Social gathering is defined as interactions among a diversity of individuals of all abilities in

small, medium and large groups for social and community purposes. Street life used to be an
integral part of the social life of people. Friends met and hung out on the street, children played
there, neighbors caught up with each other, and people watched people. This kind of vibrant
street life has been greatly reduced over the years primarily due to the increase in vehicular
traffic on the street. Donald Appleyard’s seminal study "Livable Streets" (1982) showed that
social connections between people on a street were inversely proportionate to the amount of
traffic. In addition, there is a perception that social activities on the streets might block traffic or
increase crime. There are also concerns that that there will not be adequate maintenance of the
spaces and an increase in liability for the city.

The design of streets and alleys for social gathering will need to put people before cars and
address other concerns that are barriers to bringing life back to the street. This topic looks at
different ways to create the right framework for social space that balances the needs of the
vehicular traffic, pedestrian sense of safety and comfort, and a connection to adjoining land uses.

The Need for Social Gathering

Social streets have always served the important role of being the “third place” between home and
workplace where broader, more creative interaction in a free non-privatized environment is
encouraged. A well-designed social street is a great outdoor living room that is welcoming of
people of all genders, race, ethnicity, age and socio-economic levels.

Streets designed to be social hubs build trust in the community by creating opportunities to know
one’s neighbors. The street becomes the place to meet old friends, make new ones and to
participate in the drama that is life. Creating streets that convey a sense of belonging and
inclusion can encourage social cohesion and discourage isolation. Being connected to the
community in small and big ways has a positive influence on the mental well-being of its users.
Having more people on the street at various times of the day and night also increases safety in
the area.

Allan Jacobs said it well in his book "Great Streets" (1995), “First and foremost, a great street
should help make a community: should facilitate people acting and interacting to achieve in
concert what they might achieve alone. Accordingly, streets that are accessible to all, easy to find
 and easy to get to, would be better than those that are not. The best streets will be those where it
is possible to see other people and to meet them; all kinds of people, not just of one class or color
or age. “The best streets encourage participation. People stop to talk or maybe they sit and watch,
as passive participants, taking in what the street has to offer.”
Streets designed for social gathering also have the potential to reflect and exhibit the identity of
their residents, businesses, historical occupants and visitors. A well-designed social space can
also be the motivation for spending time outside reading on a bench or playing a game of pickup
on the street.

Street design is a great opportunity to create vibrant places where people want to spend their
time. The street can be a place that provides opportunities for social gathering by including a
diversity of ways to engage with others and the larger community. Social streets should
accommodate a variety of people and abilities (singles, couples, families, people with
disabilities, elders, pet owners, etc.) and in varying locations (sun/shade and exposed/protected).
It is also crucial to provide the infrastructure and framework for varied and ever-changing
activities and events in these spaces.

Goal

Streets designed for social gathering should aim to meet the following overall goals:

 Provide a diversity of safe and desirable spaces that facilitate and accommodate a wide range of
human interaction.

 Be inclusive of uses that change with time of day, week or year.

 Promote community pride and ownership.

 Encourage social interactions that create and enhance connections between individuals and the
larger community.

 Engage people and encourage them to return.

Social activities

Streets designed for social gathering should include a diversity of activities including but not
limited to:
 Talking

 Sitting

 Meeting

 Networking

 People watching

 Eating & drinking

 Cooking

 Performing - singing, dancing, etc.

 Demonstrating/protesting

 Working

 Resting

 Reading

 Playing games

 Shopping

Types and setting

1. Informal/ Spontaneous social gathering: These are the encounters of everyday life that
happen spontaneously on the street. These kinds of interactions can be supported with a basic
level of infrastructure that enables people to use the street as their social space.

Examples:

 Seat walls of different heights along a sidewalk

 Stairs, stoops, platforms and porches that face the street

 Fences with nooks for sitting

 Art elements on the street

 2. Formal/ Programmed social gathering: These are gatherings that only happen with
intentional programming and often require a higher level of street infrastructure. These kinds of
gatherings encourage people who would normally not come to the street to experience it as a
social space.

Examples:

 Eating spaces supporting formal/informal commerce

 Stage settings for performances

 Organized events like street fairs, farmers’ markets and block parties

The street needs to include spaces that accommodate different scales of human interaction
including intimate settings for families and friends, loose interactions between individuals, small
and large group meet ups, community gatherings, etc. The social experience needs to be woven
into the function of the street so as to become a natural and common occurrence.

Physical elements

A combination of elements and objects are essential to the design of streets with great social
spaces. This includes but is not limited to:

1. Seating, both fixed and movable, should be made of materials that are durable, require minimal
maintenance, and provide a comfortable seating surface

2. Shade providing elements (shelters, trees, tents, etc.) should be provided to protect users from
the elements.

3. Barriers or screens both permanent and temporary (planted screens, raised planter boxes,
fixed and movable bollards) that can provide separation and protection among the various
street activities.
4. Lighting is a key element to provide nighttime visibility, as well as a sense of security. It is
critical to encourage socializing on the street. It can also be designed to enhance a location’s
mood or character.

