalo Rising.

Image Source: Larkin Square, Buffalo Rising.

Landscape Architecture

Add more trees, flowers, and grass.

Have plants become a natural barrier, as well as a noise barrier.

Trees also create healthier psychological impacts like promoting social connectivity, decreasing stress levels, and encouraging exercise.

Image Source: High Line Park, People and Places that Inspire Me.

Health Improvements

Image Source: Atmospheric Environment Journal, U.S. E.P.A., Office of Research and Development.

Maintenance and Updating

Create a community gathering lodge open to users and private parties.

Create a permanent bathrooms and washroom.

Create a park office providing 24/7 Security.

Multi-recreational sports field with appropriate amenities.

Update existing structures and make sure everything is in working order.

Image Source: Photo by Lindsey Bruso, taken on November 24th, 2019.

Creating Pedestrian Connections

Encourage more visitors and users by more entrances.

Create a connection with surrounding parks and the waterfront.

Direct connection to the Shoreline Trail of the NiagaraGreenway Plan.

Image Source: BP Bridge in Millennium Park, Wikipedia.

Image Source: Buffalo Rising, The Gateway Project 2016.

Conclusion

Front Park has the potential to redevelop become a landmark for The City of Buffalo, as it was intended to be. "The Front" can become a place for community gathering, sports, and special events, which will contribute the Renaissance of Buffalo in the coming decades.

Conclusion

Questions?

References American FactFinder. (n.d.). Retrieved November 19, 2019, from https://factfinder.census.gov/faces/nav/jsf/pages/index.xhtml Amorim, J. H., Valente, J., Cascao, P., Rodrigues, V., Pimentel, C., Miranda, A. I., & Borrego, C. (2013). Pedestrian exposure to air pollution in cities: modeling the effect of roadside trees. (Research Article) (Report). Advances in Meteorology, 2013(2013). doi:10.1155/2013/964904 Bice, L. (2011, October). Partnership for the Public Good: Front Park’s Past and Future. Retrieved from https://ppgbuffalo.org/files/documents/environment/ parks_gardens_green_spaces/environment-_front_park.pdf BP Pedestrian Bridge. (2019, September 14). Retrieved November 17, 2019, from Wikipedia website: https://en.wikipedia.org/wiki/BP_Pedestrian_Bridge Buffalo Olmsted Park System: Map & Guide [Brochure]. (n.d.). Retrieved from https://www.bfloparks.org/mapandguide/ Buffalo Olmsted Parks Conservancy: The Olmsted City: Five Year Plan 2020-2024.

(2019, October). Retrieved from https://www.bfloparks.org/ planning-the-future-of-your-olmsted-parks-5-year-plan/5-year-plan-report/ Catanzaro, C., & Ekanem, E. (2000). 397 Assessment of Community Tree Planting Project Reveals Social and Psychological Benefits. American Society for Horticultural Science, 53(3), 461C-461. https://doi.org/10.21273/ HORTSCI.35.3.461C

References Chelsea, H. (2016). How planting trees in cities can save thousands of lives.

Divisions of Parks and Recreation. (n.d.). Retrieved November 19, 2019, from City of Buffalo website: https://www.buffalony.gov/332/ Erie County Parks Master Plan Update. (2018, October). Retrieved from http://www2.erie.gov/environment/2018-parks-master-plan-update-0 Explore Maps. (n.d.). Retrieved November 19, 2019, from Maps - Social Explorer website: https://www.socialexplorer.com/explore-maps Front Park. (n.d.). Retrieved November 19, 2019, from Buffalo as an Architectural Museum website: https://buffaloah.com/h/front/tc.html Hagler, G. S.W., Tang, W., Freeman, M. J., Heist, D. K., Perry, S. G., & Vette, A. F. (2011). Model evaluation of roadside barrier impact on near-road air pollution: Atmospheric Environment (15th ed., Vol. 45). Retrieved from https://www-sciencedirect-com.gate.lib.buffalo.edu/science/article/pii/ S1352231011001646 Hung, Y.-Y., Aquino, G., & Waldheim, C. (2013). Birkhäuser Generalstandingorder : Landscape Infrastructure: Case Studies by SWA (2nd ed.). Walter de Gruyter GmbH.

References Niagara River Greenway Commission: Niagara River Greenway Plan and Final Environmental Impact Statement. (2007, April). Retrieved from https://ppgbuffalo.org/files/documents/data-demographics-history/plans/ datademographicshistory-_niagara_river_greenway_plan__part_i_.pdf Rising, B. (2018, March 21). Holy Guacamole! Larkinville Releases Line-up for 2018 Food Truck Tuesdays. Buffalo Rising. Retrieved from https://www.buffalorising.com/2018/03/ holy-guacamole-larkinville-releases-line-up-for-2018-food-truck-tuesdays/ Scherer, J. (2019, May 7). The ultimate guide to the High Line. Retrieved November 17, 2019, from Curbed New York website: https://ny.curbed.com/2019/ 5/7/18525802/high-line-new-york-park-guide-entrances-map The Olmsted City: The Buffalo Olmsted Park System: Plan for the 21st Century.

(2008, January). Retrieved from http://regional-institute.buffalo.edu/ wp-content/uploads/sites/3/2015/11/The-Olmsted-City-TheSystemPlan2008.pdf

Westwood Park. (n.d.). Retrieved November 17, 2019, from Google Maps website: https://www.google.com/maps/

FRONT PARK MINI MASTER PLAN SCRIPT BECKY: Introduction: Good morning everyone, thank you all for coming as were all excited to be here. My name is Becky and this is; Yunchao, Jack, and Lindsey. Today, we will be talking about a Mini Master Plan for Front Park based off of observations and research. Front Park has the potential and opportunity not only for the City of Buffalo, but for the surrounding neighborhood and community. Front Park is located on the intersection of Porter and Busti Avenue in Allentown.

Front Park History and Background: Front Park was designed from 1868-1870 by Frederick Law Olmsted and Calvert Vaux. Frederick Law Olmsted is known as the father of landscape architecture, as he designed many parks throughout the United States, best known for designing Central Park in New York City. His purpose for parks was created through his philosophy: “Cities within a park”, creating a space for people to relax, enjoy nature, and for others to interact with each other while being away from busy street areas. Once he was invited into Buffalo by William Dorsheimer, he purposed 3 parks in three different parts of town: Delaware park, Martin Luther King Jr. Park, and Front Park. Buffalo then became the first city in America to consists of many parks and parkway networks.

Front Park, also known as “The Front” was created with intentions of being a place of public gathering and ceremony. Front Park has multiple historic monuments, one being The Oliver Hazard Perry Monument, which commemorates the American victory over the British Navy in The War of 1812, which in placed in a large roundabout while having the views of the Niagara River.

Context: Front park is considered more of a neighborhood park rather than a regional park.

Front Park is in a residential and commercial area, having single family homes and apartments and fast food restaurants and a coin laundromat across the street. There are multiple schools nearby such as: D’Youville College and D-Youville Porter Campus School (PK-8). Front Park is located in a generally low-income area and is a central node for gathering. At the turn of the last century, the park saw as many as 7,000 daily visitors attracted to the Front's location at the waterfront. Front Park is certainly far less popular in the present day. As the I-190 was constructed over the Erie Canal in the 1950’s, the park experienced a dramatic drop in the number of visitors. Ramps and overpasses have obstructed the views of the Niagara River and Lake Erie, creating many traffic noises and air pollution into the park. Here now is Yunchao to talk about the State of Affairs.

YUNCHAO: Conditions: Overall, front park is still well maintained, the grass in the park is trimmed, you cannot find any trashes laying on the ground, there is no graffiti in the park.

But there are some existing problems in the park. The I-190, peace bridge, and U.S. customs blocks a large portion of its view of the Niagara river and Lake Erie. There is no planned parking lot in the park, we saw people parked right next to the statue, it could be very dangerous for kids that playing around the statue. There are also some Hockey lines on the ground, several plants in the park are missing, leaves empty spots.

On the sidewalk, there are two broken light poles with exposed wire, it could be very dangerous to children and animals. The condition of tennis court is actually pretty good, but it doesn’t have a light above the court, which means people are not able to use it in the early morning or evening.

The soccer field in the park looks have not been used for a long time, there is no net attached to the goal. Water fountain is not working anymore, more important is the park doesn’t have a permanent restroom, there is only a single portable near the picnic shelter.

Challenges: Confusion of its identity, front park used to be used as a place to held ceremony, but now it is just a green space for nearby low-income families. I-190 creates a barrier between front park and waterfront, and it also brought a high-volume noise to the park. Front park lacks a space of community gathering and needs updating for infrastructures. It does not have enough accessibility for pedestrians and disables as well.

Opportunities: The community has a large percentage of Hispanic people, which makes having a Hispanic ceremony becomes possible. Also, the park is close to the shoreline bike trail but does not have direct access to it. It also could become a hub for people from Great buffalo area.

JACK: Demographics: Hispanic Heritage: The neighborhood surrounding the park is one of the most ethnically diverse areas in the city. As such, the Historic Hispanic Heritage District is found just south of the park. The most common language spoken at home by locals is English, though Spanish comes as a close second. This suggests that a lack of signage in Spanish may leave areas like Front Park inaccessible to certain locals, particularly the elderly and newly

coming immigrants of non-English speaking origin. This cultural diversity is not entirely apparent when observing the park, suggesting that non-English speakers may be deterred from visiting. Despite their close proximity to Front Park, the many Hispanic Heritage celebrations which take place in Buffalo do so elsewhere, often in front of city hall. There is an overall lack of Hispanic visitors to the park despite the proximity of their largest ethnic enclave.

Gentrification: Those moving into the area most recently are predominantly white.

Census data reports that this group is far less frequently placed under the poverty line. One can surmise that the patterns of gentrification, often by suburbanites, which has taken place in the Elmwood Village and Allentown is making its way deeper into the Lower West Side. A more affluent, white population is spreading from this area of the city into the mostly working-class Hispanic neighborhood surrounding Front Park. In fact, as property values tend to be higher around publicly maintained greenspaces, it would come as no surprise that the blocks surrounding the park experience gentrification much more rapidly. The park is located within the convergence of the upper-middle class Elmwood Village, the eclectic Allentown district, and the Lower West Side’s sizeable Hispanic population. It is this context which is responsible for the diversity of its visitors. Viewing the success of the park through the lens of race rather than cultural heritage is less helpful to the development of the park as this area has been thriving on its diversity.

Wealth Distribution: About half of the households in the Front Park neighborhood have an annual income below $25,000. The median household income is far below the average for the ErieNiagara Region, excluding the plight of the inner-city areas. For the revitalized West Side of Buffalo, it is significantly lower than other areas west of Main Street, suggesting that this is a relatively impoverished neighborhood. This has a direct correlation with why there are not many people in Front Park, as people generally with lower household income have less time to visit parks, as it is assumed that they spend majority of their time working. A larger proportion of their income is spent on the necessities of transportation as they commute to work, educating their children, and other non-leisure activities. Creating more personal expense-free and fun attractions within Front Park would attract more users as it could be an inviting place gathering.

Transportation: The modes of transportation the surrounding neighborhood utilizes most frequently inform one as to who among them has access to this space. Most visitors are using a personal car, truck, or van for their main means of transportation and very few people are walking

and taking public transportation. A possible reason for the lack of users within Front Park could be it is not easily accessible to those reliant on public transportation and pedestrian travel. The park is potentially overseen as people drive by it and private automobile users comprise most of its visitors.

Age Diversity: Though there is a considerable population of children and young families, relatively few among this number visits Front Park consistently. There is rarely an instance of children visiting themselves with friends rather than their parents and siblings alone. It is possible that local parents feel the park lacks in security and safety for their children. For the elderly, who comprise most of the physically disabled population, security is a crucial component of accessibly to the park. The population of locals with a disability is significantly higher than their numbers observed visiting the park. Although the park follows basic disability regulations, data implies that the space is not perfectly inclusive of those with disabilities by their low numbers among Front Park visitors.

Observations: Data was first collected on Wednesday October 30th, 2019 at 3:45 pm to acquire a general feel for the park. During this time, multiple cars were observed driving into the park, many of which left briefly after parking and even without its occupants exiting the vehicle.

This implies that it was the parking area itself that they were there for, rather than visiting Front Park itself. Multiple teenagers were seen practicing some manner of martial arts with each other on the playground, while a nervous father of toddlers monitored the situation cautiously. The way cars were suspiciously parking and driving away within ten to fifteen minutes leads one to believe that questionable activity may have been going on, particularly like drug use. The teenage boys fighting also make one question the safety and security of the play space for toddlers placed only a few feet from the larger playground. These events imply that there is justification for parents avoiding letting their children roam freely through the park grounds. Upon visiting Front Park for the first time, two young women, possibly in college, were enjoying a late lunch in the pavilion. After they ate, they started to teach themselves a dance routine, suggesting that they might be in a dance team at a nearby school.

Two cyclists rode past alongside the park limits having exited the Shoreline Trail. Far from stopping to observe a historical space, one individual sped past hastily, breaking around The Oliver Hazard Perry Statue. Among those at Front Park were a father and two kids enjoying the playground. One may conclude that there are amenities at present which attract visitors, despite the rather barren atmosphere most frequently observed. There was no sense of concern regarding

one’s safety when visiting the park, however, there were aspects of the park which were less than optimal as far as deterring questionable activity. Certain paved areas and other spaces segregated from the main focal points of the park by surrounding freeway infrastructures were not easily. The fact that no one visited within over 45 minutes of the first visit is alarming and provides a clear sign that the park is not performing at its greatest potential.

User Survey: Overall, it was not a lack of amenities that was responsible for this or even the few instances revealing minimal attention to maintenance of park amenities. Rather, it was that Front Park has lost its sense of place as it has been disconnected from the waterfront by the encroachment of city infrastructure. In fact, this was the source of much of the criticism from the few locals encountered there. Despite its relative decline there are times in which there are many more visitors than average, primarily for special events, though this is limited almost entirely to sporting events. The time users are most likely to visit Front Park was surveyed to identify times of peak usage.

The most frequent use of the park space is for exercise, as most people cycle or jog through the park. This observation emphasizes the need for a connection to the Shoreline Trail. The number of visitors more than doubled the day that a soccer game for the nearby school was held on its fields. Front Park functions more as a sports facility than the space for leisure as Olmsted originally envisioned. The site visits made for survey data collection have been spaced out sporadically throughout the week and there has yet to be an observed increase in users on any given day or time. In fact, no more than five surveys have been conducted successfully in a two-week period during early November. Often visitors were deterred by automobile traffic as the area between Porter Avenue and the U.S. Customs facility is less than entirely pedestrian conscious in its design.

LINDSEY: Front Park Mission Statement: Based on our observations we have come up with our own mission statement: Front park is to be well maintained, more user friendly, and feel more like a park, while providing a safe space for community activities and guests to feel comfortable.

Goals: Based on our observations and studies of Front Park, we have come up with 5 key goals in order of least complex to most complex: Providing a Sense of Community, Landscape Architecture, Health Improvements, Maintenance and Updating, and Creating Pedestrian Connections.

Providing a Sense of Community: With Front Park’s unique location, the park can become a place for community and city events. Larkin Square, in Buffalo, has a place bands to perform as well as many places for people gather and do many activities. Front Park already has a large paved area for events to happen, it's just the means of getting the events happen in it. One step could be moving the Hispanic Day Parade into the park, as Front Park is in such a culturally rich neighborhood.

Incorporating the use of local talent to create art pieces within Front Park will also enhance the park. The Freedom Wall is one example, as it commemorates black leaders in a part of the city that is predominantly African American. A lively Front Park will capitalize on local heritage and educate park visitors.

Landscape Architecture: Front Park needs to have more trees, flowers, and grass. An example of a successful park that can relate back to Front Park is High Line Park, in New York City.

The idea of having plants become a natural barrier is an idea that should be implemented into Front Park as Front Park needs more than a chain fence. Also adding plants and trees as a barrier will act as a noise barrier from the surrounding traffic.

In the newspaper article, How planting trees in cities can save thousands of lives, states how trees can create healthier psychological impacts on the people residing in the cities, as they promote social connectivity, decrease stress levels, and encourage exercise.

Health Improvements: Installing a sound barrier would itself provide an escape from urban activity that Olmsted intended and improve the health of park visitors. A 2011 study was able to conclude that the movement of wind would be redirected upwards upon hitting a solid obstacle, in this case the barrier, carrying airborne pollutants. The levels of exposure to harmful vehicle emissions, were greatly reduced once the barrier was placed. Creating the proper barrier in Front Park can not only provide more safety but enhance health benefits.

Maintenance and Updating: Creating an indoor lodge that can be used for public and private events can create a space for everyone. Inside the lodge will be a 24/7 Park Ranger and Park Office, in order to increase visitors' levels of safety. The indoor lodge will also be a space for permanent washrooms and bathrooms. Westwood Park, a park in Lancaster, NY, has a lodge that the Front Park lodge could possibly resemble. Having indoor seating and a community gathering space can create opportunities for more users within the park.

Enhancing the existing soccer field to a multi-purpose recreational turf field with proper amenities and making easy improvements like a working water fountain and more lighting around the park can enhance the parks appeal to guests.

Creating Pedestrian Connections: Creating more pedestrian connections can make Front Park more accessible to potential users. The BP Pedestrian Bridge is a bridge that runs over the highway that connects Maggie Daley Park with Millennium Park. This could potentially be a model for something that Front Park could use when thinking of ways to connect Front Park back with the Waterfront and other surrounding parks.

In the book, Landscape Infrastructure, it explains a case study made in Houston, Texas for The Rosemont Pedestrian Bridge that runs over the Buffalo Bayou. In this case study they are figuring a way for the “eyesore” to become a populated area. By creating pedestrian connections, bike paths, and a network of trails Houston can capture the importance of an urban park while still having a waterfront connection.

The recent Gateway Project has successfully created a crossing of the expressway which allows cyclists to continue along Buffalo’s coastline from the northern suburbs. Front Park would benefit greatly by a direct connect to the Shoreline Trail of the Niagara-Greenway Plan.

BECKY: Conclusion: In conclusion, Front Park has the potential to redevelop become a landmark for The City of Buffalo, as it was intended to be. "The Front" can become a place for community gathering, sports, and special events, which will contribute the Renaissance of Buffalo in the coming decades. I would like to thank the stakeholders and special guests for coming today. Are there any questions?

Front Park Mini-Master Plan

Community Building Landscaping Gathering Celebration

Accessibility Pedestrian Safety Waterfront Connection Visitor Health Security

History Heritage Olmsted City Preservation

Future Projects Landscaping

Visitor Health

• Begin community gardening • Campaign for volunteer tree planting initiative • Engage in experiental learning nearby schools to incorporate contributions of young locals

• Provide barrier between idling truck emissions along Peace Bridge Customs • Consturct a barrier wall in place of fence along the I-190 • Create handicap accessible parking and seating

Gathering

Security

• Construct shelterd space for community functions and dialgoue following town hall model • Provide seating for spectators of local sports events • Improve upon and increase number of sheltered seating for more intimate, family and friend occasions

• Separate toddler and older child play spaces while providing seating with visibility for child guardians • Maintain presecence of park authorities through rangers or security cameras • Improve lighting throughout park

Celebration • Provide accomodations for festival activities within shelter • Accomodate mass visitation through well-maintained and abudnant park amenities

• Connect with community organizations of local ethnic enclaves, particularly for special events • Commerate story of nearby ethnic communities • Provide interpretive signage to educate the visitor on history of site and Buffalo

Pedestrian Safety

Olmsted City

• Provide signaled crosswalks • Install speed bumps and other traffic slowing measures in parking area • Lower speed with yeild signs at Porter Avenue roundabout

• Connect the Front to the greater Olmsted Park and Parkway system through pedestrian accessibility and historical commeration • Involve Conservancy to acquire grant money for future developments

Waterfront Connection • Reconnect park to Shoreline Trail pedestrian bridge • Create physical separation between highway traffic and bike lanes • Encourage roundabout crossing from park to trail through traffic calming of Porter Avenue and I-190.

Heritage

Preservation • Recconnect historical link to Fort Erie through signage, eventually through raised terrace or lowered I-190 • Restore some aspect of lost Fort Porter • Maintain existing memorials

U.B. School of Architecture and Planning Lindsey Bruso, Jack Draksic, Yunchao Han, Becky Szeto

END 350 Final Porfolio

Victor Acevedo University at Buffalo Professor Jonathan Bleuer

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Table of Contents Introduction ......... 3-5 Project 1: Research in Planning ......... 6 Project 1 Essay ......... 7 Project 1 Citations ......... 8

Project 2: Literature Review & Annotated Bibliography ......... 9 Literature Review ......... 10 - 13 Annotated Bibliography ......... 14 - 19

Project 3: Data Analysis ......... 20 Data ......... 21 - 32 Data Analysis Report ......... 33 - 51

Project 4: Data Collection ......... 52

Data Collection Analysis Forms ......... 53 - 58 Data Collection Memorandum ......... 56 - 63 Data Collection Powerpoint ......... 64 - 74

Project 5: Case Study ......... 75

Park Mini-Master Plan ......... 76 - 115 LaSalle Park Presentation ......... 116 - 146 Presentation Script ......... 147 - 154 Presentation Handout ......... 155

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Introduction

Throughout my Environmental Design experience at the University at Buffalo, I realized just

how weak the overall quality of works has been. Nevertheless, as I reflect back on the projects, I had to do in END 350 Environmental Design Workshop I: Methods of Design Inquiry, and my work is very evident in the improvement of my skills throughout the course. I have seen a major improvement in skills such as, data collection, analysis, presentation, teamwork, and my overall writing. The layout of the course was setup in a way for the students to have time to actually learn the necessary skills instead of just memorizing information. The students were all given the vital space they needed to grow within the course. The course END 350 has not only left me with an abundance of knowledge for the rest of college career but also for my future professional career.

Time Management has always haunted me in past courses but END 350’s class structure

helped to fix that for me. I have always been a victim of procrastination. END 350 spread out every project so that there would be a sort of rough draft due a week before the final product was to be handed in. This helped tremendously because it gave me more of an incentive to complete my work early before it was due in order to give myself time to look over my rough draft and return to fix anything that was needed. I was able to get feedback on my work before I had to hand in the final draft.

Throughout every assignment, my time management skills kept improving which would allow me to finish my assignments earlier, leaving me more time to look over them and revise them if needed.

During my journey in this course, I was able to strengthen existing skills and gain new ones.

For example, I was able to better reinforce my ideas through the integration of reliable sources. For the first project, Research in Planning, we were assigned to research a topic in urban planning that we were interested. I had chosen the cost of parking because I have read about it before and it affects my life as a driver. Although I was able to show all the details of the topic, I wasn’t using my own words too much in the text. After the first critique, I learned what I was missing and I began using

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the sources as something that assists my own ideas. The final version of the paper had improved by clearly showing how I went about my research and learning to synthesize information properly from sources to back up my writing.

In my second project, Literature Review and Annotated Bibliography, I was able to carry on

the skills I learned from the first paper and also gained knowledge on gathering sources and how to properly used them in my essay. Having the librarian lecture the class about how to access and sort through sources, which allowed me to be more efficient with my time. I was able to create an outline to help me layout my paper. I was able to finish my essay early and revise a few things. I was now able to properly uses my sources to reinforce my topic and organize my ideas fittingly.

The next assignment gave me more trouble than I anticipated. Creating a Data Analysis Re-

port was something I had no prior experience in. I also had to teach myself how to use Excel since I have never used it in the past. I was able to collect data that supported my findings more efficiently due to the skills I learned in the last project. Although, I had a lot of data, I still struggled at placing my thoughts on paper. I ended up contradicting myself at times and not being able to elaborate which made my report very confusing to read. Having a day of critiques on the data collection proportion of the project by the professor and students provided a great deal of feedback on what I should improve for my project. I was told what my graphs were missing and how to improve the presentation of my data. For example, I was told that I forgot to align my bar graphs or that I should change certain colors to better help understand the data shown.

For the Project four, we were assigned to locate and study two intersection in Buffalo, one a

signaled intersection and the other a roundabout. From the data collected we were to create a memorandum and PowerPoint to accompany it. This was the first project where we had to work with another student. I initially expected this to be a challenge because of my past experience with group work.

To my surprise, my partner and I communicated very well and were able to bounce ideas back and forth comfortably. We would consider each other’s strengths for each part of this project. For example,

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my partner was a much better writer than I am, so he would do most of the writing for the assignments while I was better at putting together the presentation of our work. When one of us would add information onto the presentation, we would ask each other what was missing or what ideas we had for the formatting of the information and images. Teamwork was essential in creating a good product where all the details were consistent and well thought out.

As the fifth and final project came around, I had already developed many skills to me help work

with an even larger group. For the Case Study assignment, we were required to choose a park in Buffalo and create a Park Mini-Master Plan that we would later create a PowerPoint presentation of. I was able to quickly contact all of my group members to schedule a meeting to go over our approach to the project. We were able to quickly choose LaSalle Park because some of us had visited the park previously. We went through each other’s strengths and weakness to assign sections or roles appropriately. I took charge and made sure the team was getting the work done well and on-time. This was difficult at times, especially during the thanksgiving break, but I kept up communication to motivate my teammates to complete their tasks. Also, there were a few instances where some members had questions on their work so they would come to me first. From here, I would give them feedback on what they needed to improve on and then I would hand it down to the rest of team to encourage constructive discussions. I learned a lot about the role and responsibilities of being a leader during this project.

END 350 was well-organized and equipped me with many essential skills that are going to

benefit in my future college and professional careers. Each consecutive project helped improve my time management skills. The first three projects taught me how to better collect data, analyze it and present my ideas efficiently. The last two projects further enhanced my presentation skills while also incorporating a team element. I learned what it meant to be a teammate and a team leader. I now feel prepared to take on any challenge that may lie ahead in my journey as a student.

5

Project 1

Research in Planning

6

Victor Acevedo END 350 Jonathan Bleuer

Parking has become a disaster to deal with in America. I have been taught this time

and time again in previous Environmental Design classes. Many downtown areas have been taken over by parking lots which is hurting the city. Many cities have “parking craters” according to Angie Smitt. She is the creator of the term and explains that it means “a depression in the middle of an urban area formed by the absence of buildings”. This makes the city seem hollowed out. For example, in Hartford, Connecticut, the historic residential neighborhood is now separated physically from the downtown because of reserved parking for government employees (Vimeo, 00:01:12-00:01:30). These huge lots seem to take up a lot of empty space that could be used for better things for the city. Society is now almost entirely auto dependent, which in turn, creates demand for more parking spaces. This cycle never ends and according to Norman Garrick, “When more parking was provided, more people drove.” While parking lots may aid the automobiles, pedestrians see it as very aggressive. Parking lots are “dull, unbearably hot in summer, windswept in all seasons, and potentially menacing, especially to women returning to their cars alone after dark.” (Goodyear). Parking lots are even affecting hospitals.

