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Urban Parklets: The New Front Stoop
Posted Sep 15, 2011 by Warren Karlenzig
San Francisco's parklets (left, from top to bottom: #1, Valencia Street, #2 and #3 Divisadero, and #4, Castro and 17th, bottom) are a vibrant testimony to the city's Pavement to Parks Program, managed by a non-profit, the Great Streets Program. The city's 15 parklets all started with two to three parking spaces, or other poorly-utilized urban space (the city says 25% of its space is taken up by streets or auto rights of way, while only 20% of the city is parkland--still one of the highest totals in the nation). With the help of architects, artists and landscapers, the asphalt is converted into living, breathing social settings.
The parklets do continue to provide parking space for the non-polluting form of transit: bicycles. I took a cycling tour this weekend of the city's parklets, which offer cyclists a safe and convenient place to park their two wheels and take a rest with their steed.
In the Valencia parklet (top photo), which included edgy canopy steel structures, I counted 19 people hanging out, and 31 bicycles parked. The space was much livelier, more functional and attractive than any three cars could have ever been in the same space.
San Francisco is now analyzing the numbers, behind its parklets, which were started in 2010. The analysis includes the number of users, maintenance costs, and neighborhood economic benefits.
The parklets do continue to provide parking space for the non-polluting form of transit: bicycles. I took a cycling tour this weekend of the city's parklets, which offer cyclists a safe and convenient place to park their two wheels and take a rest with their steed.
In the Valencia parklet (top photo), which included edgy canopy steel structures, I counted 19 people hanging out, and 31 bicycles parked. The space was much livelier, more functional and attractive than any three cars could have ever been in the same space.
San Francisco is now analyzing the numbers, behind its parklets, which were started in 2010. The analysis includes the number of users, maintenance costs, and neighborhood economic benefits.
The City by the Bay admits it was inspired by New York City's public plazas, just as it confessed using Bogota's Sunday car-free streets Ciclovia concept for its own Sunday Streets program.
Imitation is of course the sincerest form of urban innovation these days. The beauty of such experimentation is that it can be adapted for local conditions, including climate, public tastes and zoning.
The Pavement to Parks program is one of the most exciting deployments in the trend of enabling reduced urban dependency on cars, while fostering artistic and nature-enhanced community. There are other major trends portending that the future of cities (and suburbs) is beyond cars: the increase in mixed-use zoning, transit-oriented development, car sharing and light rail.
To wit: adaptable use of public spaces has become a key indicator of urban resilience. (Photos by Warren Karlenzig: click on each photo for larger format view).
Warren is president of Common Current. He is a fellow at the Post-Carbon Institute, and co-author of a forthcoming United Nations manual on global sustainable city planning and management.
Originally published at the Green Flow blog of Common Current.
Get The End of Growth http://www.postcarbon.org/eog | Watch the animation Who Killed Economic Growth? http://bit.ly/whokilledgrowth
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