5. Power sources on the street cater to the needs of social activities that happen there. The power
source would help operate a music system, provide additional lighting for a street party, and
recharge a laptop, cell phone, and mobile reading devices such as a Kindle or iPad, etc.

6. Water sources must be included for cleaning and maintaining the physical environment;
cooking, handwashing, or other business use; for drinking water; and for any public restroom
connections.

7. Wi-fi (or other mobile information sources) access can provide opportunities for new ways of
socializing on the street. It can help can maximize the social experience by making it easy to
locate instant information about social and cultural events, discover the history of a place or post
photos from an event.

8. Trash and recycling receptacles are essential to maintain cleanliness, and an attractive public
space that is conducive to social gatherings.

9. Public restroom access is a basic amenity that can contribute to people and facilitate use of the
street for extended periods of time.

10. Performance spaces and artistic displays that are interpretive and engaging and contribute to
activation of spaces and sense of place.

11. Outdoor teaching and learning stations that encourage social interaction and creativity.

12. Tables that encourage a variety of behaviors including eating, gaming, meeting, working, etc.

13. Landmarks and wayfinding signage to identify special places and social gathering
destinations.
« Back to Case Studies

Outdoor Living Rooms

West Oakland and Los Angeles, CA

categories
benefits
beautify streetscape,
build community,
improve environment,
prevent violence,
reduce health disparities,
reuse underutilized land,

View this Case Study's Photos

Background
“Outdoor Living Rooms are vignettes of furniture installed in public spaces – simple wood
fixtures that give physical form to the social life of the street: waiting for a bus, meeting outside
a shop, chatting or playing a game or just lounging. Steve Rasmussen-Cancian works with
residents in low-income neighborhoods in West Oakland and parts of Los Angeles, where
officially sanctioned and funded improvements are hard to come by.

The West Oakland Greening Project created the first outdoor living rooms with found furniture:
discarded sofas repurposed as sidewalk seating. Their later iterations have been custom-made out
of simple materials to recreate the park benches, front stoops and outdoor tables where a
neighborhood's inhabitants have traditionally interacted with one another and created a
community. At first the outdoor living rooms in West Oakland were regularly hauled away by
officials, but more recently the city has informally accepted the installations and offered permits
if activists would purchase liability insurance. In Los Angeles, local activists won full permitting
for living rooms without fees or requirements to buy insurance, eventually drawing Mayor
Antonio Villaraigosa to come build a bench.” – San Francisco Planning and Urban Research
Association
 Outdoor living rooms are similar to the San Francisco parklet concept, but are more appropriate
for communities that cannot afford the infrastructure that parklets require.

Lessons Learned
Potential Benefits:

 Provides designated public gathering spaces in a neighborhood.

 Reflects the needs of the community.
 Is appropriate for both residential and commercial streets.

Potential Issues:

 Cost: Although low cost, the cost of street furnishings could be an issue.
 Maintenance: An agreement should be reached regarding who will maintain the living room.
Official intervention: In Oakland, a common problem has been that police take the furniture
away.
Sources

Hammett, Kingsley. “Sidewalk Living Rooms”

(http://www.designerbuildermagazine.com/designerbuilder_sidewalk.html)

Steinhauer, Jennifer, April 26, 2008. “Outdoor ‘Living Rooms’ Bring Touches of Cheer to
Central Los Angeles” (http://www.nytimes.com/2008/04/26/us/26busstop.html)
San Francisco Planning and Urban Research Association. “DIY Urbanism”
(http://www.spur.org/publications/library/article/diy-urbanism)

Photo Sources

MIG, Inc.

« Back to Case Studies

Green Light for Midtown

New York, NY

categories
benefits

View this Case Study's Photos

Background

As it crosses the grid, Broadway's configuration in New York City’s Midtown caused some of
the city's worst traffic back-ups and most hazardous pedestrian conditions. The stretch of
Broadway included in the Green Light for Midtown pilot project witnessed 562 crashes
involving pedestrians and motor vehicles between 1995 and 2005, according to Crashstat.org,
making it one of the most dangerous stretches of roadway for walkers in all of New York City.
By reducing traffic congestion, Broadway will once again become New York City's great
walking street, perennial traffic back-ups will be solved and lives will be saved.

Adopted from: Transportation Alternatives

Between the gushing reviews of the new urban space and glorious pictures of pedestrian packed
streets, it is easy to forget that the city’s Greenlight for Midtown program was primarily billed as
a way to reduce traffic congestion throughout Manhattan by the most counter-intuitive means:
taking away space from cars. Although induced demand and its inverse, sometimes called traffic
shrinkage, have become accepted in transportation-planning circles, to have a concrete and beach
chair-filled example of it at the crossroads of the world is an obvious boon for those who wish to
make the case that closing streets to cars, rationalizing intersections and improving the pedestrian
environment can be a sensible solution to vehicle congestion.