Many hospitals now offer valet services because many patients complain about never being able to find parking, which makes it more difficult for them to get into the building (Patel). This discourages people from visiting that hospital all together. Norman Garrick believes that some cities are fixing this issue already and there is hope to return cities to “where the streets are for people, not cars.”.

7

Works Cited Goodyear, Sarah, et al. “How Parking Lots Became the Scourge of American Downtowns.” CityLab, 5

June 2014.

“Parking Craters: Scourge of American Downtowns.” Vimeo, 6 Feb. 2018.

Patel, Kinesh. “Parking the Issue.” BMJ: British Medical Journal, 1997, p. 39.,

8

Project 2

Literature Review & Annotated Bibliography

9

Victor Acevedo Professor Bleuer END 350 9/16/19 The Cost of Parking

Even though it may not seem like it, the cost of parking has become very important to our au-

to-dependent society. With more cars on the road each and every day, there has to be a place to park all of these vehicles. There are about 260 million cars and trucks in the United States and they are parked about 95 percent of the time. Urban planners have utilized the idea of on-street and off-street parking to try to accommodate for the high volume of cars. The cost of these spaces can be a huge influence on the surrounding areas economy and population. Though the aspect of the parking cost may not seem significant to most people, it takes an awful lot of consideration to find the right price for these spaces.

Parking has become a problem for everyone. Almost every site is required to have enough space

for the estimated peak amount of people that visit the area. This can often be overestimated leading to more parking spaces than there are cars. There are approximately 8 parking spaces for every car (Chilton & Mackie, 2107). This makes it so most buildings are farther apart from each other, increasing distances and encouraging more people to drive. According to professor Donald Shoup, parking requirements increase the number of cars but decrease the density of people (Shoup, 2014). This is because more parking spaces means less housing, retail and office space. This limited amount of space increases rent for residents and businesses, increases prices of consumer goods (Garvin & Peterson, 2007). These conditions cause a growth in urban sprawl which leads to higher congestion in our cities.

This becomes a problem, not only for those who drive but also for those who don’t because drivers must spend a lot of time cruising around looking for a parking spot which slows down public transportation for non-drivers. Half of the cars driving downtown are cruising, looking for parking spaces

10

(Arnott & Rowse, 1999). Parking becomes a very complicated issue due to its regulations.

Parking regulations are very complex and confusing because they are mostly guesswork by urban planners. The article “THE HIGH COST OF MINIMUM PARKING REQUIREMENTS” by Donald Shoup states that “Planners do not know the parking demand at every site, or how much the required parking spaces cost, or how the requirements increase the cost of urban development” (Shoup, 2014).

Due to the lack of training, planners tend to underestimate parking time and overestimate driving time, implying shorter cruising distances (Anderson & Palma, 2004). Every site is often legally mandated to have space for parking before it is even built. Tyler Cowen claims “Zoning and development restrictions often require a large number of parking spaces attached to a store or a smaller number of spaces attached to a house or apartment” (Cowen, 2010). This restricts many developers in the amount of space and money they have to work with. Some local governments give out parking permits to their residents for on-street parking. The permit allows “residents to park at a fraction of parking tariffs faced by non-residents” (Ommeren, Wentink, & Dekkers, 2011). This seems to be more of a temporary solution to a big problem. Urban planners make an effort to meet the needs of both the parking demand of the starting point, which includes the amount of housing and residential density, and the destination, the demand of the commuters (Ison & Mulley, 2014). As can be observed, parking requirements must be given careful consideration to take into account many different factors. These rules are what affects the pricing of parking.

Parking costs are largely overlooked when they actually have a significant impact on our park-

ing systems. According to Irina Ivanova, Americans waste about $73 billion searching for parking.

This is estimated through traffic data calculating drivers circling blocks, gasoline consumption, wait time, overpaying for spots used in short durations, and corresponding traffic tickets (Ivanova, 2017).

Developers are forced to have parking when they are constructing new sites which can become very expensive. This leads them to often constructing surface lots because they are cheaper to construct than structured parking but they end up using more land (Shoup, 2014). Parking is usually private or

11

public and demand a fixed parking fee with an added hourly price. Two studies came to the same conclusion through the use of a multiple complex models. It was found that increasing the parking fee makes driving less attractive but also makes parking less congested, which makes driving more attractive (Arnott & Rowse, 1999; Nourinejad, & Roorda, 2017). This creates quite a conundrum, making parking policy more complex and confusing to create. By studying the impact of hourly prices on parking, it was found that increases in price will reduce demand and dwell time which lessens parking occupancy and cruising time but for this to work as intended, dwell time elasticity must be carefully observed (Nourinejad, & Roorda, 2017). Following the research of Mogens Fosgerau and Andr´e de Palma, who analyzed the commute vs. parking fee on the way to the workplace, placing parking fees gives commuters an incentive to spend less time at work, creating more parking spaces (Fosgerau & Palma, 2013). While parking policy is puzzling to most, some cities purposely keep their mispriced parking because they are afraid to correct them. This is due to urban areas having insufficient parking and low-income people being negatively affected because parking charges have been found to burden lower-income residents the most (Manville, 2014). Many have also argued the point that free parking is not actually free. The price is actually siphoned from other things we pay for. Some people may give in and overpay for parking but those who wait for a free parking spot compensate with time they spent cruising around looking for that spot. Not only does free parking affect drivers but also non-driving commuters. As stated by the article, “Free Parking’s High Cost on Transit”, free parking is increasing traffic congestion because the forced on-street parking is making it very difficult for buses to merge or to make turns which can add several extra seconds to make some turns (Brannon, 2016). This slows down all the traffic located behind those buses. Drivers and non-drivers alike have been found to be equally affected by parking prices.

To help alleviate the problem with parking prices, many experts have devised solutions of their

own. In an interview with professor Donald Shoup, he gives three recommendations taken from his book. He recommends getting rid of off-street parking requirements, charge market prices for

12

on-street parking, and to return the revenue made from the curb parking to the surrounding area (Weekend All Things Considered, 2005). These suggestions eliminate the under/over-estimation of amount of parking spaces need, create fair parking prices, and give public improvements to surrounding areas. Also, if cities were to accurately price their parking, drivers would have a better overall driving experience, improvement in services could be paid for residents, low-income residents are sheltered from the fluctuating market (Manville, 2014). These solutions help not only the driver, but also non-drivers due to the surrounding economy becoming greater. There have been more modern answers as well. There are already dozens of cities have already begun experimenting with smart parking technology. For example, San Francisco started using this system on thousands of their metered parking spots. Through an application on their smartphones or signs on the street, drivers are able to receive notifications when a parking spot opens up and are even able to pay for it right from their device (Markoff, 2008). Smart parking systems like this will allow cities and towns to adjust parking prices and times accordingly. It has also been proposed to place a time-varying parking charge, and advertise things such as Early Bird Specials in order to decrease the amount of time a vehicle is parked. If parking fees are increased, this will increase the use of public transportation and promotes higher residential density. Urban planners should begin to accommodate for both drivers and non-drivers instead of neglecting one or the other.

While our cities may have been influenced by the mass production of cars, urban planners are

the ones who are designing cities to serve vehicles. Cities have become polluted with constant traffic congestion due to parking price neglect. If there is to be any change, then there should be more focus on the effects of parking charges in cities. With more training, advancements in technology and more studies on the cost of parking, more solutions can be conjured specific to a city’s needs. Even though congestion may never be fully eliminated, it can definitely be decreased significantly. Everyone should be concerned with this issue because it affects everybody whether its directly or indirectly.

13

Annotated Bibliography Anderson, S. P., & Palma, A. D. (2004). The economics of pricing parking. Journal of Urban Economics, 55(1), 1–20.

Congestion in urban areas is often caused by people searching for parking spots. People end up

spending most of their trip time looking for a parking space. Cities with serious traffic problems have shown that more than half of the cars driving downtown are wandering around looking for parking.

Reports show that an estimated 30% of traffic in city centers are due to this inefficient parking.

Arnott, R., & Rowse, J. (1999). Modeling Parking. Journal of Urban Economics, 45(1), 97–124 Results show over half of the cars that are driving downtown during rush hour, are cruising around looking for a parking spot. People driving aimlessly looking for parking increases congestion because of increased traffic volume and slowing down all other vehicles. Studies revealed that decreasing parking fees can seriously lessen the total amount of travel time and increasing them may worsen both local and thru traffic. Four models are made with different metrics to compare the parking congestion is similar cities.

Brannon, I. (2016). Free Parking’s High Cost on Transit. Regulation, 39(2), 9–10.

Free parking is negatively affecting most commuters in Washington D.C. by increasing traffic

congestion. Street parking makes it extremely difficult for buses to merge and make most turns. Each bus can take several extra seconds to make certain turns which slows down the rest of the traffic behind it. Many cities seem to focus on appeasing drivers and neglecting thousands of commuters. Thousands of commuters collectively lose hours each day to save a few drivers a couple of minutes.

14

Cowen, T. (2010, August 14). Free Parking Comes at a Price. The New York Times.

The amount of free parking in cities has become excessive. Charging more for parking spaces

would reduce the amount of trips made by cars. Most big parking lots are legally mandated instead of being economically calculated. An estimated 99 percent of car trips end in a free parking spot, instead of one with a market price. Requiring a higher fee for parking would promote higher residential density and encourage more public transportation.

Fosgerau, M., & Palma, A. D. (2013). The dynamics of urban traffic congestion and the price of parking. Journal of Public Economics, 105, 106–115.

Traffic congestion has become a big problem to most Americans. Congestion caused about 5.5

billion hours in travel delay and 2.9 billion gallons of extra fuel use which equates to about $121 billion. This article studied the effects of a parking fee at the workplace. To decrease time spent parked, it is suggested to place a time-varying parking fee. This changes driver commutes in the morning and evenings. Some other ideas, such as Early Bird Specials, have been designed to further increase efficiency in parking.

Garvin, A., & Peterson, N. (2007, December 23). The High Price of Parking. The New York Times.

New York City has plans to incorporate plans for congestion pricing, bike lanes, and even

focusing more on public transportation but fail to pay any attention to the massive off-street parking issues. The current rules for off-street parking are not only confusing, but they also intensify the already existing congestion and pollution and make it more expensive to live in New York. Developers, consumers, businesses, etc. all must pay higher prices due to limited space and supply from off-street parking. Developers being forced to provide parking for businesses and offices only encourages the use of automobiles which contributes even more to existing congestion and pollution.

15

Ison, S., Mulley, C., & Shaw, J. (2014). Parking Issues and Policies. Bingley: Emerald.

The cost of parking affects many things such as land space, cost of construction, maintenance

cost, cruising time, etc. Cars spend about 96% of their time parked, making parking a critical issue to focus on. Parking pricing have effects on congestion, pollution, and the revenue used to better surrounding infrastructure. The available amount of parking has increased from 70% to 160% in urban areas which leads to more land consumption and encourages an increase in automobile use. Planners need to look at where, when and for how long parking is happening.

Ivanova, I. (2017, July 14). Here’s how much the hunt for parking really costs. CBS News.

Americans waste an estimated amount of $73 billion searching for parking. New York is at the

top of the list when it comes to cities that waste time and money on looking for a spot. People either give in and pay for expensive parking or take the free/cheap parking spots but compensate with the time they spend searching for it. Even those that are just dropping off somebody or a delivery, are forced to double-park and, sometimes, even triple-park. Places like San Francisco, Sacramento, Seattle, and parts of Los Angeles have changed their parking prices which resulted in a decrease in both congestion and greenhouse emissions.

Interview: Professor Donald Shoup discusses the ideas behind his book, “The High Cost of Free Parking�. (2005, April 30). Weekend All Things Considered.

Professor Donald Shoup explains that free parking is not actually free but it actually has a hid-

den cost which is siphoned from other things that we buy. Many zoning and parking regulations are confusing because urban planners are expected to come up with them for all land uses but have just as much knowledge about parking as the average citizen. Shoup suggests to get rid of off-street parking, charge market prices for curb parking, and to dedicate revenue from the curb parking to public improvements in the surrounding area where it is located.

16

Manville, M. (2014). Parking Pricing. Transport and Sustainability Parking Issues and Policies, 137– 155.

Many cities in the United States often misprice parking which leads to other problems. The city

governments make the parking prices reflect the amount of money they want to bring in. This method doesn’t serve drivers, residents, or the governments very well. Many cities are afraid to correct the prices for parking because of dense areas have insufficient parking and low-income people being affected negatively. Accurately pricing parking would actually give a better-quality service to drivers, be able to pay to better other services for residents, and offer shelter from the fluctuating market to low-income residents.

Markoff, J. (2008, July 12). Can’t Find a Parking Spot? Check Smartphone. The New York Times.

Dozens of cities are planning on adding “smart parking systems” to better parking issues. San

Francisco has already incorporated this technology on thousands of their metered parking spaces.

Drivers are alerted when a parking spot opens through signs on the street or from a notification on their smartphone and also be able to pay for the meter on their phones. This will make it possible to adjust parking times and prices accurately.

Naperville Community Television. (2018, September 21). Cost of Parking.

The city council decided on not adding any additional parking and to maintain the current

amount but still provide access to the train station through walking and mass transit. About 13,000 people are on waitlists for the lots at this train station. These waits have been estimated to be up to 13 years long. A single parking space can cost the thousands of dollars. Adding more commuter spots will cause this cost to increase.

17

Nourinejad, M., & Roorda, M. J. (2017). Impact of hourly parking pricing on travel demand. Transportation Research Part A: Policy and Practice, 98, 28–45.

Hourly parking pricing can reduce or increase on demand depending on the dwell time flex-

ibility. If dwell time become inflexible, demand will change according to parking price. So, hourly parking price can increase congestion. An increase in price will reduce demand and dwell time which less parking occupancy and cruising time. For this to work, dwell time elasticity must be carefully observed when designing parkin Ommeren, J. V., Wentink, D., & Dekkers, J. (2009). The Real Price of Parking Policy. SSRN Electronic Journal.

City governments give residents parking permits which is unfair to non-residents because res-

idents will only be paying for a fraction of parking tariffs. It is believed that cruising is a big factor in welfare losses. Even in Amsterdam, where parking tariffs are high, there is a lot of cruising due to the amount of parking permits. It is estimated that this cruising costs residents approximately one euro a day (about 0.6% of their daily income). There is not enough parking for non-residents due to them being taken up by residents with parking permits.

Shoup, D. (2014). The High Cost of Minimum Parking Requirements. Transport and Sustainability Parking Issues and Policies, 87–113.

Minimum parking requirements increase cost of construction by 67 percent in an above ground

structure and 93 percent on an underground structure. These rules can also decrease the amount of space some units can occupy. It is very difficult for urban planners to come up with a parking requirement for every building because its mostly all based on educated guesses. These planners must know the cost of parking before being able to make the minimum parking requirements. These prices are often difficult to know because the construction costs vary depending on location, soil conditions, height of water table, shape of site and other factors.

18

Chilton W. & Mackie P. (2017, July 19). The high cost of free parking.

It is estimated that there is about 8 parking spots for every car which covers about 30% of our

cities. The regulations on parking affect how people drive and they also shape our urban landscapes.

Suburbanization required city governments require more off-street parking for buildings which was at no cost to the city. Most off-street parking requirements were a result of lack of management of onstreet parking. Planners have no training on how to set these regulations.

19

Project 3

Data Analysis

20

18 17 16

Detroit Age Pyramid

Data source: 2013-2017 American Community Survey 5Year estimates Data source: Census 2010

15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 100,000

80,000

60,000

40,000

20,000 Female

0

20,000

40,000

60,000

80,000

Male (negative)

21

Population by Race in Detroit Data source: 20132017 American Community Survey 5Year estimates

White

Black or African American

American Indian & Alaska Native

Cherokee tribal grouping

Chippewa tribal grouping

Navajo tribal grouping

Sioux tribal grouping

Asian

Asian Indian

Chinese

Filipino

Japanese

Korean

Vietnamese

Other Asian

Native Hawaiian and Other Pacific Islander

Native Hawaiian

Guamanian or Chamorro

Samoan

Other Pacific Islander

22

Educational attainment for Detroit 7 6

Data source: 2013-2017 American Community Survey 5-Year estimates

5 4 3 2 1 80,000

60,000

40,000

20,000 Female

0

20,000

40,000

60,000

80,000

Male (negative)

23

Economic Data Unemployment rate for years 20102017 Year

Period 2010M01 2010M02 2010M03 2010M04 2010M05 2010M06 2010M07 2010M08 2010M09 2010M10 2010M11 2010M12 2011M01 2011M02 2011M03 2011M04 2011M05 2011M06 2011M07 2011M08 2011M09 2011M10 2011M11 2011M12 2012M01 2012M02 2012M03 2012M04 2012M05 2012M06 2012M07 2012M08 2012M09 2012M10

Label 2010 Jan 2010 Feb 2010 Mar 2010 Apr 2010 May 2010 Jun 2010 Jul 2010 Aug 2010 Sep 2010 Oct 2010 Nov 2010 Dec 2011 Jan 2011 Feb 2011 Mar 2011 Apr 2011 May 2011 Jun 2011 Jul 2011 Aug 2011 Sep 2011 Oct 2011 Nov 2011 Dec 2012 Jan 2012 Feb 2012 Mar 2012 Apr 2012 May 2012 Jun 2012 Jul 2012 Aug 2012 Sep 2012 Oct

2012M11 2012M12 2013M01 2013M02 2013M03 2013M04 2013M05 2013M06 2013M07 2013M08 2013M09 2013M10 2013M11 2013M12 2014M01 2014M02 2014M03 2014M04 2014M05 2014M06 2014M07 2014M08 2014M09 2014M10 2014M11 2014M12 2015M01 2015M02 2015M03 2015M04 2015M05 2015M06 2015M07 2015M08 2015M09 2015M10 2015M11 2015M12 2016M01 2016M02 2016M03 2016M04 2016M05 2016M06

2012 Nov 2012 Dec 2013 Jan 2013 Feb 2013 Mar 2013 Apr 2013 May 2013 Jun 2013 Jul 2013 Aug 2013 Sep 2013 Oct 2013 Nov 2013 Dec 2014 Jan 2014 Feb 2014 Mar 2014 Apr 2014 May 2014 Jun 2014 Jul 2014 Aug 2014 Sep 2014 Oct 2014 Nov 2014 Dec 2015 Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2016 Jan 2016 Feb 2016 Mar 2016 Apr 2016 May 2016 Jun

2016M07 2016M08 2016M09 2016M10 2016M11 2016M12 2017M01 2017M02 2017M03 2017M04 2017M05 2017M06 2017M07 2017M08 2017M09 2017M10 2017M11 2017M12

2016 Jul 2016 Aug 2016 Sep 2016 Oct 2016 Nov 2016 Dec 2017 Jan 2017 Feb 2017 Mar 2017 Apr 2017 May 2017 Jun 2017 Jul 2017 Aug 2017 Sep 2017 Oct 2017 Nov 2017 Dec

24

Data source: Local Area Unemployment Statistics from the U.S. Department of Labor

25

Transportation Data Means of transportation to work

Male %

Car, truck, or van

Male % (negative) Female % -86% 85.60% -76% 76.50% -9% 9.00% -7% 7.00% -1% 1.30% -1% 0.80% -5% 5.40% -3% 2.70% -1% 0.30% -2% 1.00% -5% 5.00%

85.60%

Drove alone

76.40%

Carpooled

9.30%

In 2-person carpool

7.00%

In 3-person carpool

1.30%

In 4-or-more person carpool

1.00%

Public transportation (excluding taxicab)

4.80%

Walked

2.80%

Bicycle

0.80%

Taxicab, motorcycle, or other means

1.50%

Worked at home

4.50%

Transportation Data in Detroit 1 2 3 4 5 6 Data source: 20132017 American Community Survey 5Year estimates

7 8 9 10 11 -100%

-80%

-60%

-40%

-20%

0%

Male % (negative)

20%

40%

60%

80%

100%

Female %

26

Miami Age Pyramid 1

Data source: 2013-2017 American Community Survey 5-Year estimates

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 25,000

20,000

15,000

10,000

5,000

0 Male (negative)

5,000 Female

10,000

15,000

20,000

25,000

27

28

Population by Race in Miami

Data source: 20132017 American Community Survey 5-Year estimates

White

Black or African American

American Indian & Alaska Native

Cherokee tribal grouping

Chippewa tribal grouping

Navajo tribal grouping

Sioux tribal grouping

Asian

Asian Indian

Chinese

Filipino

Japanese

Korean

Vietnamese

Other Asian

Native Hawaiian and Other Pacific Islander

Native Hawaiian

Guamanian or Chamorro

29

Educational attainment for Miami 7

Data source: 2013-2017 American Community Survey 5-Year estimates

6 5 4 3 2 1 40,000,000 30,000,000 20,000,000 10,000,000

0

Male (negative)

10,000,000 20,000,000 30,000,000 40,000,000 Female

30

Unemployment rate for 20102017 Year 2010 2010 2010 2010 2010 2010 2010 2010 2010 2010 2010 2010 2011 2011 2011 2011 2011 2011 2011 2011 2011 2011 2011 2011 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012 2012 2013

Period M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01

Label Observation Value 2010 Jan 206892 2010 Feb 207291 2010 Mar 207281 2010 Apr 208887 2010 May 208786 2010 Jun 208613 2010 Jul 208060 2010 Aug 208416 2010 Sep 209518 2010 Oct 209324 2010 Nov 208209 2010 Dec 208185 2011 Jan 203734 2011 Feb 204149 2011 Mar 205075 2011 Apr 204293 2011 May 204824 2011 Jun 204575 2011 Jul 204126 2011 Aug 206648 2011 Sep 208136 2011 Oct 209539 2011 Nov 209848 2011 Dec 209766 2012 Jan 206548 2012 Feb 207251 2012 Mar 207816 2012 Apr 205854 2012 May 207267 2012 Jun 207234 2012 Jul 207630 2012 Aug 208189 2012 Sep 210075 2012 Oct 210219 2012 Nov 209495 2012 Dec 209850 2013 Jan 205790

2013 2013 2013 2013 2013 2013 2013 2013 2013 2013 2013 2014 2014 2014 2014 2014 2014 2014 2014 2014 2014 2014 2014 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2016 2016 2016 2016 2016 2016 2016 2016 2016

M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09

2013 Feb 2013 Mar 2013 Apr 2013 May 2013 Jun 2013 Jul 2013 Aug 2013 Sep 2013 Oct 2013 Nov 2013 Dec 2014 Jan 2014 Feb 2014 Mar 2014 Apr 2014 May 2014 Jun 2014 Jul 2014 Aug 2014 Sep 2014 Oct 2014 Nov 2014 Dec 2015 Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2016 Jan 2016 Feb 2016 Mar 2016 Apr 2016 May 2016 Jun 2016 Jul 2016 Aug 2016 Sep

206946 207577 207951 209571 209089 208821 210613 211241 209602 210319 209798 206985 208303 209576 207538 208725 209922 210501 210651 211501 212640 212332 212889 209899 210499 211185 211175 212947 212952 213632 215389 215217 215447 216149 217284 215583 217743 219156 218262 220016 219760 220711 221658 222461

31

2016 2016 2016 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017

M10 M11 M12 M01 M02 M03 M04 M05 M06 M07 M08 M09 M10 M11 M12

2016 Oct 2016 Nov 2016 Dec 2017 Jan 2017 Feb 2017 Mar 2017 Apr 2017 May 2017 Jun 2017 Jul 2017 Aug 2017 Sep 2017 Oct 2017 Nov 2017 Dec

222544 223196 223329 220347 222173 224270 223970 224740 224561 224558 226074 227333 226347 226487 225704

Data source: Local Area Unemployment Statistics from the U.S. Department of Labor

32

Detroit vs. Miami Victor Acevedo University at Buffalo END 350

33

Detroit vs. Miami

Cities are representative of the growth in urban areas. Growth and decay are an inevitable part of all cities. A growing city shows that that area is becoming more and more successful and a decaying city exhibit the failure of the area. There are many characteristics that must be taken into account. Detroit is a current city that is decaying and Miami is a current growing city. For both of these cities there are many noticeable differences and similarities when looking at their population data. To compare the data, we look at the age, race, educational attainment, unemployment rate, and transportation data for the two cities.

Detroit’s population will keep on declining while Miami’s population will continue to grow.

34

Sex By Age

Detroit has a combined population of 2,781,932 people and Miami has a total population of 886,014

people. Even though Miami is a much smaller city than Detroit, it has a much higher growth rate. Miami has a growth rate of 10.9% while Detroit has a growth rate of -4.75%. They not only differ in their overall population numbers, but the age and sex ratios that make up those populations vary as well.

The sex ratio in both cities are completely opposite. Detroit has a higher male than female population

(See appendix A). On the other hand, Miami has a higher female than male population (See appendix B). Detroit Figure 1a has even been named one of the top 5 cities for single males due to its high number of men to women ratio.

This is because according to CBS Detroit, there is more than 100 women for every man in the city (Jankens, 2017). Miami’s female population is high because the city has one of the highest percent of women-owned business in Florida at about 40 percent. A report done by the Institute of For Women’s Policy Research showed that businesses owned by women in Florida have a growth rate of 84.7 percent, which is the fourth highest in the United States (Hess & Anderson, 2019).

The majority of Detroit’s residents are older

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic Demographic and Housing Estimates, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

than Miami’s residents. Looking at the data in Table

Figure 1b

1 and 2, Detroit’s population spikes at the ages if 30 to 34 while Miami’s population peaks at the ages of 25 to 29 (See appendix A and B). Bill Laitner of the Detroit Free Press claims that by the year 2025, there will be more elderly in Detroit than younger people. This is because of the large population of the Baby Boomers and the decrease in birth rates which means less children (Laitner, 2018). There are more younger people living in Miami because of its geographical location. Miami is a coastal city so the city’s target demographic are younger people who would want to move there for the “lifestyle”.

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic Demographic and Housing Estimates, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

35

Population by Race

The racial compositions of Detroit and Miami are almost opposites. Detroit has a much lower white pop-

ulation than Miami. Miami has a much higher white population because of it large Hispanic/Latino population.

Detroit’s white population major decline was due to white flight in the late 1960s. This makes it very clear as to why Detroit’s population is decaying while Miami’s population is growing.

Figure 2a

Detroit’s population has been on a steep decline since the late 1960’s. Even though the white population has been the racial majority in the country for years, according to Figure 2a, in recent years the opposite is true in the city of Detroit. This is the after effect of the race riots of 1967 which lead to white people leaving and selling their homes in the city out of fear. While more and more white people left Detroit, an increase of minorities moved into the homes that were left behind (Salenger, 2013). This is called “White Flight”. As Table 3 shows, there is about five times more Black or African American people than White people in the city as of 2017 (See appendix C).

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic Demographic and Housing Estimates, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

Miami’s white population has been on the rise due to massive amounts of white Hispanics immigrating into the city.

