Can ‘Open Streets' Outlast the Pandemic?

Reconfiguring streets to slow automobile traffic through its downtown business district and encourage pedestrians and bicycling enlivened South Bend's street life and proved a boon to its restaurants and other businesses. Then-Mayor Pete Buttigieg pushed for the $25 million plan to make the streets safer and encourage people to spend more time and money in the area. Drivers complained about increased travel time, as they have about other cities’ “complete streets” programs. But Buttigieg and his supporters hope to push the concept when he runs the federal Transportation Department.

When city planners rushed early in the pandemic to close streets to automobile traffic in order to give residents a safe space to roam outdoors, they ended up learning lessons entirely apart from their original goals rooted in public health and traffic safety. In Durham, Atlanta, Los Angeles, and Oakland, community groups pushed back at the cities' initial failures to consider the opinions of communities of color whose neighborhoods were affected by the changes. The pushback led to collaborations and modified plans that redefined the problems at issue and the ways to address them.

Ciclovía (Bicycle Way) is a well-known initiative from Bogota, Colombia that allows citizens to take over the public space once a week — roughly 75 miles of public streets. Citizens will bike, run, walk, dance, eat, people watch, and more in a weekly tradition that has turned into an egalitarian celebration imitated all over the world in countries like New Zealand and China. Proponents say that the Ciclovía increases the patience and cooperation of citizens are well as enhancing the feeling of community.

Copenhagen is a highly livable city, thanks to policies that focus on making streets safe and convenient to walk. The bigger the city, the worse it is to design urban spaces only with cars in mind, says planner and architect Jan Gehl. His top advice is to gather data about people and their movements, making pedestrians as visible in city planning as automobile traffic.

The Downtown Greenway in Greensboro was already underway when the coronavirus hit and it has turned out to be quite the respite and economic boon. The Greenway draws visitors in with trails, greenways, public art, local businesses, and "the first grocery store to open in 30 years in downtown.” $8.5 million was invested in the project, but it has already brought in $215 million in revenue. The Downtown Greenway was created in partnership with the city and nonprofit Action Greensboro, and while it's currently being used with social distancing, it'll still be there when the quarantine is over.

As the District lagged on its Vision Zero goals, bike and pedestrian advocates in Washington turned traffic fatalities into a rallying cry, and got results.  

Pedestrian-oriented development takes many forms, but three cities have demonstrated success. In New York City, a local transit commissioner convinced the city to pedestrianize parts of Times Square using data to make the case. In San Paulo, local officials simply repainted streets to test redesign efforts. Finally, Barcelona is becoming known for its superblocks, which decrease car use by redesigning large city blocks.

Bogotá has become a danger for pedestrians. Cars have the right of the way and it is up to pedestrians to stay alert and safe. Now, citizens are using paint on sidewalks and roads to draw attention to dangers such as potholes or areas where pedestrians have been killed.

Hoboken, New Jersey implemented a comprehensive strategy to eliminate traffic fatalities through multiple coordinated responses, including curb extensions that narrow crossing distances and slow traffic, seven-second pedestrian head starts at crosswalks, physical barriers to enforce no-parking zones near intersections, reduced speed limits and high-visibility crosswalk markings. Since January 17, 2017, Hoboken has recorded zero traffic fatalities for nine consecutive years.

In an effort to reach Vision Zero, the Swedish safety strategy that aims to eliminate all traffic fatalities and severe injuries, Warsaw has implemented measures that have dropped the number of road deaths by 55% over the last 10 years. Strategies like upgraded crosswalks, increased fines for lawbreaking drivers and the creation of roundabouts are just some of the methods that have helped make the roads safer, and the city plans to double its investment over the next four years.