The redesign has been a success, not only in its much-lauded efforts to give pedestrians a bit
more breathing room, but also as a counter-intuitive traffic curative for all the world to see. The
project included several phases, including an initial visioning project by Project for Public
Spaces, temporary changes and evaluation of results initiated by the New York City Department
of Transportation (NYCDOT), and semipermanent designs. Construction of permanent plazas is
anticipated in 2012.

Adopted from: Beck and Graham, 2009

Project for Public Places

Still one of New York’s main draws, Times Square had become increasingly been a place where
no one wanted to spend any time. Tourists, locals, and office workers were unsatisfied with their
experiences there. Times Square offered little amenity or activity beyond its initial visual impact
and, therefore, lacked a critical quality of every successful public space—it did not make you
want to go back.

The Times Square Alliance hired Project for Public Spaces (PPS) from May 2006 to June 2007
to better understand and reimagine how Times Square performs as a public space. PPS began by
gaining a better understanding of the district through systematic observation techniques such as
time-lapse film analysis, activity mapping, and tracking and user surveys.

The general issues and opportunities that emerged from the analysis included:

 Ground floors: Most building bases did not support sidewalk activity, gathering and smaller
destinations.
 No square there: Demand for use and activity in the median was very high, yet there were
no amenities in the square to support this activity.
 Movement and circulation: Street design did not support pedestrian movement – there was a
lack of sidewalk space and crosswalks, and crossing times were inadequate.
 Flexible spaces: The district needs flexibility to close side streets and Broadway at various
times to facilitate planned events.
 Reach out like an octopus: The area is not perceived as a district. Side streets, especially the
theater blocks, were underperforming as destinations in their own right.

With these issues in mind, PPS also conducted comprehensive research of international best
practices, drawing specific lessons from how other places have addressed similar challenges.
Working with the client, PPS then developed key programmatic recommendations and
conceptual plans. Recommendations included reconfiguration of streets to better accommodate
foot traffic and reduce the negative impacts of traffic; architectural treatments and amenities to
improve the pedestrian experience; retail strategies to diversify the district’s attraction; and new
public space programming, such as performances and markets.

To help the alliance sell this vision to its partners and constituents, PPS developed a series of
photo-simulations depicting the vision. PPS also presented its observations, best practices
research and programmatic recommendations to a selection of leading designers to explore ways
that they could creatively respond to and build on PPS findings and recommendations.

In addition to changes being implemented by the business improvement district, the New York
City Department of Transportation’s Green Light for Midtown project was informed by these
recommendations.

Adopted from: Project for Public Spaces

New York City Department of Transportation

The New York City Department of Transportation began implementing Green Light for
Midtown in late May 2009. The work created new pedestrian areas on Broadway in Times
Square (47th to 42nd Streets) and Herald Square (35th to 33rd Streets). Extensive safety
improvements were also made along the Broadway corridor between Columbus Circle and
Madison Square.

A feasibility analysis indicated that the project would improve traffic flow on 6th and 7th
Avenues as well as improve traffic safety along Broadway. Both before and after implementing
the temporary pilot project, NYCDOT collected extensive data on travel times, traffic volumes,
pedestrian volumes and traffic accidents in the months just prior and just following project
implementation. According to that data, the project delivered on its expectations.

Findings from data from GPS units placed in taxis helped NYCDOT understand the impacts to
travel in and around midtown:
 Travel speeds for northbound trips throughout West Midtown improved 17% from fall 2008
to 2009, compared with 8% in East Midtown.
 Travel speeds for southbound trips in West Midtown fell by 2% while East Midtown
showed an increase of 3%.
 The speed of eastbound trips increased by 5% and westbound trips increased by 9% over the
same time period.
 Bus travel speeds increased by 13% on 6th Avenue and fell by 2% on 7th Avenue.
Safety has also been vastly improved as a result of this project:

 Injuries to motorists and passengers in the project area are down 63%.
 Pedestrian injuries are down 35%.
 80% fewer pedestrians are walking in the roadway in Times Square.

And the project has had additional benefits as well:

 74% of New Yorkers surveyed by the Times Square Alliance agree that Times Square has
improved dramatically over the last year.
 The number of people walking along Broadway and 7th Avenue in Times Square is up 11%
and pedestrian volume is up 6% in Herald Square.

Based on these findings, plans are underway to make the Broadway changes permanent,
including designing and building the plazas and corridor treatments with permanent, high quality
materials. The NYCDOT also has completed the design of similar improvements to Union
Square.

Adopted from: New York City Department of Transportation

reNEWable Times Square: Designing Temporary Surface Treatments

A winning design was selected to refresh and revive the streetscape designs currently at the
Times Square pedestrian plazas while DOT moves forward with the area's permanent capital
reconstruction project. Construction on the permanent plazas is expected in 2012.

