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UI Archive – Cover Photos

We were updating our social media and produced some of our favorite images in wide format.  Find the whole collection on this Flickr set or see some favorites in the gallery below.  I wanted to share these photos because I thought they showed many sides of the city, its people and its places.

It will be fun to see how the city continues to change over the next few years.  Indianapolis did not always have a canal district, a cultural trail, or even Monument Circle.  What big thing will Indianapolis take on next?

These images are free for any personal or non-commercial, unmodified use (some rights reserved, so please contact us if you need permission to use them for something else).

 

Downtown from the West Bank of White River (image:  Art Malito) Cultural Trail Lighting Exhibit (image:  Curt Ailes) Construction of JW Marriott Hotel (image:  Curt Ailes) Jogging along Canal (image:  Curt Ailes) Indiana State Capitol at Night (image:  Curt Ailes) Cultural Trail Iconography Pressed into Crosswalk (image:  Curt Ailes) Snowing in Broadripple (image:  Curt Ailes) Duckpin Bowling signage in Fountain Square (image:  Graeme Sharpe) Metallic Script Lettering on Historic Coca-Cola Bottling Plant (image:  Graeme Sharpe) The Pyramid Buildings on Indy's Northwest Side (image:  Graeme Sharpe) View of Downtown Indy from the Nature Conservancy Greenroof (image:  Graeme Sharpe) Warming Up for Cataracts Festival (image:  Graeme Sharpe)

What does a Complete Bridge look like?

What is a Complete Bridge?  Well, if you are familiar with transportation issues, you have probably heard of the phrase “Complete Street.”  A Complete Bridge takes this concept of a Complete Street and applies the same standards of safe accessibility for non-motorized transportation.

Complete Streets policies are an excellent way to ensure that our streetscapes reflect our social values, by giving designers a mandate for roadway user inclusion but not tying their hands with any mandated geometries.  It is also a satisfying vindication of basic rights for anyone who gets honked at or has snow plowed into their path just because they use the public right-of-way without an accelerator pedal.

This is 38th Street - a good example of why Complete Streets are a necessary policy

This is 38th Street in Indianapolis where it joins I-65 – a design for only 1 type of user, and a good example of why Complete Streets are a necessary policy (image:  Graeme Sharpe)

People should be able to use a street safely whether they decide to walk, ride a bike, or drive a car. After all, we call it a “public right-of-way” instead of “private automobile right-of-way” for good reason.  This concept is the essence of public owned space in a democracy.  Our streets are “city property” as a legal convenience, but in reality they are public space – everyone has a right to safely access it using whatever travel modes we can accommodate.

When a Complete Streets bill came to a vote in the Indianapolis City Council, it was a slam dunk.  A policy can’t get more popular than unanimous. Our representatives agreed with public opinion that designing a road for automotive users should never be done at the expense of vulnerable road users like bicyclists and pedestrians.

But that policy has a loophole – if the costs are considered excessive then the policy could be ignored.  This is often an issue when it comes to bridges, because they are such expensive pieces of infrastructure.  While a complete street can usually be designed for a similar price, a Complete Bridge will always be much more expensive than one carrying a single type of traffic.

But bridges are where safe access is needed more than anywhere else, because there aren’t side streets or scenic alternatives.

The Ravenel Bridge is exercise path, nature trail, bike lane, and community link - but the design could have been more than merely functional

The Ravenel Bridge in Charleston, SC functions as exercise path, nature trail, bike path, and community link – but the design did not address future growth of non-automobile use (image: Graeme Sharpe)

Fifth Street Bridge in Atlanta spans 16 lanes of interstate traffic with a very complete street (image:  National Transportation Alternatives Clearinghouse / www.ta-clearinghouse.info)

Fifth Street Bridge in Atlanta spans 16 lanes of interstate traffic with a very complete street that includes bike/ped access and park space – if we want to actually link communities together, this is what our bridges should look like (image: National Transportation Alternatives Clearinghouse / www.ta-clearinghouse.info)

I find it interesting that even though we recognize our need for Complete Streets in spite of higher costs, we fail to apply the same principles for new bridges.  It seems like current practice for bridge planning is plan a bridge with forecasted traffic conditions of 25 years into the future but plan for ped/bike access with data from 25 years ago.  This is a false economy, because we already know that active transportation is growing by huge amounts every year, and bad bridge plans could restrict this growth and its beneficial consequences.