As you can see in Figure 2b, the white population makes up

about 75 percent of the city’s total population. According to NBC News, 70 percent of the city’s population was Hispanic in 2014. This shows that the white population has since then increased. The reason that Miami is made Figure 2b

up of a majority of white Hispanics is due to political changes, a major increase in commodities in Latin America which lead to more investment and migration to Miami, and entrepreneurs see potential to make money in the city (Sesín, 2015). The early and rapid immigration of Latinos had made it much easier for them to integrate because they were surrounded by their own people as soon as they got to Miami.

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic Demographic and Housing Estimates, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

36

Educational Attainment/ Unemployment Rate

The level of education a person gets, will affect their economic opportunities in the future. Detroit has

been struggling getting more of its population to graduate past high school. Miami has women surpassing the rest of the country in attaining higher education. Detroit’s education system may be failing but the unemployment rate in the city is on the decline. Meanwhile, Miami has more women college graduates but with a higher unemployment rate. Educational attainment allows for different opportunities in every city.

Detroit’s school districts are to blame for the lack of high education fulfillment. As indicated in Table 4,

there is a significant drop off of graduates after high school. This is due to the fact that Detroit is a predominantly African American city (see appendix C). These students are forced to take remedial coursework in university which costs them more money and time to earn a degree (King, 2019). Also, the public schools have less than average amount of students taking Advanced Placement exams. This means less students are getting a head start on their college credits. Even with their struggle in educational attainment, Detroit’s unemployment levels have kept decreasing steadily to an all-time low (see figure 3a). According to CBS Detroit, this decrease is due to employers adding more jobs for 107 straight months (“Black Unemployment Rate Falls To A Record Low”, 2019).

This can be a great thing for the education system because more money will be available to invest back into the public schools.

Figure 3a Figure 4a

Source: Local Area Unemployment Statistics , generated by Victor Acevedo using U.S. Department of Labor, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, Educational Attainment, generated by

Victor Acevedo using Census Lookup,

https://factfinder.census.gov/ (data retrieved on October 1, 2019)

37

(cont.)

Females in Miami exceed the national average for attainment of higher education. As demonstrated in

Table 3b, there is a higher woman population in every category except for 9th to the 12th grade (See appendix E). Washington Post reported that there are more women under the age of 25 than men under the age of 25 that have a college degree (Munzenrieder, 2017). This is one of the higher rates in the state of Florida. More women being educated seems to be connected to the high number of women-owned businesses in Miami. Even with the progress made for gender equality in the city, the unemployment rate still hasn’t changed much (see figure 4b). This is due to most of the job growth is tied in food services, construction, and professional services which is most likely because the Florida Keys, which includes Miami, has not yet fully recovered from the damage of Hurricane Irma (“Florida’s Unemployment Rate Steady”, 2018).

Figure 3b Figure 4b

Source: Local Area Unemployment Statistics , generated by Victor Acevedo using U.S. Department of Labor, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, Educational Attainment, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

38

Transportation Data

The tranportation data will show us the

Figure 5a

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, Educational Attainment, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

Figure 5b

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, Educational Attainment, generated by Victor Acevedo using Census Lookup, https://factfinder.census.gov/ (data retrieved on October 1, 2019)

39

Cities are representative of the growth in urban areas. Growth and decay are an inevitable part of all cities. Detroit is a great example of a city that may never recover from their past. The city is still on a very steady decay. Miami is a great guide as to how a city should choose to identify itself to really grow. There are many characteristics that must be taken into account. There are many constistentencies shown in the data that reveal as to why Detroit is decaying and will continue to do so. There is also many signs pointing towards Miami continuing to grow and be successful in this day and age. Detroit seems stuck in the past while, Miami is taking the rights steps into the future.

40

References Black Unemployment Rate Falls To A Record Low. (2019, September 6). Retrieved from https://detroit.cbslocal. com/.

Florida’s Unemployment Rate Steady. (2018, March 12). Retrieved from https://miami.cbslocal.com/.

Hess, C., & Anderson, J. (2019, June 1). The Status of Women in Florida by County: Poverty & Opportunity. Retrieved from https://iwpr.org/.

Jenkans, E. (2017, June 7). Report: Detroit Is A Top 5 City For Single Men. Retrieved from https://detroit.cbslocal.com/.

King, J. B. (2019, January 15). Michigan lawmakers have ignored inequities in education for too long. Retrieved from https://www.freep.com/.

Laitner, B. (2018, June 11). Michigan is aging faster than the rest of the U.S. - here’s why. Retrieved from https:// www.freep.com/.

Munzenrieder, K. (2016, September 13). A Beginner’s Guide to Getting Around Miami. Retrieved from https:// www.miaminewtimes.com/.

Munzenrieder, K. (2017, February 22). There Are a Lot More Educated Young Women in Miami Than Men (Which Is Why You’re Single). Retrieved from https://www.miaminewtimes.com.

Runyan, R. (2017, September 18). The challenges of using public transit in Detroit. Retrieved from https://detroit.curbed.com/.

Salenger, M. (2013, July 21). Marilyn Salenger: ‘White flight’ and Detroit’s decline. Retrieved from https://www. washingtonpost.com/.

Sesín , C. (2015, June 11). Not Just Cubans: Many Latinos Now Call Miami Home. Retrieved from https://www. nbcnews.com/.

41

Appendix A Table 1

Age By Sex in Detroit

42

Appendix B Table 2

Age By Sex in Miami

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Appendix C Table 3

Population by Race in Detroit

44

Appendix D Table 4

Population by Race in Miami

45

Appendix E Table 5

Educational Attainment in Detroit

46

Appendix F Table 6

Educational Attainment in Miami

47

Appendix G

Table 7

Unemployment Rate in Detroit

48

Appendix H

Table 8

Unemployment Rate in Detroit

49

Appendix I

Table 9

Transportation Data

50

Appendix J

Table 10

Transportation Data in Miami

51

Project 4

Data Collection

5238

Data Collection Analysis Form END350 Fall 2019 Your Names

Victor Acevedo, James A

Name of Site/Streets Main/Flethcher St./ Seymour St. Type of Site Address

Intersection

City, State, Zip

Tonowanda NY

Date and Time

Date: 10/10/2019 Time: 11:03 am An active intersection in a small business corner. Located between a post office, an automotive shop, and a car body & paint shop.

Description of Site

96 Seymour St

Sketch of Site: lanes, intersection design, control, pedestrian features, surrounding land use, streets, bus stops, etc.

53

Site Conditions number of converging streets

3 streets

type of intersection design

signaled

type of intersection control

traffic light

number of lanes

2 lanes

number of turning lanes

0 lanes

presence of sidewalks and bike lanes

sidewalks on every street/no bike lanes on any street presence of crosswalks and crossing control has both to cross Fletcher, Seymour, & Main Street but not across the Seymour-Main merged street presence of bus lanes/stops, street parking only street parking presence of landscaping, amenities minimal shrubbery surrounding land uses

small businesses

Behavior Analysis - Vehicle speed and acceleration

slow/ 30 mph/ normal

turning intention and recognition

signal turns

waiting time

about 30 seconds

gap acceptance

minimal

braking behavior

normal/took longer to stop for pedestrians at green light for pedestrian

perception reaction time

normal

distance to leading vehicle and headway

normal

Behavior Analysis - Pedestrian walking speed

normal

crossing speed

normal

waiting time

20-30 seconds

visual acuity

pretty clear

route and crossing choice

whole intersection

perception reaction time

normal

gap acceptance

wait for the cars to stop/ normal

Behavior Analysis - Bicycle, Skateboard, Wheelchair, Other movement speed

leisurely

crossing speed

normal

waiting time

normal

visual acuity

normal

route and crossing choice

normal

perception reaction time

normal

gap acceptance

normal

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Questions to Consider Rationale of existing design

2 streets merging into one

Rationale of existing control

well controlled

Benefits of existing design and control

good traffic control

Deficiencies of existing design and control less safe for pedestrians Flow of users nice flow Safety of users

good for cars, not so much for pedestrians

Intention vs Reality

seems to add up

Ease of use and understandability

easy to use/ hard to understand

55

Data Collection Analysis Form END350 Fall 2019 Your Names

Victor Acevedo, James A

Name of Site/Streets Audobon Parkway Type of Site Address

Roundabout

City, State, Zip

Buffalo, NY, 14260

Date and Time

Date:10/10/19 Time:12:00 am Roundabout infront of busy student dorms. Bike racks available for pedestrians in front of the dorms. Filled with mostly student pedestrians, drivers and school buses.

Contains a small community garden on the south eastern side of the site.

Description of Site

University at Buffalo

Sketch of Site: lanes, intersection design, control, pedestrian features, surrounding land use, streets, bus stops, etc.

56

Site Conditions number of converging streets

4 streets

type of intersection design

roundabout

type of intersection control

4 yield signs and crosswalks

number of lanes

1 lane

number of turning lanes

0 lanes

presence of sidewalks and bike lanes

both

presence of crosswalks and crossing control has crosswalks, no crossing control presence of bus lanes/stops, street parking none available presence of landscaping, amenities

a lot of landscape/trees/ decorative shrubbery

surrounding land uses

school buildings/ dorms

Behavior Analysis - Vehicle speed and acceleration

slow/ like 15-20 mph

turning intention and recognition

signals/ merging

waiting time

about 5 seconds or as soon as a pedestrian crosses

gap acceptance

minimal

braking behavior

only slowing down, not much complete stops

perception reaction time

good because it is slow

distance to leading vehicle and headway

normal

Behavior Analysis - Pedestrian walking speed

normal

crossing speed

normal

waiting time

minimal 5 seconds

visual acuity

very clear

route and crossing choice

at crosswalks

perception reaction time

wait for cars to stop

gap acceptance

normal

Behavior Analysis - Bicycle, Skateboard, Wheelchair, Other movement speed

normal speeds

crossing speed

normal

waiting time

normal

visual acuity

normal

route and crossing choice

normal

perception reaction time

normal

gap acceptance

normal

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Questions to Consider Rationale of existing design

like an intersection that flows better

Rationale of existing control

created to flow while mannaging traffic

Benefits of existing design and control

less time waiting

Deficiencies of existing design and control more up to individual judgement Flow of users steady for both Safety of users

fairly safe

Intention vs Reality

matches up to expectation

Ease of use and understandability

easy to use and understand

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To: James Hartz (Director of Planning & Development of the Town of Tonawanda), Mark Rountree (Principal Planner, Erie County DEP), Cheryl Bailey (Associate Director Campus Planning UB) Authors: James Annunziata Jr. and Victor Acevedo CC: Jonathan Bleuer October 16, 2019 Subject: Intersection Study

Executive Summary

Two of the major intersection types found in the United States are signaled intersections and roundabouts, each with their own strengths and weaknesses. In order to discover how these strengths and weaknesses manifested in real world application, a study was conducted of one roundabout and one signaled intersection. Personal observation of the targeted intersections during midday was used to gather data about the behavior of both vehicles and pedestrians within the intersection during the day. The study of these intersections found that cars generally had longer waits within the signaled intersections than the roundabouts, but the signaled intersections generally seemed to have faster speeds when the cars moved than the roundabouts.

Pedestrians in the signaled intersections were also much more confident in their crossings than pedestrians in the roundabouts because the red light halted all traffic and there was no guesswork involved in crossing the signaled intersection. Overall, the signaled intersections proved to be safer but have longer waiting times, whereas the roundabout had a better flow but was less safe for pedestrians and cars alike. This, along with the higher traffic level around the signaled intersection, leads the team to recommend that the Town of Tonawanda consider replacing the signaled intersection with a roundabout for the purpose of increased efficiency and that the University of Buffalo consider replacing the roundabout with a signaled intersection for the purpose of increased pedestrian safety.

Introduction

Since the years directly following the Second World War, the US has had a rather open love affair with the automobile. Highways span vast tracts of land like ever flowing rivers crossing our great nation, and both small towns and large cities see a flood of cars moving throughout them with every passing day. With this being said, it is no surprise that the intersections that regulate this traffic would be topics of heated debate.

Currently, two major forms of intersections dominate the landscape in the US: the signaled intersection and the roundabout. Signaled intersections provide control to the flow of traffic in exchange for forcing monotonous stop and go motion, while roundabouts place more control on drivers while allowing for smoother motion in the intersection. The signaled intersection in question is located at the confluence of Seymour and Main streets where Fletcher Street also crosses. this intersection is located in a suburban area surrounded by a few small businesses, a post office, and residential buildings. The roundabout is located on the north campus of the University at Buffalo, where Lee Rd. intersects the John James Audubon Parkway. The roundabout is surrounded by campus dorms, and sees a lot of foot traffic from students coming and going around the campus.

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Data Sources and Methods of Analysis

Data was collected by way of personal observation of the intersections for a period of approximately one hour. The team arrived at each intersection and watched the traffic activity in the intersection after taking thorough notes on the surrounding the team observed traffic patterns, as well as driver behavior while approaching and leaving the intersection. The actions of pedestrians were also considered, as well as the land surrounding the intersections. The team made use of data collection forms to record the data, and went in pairs in order to offer on the spot discussion as the specifics of any findings. The research in both intersections was limited by time constraints, because only an hour was spent at both intersections. The time spent at the intersections was long enough to get an overview as to the function ability of the intersections, but gives the team no insight into long term traffic patterns of the intersections or how the intersections perform under various traffic loads. That being said, the team found traffic data patterns using data gathered from the Greater Buffalo Niagara Regional Transportation Council and the American Fact Finder, which allowed some insight into the traffic volume for each intersection to draw conclusions from.

Findings Vehicular Data

Firstly, it is necessary to present some background information on the above-mentioned intersections.

The signaled intersection is a crossing of 3 streets with one lane going both ways, street parking leading up to the intersection, and sidewalks. The roundabout is a crossing of 4 streets with one lane within, yield signs, sidewalks, bike lanes, and crosswalks. The signaled intersection saw more stop and go traffic, but cars running through a green light were going the speed limit of 30 mph or faster. As seen in Table 1, Main street is the busiest street on the intersection up until it splits. When the intersection combines into Main Street it has 10556 vehicles of average daily traffic. When the intersection divides, Main Street has a significant decrease to 2740 vehicles and Seymour Street gets about 9289 average daily traffic. On the contrary, the roundabout saw slower speeds overall but less stoppage because people could merge as they saw fit. Speaking of merging, the roundabout’s main method of traffic control was a set of yield signs that allowed traffic to merge into the roundabout and turn off at the road as they saw fit, which can be seen in Figure 1. The roundabout on Audubon Parkway has an average daily traffic of 5859 vehicles. This almost half of the busiest part of the signaled intersection. The signaled intersection conversely made use of traffic lights in order to regulate both which of the converging streets could continue and when the vehicles on the street crossing the two could proceed.

Cars in the intersection had wait times around 30 seconds due to these signals, while roundabout wait times were around 5 seconds due to the ease of flow. Other than this, both intersections displayed normal reaction times, gap acceptances, distance to the leading vehicle, and braking behaviors.

Figure 1

Data Source: Photos taken by Victor Acevedo

Table 1

Figure 2

Data Source: NYS Data Traffic Data Viewer

Data Source: Photos taken by Victor Acevedo

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Pedestrian Data

The behaviors of pedestrians, both on foot and on bike, differed in that roundabout pedestrians moved through more fluidly. The roundabout pedestrians made the most use of the crosswalks which were about 1 car’s length from the roundabout itself. Pedestrians in the roundabout displayed minimal to no deviation from this behavior, whereas pedestrians of the signaled intersection seemingly crossed wherever at red lights. NeiFigure 3 ther crosswalk had a difference in pedestrian speed when crossing as opposed to walking regularly. Pedestrians at the roundabout experienced waiting times of about 5 seconds compared to the signaled intersection pedestrians’ wait time of approximately 30 seconds. Visual acuity was acceptable for both, pedestrian could easily see oncoming traffic from afar in either intersection. A major difference in pedestrian behavior occurs in the gap acceptance of the pedestrians, where the signaled intersection pedestrians cross the entire intersection only when they are sure that there is no oncoming traffic in the intersection (Figure 3) and roundabout pedestrians cross at crosswalks even with oncoming traffic as long as the traffic is within proper braking distance of the crosswalk (Figure 4). Both groups of pedestrians will generally wait for cars to be stopped, but roundabout pedestrians tended to take more risky behaviors when crossing. The behavior of the two groups did not differ for pedestrians on bikes, wheelchairs, skateboards, etc. within the intersections.

Figure 2

Data Source: Photos taken by Victor Acevedo

Figure 4

Data Source: Photos taken by Victor Acevedo

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In terms of design philosophy, both intersections function as intended. The roundabout provides better flow of traffic for both vehicles and pedestrians, but has less traffic regulation and has more potential to carry risk to both parties if proper attention is not paid. Pedestrians are given right-of-way due to there being no traffic control signals which can be dangerous considering the higher population in this area. The roundabout will get more foot traffic than the signaled intersection due to a higher population in the area according to Table 2. On the contrary, the signaled intersection plays host to longer waiting times and reduced efficiency of traffic flow for both parties, but is generally safer in design due to the stop and go nature of the traffic regulation.

Table 2

Data source: 2013-2017 American Community Survey 5-Year estimates

Conclusion

In conclusion, the signaled intersection proved to have more flow interruptions but be safer for pedestrians and cars than the better flowing roundabout. The larger traffic volume on the site of the signaled intersection and the larger volume of pedestrian traffic at the site of the roundabout also made it more appealing for the sites to swap intersection types. The roundabout site would be able to increase pedestrian safety by forcing the stoppage of vehicle traffic in order to allow pedestrian crossings, and the signaled intersection site would benefit more from the improved traffic flow that a roundabout offers as well as the increased efficiency in cost and reduced complexity in the merging of 5 streets. The findings are relevant to illustrate the performance and strengths of roundabouts and signaled intersections for the purpose of determining which would be more appropriate in an area. The more data that is gathered on each type of intersection, the better an understanding the team will have of which applications and environments each intersection is most suited for.

What might initially present as a tradeoff between traffic flow and traffic safety ends up expanding into whether one intersection or another is worth placing into an environment based upon factors like traffic frequency and pedestrian frequency. This data will hopefully lead to a more efficient and structured decision-making process for governments and traffic organizations that need to choose an intersection design for future installation or replacement wherever such may be required.

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References Data Access and Dissemination Systems (DADS). (2010, October 5). American FactFinder. Retrieved from https://factfinder.census.gov/.

Maps and Data. (n.d.). Retrieved from https://www.gbnrtc.org/maps.

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64

Victor Acevedo

James Annunziata

Data Observation Of Intersection Types

65

Victor Acevedo & James Annunziata University at Buffalo END 350

Source: The Conversation

 Traffic and Pedestrian Flow

 Benefits of each intersection type

 Our Signalized Intersection site

 What is a Signalized Intersection?

 Our Roundabout site

 What is a Roundabout?

Our Solution

The Problems

Presentation Overview

66

Victor Acevedo & James Annunziata University at Buffalo END 350

• Best for placement in commercial areas or areas with many intersecting streets.

• Takes up a significant amount of land, and has central space for an aesthetically appealing attraction.

• Crossing safety left to pedestrian discretion, same for traffic safety with drivers.

• Circular intersection that drivers merge into and pedestrians cross outside of.

What is a Roundabout?

Photo taken by Victor Acevedo

Source: DefensiveDriving.com

Source: Accident Analysis & Prevention Volume 50, January 2013, Pages 234-241

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Victor Acevedo & James Annunziata University at Buffalo END 350

Located on the North Campus of the University of Buffalo in Amherst, where Lee rd. crosses the John James Audubon Parkway.

Source: Google Maps

Our Roundabout

Photo taken by Victor Acevedo

Surrounded by open space and a school dormitories.

Lots of pedestrian traffic due to school setting, but pedestrians pay less attention when crossing.

Photo taken by Victor Acevedo

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Victor Acevedo & James Annunziata University at Buffalo END 350

• Best for placement in areas with few streets intersecting.

• Becomes more difficult to regulate as more streets intersect.

• Controlled traffic via signals, very stop-and-go. Breakages in traffic allow plenty of time for pedestrian crossing.

• Intersection regulated by traffic lights, stop signs, or other manual or automatic signals.

Source: Accident Analysis & Prevention Volume 50, January 2013, Pages 234-241

What is a Signalized Intersection?

Source: National Association of City Transportation Officials

69

Victor Acevedo & James Annunziata University at Buffalo END 350

Located where the convergence of Seymour and Main St. is crossed by Fletcher St. in Tonawanda.

Source: Google Maps

Our Intersection

Photo taken by Victor Acevedo

Many crosswalk call buttons.

Multitude of streets makes wait times longer than normal.

Photo taken by Victor Acevedo

Surrounded immediately by shops and a post office.

Crosswalks across shorter streets, not Main Street.

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Victor Acevedo & James Annunziata University at Buffalo END 350

• Improved Land Use

• More Aesthetic Opportunities

Photo taken by Victor Acevedo

• Increased Traffic Handling and Regulation

• More Priority to Maintenance/Emergency Vehicles

• Improved Pedestrian Safety

• Increased Traffic Flow

• Lower Maintenance Costs

• More Balanced Traffic Flow

• Reduced Vehicle Speeds Source: The Insurance Institute for Highway Safety

Signaled Intersection:

Roundabout:

Benefits

Source: U.S. Department of Transportation Federal Highway Administration

Photo taken by Victor Acevedo

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Victor Acevedo & James Annunziata University at Buffalo END 350

• Traffic flows best in Roundabouts, due to limited stoppages.

• Traffic Flow is more interrupted in a signalized intersection, but more controlled as a result.

• Pedestrian flow across intersections are more regulated in signalized intersections and therefore safer • Pedestrian safety in roundabouts relies on pedestrian rightof-way, which has been shown to make pedestrian crossing less safe due to discrepancies in motorist and pedestrian reaction times (Lambertus, 2013, 3-19).

Traffic & Pedestrian Flow

Source: Youtube.com Edmonton Journal

Source: The Spokesman-Review

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Victor Acevedo & James Annunziata University at Buffalo END 350

The roundabout receives more pedestrians, but pedestrians pay less attention when crossing.

Problem

Source: Bicycle Dutch

The signalized intersection is inefficient for the amount of traffic that it receives.

Data Source: NYS Traffic Data Viewer

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•

• Better use of space

Victor Acevedo & James Annunziata University at Buffalo END 350

• More aesthetically pleasing

• Better flow for traffic

•

Safer for less attentive pedestrians More space efficient

Roundabout to a signalized intersection

Signalized intersection to a roundabout

Our Idea: Swap Site Intersection Types

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Henderson, Robert. (2013) PEDESTRIAN SAFETY IN ROUNDABOUTS

Bertus, Lambertus & Fortuijn, G. (2003). Pedestrian and Bicycle-Friendly Roundabouts; Dilemma of Comfort and Safety.

References

Project 5

Case Study

75

76

Victor Acevedo, Je Yong Lee, Devin Barth, Ruiyan Guo

LaSalle Park Mini-Master Plan

77

1

P A R T

4

P A R T

2

P A R T

Recommendation Best Practice

Introduction Facts History Context

Table of Contents

5

P A R T

Challenges Opportunities

Condition

Demographics User Survey User Observation

Conclusion Questions & Answers

3

P A R T

2

History LaSalle Park, formerly known as Centennial Park, was created between the Erie Canal and the Niagara River in 1932 to celebrate Buffalo’s 100-year anniversary. This area used to be completely submerged in the waters of the Erie Canal. Buffalo originally bought this piece of land from the state of New York in 1912 to create a park but it ended up being used as an industrial dumping ground (Figure. 1). During its time as a dumping ground, it was gradually filled in until 1931(Przepasniak, 2017). During the Great Depression era, the city decided that it needed a permanent park so plans were made to fill and grade the area for $350,000 (“LaSalle Park”). The park was later renamed to LaSalle Park in 1940 after Rene-Robert Cavalier Sieur de LaSalle (Przepasniak, 2017). LaSalle park has not changed much since it was made and has kept many of its historic features.

In 1935, the Works Progress Administration (WPA) began the

Data Source: livingnewdeal.org

(Figure. 1) Site of old dump - Centennial Park Buffalo, NY

Clearwater Reservoir Project in the park.

This project created thousands of jobs for local workers in order to create a huge 12-million-gallon capacity water reservoir underneath Centennial Park.

This reservoir replaced the Best Street

Data Source: buffaloah.com

(Figure. 2) Col. Francis G. Ward Pumping Station in 1916

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reservoir which was later turned into Roesch Stadium. When the project was completed in 1936, Mayor George J. Zimmerman declared that “Buffalo’s water system will be equaled by no other city” (Kalish, 2014). Already located on the northern part of the park, Col. Francis G. Ward Pumping Station, home of the 5 Holly Steam Pumps was made in 1915 (Figure. 2). These steam pumps were built by Holly Manufacturing Co. and are the largest engines ever built by the Holly Company. These pumps operated until 1980, providing the city with 30 million gallons of water per pump a day (Przepasniak, 2017). This is a true architectural and industrial wonder that still provides for Buffalo today.

LaSalle Park is home to Buffalo’s first International Airport. It may not be

Data Source: buffalohistorygazette.net

(Figure. 3) Aerial view of ramp in 1932

commonly known that the small seaplane ramp located near the southern part of the park is actually historic (Figure 3). It was first utilized in 1929, when the first international aerial passenger service out of Buffalo, NY made its way to Toronto,

Data Source: buffalohistorygazette.net

(Figure. 4) “Air-Minded Watch First Buffalo-Toronto Passenger Airline Take Off” - Buffalo Evening News on June 29, 1929

3

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Canada (Figure. 4). The ramp was later deemed unsafe for planes to land on (Malloy, 1970). This area then became a popular attraction for small sailboats, canoes, kayaks and fishing.

The Erie Canal is a proud part of the Buffalo’s history and it is located right next to LaSalle Park. The Erie Canal was very beneficial to Buffalo, as we are a port city, because of the large amounts of boats, ships and railcars that would continually pass by. The canal was widely known as the “Gateway to the West” and this influenced the growth and prosperity of our city, making it a monument of culture, architecture and the arts (“Erie Canal in Buffalo, NY”). The canal’s former location on the eastern side of the park has been replaced by the I-90 Highway due to the increase in person vehicle use (Cichon, 2017). The Erie Canal should be treated as a symbol of creativity and determination for Buffalo.

Data Source: buffaloah.com

(Figure. 5) Ariel View of Waterfront near LaSalle Park in 1912 (Ward Pumping Station, Buffalo Yacht Club)

Background LaSalle Park, the largest waterfront park in buffalo at the junction of Lake Erie and the Niagara estuary, covers an area of 77 acres and parallel to the waterfront, breakwater, and Buffalo Harbor. Francis Captain Ward is also a long history of the seat of the pumping station (Colonel Ward Pumping Station). This is a five-layer of the giant building built in the early 20th century. The station has several pumps, the water to the buffalo and surrounding areas. The path

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along the waterfront is part of the Riverwalk system. This 1.7-mile long one-way street runs parallel to the waterfront, breakwater, Buffalo Harbor and the historic Colonel Francis G. Ward pumping station. The Riverwalk system is a 22.3-mile bike ride in Buffalo, New York, USA. The total height of the ride is 117.54 feet and the maximum height is 637.86 feet. This route was created by Ewightman on May 21, 2012, and offers views of the Canadian coastline. LaSalle park also offers many recreational facilities, the facilities here are: skate park(Buffalo Skate Plaza), sports field(which included 3 softball fields in LaSalle Park Softball Diamonds, 4 baseball fields and 2 soccer fields, a large children’s playground and a swimming pool), amphitheater(LaSalle Park Performance Center), off-leash Dog Park (The Bark Yard), picnic area(LaSalle Park Picnic Shelters), bike lanes and open meadows.