Submitted by Brooklyn-based artist Molly Dilworth, the selected design is a graphic

representation of NASA's infrared satellite data of Manhattan. Titled “Cool Water, Hot Island,”
the artist's concept focuses on the urban heat-island effect, where cities experience warmer
temperatures than rural settings. The proposed design's color palette of striking blues and whites
reflects more sunlight and absorb less heat -- improving the look of these popular pedestrian
plazas while making them more comfortable to sit in. The color and patterns evoke water,
suggesting a river flowing through the center of Times Square, and they also provide a
compelling visual counterpoint to the reds, oranges and yellows of the area's signature marquees
and billboards.

Lessons Learned
Potential Benefits:

 Increases traffic flow by reducing the space devoted to vehicles in a highly visible location.
 Increases pedestrian safety and the number of pedestrians walking in the area.
 Provides amenities that supports social gathering.
 Increases sense of place.
 Utilizes temporary changes to collect data to support permanent change.
 Builds support for the changes through temporary surface treatments.
 Increases the visibility and attractiveness of pedestrian realm.
 Increases sidewalk activities, such as outdoor seating.
 Enhances pedestrian movement and circulation.
 Provides flexible spaces for special events, social gathering, and street performances.

Potential Issues:

 Impacts to businesses: There was initial resistance and fear from adjoining businesses
about the potential impact.
 Initial resistance: There was initial resistance from users of transportation modes, such as
private automobiles, taxis, tourist operators, etc.
Sources

Beck, Graham, May 29th, 2009. “Broadway: The Counter-Intuitive Traffic Curative,” Urban
Omnibus, (http://urbanomnibus.net/2009/05/broadway-the-counter-intuitive-traffic-curative/)
New York City Department of Transportation, “Broadway”
(http://www.nyc.gov/html/dot/html/about/broadway.shtml)
Project for Public Spaces “Times Square”
(http://www.pps.org/projects/timessquare/)
Transportation Alternatives (local biking, walking and transit advocacy group), February 26,
2009.
Statement on Broadway's Pedestrian-Friendly Redesign
(http://www.transalt.org/newsroom/releases/3079)

Photo Sources

MIG, Inc.

« Back to Case Studies

Green Light for Midtown

New York, NY

categories

benefits

View this Case Study's Photos

Background
As it crosses the grid, Broadway's configuration in New York City’s Midtown caused some of
the city's worst traffic back-ups and most hazardous pedestrian conditions. The stretch of
Broadway included in the Green Light for Midtown pilot project witnessed 562 crashes
involving pedestrians and motor vehicles between 1995 and 2005, according to Crashstat.org,
making it one of the most dangerous stretches of roadway for walkers in all of New York City.
By reducing traffic congestion, Broadway will once again become New York City's great
walking street, perennial traffic back-ups will be solved and lives will be saved.

Adopted from: Transportation Alternatives

Between the gushing reviews of the new urban space and glorious pictures of pedestrian packed
streets, it is easy to forget that the city’s Greenlight for Midtown program was primarily billed as
a way to reduce traffic congestion throughout Manhattan by the most counter-intuitive means:
taking away space from cars. Although induced demand and its inverse, sometimes called traffic
shrinkage, have become accepted in transportation-planning circles, to have a concrete and beach
chair-filled example of it at the crossroads of the world is an obvious boon for those who wish to
make the case that closing streets to cars, rationalizing intersections and improving the pedestrian
environment can be a sensible solution to vehicle congestion.

The redesign has been a success, not only in its much-lauded efforts to give pedestrians a bit
more breathing room, but also as a counter-intuitive traffic curative for all the world to see. The
project included several phases, including an initial visioning project by Project for Public
Spaces, temporary changes and evaluation of results initiated by the New York City Department
of Transportation (NYCDOT), and semipermanent designs. Construction of permanent plazas is
anticipated in 2012.

Adopted from: Beck and Graham, 2009

Project for Public Places

Still one of New York’s main draws, Times Square had become increasingly been a place where
no one wanted to spend any time. Tourists, locals, and office workers were unsatisfied with their
experiences there. Times Square offered little amenity or activity beyond its initial visual impact
and, therefore, lacked a critical quality of every successful public space—it did not make you
want to go back.

The Times Square Alliance hired Project for Public Spaces (PPS) from May 2006 to June 2007
to better understand and reimagine how Times Square performs as a public space. PPS began by
 gaining a better understanding of the district through systematic observation techniques such as
time-lapse film analysis, activity mapping, and tracking and user surveys.

The general issues and opportunities that emerged from the analysis included:

 Ground floors: Most building bases did not support sidewalk activity, gathering and smaller
destinations.
 No square there: Demand for use and activity in the median was very high, yet there were no
amenities in the square to support this activity.
 Movement and circulation: Street design did not support pedestrian movement – there was a lack
of sidewalk space and crosswalks, and crossing times were inadequate.
 Flexible spaces: The district needs flexibility to close side streets and Broadway at various times
to facilitate planned events.
 Reach out like an octopus: The area is not perceived as a district. Side streets, especially the
theater blocks, were underperforming as destinations in their own right.