The Kessler bridge on Meridian St at Fall Creek

The renovated Kessler bridge in Indianapolis clearly prioritizes rush hour commuting over the comfort of vulnerable road users (image: Graeme Sharpe)

But we can choose to build better bridges.  If we did, what would a Complete Bridge look like?

  1. Follows Complete Street principles
  2. Meets current and anticipated long-range uses by alternative transportation modes
  3. Uses low-impact design and accounts for mitigation of harmful effects on local residents
  4. Provides for public engagement whenever appropriate with scenic viewpoint stations, history centers, or public parks

Our awareness of these issues will force us to redefine what makes a revolutionary bridge, just as the Brooklyn Bridge or Golden Gate did for their eras.  But what about the smaller bridges – the ones that don’t demand special treatment or receive special funding?  These are bridges that people cross over every day without much notice, but it is the ones that carry people to local jobs and kids to local schools that might deserve our closest attention.

Portland is currently building a bridge that might be a good model for planning a bridge of this type, with their Sellwood Bridge project. They are addressing each of the issues listed above in appropriate ways for their community.

The existing 2-lane bridge is being moved to allow construction of a new bridge (image H. Simmons)

The existing 2-lane bridge is moved onto temporary piers to allow continued use until construction of the new bridge is finished (image H. Simmons)

Rendering of steel arch bridge that will replace the existing multispan truss (image:  Multnomah County)

Rendering of steel arch bridge that will replace the existing multispan truss (image: Multnomah County)

The existing bridge is narrow and makes little accommodation for alternate modes compared to the new lane configuration on the new bridge (image: left - H. Simmons, right - Multnomah County)

The existing bridge is narrow and makes little accommodation for alternate modes compared to the lane configuration on the new bridge (image: left – H. Simmons, right – Multnomah County)

The public engagement process is critical, but often overlooked for small bridges.  The new bridge features a pretty good public website too.  Bridges are important in ways that streets aren’t, as they represent the physical location of a mental transition.  Communities rally around bridges and they can become powerful symbols.  Engaging the public early and often means that people begin to care about the bridge and understand the importance of tax money spent on its construction and maintenance.

Portland’s strategy was to create a festival celebrating the bridge closing and the start of new bridge construction.  This 1-time expense helps the local community learn to accept and take  ownership of the bridge building process.

Community involvement included an outreach program featuring music and an event booth (image H. Simmons)

Community involvement included an outreach program featuring music and an event booth (image H. Simmons)

People in a community are naturally interested in their nearby bridges and transportation agencies - we must learn to take advantage of this interest (image:  H. Simmons)

People in a community are naturally interested in their nearby bridges – transportation agencies must learn to take advantage of this interest (image: H. Simmons)

The Sellwood Bridge project is notable because it used the principles of Complete Streets during the planning stage, and also because it planned ahead for the growth of alternative modes.  At the same time, it did not expand the number of automotive lanes because increasing traffic would have negative effects on the local communities that this bridge was meant to serve.  Finally, the planning agency worked hard to engage stakeholders and communicate the reasons for these decisions.

Here in Indianapolis, the citizens are making progress in their quest for Complete Streets.  But we shouldn’t forget that Complete Streets need Complete Bridges.

The Genius of Traditional Buildings

Have you ever been to an old downtown and marveled at the historic buildings? Have you ever wondered how they could create such beautiful buildings on such small budgets, compared to the placeless architecture we are told is barely affordable today?

Graeme Street in Pittsburgh

Graeme Street (Pittsburgh, PA)

The truth is that those multi-story, mixed-use buildings lining the street were built by a different culture.  We are a different people now, and we demand different things from our built environment.

Buildings along Washington Street in Downtown Indianapolis

Buildings along Washington Street in Downtown Indianapolis

Take a few steps back to remember what changed

Take a few steps back to remember what changed

But that old American culture was a very clever one, and we can profit from studying what they did right, and how they did it.  So here is their basic recipe:

1.  Leverage small investments

The typical traditional urban building is between 20 to 40 feet wide, and between 60 to 200 feet deep.  This small width was a product of structural engineering limitations.  A traditional building with masonry walls and wooden floors could not span further without significant cost increases, and tax policies often charged by street frontage instead of square footage.  The result was small frontages and deep buildings.