(Figure. 6) Ariel View of LaSalle Park

Data Source: Buffalonews.com

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Context

Parkway System Delaware Park

Peace Bridge

LaSalle Park

(Figure. 7)

Data Source: Google Map

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Local Context LaSalle Park is located in the west end of Erie county along the shore of the Erie Canal waterfront near the border of the United States and Canada. The park is strategically located around the neighborhood of Lakeview, Allentown, Bryant, and downtown Buffalo. There is Peace Bridge less than

(Figure. 8) View of Erie Canal and Waterfront

a mile to the northeast of the park. At the east edge of the park, highway route I-190 is situated and Porter Avenue provides direct linkage to it. The Frederik Olmstead’s famous parkway system is situated about 2.5 miles to the northeast, including the Delaware Parks and following circles and

(Figure. 9) Park entrance sign

parkways such as Soldier’s, Colonial, Gates Circles, Chapin Parkway, and Bidwell Parkway.

The entrance to LaSalle Park is located at Porter Ave, and the entrance connects LaSalle Park with the nearby community. The park and the community are integrated, and LaSalle Park has become a community park.

Recreational Context LaSalle Park is an active park that provides environmental, recreational, and aesthetic benefits with numerous diverse (Figure. 10) Entrance of Buffalo Yacht Club

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recreational facilities all around the park. While beginning with the water-based theme along the waterfront, there are wall barriers for kayaking about 600 ft away from the west edge of the park.

Buffalo Yacht Club (Figure. 10) is

(Figure. 11) Skate Park in LaSalle Park

situated north edge of the park along the waterfront. There is also the presence of a deck for fishing at the waterfront shoreline. The vast amount of greenfield provides visitors with the opportunity to engage in many kinds of activities such as soccer, football or softball within the park. Even though there are many other parks around the waterfront, LaSalle Park is the only park that contains a skate park (Figure. 11).

C6 A1

A2

C1

A3

C2

A5

A4

A4 C1

C1

C3

A4

H1

C5

C4

H2

A6

Condition HISTORIC SITES H1.

H2.

Col. Ward Pumping Station Historic Ramp

RECREATION A1.

A2.

A3.

A4.

A5.

A6.

Splash Pad Centennial Pool Skate Park Softball Field Soccer Field Walking Trail

AMENITIES C1.

C2.

C3.

C4.

C5.

C6.

Parking Lot Children’s Playground Dog Park Amphitheater Picnic yard Pedestrian Bridge

(Figure. 12) Site Map

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Condition Accessibility There is only one road that leads to one side of the park. There is no bus stop anywhere around the park. There is plenty of parking around the park, on-street or by parking lot.

Amenities

(Figure. 13) Porter Ave & D A R Dr

There is currently nowhere to eat or drink in or around the park. The one on-site theater is rarely used. Only one parking lot is paved while the rest are just gravel. The only bathroom throughout the whole park is not accessible because it is located in the locker room for Centennial Pool, which is

(Figure. 14) Locked entrance of Centennial Pool

usually locked (Figure. 14).

Maintenance The lawns seemed to be getting mowed and the pumping station are regularly maintained by a lot of workers. There is garbage almost all over the park that rarely gets cleaned up. The damaged trees, roads and signs are left alone for a long time after a major storm. The metal cages, walls, and

(Figure. 15) Garbage around the park

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handles around the park are very rusted or broken. The flagpole, part of the very important and symbolic veteran’s memorial, has paint chipping off the pole (Figure. 16). The children’s playground is spray painted and the public grills underneath the awnings are extremely filthy (Figure. 17). The Splash Pad around the corner had cracks all over the floor (Figure. 18). The mural painting next to the Splash Pad is never maintained so they painting is fading away.

(Figure. 16) Veteran’s memorial

(Figure. 17) Children’s playground and dirty grill

(Figure. 18) Cracks on Splash Pad

(Figure. 19) Centennial Pool

Weather The weather in Buffalo can change rapidly. The weather is especially erratic in the fall.

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Trails The Shoreline Trail is not very well maintained within the park. A lot of the grass around the trail is ripped up. The trail seems to not have been paved in a long time. There are a lot of cracks and pieces that pop up from ground along

(Figure. 20) Cracks along the trail

the trail (Figure. 20).

Security People feel unsafe while visiting the park.

Finding any police officer patrolling the park is rare. The lack of security cameras encourages illegal activity since they cannot be caught. There is no staff to keep an eye on people. These things instill fear and a sense of no safety among innocent citizens visiting the park.

(Figure. 21) Security camera

Waterfront There are plenty of people that walk along the waterfront at a risk. The wall along the water is falling apart creating bigger openings. The landscape here is very minimal and torn up.

Fishing is very prominent in this area as well but

(Figure. 22) Broken fence at waterfront

there is no designated fishing area so people just stand anywhere along the edge to fish.

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Challenges LaSalle Park experiences a wide variety of challenges that have shaped the park into its current state today. The park has problems controlling litter within the large area of the park. This is an especially crucial challenge in LaSalle Park because of its direct access to Lake Erie which is already extremely polluted (Figure. 23). The park as per one of our interviewees who visits the park nearly four times every week pleaded his concern to us about the necessity for permanent trash and recycling bins easily accessible around the park. Currently there are few to none of these amenities available for park users.

(Figure. 23) Polluted Park

Another challenge the park faces on a daily basis is the noise created by the major highway that runs parallel to the park (Figure. 24). It appears as though planners planted trees in order to buffer the sound created by the highway however this was not a smart decision because trees do not buffer sound. It has been suggested by park goers that a buffering wall be introduced that could be decorated by local artists.

(Figure. 24) Highway route I-190 along the east edge of the park

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There is a general lack of lighting around the park after dark. Only the roadways are dimly lit and the remainder of the park is completely dark. As a result of the parks location near the water this area will always experience visitors at all hours of the night. This area should have an ample number of lights to illuminate the park and make park-goers feel safe.

Park-goers complain about a lack of seating especially near the water. Many of the existing benches near the water are extremely deteriorated and uninviting to sit on. Considering the encapsulating view of Lake Erie, it would be in the parks best interest to provide ample seating for all its visitors.

(Figure. 25) Seating near the waterfront

One of our personal observations in the park was the presence of drug and alcohol paraphernalia. The odor of marijuana lingered around the shoreline of Lake Erie as residents smoked in their vehicles while observing the view. There needs to be a stronger police presence in LaSalle Park to limit the amount of drug use around a public space often utilized by children. The increased police presence in the air area will also increase the overall safety of residents and further encourage residents of the nearby neighborhoods to visit the park.

(Figure. 26) Usage of drug and alcohol

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Opportunities Accessibility The Highway Route I-190 Expressway is located between 4th St Park and LaSalle Park, while also separating the two parks. A pedestrian bridge at the end of Hudson St connects the trails of 4th St Park

(Figure. 27) Pedestrian bridge that crosses I-190

and LaSalle Park (Figure. 27). This bridge is the only way to get people from the community to LaSalle Park by walking. By combining 4th Street Park and LaSalle Park and creating more bridges to increase the accessibility from the Lakeview neighborhood and bring more visitors from the surrounding neighborhoods.

LaSalle Park contains a bicycle lane that’s a 1.2-mile mountain biking and road bike trail with a maximum elevation of 581 feet. The bicycle lane is next to the 1.7-mile one-way path and eventually extends towards Lakefront Blvd. Cyclists can now enter the park from three entrances. Residents living in the Lower West Side, downtown, Allentown, parts of Elmwood Village, and parts of the Lower East Side can ride to La Salle Park in 10 minutes.

River trails and other bicycle infrastructure on city streets can enter LaSalle Park from different parts of the city.

Creating more bicycle lanes in

Data Source: www2.erie.gov

(Figure. 28) Riverwalk System Map

the center of the park can increase the riding distance and make more bicyclists come to the park.

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When people choose to take a bus to LaSalle Park, two of the three entrances to the park require visitors to cross the full interstate via the sidewalk or footbridge on the overpass. The third entrance is on a narrow street in a residential area, but it mainly serves pedestrians entering the park from neighboring citizens' homes. Four NFTA bus lines are a 10-minute walk from the entrance to LaSalle Park. These four lines extend in all directions and extend beyond the boundaries of the city to the universities of Hamburg, Niagara Falls, Cheektowaga, and Buffalo South. Extending the bus stop to a location closer to the park also brings more visitors to the park and convenience for visitors to the park by mode of public transportation.

Historic Elements LaSalle Park has historic elements such as Colonel Ward Pumping Station, Buffalo’s very first international airport. Conserving and preserving these historic elements, it can bring more visitors like Naval Park located right next to La Salle Park. Naval Park has several old battleships presented at Canalside, Buffalo.

Waterfront The surrounding waterfront provides an open view along the shoreline and the fence is placed at the edge of the park.

This fence is a critical element that can keep the Lakeview area safe when the weather gets rough during the winter.

However, this fence is weathered and damaged, so it

(Figure. 29) View of waterfront and fence

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may require repair work or renovation.

Activity Sports fields - There are many sports fields across the park that are very underutilized.

Most of the time, these fields are only used for organized teams for league play. Baseball and soccer are two of the most popular sports among the youth in Buffalo, so keeping these fields maintained and also promoting for more casual play could make these fields very popular. Basketball is also extremely popular in the city of Buffalo but there are no basketball courts found (Figure. 30) Softball field

anywhere within the park.

Biking/walking trails – The walking trail along the waterfront is heavily used by residents of buffalo because of beautiful scenery along the waterfront. It is also heavily used by residents as a place to fish since there is no designated fishing area.

Skate park - The skate park in LaSalle Park seems to be the only skateboarding park located near downtown Buffalo. This is a great opportunity to attract more youthful skaters to the park. It is already well maintained. Some improvements or upgrades could help promote the sport.

(Figure. 31) Skate park and user

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Children’s playground - Many families bring their kids to the park to play on the playground while they hang around. The playground is very small and not maintained. It already has Buffalo’s for the theme of the playground. Adding more historical elements, such as the seaplane, could help educate

(Figure. 32) Only amenity in children’s playground

the children on the city in a fun way. Also, having clean and new grills for the families to have a nice cookout while the kids play would encourage more people to utilize these spaces.

Dog park – This seems to be one of the top features used in the park. People seem to love to bring their dogs to this part of the park. It promotes healthy lifestyles for both the dogs and the owners. It is safe enough for most dog due to the separation according to sizes. The dog park is very plain on both sides. The park also provides dog baggies to encourage owners to pick up any feces produce by their pet.

(Figure. 33) Dog Park

Pool - Centennial Pool is named after the original parks name. People should know why it was named this. Swimming is one of the top activities for the youth in Buffalo in both organized and casual settings. Having the pool open more often and well maintained will make this one of the more popular sites in the park. The Splash Pad, which is right next to the pool, is extremely underutilized and not maintained. This can be an opportunity to introduce more unique activities for children into the park. This area has been in the park since it opened, so many residents would want to bring their kids here to enjoy what they had in their youth.

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Demographics To analyze the demographics of the Greater LaSalle park area we combined census tracts 72.01, 71.02, and, 72.02 of Erie County, New York. The three geographical areas are in close proximity of the park and best describe the statistical data relating to the population and particular groups which reside near the park. The three areas we analyzed are the Waterfront Village, Lakeview, and Columbus neighborhoods.

Approximately 7,871 citizens live in this area according to the 2013-2017 American Community Survey 5-Year estimate.

Data Source: 2010 Census Track Reference Map

(Figure. 34) LaSalle park area

This area is extremely diverse in terms of race. The area is comprised of primarily three ethnicities: African American, White, and Hispanic. Whites are the majority in this geographical area making up approximately 43 percent of the population while Blacks and Hispanics make up approximately 25 percent each of the population. Combined these three types of residents make up nearly 93 percent of the area. A large majority of the Hispanic residents in the area reside within the Lakeview neighborhood, which is the 71.01 census tract that is located slightly northwest of the park. This is the core of Buffalo’s Hispanic population; over half of the households in this area speak Spanish as a primary language. Residents of this neighborhood have the best access to the park because of the close proximity and pedestrian access. It is interesting to note that nearly no residents in this area are of Asian descent which is abnormal 18

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because Buffalo as a whole is comprised of approximately 5 percent of residents of Asian descent.

In terms of poverty and income the statistical data varies greatly between the three census tracts. There are noticeably more residents below the poverty line in the two census tracts near the park in comparison to the census tract containing the park itself. This is most likely because the residents who can afford the luxury apartments with a view of the park have good paying jobs with a comfortable income. The household income of householder’s further supports this. Median income in the area nearest to the park is doubled in comparison to the residents of the other two census tracts in the age group of residents 25 to 44 years of age. Residents in Waterfront Village in this age group made approximately $47,984 in the past twelve months while in the other two areas, the residents that met these criteria made $26,071 and $20,700 respectively. This disparity increases even more with age as the residents in the Columbus neighborhood median income goes up to $70,703 in the 45 to 64-year-old age group. The other two areas do not experience this much of an increase in income. Residents in the predominantly Hispanic area of the neighborhood’s median salary actually decreased in this age group while it slightly increased in 71.02 census tract.

Residents in the greater LaSalle Park area generally all commute to work in the same way. Nearly 90 percent of resident commute to work via automobile. The residents who do not have an automobile either walk or commute via public transit. Many residents ride bicycles in this area but do not commute to work in this way. Residents must rely on cars to get to work because there are not enough public transportation options in the neighborhood to adequately travel to work in a timely fashion.

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User Survey/Observation To collect and determine public opinions towards the LaSalle Park, a short survey that contains 7 multiple choice questions and 11 rating questions asking about the frequency of visit, period of use, mode of transportation access, and overall rate of the park based on visitor’s perspective and experience. The members of Group 2 visited LaSalle Park on November 6th, 2019 at 11:30 AM, and were able to take survey 8 different people at 3 different locations. Our group contacted surveyors respectively and professionally by introducing our team members first, talking about the park generally, asking for the survey respectfully. There were no obstacles and dangerous circumstances during the interview.

From the survey, our group was able to observe that 66 percent of visitors visit the par at least once a week and other 34 percent of visitors visit the park less than once a week. 66 percent of surveyors answered that they stay at the park for about an hour to two. Another 17 percent answered that they stay less than an hour and another 17 percent usually stay about two to five hours. Four out of six people answered that they do not live within 5 minutes around the LaSalle Park, and other two answered that they live in the following neighborhoods; 72.01, 71.02, and, 72.02 of Erie County, New York. All of the surveyor used their personal automobile as a mode of transportation, and the overall rating toward the park good in general, but 17 percent of surveyors answered that the park is in poor condition. They mostly complained about the lack of restroom, trash can, and full-time staffed cafe or snack shop. There are not enough signs and maps to inform visitors. Two days before out group’s site visit, there was a huge wind storm impacted land and trees surrounding the waterfront. One playground and benches were demolished due to the impact of the wind storm, more than 10 trees were fallen off on the ground, and power lines within the waterfront got damaged and repair work was ongoing.

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Recommendation LaSalle Park has many great things in place but it must be expanded upon. The park is also in need of many basic necessities. Making the park easier to get to will attract more people.

The park is a great open space for many activities. Being along the waterfront makes the park more inviting and gives greater possibility for water activities.

Reconnection Being parallel to the I-190 highway, LaSalle Park often feels disconnected from the rest of Buffalo. Improvements to landscaping, adding trees and flowers, addition of amenities, and planned maintenance will increase the parks aesthetic appeal. Also, allowing more access to the water will increase health and overall happiness. This can be done through opening access to the park through the water for the use of boats. People will also enjoy having designated fishing spots along the edge of the park. Creating a community garden in the park would greatly improve the surrounding neighborhoods by increasing fresh foods, physical activity, education on dietary habits, reducing risk of obesity, and improving mental health and relaxation. Local artists should be invited to paint murals in the park. Public art will attract more people to the waterfront. All amenities in the park will also be made ADA accessible by removing a bench from a picnic table, adding more sidewalks/trails, including ramps wherever needed, and adding braille to all signage. This way everyone can enjoy the park equally.

Accessibility Access to the park is very limited, turning people away from visiting in the first place.

Improving accessibility will have to start with making the I-190 highway seem like less of a

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barrier between the park and the city. This can be done by adding a place to dock any watercrafts on the waterfront, introducing a new way to enter the park. Bike and pedestrian paths can be added along Porter Avenue or from the Waterfront village. There must be a bus stop at the entrance to the park on Porter Avenue put in place to encourage those without a car to visit the site. Installing signage around the park in the surrounding neighborhoods will help find the park and its amenities. Improving the quality and quantity of parking across the park will allow more people to drive and park anywhere in the park that they want.

Basic Necessities According to users surveyed, the majority of visitors request greater accessibility to basic facilities such as bathrooms and water fountains. These bathrooms should be public and cleaned daily; and there should be more than one facility due to the large size of the park with its wide variety of amenities.

Maintenance One of the main problems brought up by the park users was the overall lack of maintenance in the park. There has to be more staffing that is dedicated to picking up garbage and cleaning up every site. Installing permanent garbage and recycling bins around the park will decrease the amount of litter produced. Also, litter laws should be enforced more to make sure people are properly disposing of their garbage. The trails must be repaved and cleaned. The Splash Pad is in need of renewal due to a lot of cracks which can be potentially dangerous to children.

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Recreational Activity Most of LaSalle Parks visitors are found to use mostly the dog park, skatepark, or the walking trail. Most of these people would love to see improves on what they mostly use. For example, the skaters at the skatepark want to see more obstacles added to their favorite spot. The dog park should really focus on the dogs. Trees and other natural visual barriers will be included. This makes the environment more enjoyable for the dogs and also allows for

Data Source: travelks.com

(Figure. 35) Seaplane playground

them to escape and hide from other dogs that may bully them. Getting rid of the 90-degree angle will stop any dogs from getting cornered. The dog park will have toys and dog exercise equipment will be installed in order for the dogs to interact together and also with their human caretakers (“What Makes a Good Dog Park”). Expanding the walking trail to goes throughout the entire park instead of just along the water park. This will encourage more physical activity and for people to enjoy more of the park. Adding fitness stations along the trail promotes a healthier lifestyle and increases social activity. The children’s playground must be cleaned up and expanded. The newer playground should incorporate concepts of LaSalle park’s history within it. For example, having a seaplane designed into the playground that kids can climb onto. There

Data Source: doggeek.com

(Figure. 36) Great Bend Dog Park, Kansas

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will be more sports fields to be added around the park. This will help accommodate for the diversity in sports played by the surrounding zones.

Amenities Choosing the right amenities is important to the success of certain areas of the park. The public grills have to be replaced with brand new ones and be maintained with the help of permanent park staffing.

This will attract more family and friend groups to visit

Data Source: freshome.com

(Figure. 37) Bicycle racks

during warmer days to get together and bond while grilling. With so many people biking to get to the park, there need to be bike racks installed to have a place to keep their transportation safe. An increase in the number of benches, tables and chairs will complement the grill improvement and also give space to socialize. Shelters are important social spaces and they also encourage park visitation in weather that may not be ideal. They will help keep those waiting for the bus, feel comfortable in almost any weather. The

Data Source: nacto.org

(Figure. 38) Bus shelter in bad weather

pavilion should be kept where it is but it should be painted by local artists to show more diversity, instead of it just being a random white building in the middle of the park. As some residents pointed out, there should be a place to eat or drink somewhere in the park. People have to leave and walk or drive a while before they can find a place to eat but

Data Source: greensborodailyphoto.com

(Figure. 39) Food stand in park

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if it was all accessible at the park, they would have no reason to leave.

Security Visitors of the park must feel safe if they are to come back and stay. An increase in police patrolling around the park will deter any illegal activity. Providing adequate lighting around the park is important since there is currently little to no street lights. This will create a feeling of safety for anyone still in the park when its dark. Placing permanent staffing around the park will not only help keep the park maintained, but will also allow for more surveillance.

Education The park can be used as an opportunity to educate the community. The pavilion or any shelters can be great spaces used for education programs. Signage will be placed on certain historical sites such as the seaplane ramp. The signs will give historical information on the park and its features.

Programs/Events Programs and events can bring together the nearby communities that have been disconnected by the I-190 highway. Cultural events can be paraded around the entire park or be held at the pavilion. Educational programs can be held for children while there may also be fishing lessons going on at the same time on different parts of the park. An increase in the number of concerts will bring in more money for the park in the long run. Programs and events will help the community understand one another and bring people together to learn and have fun.

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Best Practices Harbor Park - Kenosha, WI, USA Harbor Park is a very successful waterfront park in Kenosha, Wisconsin. This park is very proud of being a mix of park and open space development. Each year Harbor park is visited by hundreds of thousands of visitors. The park is very accessible, as it is connected by bike trail, streets, electric street car rail, and boat access. The park is very visually inviting with many benches and plentiful amounts of lights. The courtyards act as a venue for many special events and becomes a social space for visitors. The park has plenty of restrooms, both public and private. Lake Michigan is a huge attraction for sightseers, boaters, fisherman, and recreational users (Forester, 2002). People often like to hold weddings nearby at the Wolfenbuttel flower gardens due to the view of the lake. Popular areas are being filled with public art to become stopping area for those in the park.

Data Source: visitkenosha.com

Karl Oskar Days - Lindstrom, Minnesota, USA Karl Oskar Days is a very popular Swedish heritage festival held every year for a week.

Thousands of tourists from around the world visit Lindstrom for this event. The festival is named after a fictional character about a Swedish immigrant who left Hassela, Sweden for Minnesota.

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The heritage is exhibited in many ways such as through music, food, museum displays, historic site tours, and stores selling Swedish-inspired products. Events are held throughout 6 days which includes things such as, log rolling, Swedish musical performances, street dances, and parades.

In 2015, a Swedish film crew flew in from Sweden to film the event for reality television show (Mumford, 2015). This type of event helps build a community by bringing a large amount of community pride and helping to get the community involved.

Data Source: ubc.net

Chicago Lakefront Path - Chicago, Illinois, USA Chicago Lakefront Path is an 18.5-mile bike path along Lake Michigan that includes park activities across it. Features such as volleyball, beaches, soccer, playgrounds, baseball, and tennis courts can be found along the path. The path acts as a bridge between the separated ethnic and socioeconomic neighborhoods in the area (Saunders, 2017). This path is mostly used as a form of transportation and recreation. This transforms the waterfront into a social hub for people of different backgrounds. At the downtown end of the path, the area is expanded to create room for events such as concerts or parades. The whole path is also used for other special events such as races or bike events (Saunders, 2017). The path is always lively with people throughout each season due to its wide variety of uses and activities.

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Data Source: spinlister.com

Summer Night Lights Program - Los Angeles, California, USA Los Angeles has one of the greatest gang presence in the United States, which also puts it at the top of the list for gang related violence. Since parks and recreation areas are common sites for these crimes, many community leaders created the Summer Night Lights program to keep kids and families safe. The park extended nighttime hours in a few parks in bad neighborhoods.

The lights were kept on longer and there were family nighttime activities introduced. More than half of gang-related crimes decreased in areas with the program in action. Due to this, the budget for the parks increased. This allowed for the city to afford to hire young people to staff the park, which in turn, decreased the amount of crime even further (Summer Night Lights).

Data Source: grydfoundation.org

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Appendix

(Chart. 1) Population by Age – Lakeview, Columbus, and Waterfront Village

(Chart. 2) Median Income by Age Group – Lakeview, Columbus, and Waterfront Village 29

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(Chart. 3) Population by Race – Lakeview, Columbus, and Waterfront Village

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(Chart. 4) Commute to Work - Lakeview, Columbus, and Waterfront Village

(User Observation Sheet) 31

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(LaSalle Park Survey Sheet #1)

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(LaSalle Park Survey Sheet #2)

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(LaSalle Park Survey Sheet #3) 34

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(La Salle Park Survey Sheet #4)

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(La Salle Park Survey Sheet #5)

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(La Salle Park Survey Sheet #6) 37

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Reference Cichon, S. (2017, December 3). Tag: Erie Canal. Retrieved from http://blog.buffalostories.com.

DeMuro, K. (2015, December 7). The Many Benefits of Community Gardens. Retrieved from https://greenleafcommunities.org.

Erie Canal in Buffalo, NY. (n.d.). Retrieved from https://www.visitbuffaloniagara.com.

Forester, T. (2002, August 30.). Harbor park: Downtowns & Districts. Retrieved from https://www.pps.org.

Google Map, (2019), Google Maps place for LaSalle Park, Retrieved from https://map.google.com Imagine LaSalle. (2018, June 26). Retrieved from http://regional-institute.buffalo.edu.

Kalish, E. (2014, August 10). Clearwater Reservoir - Buffalo NY. Retrieved from https://livingnewdeal.org.

LaSalle Park. (n.d.). Retrieved from https://buffaloah.com.

Malloy, J. M. (1970, January 1). Buffalo's First International Airport - The Outer Harbor!

Retrieved from https://www.buffalohistorygazette.net.

Map My Fitness. (2012, May 21). Buffalo Riverwalk. Retrieved from https://www.mapmyride.com Mumford, T. (2015, July 10). Why a fictional character gets an annual festival in Lindstrom, Minn. Retrieved from https://www.mprnews.org.

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Przepasniak, E. (2018, October 17). From Centennial to LaSalle: How Buffalo's waterfront park has evolved. Retrieved from https://buffalonews.com.

Saunders, R. (2017, May 17). Chicago Lakefront Path: Waterfronts. Retrieved from https://www.pps.org/.

Farrey, T. & Risa Isard (2017) State of Play Western New York Retrieved from http://www.ralphcwilsonjrfoundation.org Summer Night Lights. (n.d.). Retrieved from https://www.lagryd.org.

U.S Census Bureau. (2010). Retrieved from https://www2.census.gov/geo/maps/ 9 Unique Benefits of Outdoor Adult Fitness Parks. (n.d.). Retrieved from https://www.playcore.com.

What Makes a Good Dog Park? (n.d.). Retrieved from https://apdt.com/

All other photos are taken by group 2 member at LaSalle park Buffalo, New York on November 6 and 12 at 11:30 AM to 2:00 PM

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City Hall

LaSalle Park, Buffalo, New York

Data Source: The Buffalo News & Google Maps

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The area where the park is located, used to be submerged underwater.

Data Source: The Buffalo News

Facts

LaSalle Park was formerly known as Centennial Park. It is now Buffalo’s largest waterfront park.