With these issues in mind, PPS also conducted comprehensive research of international best
practices, drawing specific lessons from how other places have addressed similar challenges.
Working with the client, PPS then developed key programmatic recommendations and
conceptual plans. Recommendations included reconfiguration of streets to better accommodate
foot traffic and reduce the negative impacts of traffic; architectural treatments and amenities to
improve the pedestrian experience; retail strategies to diversify the district’s attraction; and new
public space programming, such as performances and markets.

To help the alliance sell this vision to its partners and constituents, PPS developed a series of
photo-simulations depicting the vision. PPS also presented its observations, best practices
research and programmatic recommendations to a selection of leading designers to explore ways
that they could creatively respond to and build on PPS findings and recommendations.

In addition to changes being implemented by the business improvement district, the New York
City Department of Transportation’s Green Light for Midtown project was informed by these
recommendations.
 Adopted from: Project for Public Spaces

New York City Department of Transportation

The New York City Department of Transportation began implementing Green Light for
Midtown in late May 2009. The work created new pedestrian areas on Broadway in Times
Square (47th to 42nd Streets) and Herald Square (35th to 33rd Streets). Extensive safety
improvements were also made along the Broadway corridor between Columbus Circle and
Madison Square.

A feasibility analysis indicated that the project would improve traffic flow on 6th and 7th
Avenues as well as improve traffic safety along Broadway. Both before and after implementing
the temporary pilot project, NYCDOT collected extensive data on travel times, traffic volumes,
pedestrian volumes and traffic accidents in the months just prior and just following project
implementation. According to that data, the project delivered on its expectations.

Findings from data from GPS units placed in taxis helped NYCDOT understand the impacts to
travel in and around midtown:
 Travel speeds for northbound trips throughout West Midtown improved 17% from fall 2008 to
2009, compared with 8% in East Midtown.
 Travel speeds for southbound trips in West Midtown fell by 2% while East Midtown showed an
increase of 3%.
 The speed of eastbound trips increased by 5% and westbound trips increased by 9% over the
same time period.
 Bus travel speeds increased by 13% on 6th Avenue and fell by 2% on 7th Avenue.

Safety has also been vastly improved as a result of this project:

 Injuries to motorists and passengers in the project area are down 63%.
 Pedestrian injuries are down 35%.
 80% fewer pedestrians are walking in the roadway in Times Square.
 And the project has had additional benefits as well:

 74% of New Yorkers surveyed by the Times Square Alliance agree that Times Square has
improved dramatically over the last year.
 The number of people walking along Broadway and 7th Avenue in Times Square is up 11% and
pedestrian volume is up 6% in Herald Square.

Based on these findings, plans are underway to make the Broadway changes permanent,
including designing and building the plazas and corridor treatments with permanent, high quality
materials. The NYCDOT also has completed the design of similar improvements to Union
Square.

Adopted from: New York City Department of Transportation

reNEWable Times Square: Designing Temporary Surface Treatments

A winning design was selected to refresh and revive the streetscape designs currently at the
Times Square pedestrian plazas while DOT moves forward with the area's permanent capital
reconstruction project. Construction on the permanent plazas is expected in 2012.

Submitted by Brooklyn-based artist Molly Dilworth, the selected design is a graphic

representation of NASA's infrared satellite data of Manhattan. Titled “Cool Water, Hot Island,”
the artist's concept focuses on the urban heat-island effect, where cities experience warmer
temperatures than rural settings. The proposed design's color palette of striking blues and whites
reflects more sunlight and absorb less heat -- improving the look of these popular pedestrian
plazas while making them more comfortable to sit in. The color and patterns evoke water,
suggesting a river flowing through the center of Times Square, and they also provide a
compelling visual counterpoint to the reds, oranges and yellows of the area's signature marquees
and billboards.

Lessons Learned
Potential Benefits:
 Increases traffic flow by reducing the space devoted to vehicles in a highly visible location.
 Increases pedestrian safety and the number of pedestrians walking in the area.
 Provides amenities that supports social gathering.
 Increases sense of place.
 Utilizes temporary changes to collect data to support permanent change.
 Builds support for the changes through temporary surface treatments.
 Increases the visibility and attractiveness of pedestrian realm.
 Increases sidewalk activities, such as outdoor seating.
 Enhances pedestrian movement and circulation.
 Provides flexible spaces for special events, social gathering, and street performances.

