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The Benefits of Quality Design in Transportation

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The Benefits of Quality Design in Transportation NA 62~(~ l • 1,38 S.C.R. T.0. LIBRARY The Way to Go The Benefits of Quality Design in Transportation Prepared by Partners for Livable Places For National Endowment for th e Art s Design Art s Program and U.S. Department of Transportation Published in April 1983 U.S. Department of Transportation Technology Sharing Program Washington , D.C. 04438 Credits NA 6290 + W:3B Project Director Carole Rifkind Assistant Project Suzanne L. Beck Director Project Editor Charles Ian Roberts Project Writer David Greenstein Project Staff Deborah Dietsch Susan Hooper Bruce Levy Consulting Kathleen Agena Personnel Deborah Bonetti Mary Denman Capouya Lajos Heder The Brookmont Collaborative Adviso rs Walter W. Arens berg Anne P . Canby Paul Davidson C. Kenneth Orski Malcolm Rivkin DOT Technical Robert P . Thurber Representative NEA Technical Geraldine Bachman Representative DOT Norman Paulhus Representative, Office of Technology and Planning Assistance Production Duke Johns Manager Copy Editor Jane Trimble Design Watermark Design This document is disseminated under the spon­ sorship of the U.S. Department of Transporta­ tion in the interest of in formation exchange. The United States Government assumes no liability for its contents or use thereof. The contents of this report do not necessarily reflect the official views or policy of the Department of Transportation or the National Endowment for the Arts. This report does not constitute a standard, specification, or regula­ tion. The information in this report is based on research completed in January 1982. Acknowledgments In addition to those names listed in the concluding references section, we gratefully acknowledge the assistance of the following: Arthur Aldrich Location and Environmental Engineer, Division of Construction and Engineer­ ing, State of Vermont Marjorie Brink Principal, Peat, Marwick, Mitchell and Co., San Francisco Susan Carney Public Relations Manager, Rapid Recovery, Cleveland Maureen Craig Regional Transportation District, Denver Clare Dale New London, Connecticut Jeff Davidson Johnson County Council of Governments, Iowa City Lawrence Halprin Lawrence Halprin Associates, San Francisco Ralph Higgins Higgins Associates Andrew Hyde Manager, Public Services, MASSPORT, Boston C. Anthony Junker Ueland and Junker Architects and Planners Marilyn Klein DOT Federal Railroad Administration Ted Leslie Assistant to the Director of Facilities, Hillsborough County Aviation Authority, Florida Joseph Merritt Terminal Superintendent, Metropolitan Transportation Center, Buffalo Ruby Turner Morris New London, Connecticut Michael John Pittas Director, Design Arts Program, National Endowment for the Arts Ken Quist Office of Community Development, Chelsea, Massachusetts Siegbert Schacknies DOT Federal Railroad Administration Leyland Traywick Director of Business Research, College of William and Mary, Williamsburg, Virginia Dean Upshaw James Associates Inc., Architects and Engineers We are also grateful to Stuart Herman, president of Technical Communica­ tions Inc., who generously contributed his time to help the project researchers develop interview techniques. Contents Page Introduction 6 Long-Term Investment ________________ 10 Tampa International Airport 12 Nicollet Mall, Minneapolis 16 Economic Development and Rational Land Use 20 Montreal's Metro 22 Northeast Corridor Improvement Project _____________ 25 Commercial Revitalization _______________ 28 Boston's Downtown Crossing _________________ 30 Downtown Transit Exchange, Iowa City_____________ _ 33 Lafayette Bus Terminal ___________________ 35 Buffalo Metropolitan Transportation Center and Light Rail 36 Private Investment __________________ 40 Burlingame's Airport Boulevard Intersection ____________ 42 Washington Boulevard Trolleys, Detroit. ______________ 44 Oakland's 12th Street BART Station ______________ 47 Use of Neglected Resources: The Example of California ___ 50 Improved Resources for Tourism _____________ 52 Carter's Grove Country Road, Williamsburg ____________ 54 Vermont's Scenic Roads 56 Baltimore's Approachways __________________ 59 Community Image Building 62 Woodside on the Move, Queens 64 Cleveland's Rapid Recovery __________________ 67 Page Enhanced Pedestrian Circulation 70 Seattle's Hillclimb Corridor _________________ 72 St. Paul's Skyways ____________________ 74 Chelsea's Memory Wall and Alley 78 Cotton Row Alley, Memphis 80 Oklahoma City's Metro Concourse _______________ 82 Increased Potential for lntermodal Travel 84 New London's Union Station 86 Increased Ridership 88 Portland Mall ______________________ 90 Glenside Park-and-Ride Facility _______________ 93 Cost-Efficiency of Transit Marketing ___________ 96 Philadelphia's Fifth