Data Source: The Buffalo News

Col. Francis G. Ward Pumping Station, home of the 5 Holly Steam Pumps (1915)

Data Source: bufalloah.com

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The Interstate 190 was built along the bed of the Erie Canal

Data Source: Buffalo News

LaSalle Park initially used as an industrial dumping ground

Data Source: livingnewdeal.org

History

The Works Progress Administration (WPA) began construction of the Clearwater Reservoir Project in 1935.

Data Source: WPA Photo Public Domain 1936

Aerial view of Buffalo’s first International Airport (1932)

Data Source: buffalohistorygazette.net

First Buffalo-Toronto passenger airline take-off

Data Source: buffalohistorygazette.net

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Data Source: Google Maps

UB Architecture & Planning

UB Architecture & Planning 5.5 miles

Context

Parkway System

Peace Bridge

2.5 miles

3000 feets

LaSalle Park

Peace Bridge

Parkway System

Data Source: Google Maps

Delaware Park

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Buffalo Yacht Club Entrance

Context - Local

Pedestrian Bridge

Data Source: Google Maps

Data Source: All photos were taken by members of Group 2

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Context - Recreational

Data Source: Google Maps

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Context - Recreational Data Source: All photos were taken by team

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The only entrance by car

Data Source: Photos taken by the team

Accessibility

Condition

Locked restroom

Data Source: Photos taken by the team

Amenities

Grills at Children’s park Floor of Splash Pad Veteran’ memorials

Data Source: Photos taken by the team

Maintenance

Data Source: All photos were taken by members of Group 2

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Weather

Fallen trees by windstorm near picnic yard

Waterfront

Damaged wall and rusted fences along the waterfront

Condition

Damaged and weathered walking trail

Trails

Only security camera

Data Source: All photos were taken by team

Security

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Data Source: Photos taken by the team

Data Source: Photos taken by the team

Noise by Highway

Controlling Litter

Challenges Lack of Seating

Drug and Alcohol

Lack of Lighting

Data Source: All photos were taken by members of Group 2

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● Dog Park, Skate Park, Sports Fields, and Riverwalk Trail are just some opportunities offered to park goers

● Residents of the Lower West Side, Downtown, Allentown, and parts of Elmwood VIllage and the Lower East Side can all access LaSalle park via River trails in 10 minutes or less on bicycle

● LaSalle Park is well connected to the overall surrounding area

Opportunities

Riverwalk System Map

Pedestrian bridge that crosses I-190

Data Source: www.erie.gov

Data Source: Photos taken by the team

Data Source: All photos were taken by members of Group 2

13

127

2010 Census Tract Reference Map Data Source: www.erie.gov

Introducing the Greater LaSalle Park Area

Demographics

14

128

Data Source: 2010 Census Tract Reference Map

Demographics

15

129

Data Source: 2010 Census Tract Reference Map

Demographics

16

130

Demographics

17

131

Demographics

18

132

Demographics

19

133

La Salle Park Survey Sheets

User Survey/Observation

20

134

Data Source: Google Maps

Recommendations

21

135

Data Source: Buzzards Bay Coalition

Data Source: Foursquare City Guide Data Source: Landscape Solutions New Zealand

Data Source: Franklin Park Conservatory

Data Source: Association for Public Art

Recommendations - Reconnection

22

136

Data Source: metro.nfta.com

Bus Route

Bike Trail

Data Source: Capital City State Trail

Recommendations - Accessibility

Watercraft access point

Data Source: ez-dock.com

23

137

Data Source: Imagine LaSalle

Harbor

Data Source: Imagine LaSalle

Industry

Data Source: Imagine LaSalle

Water

Recommendations - Restoring History

Data Source: Imagine LaSalle

Seaplane

24

138

Data Source: Photos taken by the team

Public Grills

Data Source: Photos taken by the team

Dog Park

Data Source: Columbus Metro Parks

Data Source: All About Doody Pet Solutions

Recommendation - Upgrading

Data Source: Photos taken by the team

Benches/Tables

Data Source: Photos taken by the team

Bike/Walk Trail

Data Source: City Of Santa Rosa

Data Source: Astel Steel

Data Source: Northern Ontario Travel

25

139

Data Source: Wikipedia.org

Data Source: Transportation Recreation Alternatives In Louisiana

Data Source: Ferrara Food Stand, Central Park, New York City

Recommendation - Amenities

Data Source: Shawnee Mission Post

26

140

Data Source: Yellowstone Forever

Data Source: Visit Vancouver USA

Data Source: Discover Los Angeles

Data Source:Visit Philadelphia

Recommendation - Programming/Events

Data Source: King County Parks Plog

27

27

141

Data Source: 123RF

Data Source: KWAY Radio Group

Data Source: Porous Pave, inc.

Data Source: Lexington Herald Leader

Recommendation - Maintenance & Security

Data Source: Satyam Composites

Data Source: Wikimedia Commons

28

142

Data Source: Project for Public Spaces

Harbor Park - Kenosha, WI, USA

Best Practices

Data Source: Project for Public Spaces

Data Source: Project for Public Spaces

Data Source: Project for Public Spaces

29

143

Data Source: World’s Marathons

Chicago Lakefront Path- Chicago, Illinois, USA

Best Practices

Data Source: Fine Art America

Data Source: Choose Chicago

Data Source: Spinlister

Data Source: Project for Public Spaces

30

144

Data Source: Karl Oskar Days Facebook

Karl Oskar Days - Lindstrom, Minnesota, USA

Best Practices

Data Source: Project for Public Spaces

Data Source: Project for Public Spaces

31

145

Summer Night Lights Program - Los Angeles, California, USA

Best Practices

Data Source: grydfoundation.org

32

146

Conclusion

Thank you, Questions?

Data Source: The Buffalo News

33

Presentation Outline Group 2 Introduction Names: Ruiyan Guo, Je Yong Lee, Devin Barth, Victor Acevedo Topic: Mini-Master Plan for LaSalle Park

Slide 4: Facts - The area where LaSalle Park is located used to be completely submerged underwater. This means the park was completely man-made. It is all infill.

- LaSalle Park was first introduced as Centennial Park because it was made to celebrate Buffalo’s 100th birthday.

The park was later renamed to LaSalle Park in 1940 after the French explorer René-Robert Cavalier Sieur de LaSalle.

- Today it is Buffalo’s largest waterfront park, covering an area of 77 acres - Located on the northern part of the park, is the Colonel Francis G. Ward Pumping Station. This facility contains the 5 Holly Steam Pumps, which are the largest steam pumps ever created by Holly Manufacturing Co. These pumps operated until 1980, providing 30 million gallons of water per pump per day.

- The surrounding neighborhoods of LaSalle Park are extremely diverse in terms of race and income.

Slide 5: History - This piece of land was bought to create a park but ended being used as an industrial dumping ground. During this time, it was gradually filled in until 1931.

- The Erie Canal also used to run along this area but parts of it was replaced by the I-190 highway. This is where a shipbuilding yard met the canal at Virginia Street.

147

- In 1935, the WPA created a huge 12-million-gallon capacity water reservoir underneath the park. This created several thousand jobs for local workers.

- There is a ramp still on the southern end of LaSalle Park that is not officially being used. It may not be commonly known but that ramp is actually Buffalo’s First International Airport. The first international passenger airline took off from here in 1929 to Toronto.

Slide 6: Context -From the park, UB School of Architecture & Planning is situated 5.5 miles far as the crow flies.

Fredrick Olmstead’s Parkway system and Delaware park are 2.5 miles far as the crow flies.

The peace bridge is situated 3000 ft far.

Slide 7: Local Context -Buffalo Yacht Club is interconnected with the park entrance. There are two ways to get access to the park. The first way is using the automobile. The entrance for the automobile is located at the northern edge of the park.

Another way is by using the pedestrian bridge that crosses the highway I-190. It is located on the east edge of the park.

Slide 8: Recreational context -This is the bird’s eye view of LaSalle and these are the current existing spaces. Our team divided the site into three categories which are Historic in blue, Recreational in yellow, and amenities in red.

Slide 9: Recreational context -These are the most used recreation within the park. LaSalle Skatepark is the only skate park in a five miles radius around LaSalle Park. This is the first dog park within the city of Buffalo.

During the summer, diverse events such as concert and flea markets held at the Pavillion.

Slide 10: Condition -Porter Ave & D. A. R. Dr provides direct linkage for the visitors who use automobiles.

There is plenty of parking around the park, on-street or by the parking lot, but there is no bus stop anywhere around the park.

148

-The only restrooms are situated inside of the pool locker rooms & the shelter house. However, both of them are usually locked.

Currently, there is nowhere to get food or drink in or around the park.

-The lawns are mowed and the pumping station is regularly maintained by workers.

Grills at Children’s park and floor of Splash Pad are weathered and worn off.

Veteran’ memorials are damaged by the wind storm.

Slide 11: Condition (cont) -There are plenty of people that walk along the waterfront at a risk. The wall along the water is falling apart creating bigger openings. The landscape here is very minimal and torn up.

-The weather is a big challenge for the park. During the winter, heavy storms affect waterfront and damages the trees and facilities in the park. The Shoreline Trail is not very well maintained within the park.

-The trail seems to not have been paved in a long time. There are a lot of cracks and pieces that pop up from the ground along the trail -Lack of security cameras makes visitors feel unsafe. Finding a police officer patrolling the park is rare.

Slide 12: Challenges -LaSalle Park experiences a variety of challenges that have shaped the park into its current state today. The park has problems controlling litter within the large area of the park.

-Many of the existing benches, especially near the waterfront, are extremely deteriorated and uninviting to sit on.

-Lighting is another challenge. There are not enough lightings for recreations beside along the D.A.R drive.

-Noise by Highway: Another challenge the park faces on a daily basis is the noise created by the major highway that runs parallel to the park -Drug and Alcohol: Our group observed the presence and use of drugs and alcohol within the park by visitors.

149

Slide 13: Opportunities -LaSalle Park offers it visitors a variety of opportunities.

- The park is easily accessible by car, bicycle, or walking.

- Route I-90 runs parallel to the park making the park easy to find a - The Riverwalk Trail connects surrounding neighborhoods to LaSalle Park.

- Amenities: dog park, sports facilities, skate park, and waterfront view.

-These amenities are not offered all in the same place anywhere else in the city.

Slide 14: Introducing the Greater LaSalle Park Area - In analyzing the demographics of the Greater LaSalle Park area we combined Erie County census tracts 71.02, 72.01,and 72.02. These geographical areas are better known as the Columbus, Lakeview, and Waterfront Village neighborhoods. This area is considered home to just shy of 8000 citizens.

Slide 15: Population By Age -By breaking up this population by age group it was determined that there is a prominent youth population in the geographical area between the ages of 5 and 19 -Additionally to their being an ample amount of young families, there is also a significant amount of residents 50 to 74 years of age.

-This further exacerbates the parks need to serve different age groups and populations.

Slide 16: Median Income By Age Group -There are noticeably more residents below the poverty line in the two census tracts near the park in comparison to the census tract containing the park itself.

-This is most likely because the residents who can afford the luxury apartments with a view of the park have good paying jobs with a comfortable income -Waterfront Village unlike a majority of the surrounding area has an above average cost of living in comparison to Buffalo averages, many residents who reside in Waterfront Village utilize LaSalle Park as their backyard on a daily basis.

Slide 17: Lakeview Pop By Race -The Lakeview Neighborhood boasts the largest Hispanic population in the city of Buffalo; residents are predominantly of Puerto Rican descent, approximately 95%.

150

Slide 18: Columbus Pop By Race -The Columbus neighborhood is extremely diverse in terms of race. White and Black residents alone make up â…– of the population respectively. Nearly all residents in the Columbus neighborhood identifying as some other race are of Hispanic descent. White, Black, and Hispanic residents represent 98% of the neighborhood population.

Slide 19: Waterfront Village Pop By Race -Median Income varies greatly amongst the three neighborhoods encompassing the park.

-The Waterfront Village residents, especially in the working class, are making far more money than any other residents in the area, around double in some instances.

Slide 20: User Observations & Surveys -To collect and determine public opinions towards the LaSalle Park, we created a short survey that contains 7 multiple choice questions and 11 rating questions pertaining to frequency of visit, period of use, mode of transportation access, and overall rating of the park based on visitor’s perspective, experience, and opinion. In our findings many users are extremely passionate about the park and are very opinionated in which ways the park would benefit most from improvement. Many surveyees have stressed the need for permanent garbage and recycling bins throughout the park to combat pollution in the park. Furthermore many seating options throughout the park are extremely weathered and users desire functional seating especially near the waterfront. These recommendations are further discussed amongst other additions by Victor.

Slide 21: Recommendations -The map shows all the areas where our improvements or addition will be located Slide 22 - reconnection to the waterfront - improve landscaping & basic maintenance - allowing access to the water

-designated fishing and boating areas

- creation of a community garden -Invite local artists to paint or create public art -Appealing to the people

151

Slide 23 -We want to make it easier for people to access the park -adding stops for public transportation -adding a dock for all watercraft -extending walk/bike trails -improve all parking lots -Make entire park ADA accessible

Slide 24 - We want to remind and educate people on the history of the park in creative ways -appeal to the younger generation -We do this by designing interactive playgrounds influenced by LaSalle’s background

Slide 25 -The park is in need of some upgrades -The dog park being one of the most popular sites, we will make it larger, add canine toys & exercise equipment -This way the dogs interact more with each other and their human caretakers -Public grills should be added to the edge of the park. They should be kept clean, made bigger, and have tool shelves installed -The bike and walk trail should be combined into one and extended to all around the park.

-Benches and tables should be made more stable for the drastic changing weather. Tables should be ADA accessible

Slide 26 -Some amenities we thought should be added to the park -Bike racks for the bike trail -Water fountain for both people and dogs -Bus shelters at every stop are needed for bad weather while waiting for the bus - Permanent food stands so people don’t need to leave the park to buy food

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Slide 27 - Due to the many different cultures in the surrounding area, there should cultural events such as parades & festivals to celebrate the heritage -Holiday fairs will attract more attention for families -Educational programs at the park for young children are important to teach the history of the land, the wildlife, cultures and many other things about the park.

Slide 28 - Maintenance is essential in keeping a park attractive. Having permanent staffing will keep the park clean and make others feel safer.

-Permanent recycling and garbage bins should be placed around the entire park -New pavement on roads, trails and parking lots will keep users happy -Security cameras should be placed all around LaSalle with a way to contact the police -An increase in police patrolling will increase the overall safety even if its short term - Having a well lit park will also increase the sense of security

Slide 29 -Harbor Park is a successful waterfront park located in Wisconsin -proud of park and open space development mix -very accessible

-By bike trail, connected streets, boat access, and the most popular, by electric streetcar

-Weddings often held here -Public art has become stopping spots for visitors

Slide 30 -Located in Illinois -18.5 mile bike path along Lake MIchigan with park activities -acts as a bridge between ethnic and socioeconomic backgrounds -mostly used for transportation and recreation

153

-The downtown end contains space for concerts and parades -The bike path is sometimes used for races or bike events Slide 31 -Karl Oskar Days is a huge swedish festival in Minnesota -Thousands of visitors from around the world -swedish music is played, swedish food is served, there are historic site tours and sweidsh products sold -helps build the community by getting the people involved and providing a major amount of pride Slide 32 -The Summer Night Lights Program is in Los Angeles.

-Started because of the high amounts of gang related violence -The parks extended nighttime hours, kept the lights on longer, and nighttime family activities were introduced -Since then more than half of the gang-related crimes have disappeared in the areas with the program -This allowed for a budget increase which in turn allowed for the parks to hire young people to staff the parks -This decreased crime even farther -Ruiyan finish us off

154

- This piece of land was bought to create a park but ended being used as an industrial dumping ground.

During this time, it was gradually lled in until 1931.

- The area where LaSalle Park is located used to be completely submerged underwater. This means the park was completely man-made. It is all innll.

- The Erie Canal also used to run along this area but parts of it was replaced by the I-190 highway. This is where a shipbuilding yard met the canal at Virginia Street.

- Today it is Buffalo’s largest waterfront park, covering an area of 77 acres

- In 1935, the WPA created a huge 12-million-gallon capacity water reservoir underneath the park. This created several thousand jobs for local workers.

- There is a ramp still on the southern end of LaSalle Park that is not officially being used. It may not be commonly known but that ramp is actually Buffalo’s First International Airport.

- Located on the northern part of the park, is the Colonel Francis G. Ward Pumping Station. This facility contains the 5 Holly Steam Pumps, which are the largest steam pumps ever created by Holly Manufacturing Co. These pumps operated until 1980, providing 30 million gallons of water per pump per day.

- The surrounding neighborhoods of LaSalle Park are extremely diverse in terms of race and income.

155

Environmental Design Workshop: Methods of Design Inquiry Portfolio

Amaris Lighty END 350 Fall 2019

1

Table of Contents Introduction

3

Research in Planning/Literature Review/Annotated Bibliography

4

Data Analysis: Population Growth and Decline

16

Memorandum: The Relationship Between Pedestrian Safety and the Design of Intersections

25

Memorandum Presentation

39

Park Mini-Master Plan: Martin Luther King Jr. Park

54

Park Mini-Master Plan Presentation/Script

80

2

Introduction

This portfolio includes both

on improving my skills and improv-

independent and collaborative work

ing my quality of work. Prior to this

from the Environmental Design

course, I did not know how to use

workshop: Methods of Design In-

Microsoft Excel. However, I was able

quiry. The first section of the port-

to learn and continue improving.

folio has three parts: Research in

Collecting Census data was some-

Planning, Literature Review and an

thing that I have grown to become

Annotated Bibliography. The topic I

more comfortable with. This has not

chose for this section was gentrifi-

only been helpful for this course, but

cation, as well as it implications on

for other courses as well. All of the

socio-economic dynamics. The fol-

work leading up to last project, made

lowing section is the Data Analysis

me feel much more equipped to com-

Report; in which I compare the pop-

plete the Mini-Master Plan, and I was

ulation data of a high growth city to

able to produce something that I was

the population data of a no-growth

proud of. The coursework constantly

city. The next section is the Memo-

challenged me and my abilities, how-

randum, where me and my partner

ever this allowed me to progress and

investigated the relationship between

move forward in the END workshop

pedestrian safety and roundabouts

sequence with confidence.

/ intersections. They next part of the same section, is the presentation associated with the memorandum.

Lastly, when put into groups we created a Mini-Master Plan for Martin Luther King Jr. Park in Buffalo, NY. The corresponding presentation is directly after the plan. Working independently in the beginning of the course was highly beneficial to my growth. I was able to only focus

3

Gentrification and its Implications on Socio-economic Dynamics

Research in Planning + Literature Review + Annotated Bibliography

4

Table of Contents Research in Planning: Gentrification

6

Literature Review: Gentrification

7

Abstract

7

The Influences of Gentrification

7

Gentrification in Large and Small Cities

8

The Migration of Displaced Residents

10

Varying Views on Gentrification

10

Conclusion

11

Annotated Bibliography

12

5

Research in Planning: Gentrification

The term gentrification was coined in 1964 by sociologist Ruth Glass who when referring to the alterations she witnessed in the social structure and housing markets in certain areas of inner London. Glass stated: “ One by one, any of the working class quarters have been invaded by the middle class-upper and lower…Once this process of ‘gentrification’ starts in a district it goes on rapidly until all or most of the working class occupiers are displaced and the whole social character of the district is changed” (Glass,1964, p.xvii). Webster’s dictionary provides the following definition of the term: “the buying and renovation of houses and stores in deteriorated urban neighborhoods by upper- or middle income families or individuals, raising property values but often displacing low-income families and small businesses. Initially this process was limited to western cities you can now see its impact globally.

Something that contributes to gentrification is the rising popularity of urban environments. In the United States alone, the urban population made a 12.1% increase from 200 to 2010 (“Growth in Urban Population Outpaces Rest of Nation, Census Bureau Reports”, 2012). Normally you will find people with a lower income that live in urban areas and people with higher income living in bigger houses that are more secluded or suburban. When you live in a house as opposed to an apartment, you use more land and energy which costs money. Also when living in the suburbs, a lot of times you need a car to get where you need to go. This is another large expense. Due to the fact that higher income individuals are starting to prefer urban areas, low income individuals are displaced.

Some of the initial viewpoints regarding gentrification are based on production- and consumption-side theories and the vastly different viewpoints set the tone for why this topic sparks so much debate. Neil Smith historically known for being on the Production-side, “explains gentrification based on the relationship between money and production. Smith said that low rents in suburban areas after World War II led to a movement of capital into those areas as opposed to inner cities. As a result, urban areas were abandoned and land value there decreased while land value in the suburbs increased. Smith then came up with his rent-gap theory and used it to explain the process of gentrification (Briney, 2017).”

Another notable theory is that one proposed by David Ley. Ley represents the consumption side of the theory and, he “looks at the characteristics of people performing gentrification and what they consume as opposed to the market to explain gentrification. It is said that these people perform advanced services (for example they are doctors and/or lawyers), enjoy arts and leisure, and demand amenities and are concerned with aesthetics in their cities. Gentrification allows such changes to occur and caters to this population.”

Finding information and understanding this topic, required researching different viewpoints. Some of the research that I found, touched upon historical influences on this current problem. In all, it was very beneficial to use mixed sources in understanding the how gentrification is affecting the United States.

6

Abstract

Literature Review: Gentrification

The revitalization of cities continues to spread throughout the United States. Something that has resulted from this change is gentrification. According to Mirriam Webster, gentrification is “the process of repairing and rebuilding homes and businesses in a deteriorating area (such as an urban neighborhood) accompanied by an influx of middle-class or affluent people and that often results in the displacement of earlier, usually poorer residents.� This definition helps give a basic understanding of the concept, however there is still a need deeper understanding. Gentrification is a complex topic that is displayed differently throughout different cities in the U.S.. This literature review will further explain how gentrification has evolved and how it has affected society, as well as the possible future of gentrification.

The Influences of Gentrification

Since the mid 1990s, gentrification has completely changed low income neighborhoods. Public housing was one of the major focus points for sites of redevelopment (Goetz, 2011). This greatly affected low income residents, many of which were African American. This kind of redevelopment and gentrification differs from normal privatization, due to state intervention.

The U.S. created a state-led program called HOPE IV in 1992 (Goetz, 2011). It was created in an effort to decentralize poverty and improve inner city neighborhoods. This program funds the demolition of public housing and the development of mixed-income housing. This is a seemingly positive change, however this has uprooted established communities. The housing that is built to replace public housing includes less low income units, which forces a percentage of the existing residents to be displaced.The residents that are displaced, end up moving to nearby areas as well as low income areas (Goetz, 2011). Even for those who stayed in the new housing, their quality of life was not improved (Goetz, 2011). This does not mean that the concept of the redevelopment program is not completely successful, it

simply means that there needs to be more consideration for existing residents in public housing. Housing is significant, however it is important to look at the neighborhood as a whole, for example, schools and local businesses. State intervention has not only affected public housing, it has also affected areas low income areas. Mortgage financing and mortgage capital has contributed to gentrification, and has allowed for low income neighborhoods to be sites of investment and redevelopment (Wyly, 1999). Buying property in an up and coming area is extremely low risk, and when there is a surge of homebuyers there is competition between financial institutions. In earlier generations, a ten percent down payment was required when buying a home, however, in this shift from suburban development to inner city development, the down payment can be as low as five percent (Wyly,1999). These changes in home buying promote gentrification and investment in low income neighborhoods.

Rent-control has been implemented in the past, in an effort to combat the displacement occurring from rising rents. However, it had the opposite affect and it instead accelerated gentrification. The journal article, “The Effects of Rent Control Expansion on Tenants, Landlords, and Inequality: Evi-

7

dence from San Francisco”, shows an example of how rent control affects residents and landlords. When looking at the expansion of rent controlled apartments in the 1990s, it was found that more established tenants moved in and occupied the space, while minorities were able to stay in their apartments (Murray, 2019). However, as time went on, people moved in and out of these apartments. This allowed landlords to raise rents as tenants change. This led to a reduction in rent controlled apartments, and the persistence of gentrification and rising rents (Murray, 2019).

In the journal article, “The Edge of the Island: Cultural Ideology and Neighbourhood Identity at the Gentrification Frontier,” Douglas explains the ideology of “First-wave gentrifiers”and how developers and investors assess the potential of different low income areas. One specific example is in Chicago, where we see gentrification moving westward. Edgetown is an area located in West Chicago and it has been developed and revitalized (Douglas, 2012). Prior to this change, this city lacked in identity.

Although the population was comprised of high contrecation of Latinos, there was no significant identity that classified this area (Douglas, 2012). This was seen as an opportunity and it resulted in developers coming and and creating that identity. They added bars and restaurants, as well as luxury housing, and it was named Edgetown due to its location (Douglas, 2012). This area was given an identity that attracted a new type of population, displacing the previous residents. This is just one of the many examples of how developers evaluate potential and take advantage of opportunities.

8

Gentrification in Large and Small Cities

In the journal article, “Postrecession Gentrification in New York City”, Jason Hacksworth explains how gentrification has changed since the 1990s. This is presented through four main changes in gentrification.

The first being, the involvement of corporate developers. They have more commonly become “initial gentrifiers.” The low income residents that exist in these developing areas, only have so much power when put against the corporations coming in with new developments (Moses, 2006). The second change is the involvement of the state. As redevelopment of inner cities continue, the state has become more involved in supporting this development. Local governments are especially involved because there is a need for tax revenue, and if an area is in decline there is a disparity in that revenue. The third change is in social movements against gentrification. This has affected the political climate as well as the social climate. Because of this change, the negative effects of gentrification are being highlighted and it is something that is then addressed further.

The last change that is presented is a change in the land economy in inner city neighborhoods, that has promoted redevelopment. As time goes on it becomes more competitive to invest into developing neighborhoods. In this article, there is a study of three New York City neighborhoods that have been developing more recently. One of these places is the Clinton neighborhood, which is adjacent to two gentrified neighborhoods: Chelsea and the Upper West Side. Clinton experienced some gentrification in the 1970s and 1980s, however the neighborhood resisted this change and worked towards preventing further displacement (Hackworth, 2002). De-

velopment was expensive and the investors just sat on their vacated properties.

However, once regulation started to favor development, corporate development firms came in and started to build housing and businesses better suited for a higher class (Hackworth, 2002). In the post-recession era, this neighborhood went through the four changes presented in this article and it resulted in drastic socioeconomic change with the median income going up 117 percent between 1980 and 1990. Economically, this change is positive, however, low income residents are then forced to leave and find refuge in a place where they can live within their means.

In the journal article, “New Build Development and the Gentrification of Oklahoma City’s Deep Deuce Neighborhood,” Payne explains the process of gentrification and development in a small urban neighborhood in Oklahoma City. The Deep Deuce neighborhood in Oklahoma City was once a thriving African American community with a rich history (Payne, 2019).