Potential Issues:

 Impacts to businesses: There was initial resistance and fear from adjoining businesses about the
potential impact.
 Initial resistance: There was initial resistance from users of transportation modes, such as
private automobiles, taxis, tourist operators, etc.
Sources

Beck, Graham, May 29th, 2009. “Broadway: The Counter-Intuitive Traffic Curative,” Urban
Omnibus, (http://urbanomnibus.net/2009/05/broadway-the-counter-intuitive-traffic-curative/)
New York City Department of Transportation, “Broadway”
(http://www.nyc.gov/html/dot/html/about/broadway.shtml)
Project for Public Spaces “Times Square”
(http://www.pps.org/projects/timessquare/)
Transportation Alternatives (local biking, walking and transit advocacy group), February 26,
2009.
Statement on Broadway's Pedestrian-Friendly Redesign
(http://www.transalt.org/newsroom/releases/3079)

Photo Sources

MIG, Inc.
You are here

Home ›

Originally a predominately Italian fishing neighborhood, Little Italy is a thriving neighborhood

in Downtown San Diego, California. The scenic neighborhood includes Italian restaurants,
Italian retail shops, home design stores, art galleries and residential units.

A fairly easy walk, San Diego's Little Italy is over 48 square blocks filled with rich Italian
culture, which allows visitors to absorb the people, sights and overall atmosphere. India Street,
the thriving commercial corridor, runs straight through heart of Little Italy, intermingled with
high-density mixed-use buildings and single-family bungalow-style historic properties. A trolley
provides easy connection between Little Italy and the Santa Fe Train Depot, the American Plaza
trolley transfer station and the Old Town Transit Center. Little Italy is located in close proximity
to San Diego International Airport.
Historically, Little Italy was the home to Italian fishermen and their families. Many Italians
moved to San Diego from San Francisco after the 1906 San Francisco earthquake in search of
tuna and other deep-sea sport and commercial fish. When Interstate 5 was constructed through
Little Italy in the early 1970s, 35% of the neighborhood was destroyed. During the same time,
the California tuna industry was declining, which caused the neighborhood to suffer nearly 30
years of decline. At that time, the neighborhood was mainly composed of low-density
commercial businesses and single-family detached homes.

With the creation of the Little Italy Association in 1996, the neighborhood has gone through
gentrification and has seen a renaissance as a Community Benefit District. Its Italian food,
boutique shopping and high level of street maintenance makes this shopping district the place to
live in Downtown San Diego. Currently, the neighborhood is mainly composed of residential
units – mostly mid-rises, high-rises and lofts – with ground floor retail stores and a few
commercial buildings.
There are multiple public improvements and high-rise and mid-rise buildings under construction
or scheduled for construction. Although many of the buildings have been renovated, the new
buildings duplicate the same feel of the original establishments with huge archways, outdoor
dining and ample vegetation that make visitors feel as though they have walked straight into
Italy. During special events, many family-owned restaurants let visitors try their specialties. All
along India Street, public art and various Piazzas invite visitors to stop and take in the San Diego
sun.

Revitalization

Formation of a Business Improvement District (BID) during the 1990s, run by the private,
nonprofit Little Italy Association, was a key factor in the area’s rebound. The association also
runs a Community Benefit District (CBD). The Business Improvement District is funded through
business tax licenses in the area and generates $90,000 a year. The Community Benefit District
generates $750,000 a year through property assessments. The money from the BID and the CBD
are used for maintenance and neighborhood security.

From eleven Italian-related businesses in the mid-1990s, Little Italy has grown to become home
to 19 Italian restaurants, 22 home furnishing stores and 11 art galleries. The Centre City
Development Corporation (CCDC) provided more than $4 million for many of the capital
improvements to the streetscape. Improvements included upgrade and replacement of existing
surfaces with particular sensitivity to retaining the original character along India Street,
landscape, lighting and parking improvements as well as traffic circulation improvements and
upgrades. The Little Italy Association provides maintenance funding for the trees, trashcans,
 landscaping and new sidewalks. The CCDC has also subsidized construction of 16 row houses,
12 affordable rental lofts and 37 low- and moderate-income apartments on a block of land the
CCDC purchased. Currently the most common complaint is that an area once covered with
parking lots is now one of the most difficult places to park in all of San Diego.

Adopted from: Shigley 2008

Other improvements have included:

 Revitalizing the C Street corridor from India Street to Park Boulevard to make it safer for
pedestrians, more conducive to private development and business, and more efficient for trolley
riders.
 Implementing the Trolley Renewal Project that focuses on repairing the nearly 30 year-old Blue
and Orange lines, which are well beyond their life expectancy. The project includes installing
low-floor trolleys, tracks and station platforms; replacing old rail and overhead wire; and
improving switching, signaling and crossovers. The complete overhaul of transportation and
pedestrian traffic flow is expected to be completed by 2015.
 Developing the Piazza Basilone at the southeast corner of Fir and India, which will transform
half of Fir Street into the Piazza. The Piazza is strategically located at the bottom of Fir Street,
allowing the street to be closed off for special events.
 Creating Amici Park, an approximately 50,000 square foot park in a formerly blighted corner of
downtown bounded by Date Street and Interstate 5. The park is now shared by the community
and Washington Elementary School.
 Establishing a parking district that allows meter fees to be retained to benefit parking projects in
Little Italy. Over 20 years, this revenue is anticipated to be almost $2 million.