Traditional Buildings start small (Indianapolis, IN)

Traditional Buildings start small (Indianapolis, IN)

The overall effect of a traditional streetscape is like walking through a well-curated art exhibit, where people can admire the buildings or the products in the glass storefronts.  The density of different buildings and stores satisfies the pedestrian’s need for visual interest.  It is a key part of what we call “walkability”.

Perhaps even more importantly, the small sizes encouraged ordinary citizens to become developers.  Many buildings were financed directly by business owners or residents, who would offset building costs with lease income from unused spaces.  These self-developing streetscapes ensured that no single developer or architect controlled the evolution of the city.  It would reflect a social, shared history instead.

A plain street can be more important to people than a capitol building

A plain street can be more important to people than a capitol building (Derby, UK)

This is what made historic downtowns beautiful in a way that no government or philanthropist could recreate today, and why historic preservationists nurse a broken heart with every lost structure.

2.  Share with your neighbors

The party wall style of building, where adjacent buildings used the same structural wall to support their floors, was a very important money saving technique in traditional buildings.  From the dawn of human civilization we have been building cities by slowly adding onto the existing structures.  However, new construction codes that strictly regulate fire safety have eliminated this technique, and for all intents and purposes party walls are no longer in common use.  Every building is now an independent structure.

Traditional Buildings share walls (Derby, UK)

Traditional Buildings with shared walls (Derby, UK)

Party Wall vs Fire Wall

Party Wall vs Fire Wall

The change has been beneficial in terms of life safety, but the effect on older buildings has been onerous as owners were left with a complicated legal situation just when downtowns were under fierce competition from the suburbs.  The results are plain to see in downtown Indy, where adjacent buildings were torn down for new parking lots and the old walls still bear the marks of beam pockets.

A scarred party wall (Indianapolis, IN)

A scarred party wall (Indianapolis, IN)

When we lost party walls, we didn’t just lose an inexpensive way to build.  We lost an inexpensive way to live.  A traditional building with party walls on either side will only have exposed facades on the back alley and the front elevation.  There are two benefits:  reduced heating costs and reduced facade costs.

Street versus Alley materials, but it blends so well (Indianapolis, IN)

Street versus Alley materials, but it blends well (Indianapolis, IN)

The heating and cooling issues are simple enough to explain, because there are fewer pathways for heat transfer (assuming your neighbor is also climate controlled).  This results in a significant savings compared to independent buildings with 4 exposed walls.

The construction costs are also lower, because only 2 facades must be weather-proof.  The owners typically used the savings to invest in attractive architecture with architectural flourishes, since it made business sense.  The corner buildings, with a higher burden of exposed facade costs, would naturally attract more profitable tenants.  The loss of a corner building is the ultimate way to devastate historic districts, because there will never be a profitable way to replace what has been lost.  The economic conditions that created those buildings is gone.

3.  Build up, not out

Traditional buildings, and traditional streetscapes by extension, never happened overnight. They evolved over time, as each small plot was filled in and then raised upwards.  The neat thing about masonry walls is that they can support an incredible amount of weight if they are braced at each floor level, so adding a new floor on top was usually a simple process.  This gave owners the ability to start small and incrementally expand their property as needed.

A nucleating commercial strip

A nucleating commercial center

Here in Indianapolis you can see this evolutionary process frozen in time.  The old streetcar stops were the commercial areas for each neighborhood, and as you travel towards downtown you will be traveling in time.  On the outskirts of the old city limits, you will find buildings that look like 1-story general stores, but maybe just a solitary one or one that was converted from a residence.  A bit closer in and you will find a healthier pocket of commercial buildings, some with 2 stories.  Look closer, you can usually find where the first buildings were upgraded from 1 to 2 stories.  A change of masonry, architectural style, or apparent age will show.  Sometimes it’s easiest to spot in the rain when the masonry takes in water at different rates.

Irvington Terrace historic district (Indianapolis, IN)

Irvington Terrace historic businesses (Indianapolis, IN)

The closest neighborhoods will have fully formed commercial streets with 4 or 5 story buildings, which were the final stage of traditional building evolution until the invention of the safety elevator.  This incremental development paradigm was a very cost-effective way to establish a business district, and also very different from our current style of development.  The “build at once” streetscape phenomenon is a recent invention, and only necessary because of the presence of parking requirements.