According to Payne, Deep Deuce was home to The Black Dispatch, a newspaper for the African-American community that was headed by Roscoe Dunjee, an advocate for civil rights and a significant leader in the community. The famous vocalist in Count Basie’s Orchestra, Jimmy Rushing, performed in Deep Deuce and was a member of the Oklahoma City Blue Devils, an area jazz band. Zelia Breaux, who lived four blocks north of Deep Deuce was a very influential force in this neighborhood (Payne, 2019). Breaux was a co-owner and driving force behind the creation and operation of the Aldridge Theater. This theater was an important venue for live performances and movies.

Breaux also taught music, two of her students being Jimmy Rushing and Ralph Ellison (Payne, 2019). Possibly one of the most significant aspects of this neighborhoods history, is that it is the home of Calvary Baptist Church, a 1920s-era church designed and built by an African-American (Payne, 2019).

Martin Luther King, Jr., has preached there, and in the late 1950s, the youth sit-in movement to resist segregated lunch counters in downtown Oklahoma City was planned in a meeting at Calvary Baptist Church (Payne, 2019). This history is acknowledged through plaques and a few building restorations.

Developers have to adhere to the confines of historic preservation. However, this does not prevent gentrification from continuing, and changing the spatial patterns of residents and housing. Development displaced a population of people that are a part of this neighborhood history and culture. New-build development began in the early 2000s with the opening of an upscale apartment complex (Payne, 2019). Since the recession of the late 2000s, several more upscale condos and townhomes have been built in Deep Deuce, dramatically transforming the landscape and place (Payne, 2019). By 2010, 87 percent of the population was White, and this is a direct result from new-build developments (Payne, 2019).

In all, when we compare Harlem, a large metropolitan city, to Deep Deuce, a small metropolitan city, there are no real differences. Deep Deuce has undergone a much longer process of gentrification, however both cities were affected by development, and both cities saw a dramatic change in spatial segregation. A change that has displaced many low income, minority residents.

9

The Migration of Displaced Residents

Historically, “the American dream” was a white picket fence and a house in the suburbs. However, the desire to live in centralized urban areas has significantly increased over time. As this shift continues, “downtowns” are catering to a higher market, thus displacing the existing low income residents. The journal article, “Gentrification and neighborhood housing cycles: Will America’s future downtowns be rich?”, the migration of displaced residents is explained. Brueckner displays the shift in the housing market. The article explains that development has been centralized, and those that are displaced due to urban renewal, are often forced to move further outward. Market dynamics have changed in a way that makes outer suburbs more affordable and less desirable to a those of a higher income (Brueckner, 2009).

Something that is significant to look at is how gentrification affects the individuals that are able to stay. The journal article, “A tale of two Harlems: Gentrification, social capital, and implications for aging in place,” focuses on older African Americans living in Central Harlem before and after its redevelopment. Focus groups were held in the community space of each senior housing building (Versey, 2018), sample questions included: -What do you think has changed most about Harlem in the past ten-fifteen years?

-Do you think of these changes as mostly positive or negative for the people who have been living here?

-Do these changes affect your desire to stay in Harlem – why or why not?

10

-If you have friends or family in the area, are they facing challenges – if so what are they?

-If friends or family have moved away, what is the reason for relocation? Where did they move to?

The change in the racial composition of the neighborhood was the most frequently mentioned theme (Versey, 2018). Participants addressed the influx of Whites into the neighborhood and they felt indirectly displaced by the change in racial dynamics, and commercial development (Versey, 2018).

Another problem that arose was the distance from families. A number of individuals living in senior housing had families that lived in the area. However, many of these families had to leave due to the rising rent and price of living (Versey, 2018). There was essentially an overall theme of isolation amongst participants, as well as a lack of belonging (Versey, 2018). This shows that displacement is prevalent regardless of whether or not individuals are physically relocated.

Varying Views on Gentrification

Gentrification is a controversial topic that has been discussed from several different viewpoints. One article argues that gentrification is the result of the ”Back to the City” movement or urban renewal. This process is described as one that capitalizes on low income areas (Smith, 1979). Smith explains that developers can come into these areas and purchasing properties that have not completely depreciated, and invest a relatively large amount into the rehabilitation of these properties (Smith, 1979). Even with this investment they still make a reasonable return (Smith, 1979). In the paper, “Does

gentrification harm the poor?”, one of the viewpoints presented is that gentrification is actually beneficial to low income communities. This process has been seen as the main reason for in and out migration of certain residents. However, others argue that gentrification is is one of the smaller reasons for this shift (Vigdor, 2002). The scholarly commentary for this paper gives even more viewpoints associated with this issue. Douglas S. Massey states, “I have always thought that complaints about gentrification are fundamentally hypocritical. On the one hand, liberal urban specialists rail against the suburbanization of America and the abandonment of the cities by the nation’s whites. On the other hand, when a very few and highly selected whites buck the trend and stake a claim in the city, they are berated as opportunists and decried for gentrifying the inner city.

But liberals can’t have it both ways. If the middle and upper classes are to remain in the city to shore up the tax base and play leadership roles in civic affairs, they have to live somewhere.”

Others believe that gentrification is a necessary process that responds to economic decline in cities (Davidson, 2011).

There is also an argument that gentrification simply follows the ideals of capitalism and commercial development (Davidson, 2011). This is an economic system that dictates a large part of the world. This criticism acknowledges the social repercussions of gentrification, but it highlights that this process has to persist combat economic decline (Davidson, 2011). The other side of the argument is that gentrification is not worth the social effects (Davidson, 2011). This is viewed as a process that perpetuates the spatial segregation of

those of differing income levels and racial/ethnic backgrounds (Davidson, 2011).

A significant perspective of this issue, is that of those directly affected by gentrification.

In the book, “There goes the hood: Views of gentrification from the ground up”, residents from two black inner-city neighborhoods (Harlem and Clinton Hill) were interviewed. The results of the interviews showed that disadvantaged residents are just as appreciative of improvements as affluent residents, especially when it comes to improved public services and a reduction in crime (Freeman, 2011).

However, many of the residents still maintain a negative view of these changes. Some saw these improvements as a “slap in the face” and a reflection of “white privilege” (Freeman, 2011). Even amongst directly affected residents, viewpoints on gentrification and development are varied.

Conclusion

The literature presented in this view,

extensively explain the different aspects of gentrification. The views vary amongst the literature, however the most prevalent theme is that of displacement and segregation. The controversy of this issue is its effect on the socio economic climate. Based on the literature, it is apparent that gentrification is a process that has to be dealt with carefully. Different communities have different needs, therefore planning and development should be done in a way that caters to these needs.

11

Annotated Bibliography 1. Brueckner, J. K., & Rosenthal, S. S. (2009). Gentrification and neighborhood housing

cycles: Will America’s future downtowns be rich? The Review of Economics and Sta

tistics, 91(4), 725-743.

This journal article explains the relationship between central cities and the suburban areas surrounding them. As new developments continue to arise in the suburbs and city edges, the central area is starting to follow suit with more high income housing being developed. With more high income housing, this causes displacement of low income residents.

The authors claim that “central-city/ suburban differences in economic status will narrow in cities of all sizes, and especially in the larger metropolitan areas as American cities become more gentrified.” The article recognizes a disparity and explains how it will very likely continue and progress. A conceptual model is used to show the relationship between city growth and spatial patterns of residents.

2. Clark, E. (2005). The order and simplicity of gentrification: a political challenge.

This article challenges the traditional definitions of gentrification, as well as the cause of gentrification. Clarke goes deeper in an attempt to provide a clear understanding of gentrification as a concept. In the article, gentrification is defined as: “A process involving a change in the population of land-users such that the new users are of a higher socio-economic status than the previous users, together with an associated change in the built environment through a reinvestment in fixed capital.” This process is not limited to inner cities, all types of areas are affected and the article argues that it is important to put the political influence in perspective. The logistics of gentrification are very much controlled by political forces.

3. Davidson, M. (2011). Critical Commentary. Gentrification in Crisis: Towards

Consensus or Disagreement? Urban Studies, 48(10), 1987-1996. doi:10.1177/0042098011411953

This paper investigates the varying views of gentrification. There are many different understandings of the issue, some felt that gentrification has benefitted the state of cities, and others felt that it has created a crisis in affordable housing and racial diversity. This is based on the concept of capitalism while also considering displacement.

4. Douglas, G. C. C. (2012). The Edge of the Island: Cultural Ideology and

Neighbourhood Identity at the Gentrification Frontier. Urban Studies, 49(16), 3579-

3594. doi:10.1177/0042098012448549

This journal article explains how gentrification starts. The focus is on how people find areas and recognize their potential for development. Douglas breaks down the ideology of “first wave gentrifiers” and how they asses an area. This is demonstrated through a case study in Chicago, in a town that was not very established and lacked identity. This was something that appealed to developers. It was not just a good economic choice, it also allowed for cultural capital for the “frontiers” of gentrification. This area is identified by its redevelopment, which is shaped by its first investors.

12

5. Freeman, L. (2011). There goes the hood: Views of gentrification from the ground up:

Temple University Press.

In this book, Lance Freeman questions how gentrification is affecting individuals. He interviewed native residents of three gentrifying neighborhoods; Harlem and Clinton Hill, Brooklyn. This approach helps to understand what gentrification looks like through those that are directly affected. The book includes possible solutions suggested by residents. This gives a personal perspective on an ideal neighborhood that accommodates its native residents while also creating space for new development and residents.

6. Goetz, E. (2011). Gentrification in Black and White: The Racial Impact of Public Housing

Demolition in American Cities. Urban Studies, 48(8), 1581-1604 doi:10.1177/0042098010375323

This journal article investigates the relationship between race and displacement.

Public housing is often demolished to redevelop areas. This housing is often replaced with high-income housing, this displacing many low income residents. When the HOPE IV redevelopment project started to bring mixed-income housing in place of public housing, low income residents were still displaced. Those who remained in this housing showed no real benefit. Something that was very much affected was the social interactions. This furthered segregation between those of different races and classes. The article breakdown how the racial dynamic changed when public housing was being demolished and turned into housing that displaced low income residents.

7. Hackworth, J. (2002). Postrecession gentrification in New York city. Urban Affairs

Review, 37(6), 815-843.

This journal article focuses on three neighborhoods in New York City; Clinton, Long Island City, and DUMBO. Hackworth investigates how post-recession gentrification has evolved, by focusing on four changes in post-recession gentrification. The first change is in the role of cooperate developers. The second is the role of the state, and how it has more directly supported the process of gentrification. The third change is the growth of social movements against gentrification and how this has affected the “urban political sphere.”

Lastly, the article looks at the change in “land economics of inner-city investment.” These changes accelerate the change in neighborhoods.

8. Moses, P. (2006). Gentrification. Commonweal, 133(11), 10.

This article looks at how everyone is affected by gentrification. Moses focuses on Williamsburg, Brooklyn and how its demographics have changed. He also pulls statistic and information from other cities that shows how gentrification affects other places. The interests of the poor and working class are not enough when facing real estate developers. There is a focus on economic gain and this means that low income residents subject to the growing capitalism that drives new development.

9. Murray, C. (2019). Does Rent Control Work? Evidence from San Francisco.(highlights

of “The Effects of Rent Control Expansion on Tenants, Landlords, and Inequality:

Evidence from San Francisco”). In: University of Chicago, Irving B. Harris Graduate

School of Public Policy Studies.

13

This article uses a study in San Francisco to figure out if rent control could work to diffuse gentrification. When looking at the expansion of rent controlled apartments in the 1990s, it was found that more established tenants occupied the space and it allowed minorities to stay in their communities. However, as time went on, the expansion of rent controlled apartments started to accelerate gentrification. As people moved in and out of these apartments, the landlords were able to raise the rent. Eventually there was a decrease in rent controlled apartments and the length of time that people live there decreased.

10. Payne, A. A., & Greiner, A. L. (2019). New Build Development and the Gentrification of

Oklahoma City’s Deep Deuce Neighborhood. Geographical Review, 109(1), 108-130. doi:10.1111/gere.12294

This article examines the gentrification of a historically black neighborhood in Oklahoma City Deep Deuce, a historically black neighborhood in Oklahoma City. The article demonstrates how the city has continued to change, despite the efforts of residents to speak out against these developments. The demographics of this city have changed and the history and culture has not been preserved. What is different about this article is that it focuses on a small metropolitan area. This gives insight to how gentrification affects areas that are not as large or dense as cities like Manhattan. Based on my previous research, the affect gentrification is relatively similar in any type of area. Something that is always present is racial disparities.

11. Pearsall, H. (2013). Superfund Me: A Study of Resistance to Gentrification in New York

City. Urban Studies, 50(11), 2293-2310. doi:10.1177/0042098013478236

This article is a study that shows resistance to the development of gentrified brownfields. Developers wanted to create waterfront homes with mixed use commercial and residential developments. The site for this would be the Gowonas Canal which has been deemed as toxic under Superfund. If this project is taken over by the Superfund, then rents would have to be lower and there would have to be a community based approach. Many were in agreement and some were opposed, including the developer. The developer pulled out of the project. Gentrifying this area faced opposition from both low income and middle class residents. The articles go into other instances of resistance to gentrification and the result of this resistance. The results vary but they show that resistance is necessary if people are being negatively affected.

12. Smith, N. (1979). Toward a theory of gentrification, a back to the city movement by

capital, not people. Journal of the American planning association, 45(4), 538-548.

This journal article focuses on the economic model of gentrification, and why it promotes development. The reasons for the changes in neighborhoods, fall under two categories; cultural and economic. Populations are changing and researchers find that young professionals are a large demographic that prefer urban settings instead of single family homes in the suburbs. Redeveloping inner cities is more economically viable because one can purchase old but stable properties and develop them into new spaces. This article looks at the economic benefits of this development while setting aside the socioeconomic drawbacks.

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13. Versey, H. S. (2018). A tale of two Harlems: Gentrification, social capital, and

implications for aging in place. Social Science & Medicine, 214, 1-11. doi:10.1016/j. socscimed.2018.07.024

This article shows the significance of “aging in place.” This refers to older adults wanting to stay in their communities. The article focuses on the change in social capital as a neighborhood gentrifies, and how this affects African American adults. Versey took a qualitative approach to understand the effects of gentrifying communities on older African American adults. Interviews were conducted in nine senior housing sites in Central Harlem.

The data focused on the residents that stayed in the neighborhood, and how the social capital and community has changed.

14. Vigdor, J. L., Massey, D. S., & Rivlin, A. M. (2002). Does gentrification harm the

poor?[with Comments]. Brookings-Wharton papers on urban affairs, 133-182.

This paper investigates how gentrification affects the poor. Two explanations are offered in the paper that offer two different views of gentrification on low income areas. The first claim is that gentrification revitalizes neighborhoods and creates a sense of wellbeing for those who were previously in less than standard conditions. The second claim is that gentrification results from economic trends that affect the poor. This paper is a review of literature that embarks on finding out if gentrification is harmful low income residents. The authors found the literature to be “too narrow” to have a definite answer. This paper still offers insight on a controversial issue.

15. Wyly, E. K., & Hammel, D. J. (1999). Islands of decay in seas of renewal: Housing policy

and the resurgence of gentrification.

This article links the resurgence of gentrification to government intervention. The article looks at the Home Mortgage Disclosure Act, and the HOPE IV redevelopment plan.

According to the article “Between 1992 and 1997, gentrified neighborhoods attracted conventional home purchase mortgage capital at a rate that grew at more than 2.3 times the suburban rate.” This means that buying property in gentrified areas is supported by housing policies and mortgage programs. This is observed in eight U.S. cities; Boston, Chicago, Detroit, Milwaukee, Minneapolis–St. Paul, Philadelphia, Seattle, and Washington, DC. All these cities vary in economic structure, housing markets and the extent of gentrification.

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Population Growth and Population Decline: A Tale of Two Cities

16

Amaris Lighty END 360 : Data Analysis Report

Table of Contents Introduction

18

Population Growth Rate: San Antonio v. Detroit

18

Income and Education

19

Racial Demographics

20

Conclusion

22

Appendix

23

17

Introduction

Population growth is often an indicator of the success of a city. This analysis compares two cities, one with a high population growth rate, and one with a decline in population. The high growth city chosen was San Antonio, Texas, and the city with no growth that will be compared to the high growth city is Detroit, Michigan. The population data from each city, gives insight on how population growth affects cities.

Population Growth Rate: San Antonio v. Detroit

Source: Bureau of Labor Statistics Current Population Survey

Figure 1 A.1

Source: Bureau of Labor Statistics Current Population

Figure 2 A.2

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Between 2010 and 2017, the population of San Antonio grew by 12.69% (U.S. Census Bureau). According to Rogelio Sáenz, dean of the public policy school at the University of Texas, the perception of San Antonio was “A poor city with a nice river area.” San Antonio was not always desirable, however there are several factors that have gone into its growth. One of which being, the rise in Science, Technology, Engineering and Math (STEM). From 2000-2016, there was 31.1% growth in jobs (Kotkin, 2016).

These new jobs were in industries such as aerospace and cyber security. Population and employment have been on the rise (Figure 1).

Detroit has had a 8.17% decrease in population (U.S. Census Bureau).

Detroit has had a history of economic decline, loss of jobs, and became a prime example of how sprawl and the fall of the industrial age, negatively affected different cities in America. The population has continued to decline for several reasons, one of which being, high taxes (LaFaive, 2018). In 2014, a study was done by the Lincoln Institute of Land Policy, and it found that Detroit had the highest property tax rate of any major U.S. city. Another problem that resulted in further decline is the lack of services (Padnani,

2017). One service that has not been properly and actively provided, is the presence of police in emergencies (Padnani, 2017).

The average response time is 58 minutes according to the Detroit emergency manager. The current conditions of Detroit make it undesirable for relocation. Even though the population is on a decline, the unemployment rate continues to decline (Figure 2). This could be due to the fact that Detroit also includes outer suburbs that are middle class (Beyer, 2018). These areas are also included in the calculation. However, the inner city is still poor and segregated and 36% of the city’s total population is below the poverty rate (Padnani, 2017). This is a large factor in the decline of population.

Income and Education

In San Antonio, there is a strong correlation between higher educational attainment and income. This displays how education affects how much one can earn in the future. Looking at Detroit, education has been a problem. 32.65% of residents only have a high school degree or equivalent, and the median income for those with a high school degree is only $21,729 (U.S. Census Bureau). When comparing both cities, there is a clear difference in educational attainment (Figure 3). Education is an indicator of income levels, and when looking at the median income by educational attainment in each city, both display positive correlation between education level and income (Figure 4).

Source: US Census 2017 ACS 5-Year Survey

Figure 3 A.3

19

Source: US Census 2017 ACS 5-Year Survey

Figure 4 A.4

This data essentially displays how eductated the poplulation is in each city, and how education effects the financial well being. These findings are significant, because they help play a large role in understanding how to improve quality of life and it sheds a light on what each city is lacking. This also helps compare and contrast the population of a high growth and a no growth city. San Antonio has a larger percentage of college graduates than Detroit, meaning more people are erning higher wages in San Antonio, than in Detroit. There is a clear disparity in education. A connection is being made between population groeth and the quality of the city as well as the well being of city’s population.

5). Another significant finding is the lack of diversity (Figure 6). Detroit is very segregated racially. Blacks have the highest concentration of poverty in Detroit, Whites have the second largest concentration of povertty and Hispanics have the third largest (Census Bureau ACS 5-Year Estimate). This is interesting, becase it shows the that the issue of poverty is universal for multiple racial groups. This provides a different veiwpoint that shows very little racial Race Population (2017)

Racial Demographics

The racial demographics of Detroit show that there is a very unbalanced presence of different racial groups (Figure

20

Source: US Census 2017 ACS 5-Year Survey

Figure 5 A.5

Racial Diversity Density Map: Detroit (2016) Source: US Census Bureau

Figure 6

disparities when it comes to poverty.

San Antonio has a mainly white population (Figure 7), and the city lacks in racial Race Population (2017) diversity on a neighborhood level (Figure 8).

However, the largest race living in poverty is White (Census Bureau ACS 5-Year Estimate).

This could be due to the fact that a significant percentage of the population is White, so data displays this race a the most affected by poverty.

Both cities have very different racial demographics, however there is a pattern of Source: US Census 2017 ACS 5-Year Survey low diversity. Both cities are dominated by Figure 7 A.6 one race, however when it comes to poverty, the largest racial groups are the most affected in these cites.

21

Racial Diversity Density Map: Detroit (2016) Source: US Census Bureau

Figure 8

Conclusion

This data helps represent the correlation betwee popukation growth and the success of a population. The high growth city (San Antonio), has shown a population on the rise, the educational attainment, as well as income levels, are higher in San Antonio, than in Detroit (no growth city). Both cities are racially divided, and population growth/ no growth is a possible factor in the racial makeup of a city. In all, the cities that were presented in this report, represent two very different sets of poulation data. However, both sets are necessary in understanding the relationship between population growth and successful cities.

22

Appendix A.1 San Antonio Unemployment Rate Year Rate 2010

6.80%

2011

6.30%

2012

5.60%

2013

4.80%

2014

3.60%

2015

3.50%

2016

3.60%

2017

3.10%

A.2 Detroit Unemployment Rate Year Rate 2010

21.40%

2011

18.30%

2012

18.40%

2013

16.50%

2014

12.20%

2015

9.80%

2016

9.50%

2017

8.80%

A.3 Educational Attainment- San Antonio, Texas and Detroit, Michigan Education Attained San Antonio

Detroit

Less Than 9th Grade

79,840

25,010

9th to 12th Grade

87,637

62,839

High School Graduate

243,296

141,431

23

Some College

210,259

111,174

Associates Degree

69,837

31,086

153,962

36,765

84,862

24,887

Graduate Degree

U.S. Census Bureau, 2017 ACS 5-year Estimates Table S1501 2017, generated by Amaris Lighty using Census Lookup, https://factfinder.census.gov (data retrieved on October 4th 2019) A.4 Median Earnings by Educational Attainment- San Antonio, Texas and Detroit, Michigan Education Level

Detroit

San Antonio

Less than high school graduate

$17,779

$20,051

High school graduate (includes equivalency)

$21,729

$26,155

Some college or associate's degree

$25,695

$31,836

Bachelor's degree

$37,854

$49,823

Graduate or professional degree

$51,262

$61,940

U.S. Census Bureau, 2017 ACS 5-year Estimates Table S2001 2017, generated by Amaris Lighty using Census Lookup, https://factfinder.census.gov (data retrieved on October 4th 2019) A.5 Race Population San Antonio (2017) Race Population White 1,170,477 Black or African American 102,197 Some Other Race 97,544 Asian 40,127 American Indian and Alaska Native 9,733 Native Hawaiian and Other Pacific Islander 1,462 U.S. Census Bureau, 2017 ACS 5-year Estimates Table B03002 2017, generated by Amaris Lighty using Census Lookup, https://factfinder.census.gov (data retrieved on October 4th 2019) A.6 Race Population Detroit (2017) Race White Black or African American

24

Population 95,875 537,931

Some Other Race 20,527 Asian 10,185 American Indian and Alaska Native 2,322 Native Hawaiian and Other Pacific Islander 107 U.S. Census Bureau, 2017 ACS 5-year Estimates Table B03002 2017, generated by Amaris Lighty using Census Lookup, https://factfinder.census.gov (data retrieved on October 4th 2019) References Anatomy of Detroit's Decline. (2013, December 08). Retrieved from https://archive.nytimes.com/www.nytimes.com/interactive/2013/08/17/us/detroit-decline.html Beyer, S. (2018, August 01). Why Has Detroit Continued To Decline? Retrieved from https://www.forbes.com/sites/scottbeyer/2018/07/31/why-has-detroit-continued-todecline/#1415ad9a3fbe Kotkin, J. (2016, November 16). America's Next Great Metropolis Is Taking Shape In Texas. Retrieved from https://www.forbes.com/sites/joelkotkin/2016/10/13/the-next-great-american-metropolis-istaking-shape-in-texas/#53d9f4e31e2f

25

The Relationship Between Pedestrian Safety and the Design of Intersections: A presentation of research from studies, surveys and observational data

Amaris Lighty Devin Barth END 350 Instructor: Jonathan Bleuer

26

Table of Contents Executive Summary

28

Introduction

30

Data Sources and Methods of Analysis

31

Findings

34

Conclusion

37

Bibliography

39

27

Memorandum To: Nadine Marrero, Director of Planning for the city of Buffalo Authors: Devin Barth, Amaris Lighty CC: Michael J. Finn, Acting Comisioner of the Department of Public Works, Parks & Streets in the city of Buffalo Date: October 16th, 2019 Subject: The Relationship Between Pedestrian Safety and the Design of Interesections

Executive Summary

This memorandum addresses pedestrian safety, and how a roundabout compares to intersections in providing safe infrastructure for pedestrians. The data collected includes peer-reviewed journal articles and studies that assess the safety of these types of infrastructure. This is done through surveys, case studies, and observational data. We also observed two sites for an hour on a Wednesday around 12 o’clock pm. We went to Gates Circle, a roundabout located in the Delaware District (Figure 1)(Figure 2). We then went to a cross intersection located in University Heights (Figure 3). Both sites had features that either heightened or lowered pedestrian safety, and the existence of crossing infrastructure was one of the main indicators of safety. The research collected from previous studies give insight on pedestrian safety and how intersections affect safety. When looking at the data from our observations there is a disparity in safety when comparing this to previous research. The results of these studies display that roundabouts promote pedestrian safety based on its design. However the design is not sufficient without the correct elements included. This is something that we found when observing Gates Circle, and we found a lack of crossing infrastructure. Design is important but it can only promote pedestrian safety with the correct elements (crosswalks, crossing signal, clear signage, etc.).

Figure 1 Picture was taken by Amaris Lighty, facing Gates Circle

28

Delaw are Av e.

Ch in

ap y.

Pk

Lafayette Ave.

Delaw are Av e.

Gates circle

Figure 2 Digital field sketch done by Devin Barth, sketch of Gates Circle showing converging streets.

We st

et

Wi ns

in Ma

pe

ar A ve.

e Str

Figure 3 Digital field sketch done by Devin Barth, sketch of the intersection of Main Street and Winspear Avenue

et

e Str

ar

pe

ns Wi

M

ain

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Av

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Introduction

Our first site is Gates Circle located in

the Delaware District of Buffalo, New York.

Gates Circle was inspired by Beaux-Arts planning principles, this circle was one of several designed by Frederick Law Olmsted, Sr., and Calvert Vaux along with the remainder of the Buffalo’s Park and Parkway System. The circle was redesigned by architect E.B. Green, the park became a series of concentric circles with locusts and sloping lawn panels serving to separate the space from the surrounding traffic, while hedges softened a low granite wall, and a perimeter walkway encircled the plaza. Within the encircled plaza there is seating for visitors. Descending into the circle from the entrances at Chapin Parkway and Delaware and Lafayette Avenues, granite steps provide access to the fountain and lower plaza. Flanked by ornate, bronze lamp standards, the fountain is animated with arcing jets and a central spout. The radial symmetry of the design is interrupted only at the north by a series of terraced pools, flanked by two ornate urns atop granite bases (Figure 4).The three streets that converge at Gates Circle are framed by a rectangular park comprising linear paths through rows of elm trees. The surrounding area is comprised of mixed-use development, a homeopathic hospital, and commercial development (About Lancaster Square 2017). A roundabout is a type of intersection that promotes a continuous flow of traffic in a circular counterclockwise motion. Traffic is never required to stop, only yield, and drivers are able to exit at their desired street. If crosswalks are incorporated into the design, the majority of the time pedestrian crosswalks will be displaced from the intersection or overpasses will be present in the design.