Community Events

Year-round community events are held in Little Italy, and the majority are related to Italian
culture. Most of the events center on and around India Street, usually bordered by Grape Street to
north and Beech Street or Ash Street to the south. Some of these include:
 Little Italy Mercato: An Italian farmers’ market held every Saturday on Date Street features
freshly caught fish, vegetables and fruit from local farmers, pastries from local bakeries and art
from Little Italy’s artists.
 Little Italy Carnevale: A Venetian mask event held before Mardi Gras with entertainment and
an open house for retail shops and restaurants.
 ArtWalk: The largest art event on the west coast is held each April with over 120,000 people
attending. It includes art, jewelry, furniture and more.
 Gran Fondo (Big Ride) Colnago San Diego: Over 3,000 bicycle riders from all over the world
come to ride throughout “America’s Finest City” in a 32-, 53- or 100-mile ride that starts under
the Little Italy’s landmark sign.
 Labor Day Stickball Tournament: Several stickball leagues come to play on the streets of Little
Italy in this time-honored east coast game that is played like baseball. Every three years, the San
Diego leagues host a West Coast Invitational where they invite New York and Puerto Rico to
play on the streets of San Diego’s Little Italy.
 Little Italy Festa: The largest Italian festival outside of New York City occurs in Little Italy in
October. It includes over 150 Italian food and craft booths, three stages of entertainment, the
Gesso Italiano Street Painting Festival, a stickball exhibition game, bocce ball tournament, and
beer and wine gardens.
 Little Italy Christmas Village and Tree Lighting: This holiday event occurs each December.

In addition, a number of food events, such as Festival Siciliano and a Taste of Little Italy occur
throughout the year.

The Italian Community Center of San Diego, a 500-member nonprofit organization founded in
1981 for people interested in Italian culture and language, also is located in the Little Italy
neighborhood.

Lessons Learned
Potential Benefits:

 Leverages dedicated funding sources to implement improvements and provide maintenance.

 Builds on the neighborhood’s historic character.
 Utilizes mixed-use development to create a constituency for services.
 Expands pedestrian and social gathering spaces.
 Provides good linkage to transit.
 Hosts unique year-round events that are primarily tied to the neighborhood theme.

Potential Issues:

 Phased improvements: The neighborhood required improvements which were phased-in over
several years.
 Community support: The support of businesses and the community is needed.
Sources

Blair, Tom, San Diego Magazine, (http://www.sandiegomagazine.com/media/San-Diego-

Magazine/San-Diego-Covered/Local-Communities/San-Diego-County-Cities/Spicing-Up-Little-
Italy/)
Cadelago, Christopher, December 22, 2010. “Little Italy Pushes for Park Expansion in Exchange
for Loos” San Diego Union Tribune (http://www.signonsandiego.com/news/2010/dec/22/little-
italy-pushes-park-expansion-exchange-loos/)
Centre City Development Corporation, August 11, 2005. “CCDC Breaks Ground On India Street
Revitalization Project” (http://www.ccdc.com/media-and-publications/news/archived-news-
2005/452-ccdc-news-9-11-05-ccdc-breaks-ground-on-india-street-revitalization-project.html)
Flores Lund Consultants (http://www.floreslund.com/projects_civil.htm)

Granite, Amy T. “Little Italy’s Evolution: San Diego’s Reigning ‘It’ Neighborhood Comes Into
Its Own” 944 Media (http://www.944.com/articles/little-italy-s-evolution-san-diego-s-reigning-
it-neighborhood-comes-into-its-own/)
Lamb, Mariko
(http://sandiegonewsroom.com/news/index.php?option=com_content&view=article&id=42824:
mariko-lamb-writing-for-sdnewscom&catid=191:downtown&Itemid=213)

Little Italy Association of San Diego “Piazza Basilone,” (http://www.littleitalysd.com/points-of-

interest/piazza-basilone/)
Reed, David, Landscape Architects. “The Reconstruction of India Street – Little Italy, San
Diego, California” (http://www.drasla.com/2008/08/india-street-little-italy/#more-19)
Shigley, Paul, October 29, 2008. “In Shadows Of Downtown, SD’s Little Italy Thrives Again”
California Planning and Development Report (http://www.cp-dr.com/node/2169)
Wikipedia, “Little Italy, San Diego” (http://en.wikipedia.org/wiki/Little_Italy,_San_Diego)

Photo Sources

MIG, Inc.