A block of traditional buildings wastes no space and can be built up extensively

A block of traditional buildings wastes no space and can be built up extensively

A block of contemporary buildings is a scattered mess that is commonly abandoned rather than upgraded

A block of contemporary buildings is a scattered mess that is commonly abandoned rather than upgraded

Minimum Parking Requirements, whether for permitting compliance or loan approval, have been the single greatest enemy of the traditional building technique.  The need for parking spaces based on square footage means that adding an additional level to a building requires more parking.  And in an urban area, land is a limited resource.  Building a parking garage is far too costly and complex a process when considering the needs of so many varied businesses on a single street, and so the only solution is to close the business and relocate where land is plentiful.

The modern method of placemaking

The modern method of placemaking (Columbus, IN)

No way to expand?  Relocate!

No way to expand? Relocate! (Carmel, IN)

Lessons to Learn

As you can see, traditional building developers used their limitations as advantages, making the most out of known technology and social behavior. It is up to us to figure out how to apply these concepts to our modern urban areas.  But the key lessons here are to create a development environment where buildings can start small, expand gradually, and create mutually beneficial relationships with their neighbors.

A Street has 2 Sides

Good urban design recognizes that the street has two sides.  It doesn’t separate people on one side from shops on the other.  Because in a world designed for automotive superiority, streets become barriers much too often.

In short, a good street encourages jaywalking.

What are you waiting for?

What are you waiting for?

Balconies: The Upside of Outside

Chicago (Wicker Park) – roof deck with view of skyline

The Balcony is one of my favorite architectural inventions.  They are important both in terms of aesthetic character and function, as they can give buildings a special look or a special purpose.  For example, the balconies on the Marina City or Aqua Tower in Chicago become their identity, either by being repetitive or being different, whereas the balconies of the French Quarter buildings in New Orleans become platforms for a street party almost independent of the buildings themselves.

New Orleans (French Quarter) – Balcony as front lawn

Manhattan (Wall St) – architectural setback as intermediate roof deck

Manhattan (Wall St) – the view from above

Milwaukee (Waterfront) – warehouse condos with retrofit balconies

 

Balconies are a blend of public and private space, giving people spatial separation but maintaining visibility in both directions. They are places where the synergy of shared public space begins to make sense, and a district with good balconies is usually a district worth celebrating. They are a great opportunity for architectural expression.  They can frame a special view of the city skyline.  They are flexible spaces that could be used for a political stage or for hanging laundry.

 

Brooklyn (Williamsburg) – balconies to maximize viewshed

Indy (Downtown) – flatiron style with balcony on the point

Indy (Dowtown) – A large enough window can be a substitute balcony

Indy (Chatham Arch) – the Riley Towers have prominent balconies on 4 corners (Image: Eric McAfee)

 

We know that balconies and similar architectural elements are very important in creating a feeling of community, but they began disappearing from American neighborhoods in the 1940s.  Not only were TV and Air Conditioning becoming widespread, but the suburbanization of our cities and streets had begun.  People were not prioritizing outdoor public space after the roads became highways and the sidewalks became barren.  Developers began including fake balconies as a nod to historic character and leaving out the real thing.

 

Indy (Chatham Arch) – Barton Towers are a stardard brutalist work without balconies (image: Eric McAfee)

Indy (Pyramids) – no balconies

Manhattan residential tower (Madison Square) – no balconies

 

The frequent omission of balconies from modern buildings means that I’m always excited to see them in new developments.  The demand for balcony space is clearly evident for anyone who pays attention.  I find it interesting when people use other parts of the building as makeshift balconies.   It’s amazing to see people responding naturally to large crowds in the streets (even though as an engineer who frequently designs guardrails, it frightens the hell out of me to see people exposed to risk like that).  It’s my hope that as the city begins to create its own special places we will find ways to restore old balconies and build new ones.  But most importantly, I hope that our city continues to give people a reason to use them.

 

Indy (Fountain Square) – roof as temporary balcony

Indy (Fountain Square) – roof as temporary balcony

Indy (Fountain Square) – roof as temporary balcony

Indy (Downtown) – parking garage as observation deck

Indy parking garage as temporary balcony