Our comparative site is the four-way

30

four-way traffic light intersection at Winspear Avenue and Main Street in the University Heights neighborhood of Buffalo, New York near University at Buffalo’s South Campus (Figure 5). This intersection experiences far more pedestrian activity in comparison to the Gates Circle intersection because of its close proximity to the UB campus. A substantial amount of UB graduate and undergraduate students live in the University Heights neighborhood because of the short commute to south campus. The affordability of University Heights student housing is also a major determining factor in students’ decisions to live in the neighborhood. Alternative student housing such as on-campus residence halls, off-campus apartments, and off-campus housing in Amherst and downtown Buffalo neighborhoods are far more expensive in comparison to houses for lease in the University Heights neighborhood. This area is not solely dedicated to student housing; young to middle-aged families and elderly residents are sparsely dispersed throughout the neighborhood.

Figure 4 Picture was taken by Devin Barth, copper urn ornament

Avenue, Delaware Avenue, and Chapin Parkway. There is street parking present on all converginging streets however no parking is present directly in the roundabout to ensure fluent flow of traffic. At the center of the roundabout is a large water fountain with a variety of landscaping and seating for users to experience in the space (Figure 6). The surrounding land uses are composed of a variety of green space, commercial, retail, residential housing, and a hospital. While analyzing the behavior of vehicles in and around the roundabout, all users handled the intersection with caution. There are many signs present keeping drivers alert while utilizing the intersection. All traffic merged into the roundabout with

Figure 5 Picture taken by Devin Barth, corner of Main Street and Winspear Avenue The neighborhood does experience a high volume of crime in comparison to the state average and Gates Circle. The difference in intersection infrastructure, demographics, and land use influences the behavior of all types of Figure 6 Picture taken by Amaris Lighty, public space for users at our two sites. pedestrians inside Gates Circle

Data Sources and Methods of Analysis

ease and little to no wait time. Breaking behavior of drivers was overall very responsible. Drivers slowed down while

Upon arriving at Gates Circle on October yielding into the circle reacting quick16th, 2019 at approximately noon we observed ly and responsible with little confusion. the site for an hour. In this time we were able Vehicles in the circle kept at least a two to make many observations regarding the car-length distance between one another functionality of the roundabout under a variwhich enables a constant flow of traffic. ety of lenses. Gates Circle is a roundabout that This roundabout manages vehicle traffic combats three converging streets; Lafayette very effectively.

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Our behavior analysis of pedestrian, bicycle, skateboard,and wheelchair use at Gates Circle was vastly different in comparison to vehicle use. Sidewalks were present for pedestrians, however, no crosswalks or infrastructure was present to aid pedestrians in safely crossing the street. In our observations of the site, crosswalks are a necessity to ensure the safety and overall walkability of the Gates Circle area (Figure 7). We found it hard to determine when it was safe to cross the street. furthermore, it was difficult to determine which method of crossing would be the safest. No pedestrian crossing signals were present near the roundabout. Majority of cyclists traveled on the sidewalks; there is no bicycle lane or infrastructure present at the site. Cyclists that traveled the roundabout with vehicle traffic were cautious and responsible; automobilists were heedful to bicycle users in

32

the circle. Overall, Gates Circle seriously lacks pedestrian infrastructure; specifically in

terms of crossing all streets to access the user friendly circle at the center of the roundabout. the circle. Bicycle infrastructure could be improved, however, riders seemed to handle the existing infrastructure well. It is crucial to note that the majority of cyclists observed were riding along the sidewalks of Chapin Parkway for exercise and leisure in the residential area of the site (Figure 8).

After observing Gates Circle, we went to the cross intersection of Main Street and Winspear Avenue, located in University Heights (Figure 9). We arrived to the site around 1:15PM and observed all intersection users for one hour. Main Street is a major commercial corridor in Buffalo, and at this intersection, there are convenience stores and local businesses that essentially cater to the student population in the neigh-

Figure 7 Picture taken by Amaris Lighty, across the street from Gates Cirle with no crosswalks leading to the circle

Figure 8 Picture taken by Amaris Lighty, Chapin Parkway, adjacent to Gates Circle

borhood. The intersecting streets, Winspear Avenue and W Winspear Avenue, are however, residential which shows that the commercial business on Main Street are meant to be accessible to local residents. Due to this and the close proximity of the University at Buffalo South Campus, there was moderate to high pedestrian volume. We were observing on a Wednesday afternoon, and most of the pedestrians seemed to be students coming to and from campus. The behavior of vehicles at this intersection allow for safe crossing. The cars were respecting the speed, signs and signals, and there did not seem to be hesitation or confusion when watching vehicles pass the intersection. There was a higher traffic volume at this intersection than the roundabout that we obserserved.

There were pedestrians and cyclists using this intersection and the analysis of their behavior differs because

Figure 9 Picture taken by Devin Barth, Main Street and Winspear Ave.

33

because the option available for cyclists is ineffective and unsafe; this happens to work

well at this particular intersection because of the extremely wide sidewalks on Main Street and alternative parking on Winspear Avenue that provides enough room for bicyclists and pedestrians to coexist on the same path safely.

Findings

Figure 10 Picture taken by Devin Barth, crossing button and instructional signage at the corner of Winspear Ave. and Main St. elements of the intersection affect them in different ways. Pedestrians made use of sidewalks, crosswalks, and crossing signals (Figure 10). For cyclists, there is a bike lane, however, most people did not use this lane and instead used the sidewalk. The paint that distinguishes the bike lane has faded, and there were many cars parked in the bike lane. Main Street has four lanes of traffic and often times a central turning lane and at the time of our visit it we experienced high traffic volume, thus making it more unsafe for cyclists to use the street for travel. This intersection moved traffic with moderate efficiency, and allowed for pedestrians to cross safely. Cyclists are essentially forced to utilize pedestrian infrastructure

34

In developed countries, modern roundabouts have been successful in reducing the amount of crashes and pedestrian related accidents (Tulu 2015). A study from the article, “Crash Reductions Following Installation of Roundabouts in the United States�, shows the before and after of of 24 stop controlled and signalized intersections that were replaced with modern roundabouts. This resulted in a 39% reduction in total crashes and a 76% reduction in injury crashes. A comprehensive review of studies made outside the United States also showed that installation of modern roundabouts led to about a 30% to 50% reduction in injury crashes and a 50% to 70% reduction in fatal crashes (Persuad 2013). This data suggests that implementation of modern roundabouts improve safety.

One of the articles explains that this is due to the geometric configuration that essentially forces the driver to slow down their approaching speed, thus reducing the likelihood and severity of crashes (Tulu 2015).

Another journal article takes a signalized intersection (Figure 11) and roundabout with similar traffic volume, left turn percentage, right turn percentage, pedestrian volumes and number of approach lanes (Agarwal 2011). In this study, pedestrian safety is quantified, and potential pedestrian conflict models are used to further determine safety. Traffic simulation was also utilized through the “Traffic in cities simu

Figure 11 Source: Federal Highway Administration Research and Technology Diagram of a signalized cross intersection lation model�. This is where a design matrix is created to make a simulation of an intersection with different variables such as traffic volume, turning lanes, major and minor lanes, etc. (Figure 12)(Figure 13). This simulation allowed models to be developed that help quantify pedestrian safety. The models developed can predict either the total number of conflicts for the entire intersection or for each intersection approach. Each model looked at different aspects like approach speeds, number of lanes, and length of the crosswalk. These are indicators of pedestrian safety, and when comparing roundabouts and signalized intersection, the results were varied. Based on the approach model, which was deemed the most accurate way to measure safety for both types of intersections, signalized intersections showed that the exponential function of potential conflicts also has positive correlation between conflicting volume, number of lanes and turn percentage. This means that potential conflicts are heightened as the conflicting volume, number of lanes and turn percentage increase. When looking at roundabouts, the

number of lanes was significantly related to potential conflicts and was directly proportional. This study showed the relationship between pedestrian safety and types of intersections. However, the specific elements of the intersection are what affected the safety, and the only reason that the results were still varied, is because the geometric differences that affect how the driver responds to the actual elements of the intersections (turning lanes, traffic volume, etc.). This study does not deem one intersection more safe than the other when comparing roundabouts and signalized intersections. It does however, show the differences in each type of intersection and the difference in relationships between certain traffic elements and safety.

In the Accident Analysis and Prevention journal, surveys are utilized as the main research method for pedestrian safety based on the type of intersection.

The purpose of the survey is to understand what factors influence the safety of the pedestrian, and to what degree these factors affect safety (Perdomo 2014). This

35

journal article approaches the research processes by studying existing literature to help understand important factors considered in previous studies. The next step in research was bringing in a focus group to further understand significant factors in pedestrian safety. Seven attributes were selected from these findings and utilized in the survey. The five attributes selected from existing literature and studies, were; signs, pedestrian crossing position, traffic volume, traffic speed, and pedestrian volume. The two attributes that were pulled from the focus group were; number of lanes, and the presence of a pedestrian island.

The results showed that pedestrians are more likely to prefer roundabouts in terms of safety perception, if the roundabout includes pedestrian crossings. Based on previous research, this is also consistent with regular intersections. The results also showed that respondents feel safer when there is low speed and traffic volume. This is a significant finding because roundabouts are geometrically designed to lower traffic volume and speed. According to this survey, the perception of safety is higher at roundabouts.

Figure 12 Source: Agarwal, Nithin K, “Estimation of pedestrian safety at intersections through simulation and surrogate safety measures”

Signalized Intersection Simulation Design Matrix

Figure 13 Source: Agarwal, Nithin K, “Estimation of pedestrian safety at intersections through simulation and surrogate safety measures”

Roundabout Simulation Design Matrix

36

In “Assessing the safety impacts of intersection safety systems,” local planning officials examine the effectiveness of roundabouts constructed in the city. Intersections have been found to be high frequency locations in terms of accidents. Depending on the country and the region, about 30% to 60% of all injury accidents and about 16% to 36% of the fatalities occur in or near an intersection (Fuerstenberg 2007). When examining all traffic accidents, the effectiveness of the intersection safety systems vary depending on their functionality. Generally speaking, the intersection safety systems show significant potential in reducing fatalities and injuries at intersections. The bar graph in Figure 14 analysizes the affect of the functions in place on intersections to limit fatalities and injuries. The functions in place are all decreasing the frequency of automobile related injuries and fatalities.

Specifically speaking, left turn infrastructure has eliminated the largest share of accidents at intersections and in the European Union (Schirokof 2012). Left turns are the most

dangerous for drivers because drivers usually accelerate into a left turn. The wider radius of a left turn can result in higher speeds by the vehicle which can be unsafe and greater pedestrian exposure. Not only do the systems examined create a safer roadway, it adds additional complexity to driving.

By educating drivers on the use and functionality of these systems; complexity will be reduced and drivers will perform the task of driving confidently and safely.

Conclusion

Based on the research done from previous studies and surveys, the design of roundabouts promote pedestrian safety, more than traditional intersections. The sources used relied on various research methods and models. This memorandum uses studies that track accidents and compare safety, as well as studies that look at the perception of safety. When visiting the Gates Circle roundabout, we found something contrary to the data found from previous research. This roundabout did not include crossing infrastructure including,

Figure 14 Source: Schirokoff, A., “Assessing the safety impacts of intersection safety systems” This bar graph shows the affect of the functions in place on intersections to limit fatalities and injuries.

37

crosswalks and crossing signals. Although there was not a high volume of traffic, or cars driving at a high speed, there are still vehicles coming from different directions, and this made it harder to cross the street. The circle features fountains and seating, which is seemingly designed for pedestrians. However, we did not feel getting to the middle of the circle was safe for pedestrians. This roundabout is not utilizing sufficient crossing infrastructure, and has the potential to live up to the reputation roundabouts have created for themselves in regards to pedestrian safety. In order to improve the walkability of Gates Circle, crosswalks and pedestrian crosswalk signals need to be incorporated into the design of the intersection. By introducing this pedestrian infrastructure the fountain, seating, and landscaping at the center of Gates Circle will inherently experience a higher volume of occupants because pedestrians will be safer than ever before. Improving pedestrian infrastructure in this way will encourage more residents in the area to relax in the space and thus lead toincreased liveliness at Gates Circle. The Winspear Avenue & Main Street intersection has far more adequate pedestrian infrastructure in comparison to Gates Circle. The crosswalks and pedestrian crossing signals present in the intersection enable pedestrians to cross on all four sides of the intersection in an efficient and safe manner. The existing crosswalks color is beginning to become faded but is still currently clearly visible; this needs to be maintained to continue to ensure pedestrians of this intersection safety. This intersection is more effective than Gates Circle in terms of pedestrian safety. With pedestrian infrastructure and planning changes, Gates Circle will become drastically more pedestrian friendly and has the potential to become a major landmark and tourist feature within Fredrick Law Olmstead’s design of Buffalo’s highway and park system.

38

Bibliography ABOUT LANCASTER SQUARE. (n.d.). Retrieved from https://www.gatescirclebuffalo.com/

Gross, F., Lyon, C., Persaud, B., & Srinivasan, R. (2013). Safety effectiveness of converting signalized intersections to roundabouts. Accident Analysis & Prevention, 50, 234-241. doi:10.1016/j.aap.2012.04.012

Agarwal, N., Stamatiadis, N., Chen, M., Rose, J., & Srinivasan, C. (2011). Estimation of pedestrian safety at intersections through simulation and surrogate safety measures (ProQuest Dissertations Publishing). Retrieved from http://search.proquest.com/docview/1561136546/

Perdomo, M., Rezaei, A., Patterson, Z., Saunier, N., & Miranda-Moreno, L. F. (2014).

Pedestrian preferences with respect to roundabouts

A video-based stated preference

survey. Accident Analysis & Prevention, 70, 84-91. doi:10.1016/j.aap.2014.03.010

Fuerstenberg, K., Hopstock, M., Obojski, A., Rรถssler, B., Chen, J., Deutschle, S., Benson, C., Weingart, J. & de Lara, A.C.M. (2007). Project Evaluation and Effectiveness of the Intersection Safety System. PReVENT subproject INTERSAFE SP Deliverable 40.75 Final report. Feb 5, 2007

Schirokoff, A., Pilli-Sihvola, E., & Sihvola, N. (2012). Assessing the Safety Impacts of Intersection Safety Systems. Procedia - Social and Behavioral Sciences, 48, 1515-1524. doi:10.1016/j.sbspro.2012.06.1127 Tulu, G. S., Haque, M. M., Washington, S., & King, M. J. (2015). Investigating Pedestrian Injury

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Crashes on Modern Roundabouts in Addis Ababa, Ethiopia. Transportation Research Record: Journal of the Transportation Research Board, 2512(1), 1-10. doi:10.3141/251201

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Martin Luther King, Jr. Park Master Plan

END 350: Group 6 Amaris Lighty Jake Wozniak Xiyan Ding Anthony Pineda

56

Table of Contents History

59

Background

60

Amenities of the Park

Context

61 62

The Driving Forces of Diplacemt in the U.S. and Buffalo

62

The Decline of Black Neighborhoods

63

The Role of M.L.K Jr. Park in the Community

63

Conditions

64

Future Park Improvements

64

Observations

64

Challenges Active Crime in and around the Park

Opportunities Employment Opportunities

Demographics

65 65

65 66

67

57

User Survey

69

Participant Demographics

69

Responses

69

Recommendations

70

Promoting Safety Through Engagement: Case Study

71

Conclusions from the Case Study

71

Recommendations for Safety in M.L.K Jr. Park

71

“Parks After Dark�: Los Angeles Park Programming

72

Emergency Services

72

Surveillance in the Park

73

Community Engagement in Low Income Communities: Case Study

74

Results and Conclusion from Fair Park Case Study

74

Resourceful Programming in M.L.K Jr. Park

75

Work Force Buffalo

75

Bringing a Community Center to the Park

76

Possible Funding to Develop and Operate a Community Center

76

Conclusion

77

References

78

Appendix

80

A.1 Population by Age and Gender Data Table- Census Tract 35, Erie County A.2 Race Population- Census Tract 35, Erie County A.3 User Survey

58

History

Martin Luther King Jr. Park (M.L.K Jr.

the spatial dynamics of the residents along

Park), originally known as The Parade, is part of

Humboldt Parkway (Blatto, 2018).

the Olmstead park system. This park was located

near the center of the German population of East

signed for, included military drills and sport-

Buffalo. Since then, the demographics of East Buf-

ing events (Buffalo Olmsted Parks Conservan-

falo have changed significantly. In the early-mid

cy, 2008). An addition that resulted in more

1800s, the city of Buffalo began to see an influx of

community engagement, was The Parade

many immigrant groups, beginning with the Irish

House (Figure 2), opened in 1876 (Buffalo Ol-

and Germans, followed by Southern and Eastern

msted Parks Conservancy, 2008). This served

Europeans from 1880-1920. From then on, there

as a restaurant, beer hall, and dance hall, and

is a shift in the spatial distribution of race, due to

became a public space that attracted a diverse

development and redlining in Buffalo that would

population, many of which being immigrants

displace many low income African Americans

(Buffalo Olmsted Parks Conservancy, 2008)

and relocate them to Buffalo’s East Side.

. This was something that appealed to Olm-

stead, and he felt that this fostered the spirit

When first built, M.L.K Jr. Park was con-

The activities that the park was first de-

nected to Delaware Park through the Humboldt

of democracy (Buffalo Olmsted Parks Conser-

Parkway (Buffalo Olmsted Parks Conservancy,

vancy, 2008). In 1895, the Olmsted firm made

2008)(Figure 1). This connection allowed for a

revisions to the park. Fillmore Avenue, cut

more integrated community. Eventually this con-

through the park, and the Parade grounds

nection would be split by a major parkway, and

were replaced with a nearly five acre reflect-

significantly affect the flow of the city, as well as

ing pool, a basin for water plants and large

Figure 1 Figure 2

Source: Webmaster’s collection (Buffalo Architecture and History) Illustration of the Parade House plan (1875)

Source: WNY Heritage (John H. Conlin) Humboldt Parkway prior to the contrusction of Kensington Expressway (c. 1940)

59

fountain (Buffalo Olmsted Parks Conservancy,

Figure 3

2008). In 1907, a green house was built in the park. Followed by the construction of the Museum of Science in 1926, located in the northwest corner of the park. The park name was changed in 1977 in honor of historical civil rights leader, Martin Luther King, Jr. (Buffalo Olmsted Parks Conservancy, 2008). Six years later an eight foot bronze bust of Martin Luther King, Jr. was

Source: Restore our Community Coalition Buffalo, NY Humboldt Parkway at East Utica Street, c. 1914

dedicated to the park and placed in the plaza on the eastern side of Fillmore Avenue and south of the greenhouse (Buffalo Olmsted Parks Conservancy, 2008). One of the last additions was a public school called the Dr. Charles R. Drew Science Magnet School, opened in 1990 and located on the museum site (Buffalo Olmsted Parks Conservancy, 2008). The history of the park displays significance in preservation and improvement. It has undergone several changes while still keeping important historical aspects.

Background

As previously mentioned, M.L.K Jr. Park

Source: Buffalo News archives The hourglass portion of the Kensington Expressway, nearing completion (1970)

Figure 4

grocery stores and banks, was severely affected

was part of the six original parks and parkways

and it played a large role in the decline of the

systems and was connected to Delaware Park

surrounding neighborhood of M.L.K Park (Blat-

by Humboldt Parkway. The parkway was a

to, 2018).

beautiful tree lined boulevard that connected

residents from different neighborhoods to the

ton St, E. Parade Ave, Best St, and W. Parade

park (Figure 3). The rise in popularity in car use

Ave. The park is also within a couple hundred

has caused some changes to the park. In 1960,

feet from the Kensington Expressway. There

the parkway was destroyed and the tree lined

are benefits to being in such close proximity

boulevard was cut down and disrupted by the

to the expressway. Vehicles have better access

development of the Kensington Expressway

to the park, allowing for more visitors from

(Figure 4). These severely affected the sur-

those living outside of the surrounding neigh-

rounding neighborhood, and the expressway

borhood. This benefit could also be viewed as

acted as a barrier. Access to key institutions like

negative when looking at how the expressway

60

M.L.K Park is bordered by Northamp-

has affected the demographics and culture of

research and resources available through the

the neighborhood. The expressway could be

museum.

further perpetuating that process.

Figure 5

Amenities of the park

Walkways are present around and throughout the park that allow for better access, and allow for cyclists to travel throughout the park. There is also a bike lane present on Fillmore Avenue, allowing for bike access to the park. The amenities of the park allow for recreational activities, such as basketball (Figure 5) and tennis (Figure 6). Playgrounds are also present on both sides of the park, and they

Source: Buffalo Rising (Newell Nussbaumer) Basketball courts in M.L.K Park

Figure 6

allow for children to play and be active (Figure 7). Along with these amenities is a large amount of open green space that facilitates even further activity.

Three main attractions provided by the

park include, the Humboldt Basin (Figure 8), the Buffalo Conservancy Greenhouse (Figure 9), and the Buffalo Museum of Science (Figure 10).

The Humboldt Basin is five-acres in size and allows for seasonal activities. During the summer the basin is used as a splash pond, with jet streams of water that shoot into the air. In the

Source: Buffalo Rising (Newell Nussbaumer) Tennis courts in M.L.K Park

Winter, the basin is frozen over and becomes a ice-skating rink and the park facilitates free ice skating and skate rentals (Buffalo Olmsted Park

Figure 7

Conservancy, 2008 ). The greenhouse is located on the east side of the park and it produces 10,000 plants annually for all of the parks within the Buffalo park system (Buffalo Olmsted Park Conservancy, 2008). The museum provides further programming and events for the

Photo taken by Anthony Pineda Recently built playground, adjacent to the sheltered picnic tables

park, and it is the site of a public school where

61

Context

Figure 9

M.L.K Park is Located in Buffalo’s

East Side. The way this park fits into the community is by serving as an open public space for activities, recreation, and engagement. Buffalo’s East Side is known to be a low income area, with a median household income of $24,613 (U.S. Census Bureau, 2016). The East Side has significantly changed overtime, due to changes in infrastructure and demographics. Understanding this transformation, helps us understand how the role of the park in the community

Photo taken by Xiyan Ding Buffalo Conservancy greenhouse

has changed.

The Driving Forces of Diplacemt in the U.S. and Buffalo

Buffalo’s East side was once a hub for the many immigrant groups living in Buffalo (Buffalo Olmsted Parks Conservancy, 2008).

What we see now in this area, is the result of redling and spatial segregation. Prior to the Figure 8

Photo taken by Anthony Pineda Humboldt Basin

62

Source: WKBW Buffalo (Paula D’Amico) Buffalo Museum of Science

Figure 10

New Deal, it was difficult for anyone to own a

(Blatto, 2018). Many neighborhoods began to

home. In the 1920s, a typical mortgage required

deteriorate due to lack of investment. This was

a down payment of almost half of the proper-

until urban renewal became prominent, and these

ty’s value, with only a few years to pay off the

areas were being improved and developed, with

mortgage (Blatto, 2018). Following the Great

a higher market in mind. This process displaced

Depression, where many properties were put

thousands of minorities, forcing them to find

into foreclosure, the National Housing Act cre-

cheaper refuge in other places that were of poor

ated the Federal Housing Agency (FHA). This

quality, and devoid of development.This is how

allowed for low-interest, long term loans, with

the population in Buffalo’s East Side came to be

low down payments. This resulted in a boost in

predominantly African American. However, as

home ownership, more specifically in the sub-

renewal continued, the residents of the East Side

urbs (Blatto, 2018). Although this was a seem-

were even further displaced. One particularly

ingly beneficial change in homeownership,

destructive project was the construction of the

this process systematically segregated people

previously mentioned, Kensington Expressway,

of color. This was a practice that was utilized

completed in 1971 (Blatto, 2018). The expressway

across the country, including in the city of

essentially cut the East Side community in half,

Buffalo. The FHA mapped all of the urban

displacing even more residents and devastating

areas in the United States, and recording data

businesses (Blatto, 2018).

from the areas. This data included, percentage

2018). Black neighborhoods were automatically

The Role of M.L.K Jr. Park in the Community

Throughout history, minortiy groups have

deemed financially unstable, therefore they did

dealt with discrimination, systemic racism, and

not have access to the same assistance when

segregation. The changes made to the park over

trying to purchase a home.

time are indicative of how the area has changed

of foreign families, percentage of “Negros” and indications of “shifting and infiltration” (Blatto,

and transformed in its population and culture.

The Decline of Black Neighborhoods

This process of redling, was essentially

This is important to understand, because making

a tool in completely segregating communities,

an understanding of how the park connects to the

and many neighborhoods still suffer from

area, how the civilians interact with the park, and

the results of this process. Redlining restrict-

how it can be even more conducive to its sur-

ed the flow of capital in and out of minority

rounding community.

changes and improvements to the park requires

neighborhoods. Restrictive laws and housing discrimination made it significantly more difficult for people of color (especially African Americans) to own property and build wealth

63

Conditions

M.L.K Park is well kept and adequate-

Figure 11

ly maintained. Positive investments are supplemented to the park often. One of the most recent additions to the park was a brand new $300,000 playground that children can safely enjoy (Sommer, 2019). Beyond this investment, the city has allocated $4 million in funding to upgrade the park. These upgrades will range from building renovations and improvements to other minor upgrades like sidewalks, and additional parking.

Photo taken by Xiyan Ding Buffalo Conservancy greenhouse

Figure 12

Future Park Improvements

Stephanie Crockatt, Executive Director of the Buffalo Olmsted Parks says M.L.K Park is one of the most used parks in the city. Crockatt says that a portion of the funding will go towards new site amenities such as lighting and benches, installing shelters near the basketball courts, and restoring walkways and playgrounds. According to Crockatt, the Olmsted Parks Conservancy would also like to install signs explaining the heritage of M.L.K Park. All

Photo taken by Xiyan Ding Site of the previosly operating casino

of these ideas are meant to improve the park as a whole, as well as give it meaning. To achieve improvement, there has been allocated funding from New York State providing the opportunity to renovate certain buildings on site, such as the greenhouse (Figure 11) and casino (Figure 12) which look to be in below average conditions.