Street Station 98 Arts on the Line, Cambridge_________________ I 00 New York's Platforms for Design 102 San Francisco's Golden Gate Bus Kiosks I 04 Grand Rapids' GUS Bus 105 Culture Buses in New York and Chicago I 06 Cincinnati Public Art Project I 08 Art on Cleveland's Buses I I 0 Poetry on the Buses 111 References _____________________ l 14 Introduction In the post-World War II era, over time. The policy statement read, notable progress has occurred in transportation in the United States in part: highway and roadside enhancement; has undergone a radical transforma­ in adaptive reuse of obsolete historic tion as ship and rail traffic have been It shall be the consistent policy of the railroad stations; in improvement of partially eclipsed by high-speed road­ Department of Transportation to en­ the pedestrian environment in cities; way and air travel. The change is courage good design, art, and ar­ in redevelopment of obsolescent justifiably hailed as a superb modern­ chitecture in transportation facilities waterfronts; and in reclamation of day accomplishment that permits this and services. The environmental despoiled areas in cities and coun­ nation an unprecedented and unri­ design arts shall be combined with tryside. A feature common to all valed capacity for speed and mobility. other technical skills in an inter­ these programs, and actually essential However, it is also clear that our disciplinary approach to planning, to their success, is attractive ap­ new-found mobility has helped to constructing, and operating transpor­ pearance. As Buckminster Fuller has create serious problems. Among these tation systems. stated it: are the decline of downtown commer­ cial activity and the economic viabil­ The policy has had a positive in­ When I am working on a problem, I ity of cities; deterioration of residen­ fluence on transportation programs never think about beauty. I think tial, work, and recreational en­ within the several administrations only how to solve the problem. But vironments; and an increased located in the Department, though when I have finished, if the solution dependence on foreign oil and other decisions on design quality matters is not beautiful, I know it is wrong. scarce resources. have, properly, remained with state One goal of this study is to further By the early 1970s, it was apparent and local transportation agencies. develop the case for regarding design that the nature of federal involvement The Department of Transportation and art as essential elements in in transportation should shift to pro­ has worked closely with the National transportation planning, even in an vide for greater participation by state Endowment for the Arts (NEA) in era of tightening budgets. We have and local governments and the private developing appropriate technical sup­ examined a variety of cases, ranging sector. Two major premises were port and publications, as well as a na­ from such relatively inexpensive pro­ generally accepted: planning for tional awards program for transporta­ grams as the painted " Gus Bus" in transportation should more fully in­ tion design. NEA's support of good Grand Rapids and the approachways tegrate the interests and goals of design in transportation dates to the program in Baltimore, to such large­ many segments of our society; and very first years of its activity. The scale projects as the design of the expenditures on transportation should present study is the most recent Montreal Metro and the rehabilitation also serve the investment needs of cooperative effort between the two of the Northeast rail corridor. Our economic development, without caus­ agencies. purpose was to develop a fresh ing significant harm to healthy The cases studied in this report perspective on ways the visual appeal neighborhoods or the quality of the demonstrate that city, state, and of transportation can be identified as environment. regional authorities have shown a a distinct element for consideration, In this context, the U.S. Depart­ keen sense of responsibility for the and on the degree to which quality ment of Transportation (DOT) de­ aesthetic quality of transportation design contributes to the economics cided several years ago to encourage projects. The positive effect of well­ and function of transportation careful attention to quality design in designed transportation projects on systems. A second goal has been to the construction and rehabilitation of the visual environment is becoming develop guidance and examples to transportation projects and facilities. apparent to many local communities, assist transportation planners and The concept is that major federal especially in contrast to the short citizens in dealing with these issues. projects and other investments in shrift often given to visual appeal in This is not a recent need in our soci­ transportation should
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