Observations

Without these major improvements, the park is still well maintained and very usable. There

is sufficient picnic seating, green space, and greatly supported facilities for sports and leisure, all of which serve the users well. The only obserservation that we found to be a possible problem, is the traffic on Fillmore Avenue. Park users did not express a problem with the speed of the cars, however we were hesitant when crossing the street and felt that the car speeds were intimidating as a pedes-

64

trian. The park is clean, and each time we went,

located at the south side of M.L.K Park and has

there were people doing maintenance or clean-

been experiencing drug related activity. For

ing. We did not observe a lot of activity within

years there have been hundreds of complaints

the park, or usage of the park. This was however

by residents about the drug dealers as well as

due to the cold weather conditions at the time of

numerous drug related arrests that have been

visiting. The volume of visitors in the park expo-

made (Becker, 2019). This proximity of this ac-

nentially increases in warmer seasons. The physi-

tivity to the park, raises further safety concerns.

cal condition of this park is good and only getting

better with the funding plans set in motion. This

has been experiencing vandalism and theft

means that our recommendations will focus less

of plants. There has been over four incidents

on the physical attributes of the park and more

where a large number of plants have been up-

on programming and activities that better suit the

rooted from the ground. In the latest incident

park and its local residents.

over 60 plants were stolen from the park (Buck-

Challenges

ley and Fleming). Another concern regarding

on the grass to reach the picnic sheltered areas.

Some challenges pertaining to M.L.K Park

In addition to these issues, the park

the green space is the number of cars driving

are related to the surrounding neighborhood

The Olmsted firm spends thousands of dollars

and how it has affected the park experience.

yearly in repairing damaged grass. The issues

There have been some issues relating to safety

and challenges presented create opportunity for

surrounding the park. Crime is prevalent in this

further intervention and improvement.

area, with numerous reported instances of theft,

Figure 13

assault, and gang violence. In 2012, a member of a violent gang operating in Buffalo’s East Side, shot and killed an innocent individual, and also injured four others in M.L.K Park (Hetherly, 2016). Children were present at this time, as well as visitors of the park, and every single person was put in danger. The tragic incident happened at a park who has named after someone who stood for peace and nonviolence. Keeping with these ideals, the park should promote peace, and

Source: Google Maps Sweeney Street, adjacent to the park

be a safe space.

Opportunities

Active Crime in and around the Park

Other areas of concern are happening at

the perimeters of the park. Sweeney Street is

Opportunities that have presented them-

selves for M.L.K Park include renovating certain buildings and structures that are run down and in

65

need of restoration (greenhouse, walkways,

Figure 14

lighting, etc.) as well as fixing minor cracks in the pavement and staircases (Figure 14). M.L.K Park is one of the most visited and used parks in the city of Buffalo, making it a strong candidate for improvement and investment.

The park has a strong and well main-

tained physical structure that allows for a lot of activity and usage. The amount of open green space, allows for large events and programs to promote community engagement. The park is also very accessible, with a major street (Filmore Avenue) cutting right through the middle of it.

There is so much opportunity to further engage and involve the surrounding community. For example, the newly built playground in the southeast portion of the park, was built by hundreds of local volunteers.

Beginning in the spring of 2019, there has

been a “Planning and Funding Revitalization� initiative set to facilitate improvements to the East Side of Buffalo. This investment was initiated by Governor Cuomo and includes Michigan Avenue, Jefferson Avenue, Fillmore Avenue, and Bailey Avenue as a $65 million resurrection. This means that there is not only potential for a better park, but there is potential for the neighborhood surrounding M.L.K Park which is allowed to utilize up to $6.6 million. The poverty rate for those living within half a mile of Filmore Avenue is 35%. Therefore, there is a clear need for improvement and community support. Even though improvements are in the works, a stronger connection can be made between the community and the park. A connection that allows for further engagement and community support.

66

Photo taken by Jake Wozniak One of the walkways within the park

Employment Opportunities

According to the Greater Buffalo Niagara

Regional Transportation Council (GBNRTC) approximately 8,148 vehicles pass through the area daily, showing high vehicular activity throughout the Fillmore corridor. The Fillmore corridor also includes 80 businesses offering about 721 jobs. With the large investments planned for Fillmore, more jobs within new businesses will become available for the unemployed. Fillmore is 32% commercial and industrial including 58 acres of vacant land which shows space available for developing more businesses and shops.

There is clearly potential in this area, and with the correct resources, it is a strong candidate for improvement.

Demographics

The area surrounding M.L.K Park is

income is only $15,000-$20,000 a year (U.S. Cen-

called the Martin Luther King Jr. neighborhood.

sus Bureau, 2017). There are 786 families in the

This area is Census Tract 35, located in Erie

neighborhood, and 245 of those families have an

County. This tract has a population of 2,868

income that is below the poverty level (Figure 17)

with the female population exceeding the male

(U.S. Census Bureau, 2017).

population by 486, and the highest age popu-

lation being 50-54 years of age (Figure 15) (U.S.

to one of the most prominent civil rights leaders

Census Bureau, 2017). The demographics of

in history. The park has been through several

this neighborhood are significant because there

phases of improvement and renovation, and the

seems to be a disparity between the conditions

results show a well designed and fairly main-

of the park and the conditions of the neighbor-

tained park that is inviting to the public. How-

hood.

ever, the neighborhood itself is not living up to

Racial diversity is severely lacking with-

The park is named after, and dedicated

the legacy of its name, and it is perpetuating the

in the area, with 95% of the population being

segregation of racial groups and the concentra-

Black or African American (Figure 16)(U.S. Cen-

tion of poverty. This essentially begs the question,

sus Bureau, 2017). This predominantly Black

how can this park contribute to its surrounding

neighborhood also displays a trend of low

community, in a way that is unifying and uplift-

income households as well as many households

ing? We generated a unique survey for many of

below the poverty line. The average household

the park visitors to answer this broad question.

Figure 15

Source: 2017 American Community Survey 5-Year Estimates

67

Figure 16

Source: 2017 American Community Survey 5-Year Estimates

Figure 17

Source: Social Explorer Percentage of families below imcome level in the M.L.K Neighborhood

68

User Survey Participant Demographics

We interviewed six users of the park to help receive insight on the experience of a local resi-

dent visiting the park, and to understand existing problems and improvements that they would like to see. The survey respondents were mainly middle to older age residents, that have lived in the area for over 5 years. Two of the respondents were present for the building of the Kensington Expressway.

One of the respondents was an employee of the parks system that worked in the greenhouse on site.

We randomly selected participants that were in the park upon our visit. The questionnaire raised a total of 15 questions to the respondents (See Appendix).

Responses

The responses varied but most of the respondents were regular park users, and all but one

lived 5 minutes away from the park. Some issues that came up were safety and lighting concerns.

Users felt that parts of the park were less safe than others, and many reported that there was often illegal activity present at night, in and around the park. This observation was associated with a lack of police presence and insufficient lighting. Another problem that arose within the responses was having more activities for the community. Although the community does participate in the park’s activities, some of the respondents felt that there were not enough activities focused on the residents of the surrounding neighborhood, as opposed to general events for city of Buffalo residents. Based off many perspectives we took into account, we wanted to take note of certain themes appearing in the focus groups throughout the park (Figure 18).

69

Figure 18

Source: Xiyan Ding Graph summarizing the ratings of the different aspects of the park from the user survey responses

According to the survey results, the main

a point of concern for local residents. This

concerns people have about the park is the

presents the challenge of increasing safety

safety of night travel and the lack of lighting

through community programming and inter-

facilities, as well as the safety considerations for

vention while avoiding the use of excessive

children. On the positive side, many of the users

police presence.

see this park as a really good space for people

M.L.K Park currently offers programming that

to take walks, ride bikes, walk their dogs, and

is geared towards residents of the city of Buf-

just take in the atmosphere. This park is also a

falo, and there is a lack of focused neighbor-

very reasonable traveling distance for most of

hood activity. The question we are attempting

the residents around the area, which makes it

to answer is, How can the park better serve

very accessible for the local residents regardless

the surrounding community? To answer this

of walking or driving. Overall, the user surveys

question, it is imperative to look at what the

were very helpful for generating different ideas

neighborhood actually needs. Something

in improving the park.

significant is that the unemployment rate of

Recommendations

the M.L.K Jr. neighborhood is 15%, while Erie County has an unemployment rate of 5.5%.

M.L.K Park has gone through several ren-

This is due to the lack of opportunities and re-

ovations and improvements and continues to re-

sources available. We believe that with proper

ceive investment. We want to focus on problems

programming and resources available from

that do not necessarily require physical improve-

the park, it can become a significant resource

ments. One of the issues involves safety. We

for local residents.

have found that safety in and around the park is

70

Promoting Safety Through Engagement: Case Study

Urban planners have to address the is-

the same views on safety can reduce the percep-

sues of crime prevention when designing cities.

increase in park use and change in perception

A study in India called the “Smart City Mis-

of safety by having more people present in an

sion,” focuses on this concept on safety and the

area. The social environment can be improved

security of citizens. People perceive safety and

by incorporating programs, events, maintenance

security based on other people’s and personal

work, and enhancing facilities within a public

experiences. The experiences affect people by

park. These social interactions increase park vis-

discouraging activity in areas and participating

itors and reduce the perception of unsafe condi-

in the life of the city. Social exclusion is caused

tions.

by the perception of an unsafe area and results

in a decrease of movement and comfort. In this

the characteristics of visitors and the environ-

study, a group of women organized a safety

mental characteristics of the park. The park con-

audit in a neighborhood. The goal was to rec-

ditions profoundly influenced people’s impres-

ognize the social and physical characteristics of

sions of safety, especially when there where food

a neighborhood and determine its safety. The

trucks around the park and organized activities.

audits are essential to assess the vulnerabili-

For every increase in activity, there were approx-

ty of an area towards crime. The safety audit

imately 25% more park visitors (Cohen, 2016).

tion of fear because people feel safe when other community members are present. There is an

In this study, park use was influenced by

done by women determined that some physical

factors that determined safety. Other factors to

Recommendations for Safety in M.L.K Jr. Park

Public safety is something we want to

consider are how an area is being used. Con-

achieve because of the impact it has on future

cepts like “natural surveillance” and “eyes on

park go-ers. Public safety can be a challenging

the street,” focus on how the usage of space can

task in the fact that many neighborhoods can be

determine how safe and comfortable an area

deemed as unsafe due to the residents and vis-

feels. Areas that are viewed as safe can discour-

itors around the area. This can be related to the

age crimes from occurring and makes a space

M.L.K Jr. neighborhood in the sense that the low

more inviting (Mitra,2017).

income demographics may result in an increase

characteristics like lighting, visibility, signage, isolation, escape routes, and maintenance are

in drug sales and drug use, which may cause an

Conclusions from the Case Study

increase in violence around the area. By install-

ing certain safety techniques and gadgets such

How a park is perceived can create

obstacles for people using a park. Perceptions

as lighting, emergency services, surveillance

of criminal activity lower the number of people

cameras, neighborhood watch, etc. we believe

visiting a park. A strong community that shares

can help some of the safety issues pertaining to

71

M.L.K Park. Safety is a prevalent problem in the

18%. The program created a cohesive community and

area, and we believe that there are ways to alle-

improved the safety of the park and its surrounding

viate this problem without the use of excessive

areas. This programming can be implemented in

police presence.

M.L.K Park, and deter crime through engagement.

“Parks After Dark”: Los Angeles Park Programming

To extend our idea of “safety watch,”

Emergency Services

we found a similar concept in Los Angeles that

system. Blue light emergency services are of-

we want to include in M.L.K Park called “Parks

fered in many places and are very easy to use.

After Dark.” This program presents itself in

The simplicity of this design consists of bright

Los Angeles and focuses on keeping the park

lighting and easy access to a button that sends

open during evening hours safely. This meant

the alert. The purpose of these emergency ser-

promoting more activity and programming in

vices is to create a safer environment for civilians

the park at night. This program was desired

around the area. These services are in forms or

by residents who lived in areas with high lev-

noticeable blue poles and they connect individ-

els of criminal gang activity. Parks After Dark

uals in danger, to law enforcement. We believe

provides opportunities for people of all ages to participate in outdoor activities. The activities

We also want to implement an emergency

service system, such as a blue light emergency

Figure 19

that the program offers range from recreational activities, entertainment activities, educational programs. Parks After Dark also provide fairs that give people more resources like access to health, economic, and legal services.

While the program is running, sheriffs monitor the program as well as participate in the

Source: Los Angeles County Parks And Recreaction Department Sherrifs particpating in park activities with children

activities (Figure 19). This helps build a healthy relationship between the community and law enforcement; making the park a safer place to

Figure 20

gather. The parks that have had the programs, have seen a significant decrease in violence.

Between the years of 2009 and 2013, the neighborhoods surrounding participating parks, had a 32% decrease in crime. During this same time, Parks that did not have the Parks After Dark program had an increase in criminal activity by

72

Source: Emsworld.com Blue emergency pole

installing these emergency poles in M.L.K Park can create a safer setting. They can also be source Figure 21

of added lighting, which is an inicator of the perception of safety. The cost of these blue emergency poles ranges around $2,300, which can be funded through the previosly mentioned, “Planning and Funding Revitalization� initiative; that is currently working to bring imporovements to the East side of Buffalo.

Surveillance in the Park

Surveillance cameras have gained popu-

larity in parks across the nation. Parks have used this technology to prevent crime from occurring.

Installing cameras in parks with the latest technology can cost about $10,000 per camera (Figure 22), which can also be taken from the large funding project. Canton, Ohio, installed surveillance Taken by Amaris Lighty The remnaints of a previosly existing emergency pole

cameras at various local parks. Since the installment of the cameras, there has been a 50% drop in police calls. The security cameras are a great resource that reduces crime in public parks. The

Figure 22

presence of cameras decreases the probability of crimes from occurring. Illegal activity like assaults, robberies, drug dealing is more likely to happen when criminals think they aren’t being monitored.

The crime rates have dropped because of the use of easily read signs and surveillance cameras that are placed in areas, so they are easily visible to the public. Modern cameras now have technology that

Source: Govtech.com Security camera

allows officers to view live feeds of crimes occurring at parks. Officers utilize this technology to keep the public safe and provide evidence to convict those who are involved in criminal activity.

73

Community Engagement in Low Income Communities: Case Study

Community engagement is something

the respondents, in terms of social engagement,

that can significantly improve the well being

religious services. The other forms of social en-

of individuals in low income areas. The prob-

gagement, presented in the survey, were minimal

lem that often arises is that of limited resources

among the respondents. More than half of the

(McBride, Sherraden & Pritzker, 2006). A study

respondents had never participated in commu-

done in the Fair Park area in Texas presented

nity meetings in the past year. As far as the level

a survey to randomly selected residents of the

of trust among neighbors, respondents felt that,

Fair Park neighborhood. This was done to mea-

while neighbors were quite willing to help each

sure community engagement in the area. The

other, they were much less willing to trust. Last-

survey included nine indicators of engagement:

ly, there was a disparity in supporting entrepre-

1. Voting and registration to vote 2. Frequency of participation in community group meetings 3. Time donated to religious services 4. Time donated to non-church not-for-profit activities 5. Willingness to help neighbors 6. Willingness to trust neighbors 7. Willingness to take prompt and active action to solve community problems 8. Community bonding through sharing similar values 9. Willingness to proactively support entrepreneurship efforts within the community

The average age of the sample popula-

tion was 46 years. 89% of the population was African American, and 7% were Hispanic. Nearly half of the respondents had an annual income of less than $10,000, and the unemployment rate was 55%.

Results and Conclusion from Fair Park Case Study

When looking at political engagement, the surveys showed that 45% of the respondents were either not registered to vote or registered to vote but did not participate in voting for

74

most elections. The most important activity for is regularly visiting the church and attending

neurship activities within the community. 58% of respondents felt that it would be hard even for a well known neighbor to raise money for their business through local borrowing.

This community displays a lack of com-

munity engagement, and this study argues the due to the area being low income, they do not have the resources to facilitate such engagement (Nath, 2013). Previous studies reveal that greater civic engagement is generally correlated with higher levels of educational attainment (Nath, 2013). Those who have access to knowledge about prevalent issues are more likely to engage in volunteer efforts (Flanagan & Levine, 2010).

Therefore, the challenge of promoting more community engagement seems more commonly prevalent in low income neighborhoods. Ideally, the changes we recommend for M.L.K Park will help further enrich the local residents, and further promote participation among the community.

Figure 23

Source: Bureau of Labor Statistics (Graph retreived from Work Force Buffalo)

Resourceful Programming in M.L.K Jr. Park

Something that could bring about posi-

Park would be very beneficial to the community.

tive growth in the neighborhood is implement-

Since 2015, Workforce Buffalo has served 19,601

ing a job and career fair as activity program-

participants and provided 13,916 participants

ming in the park. This can bring resources to

with job placement. The organization has had a

the community while utilizing a familiar public

significant impact on the residents of Buffalo and

space. The implementation of this kind of pro-

Erie County. Since 2017, Western New York’s un-

gram would require partnering with a program

employment rate (4.4%) (Figure 24) has been the

or organization with the similar goal of closing

sixth most improved in the United States (Bureau

the gap in unemployment.

of Labor Statistics). Providing services to more

This organization is focused on giving opportunities to those that would otherwise not have them.

individuals and expanding the program to reach

Work Force Buffalo

specific neighborhoods concentrated in poverty

can create an even larger impact.

Work Force Buffalo is an organization

that runs three career centers in the city of Buf-

Figure 24

falo, and it is the ideal organization for the park to work with in implementing programs. These centers provide resources for those who are seeking employment, changing jobs, reentering the workforce, or learning new skills. This organization recently hosted a career and job fair at John F. Kennedy Park in Buffalo. They brought representatives from the Buffalo Employment & Training Center as well as local employers (Figure 23). Bringing something similar to M.L.K

Source: BuffaloNY.gov J.F.K Park Job Fair

75

Bringing a Community Center to the Park

A more ambitious and long term plan that

A community center located in the park could

we believe would be highly beneficial to the com-

Side Buffalo area.

act as a beacon of resources and opportunity for M.L.K Jr. neighborhood and the greater East

munity would be the addition of a community center to the park. A center would take up more

so we believe it is worth sacrificing some of the

Possible Funding to Develop and Operate a Community Center

Implementing such a project would

green space.

require funding, and we believe the best way

to fund the construction and to operate a com-

green space. However, it could be a space that significantly contributes to the neighborhood,

The community center would include a

housing program and a career and job program.

munity center is through available grants from

The housing program would provide resources

various foundations that support the renewing

for housing repair, finding housing, as well as

and improvement of parks. This year, the Buf-

resources and education for homeownership.

falo Olmsted Park Conservancy was awarded

Educating the community on homeownership

a $3,000,000 grant from the Ralph C. Wilson

would help more and more residents move to-

Foundation. This money is intended to go into

wards or more conducive future where they can

improvements in the parks throughout the Olm-

have more stability and security through owning

stead Parks. This is a possible source of funding

property. Belmont Housing Resources currently

to build the community center. This foundation

provides assistance and information for residents

has awarded grants to the conservancy in the

of Western New York. This organization helps

past, this most recent award being the largest.

connect individuals to affordable rental housing,

If the community center is built on behalf of

as well as educates individuals on buying homes

the conservancy, there is more access to larger

and maintaining homes as a homeowner. Collab-

grants. As opposed to a community group that

orating with an organization like this could bring

may not have as many resources or as much

so many resources to not only M.L.K Jr. Neigh-

credibility that would allow them to make such

borhood, but also the area of East Buffalo, which

large grant request.

is currently suffering from similar housing and

Another foundation that we could reach out

employment problems as the neighborhood.

to is the Western New York Foundation. This

foundation provides grants for qualifying non-

As far as a program for career and job

services, working with the previously mentioned,

profits and organizations, which allows for

Workforce Buffalo organization. They would

further expansion and improvement on pro-

be able to facilitate workshops and classes in

grams that will contribute to the residents of

the proposed center, as well as have resources

Western New York. This foundation awards

available to connect individuals to employers.

between $500 and $50,000 for each grant. This

76

may not be enough to facilitate building a new structure. However, this could go towards the actual operations of the community center, such as hiring and training employees to work in the center and purchasing physical resources and equipment (pamphlets, computers, educational materials, etc.).

Conclusion

M.L.K Park has changed and evolved as time passed, and as its environment changed. The

park has always acted as a public space that provided people with the opportunity to connect, interact, and engage. As the needs of the neighborhood change, the park has to keep up with the surrounding demographics. This plan displays how the park can be improved in a way that better suit the needs of its local residents. Based on research conducted, we found that the residents needed employment, opportunity, and a safe space. Therefore, our recommendations attempt to tackle these issues by bringing in more resources and implementing more engaging programs that bring the neighborhood together at the park. What we hope is that with the recommended improvements, the park can be a hub for resources and opportunity, while acting as a safe space that facilitates people coming together as a community.

Sketch of M.L.K Park by Xiyan Ding

77

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the-kind-of-street-crime-that-can-get-lost-in-the-shuffle/.

2. Besecker, A. (2018, December 5). Man reports gunpoint robbery in MLK Park. Retrieved

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in-mlk-park/.

3. Blatto, A. (2018). A City Divided: A Brief History of Segregation in Buffalo. Partnership for the Public Good.

4. Buffalo Olmsted Park System: Plan for the 21st Century. (n.d.). Retrieved from

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5. Caya, C. (2019, May 25). Major investment is on the way for Buffalo’s MLK Park. Retrieved

November 18, 2019, from https://news.wbfo.org/post/major-investment-way-buffa

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6. Cohen, D., Han, B., Derose, K., Williamson, S., Marsh, T., Raaen, L., … Sallis, J. (2016).

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7. Eileen Buckley & Maggie Fleming. Vandalism to flowers at MLK Park. Retrieved

November 18, 2019, from https://news.wbfo.org/post/vandalism-flowers-mlk-park.

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Retrieved November 18, 2019, from www.publichealth.lacounty.gov/ivpp

9. Flanagan, C. and Levine, P. 2010. “Civic Engagement and the Transition to

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Adulthood.” Future of Children 20, no. 1: 159-179.

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Appendix A.1 Population by Age and Gender Data Table- Census Tract 35, Erie County

A.2 Race Population- Census Tract 35, Erie County

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A.3 User Survey

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Outline

Introduction: Names: Amaris Lighty Park Name and Location: Martin Luther King Jr. Park (M.L.K Jr. Park) Bordered by Northampton St., Best St., North Parade St., and West Parade St. With Fillmore Ave. cutting through the middle of the park Park Facts and History: Designed in 1868 By Fredrick Olmsted and Joseph Vaux Amenities-Large field for military drills and sporting events -The Parade House Was redesigned in 1895 and named Humboldt Park Additions-5-acre reflecting pool (basin for plants with a large fountain in the center) The park was connected to Delaware Park through the Humboldt Parkway (tree lined boulevard that connected residents from surrounding neighborhoods This connection was broken by the development Kensington Expressway in 1960 Context: East Buffalo was once a hub for immigrant groups living in Buffalo What we see now is a result of redlining, infrastructural changes, and spatial segregation Following the Great Depression, the National Housing Act created the Federal Housing Agency (FHA).

108

This allowed for low-interest, long term loans, with low down payments.

This resulted in a boost in home ownership, more specifically in the suburbs The FHA mapped all of the urban areas in the United States, and recording data from the areas. This data included, percentage of foreign families, percentage of

Redlining restricted the flow of capital in and out of minority neighborhoods.

Many neighborhoods began to deteriorate due to lack of investment.

This was until urban renewal became prominent, and these areas were being improved and developed, with a higher market in mind.

This process displaced thousands of minorities, forcing them to find cheaper refuge in other places that were of poor quality, and devoid of development.

Urban Renewal displaced many black residents to East Buffalo, which explains the current racial distribution in this area The Kensington Expressway, completed in 1971, The essentially cut the East Side community in half, displacing even more residents and devastating businesses State of Affairs: Conditions: M.L.K Park is overall well-kept and adequately maintained.

Minor cracks in walkways and staircases.

Very few broken down trees due to the weather.

Positive investments are supplemented to the park often such as the most recent $300,000 new playground.

Improvements set for the Greenhouse as well as the Casino.

Opportunities:

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Walkways and lighting are seen as potential opportunities for improvement towards M.L.K Park.

This funding consists of a $65 million resurrection to the East Side of Buffalo which contains Fillmore Ave. and M.L.K Park.

The surrounding neighborhood has been allotted $6.6 million for potential improvement.

The Fillmore corridor which surrounds M.L.K Park includes 80 businesses which offers 721 jobs.

Challenges: Crossing the road can be seen as a challenge for some people.

Safety at night & Child safety.

Lighting issues (especially for the night).

People: Demographics: The area surrounding M.L.K Park is called the Martin Luther King Jr. neighborhood. This area is Census Tract 35, located in Erie County.

This tract has a population of 2,868.

95% of the population being Black or African American.

There are 786 families in the neighborhood, and 245 of those families have an income that is below the poverty level.

User Surveys: Participant demographics We interviewed users of the park to help receive insight on the experience of a local resident visiting the park.

110

The survey respondents were mainly middle to older age residents, that have lived in the area for over 5 years.

Two of the respondents were present for the building of the Kensington Expressway.

One of the respondents was an employee of the parks system that worked in the greenhouse on site.

Method The questionnaire raised a total of 15 questions to the respondents.

The questions asked about the

demographics, as well as their

usage and rating of the park facilities and amenities.

Responses Some issues that came up were safety and lighting concerns.

Users felt that parts of the park were less safe than others, and many reported that there was often illegal activity present at night, in and around the park.

Some of the respondents felt that there were not enough activities focused on the residents of the surrounding neighborhood, as opposed to general events for city of Buffalo residents.

Many of the users see this park as a really good space for people to take walks, ride bikes, walk their dogs, and just take in the atmosphere.

This park is also a very reasonable traveling distance for most of the residents around the area, which makes it very accessible for the local residents regardless of walking or driving.

Recommendations: Case Studies: Smart city mission: a concept that revolves around safety and security of citizens, The perception of safety affects activity in an area A safety audit was done to see vulnerability towards crime Safety determined by lighting, visibility, signage, isolation, escape routes, maintenance

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Eyes on the street and natural surveillance involves how an area is being used Perception of criminal activity lowers park visitors People feel safe when others are around Social environment is improved by implementing programs, events, maintenance work, Park use was influenced by the characteristics of the visitors and environmental characteristics For every activity, there is a 25% increase in park use.

Research: Focus on safety issues.

The unemployment rate is 15% in the MLK community, results in lack of opportunity and resources.

Parks after dark- as a form of safety watch, Los Angeles. keep parks open after dark. programs ranging from; recreational, entertainment, educational. fairs that offer resources like health, economic & legal services.

32% in crime.

Blue light services- bright lighting and buttons, law enforcers contacted, creates a safer setting.

Cameras - prevent crime from occurring. crimes happen when no one is watching. Visible Signs and cameras reduce crime rates.

Goals: To include safety programs and technology.

Long term goal: community center added to the park, contribute to the community.

Housing program: housing repair, finding homes, and educational programs for homeownership.

Career and job program: collaborate with workforce buffalo.

Workforce buffalo - the parks provide a great location for them to work in.

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Provides employment opportunities, teaches new skill sets, bring local employers Has helped 13,916 people find jobs.

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