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Pavement to Parks

San Francisco, CA

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benefits

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Background

San Francisco’s streets and public rights-of-way make up fully 25% of the city’s land area –
more space even than is found in all of the city’s parks. Many of the streets are excessively wide
and contain large zones of wasted space, especially at intersections. San Francisco’s Pavement to
Parks project temporarily reclaims these unused swathes, and quickly and inexpensively turns
them into new public plazas and parks. During the temporary closure, the success of these plazas
will be evaluated to understand what adjustments need to be made in the short term, and
ultimately, whether the temporary closure should be a long-term community investment.

San Francisco’s Pavement to Parks projects are inspired by the recent success of similar projects
in New York City, where plazas and seating areas have been created in excess roadway simply
by painting or treating the asphalt, placing protective barriers along the periphery and installing
moveable tables and chairs. Streets such as Broadway have been transformed into much more
inviting and pedestrian-friendly spaces through New York’s efforts.
 Each Pavement to Parks project is intended to be a public laboratory where the city can work
with the community to test the potential of a selected location for permanent reclaiming as public
open space. Materials and design interventions are meant to be temporary and easily moveable
should design changes be desired during the trial run. Seating, landscaping and asphalt treatment
are common features of all projects.

Locations for Pavement to Parks projects are selected based on the following criteria:

 Sizeable area of underutilized roadway.

 Lack of public space in the surrounding neighborhood.
 Preexisting community support for public space at the location.
 Potential to improve pedestrian and bicyclist safety via redesign.
 Surrounding uses that can attract people to the space.
 Identified community or business steward.
 Pavement to Parks is a collaborative effort between the Mayor’s Office, the Department of
Public Works, the Planning Department and the Municipal Transportation Agency. Each project
requires partnerships for implementation. For example, the cost of the 22nd Street Parklet was
paid for entirely through donations by San Francisco resident Mr. Jonathan Weiner and the three
businesses fronting this Parklet.

Adopted from: Pavement to Parks

Lessons Learned
Potential Benefits:

 Provides flexible space, e.g., using moveable tables and chairs.

 Increases space for outdoor dining, bike parking and landscaping.

Potential Issues:

 Location selection criteria: Selection criteria must be met.

 Collaborative effort: Projects require funding, volunteers and partnerships for implementation.
Sources

Pavement to Parks (http://sfpavementtoparks.sfplanning.org/index.htm)

Photo Sources

MIG, Inc.
 Play and Recreation
Play may be defined as active and passive recreational activities that allow us to
develop our physical, social, emotional and moral capacities. Play can take place in the
form of both organized as well as unstructured activities. Over the years social, cultural and
economic trends including changes in family structure; parenting styles; pressures of education;
busier, less-active lifestyles; and the perception of safety have contributed to a general decline in
time and space for play. The increasing popularity of “formal” after school programs, and the rise of
indoor, technology-based informal entertainment have contributed to the decline of unstructured
play. There is greater emphasis on sports and organized play, and not enough opportunity for
informal, free and imaginative play that facilitates a different kind of exploration and learning. These
informal, free-play opportunities are critical to child development.

Why Play on the Street

Modern day street design ignores the opportunities for inclusion of play, and the physical
environment on the street remains particularly ill-suited to meet the needs of its youngest
inhabitants. With a small amount of programming, creative design and policy changes, the street
context can be the perfect place to provide opportunities for play.

The high rates of obesity in the United States according to the Center for Disease Control are another
reason that it is essential to provide opportunities for physical activity whenever possible, including
on the street. Street play can provide opportunities for physical activity in areas with inadequate
parks and open space.

Street play brings people outside – not only children but also adults – connecting all to their
neighborhood in a fun and engaging way. A well-designed street with elements for play can be a
place for children and adults to safely socialize with friends and members of their community, to
learn new skills, and to explore the environment in which they live, making sure that children are
completely, visibly incorporated with their community.

A great deal of research has demonstrated the importance of incorporating play and leisure
amenities into public space including areas other than parks (Lennard 1992, Southworth 1990,
Tranter 1996, and others). Child-friendly play amenities have been shown to:

 Foster socialization and a sense of community membership.

 Provide important opportunities to learn social skills and competencies.
 Increase self-sufficiency and independence as community members.
 Increase understanding of the physical world.
There are three major categories of play that should be supported and facilitated in the design of the
street environment:

1. Physically active play is important for large and fine muscle development, eye-hand-foot
coordination, balancing, locomotion, etc. This kind of play also encourages social and cooperative
play and helps connect players with the physical environment of the street.

2. Quiet play allows for contemplation, creation and conversation. Like physical play, it also
encourages social and cooperative interactions. It provides a balance to physically active play, and
can be included in locations where physically active play may not be possible because of space
constraints or concerns about noise.

3. Free play opportunities are particularly appropriate to the street setting, and include the
development of dramatic and imaginative play and interesting social intersection.

Some physical characteristics of play-friendly streets can be derived from what is needed to support
play for children as described in research done by Churchman (Churchman 2003):

1. Easily accessible, both visually and physically, so that one can see what is happening and easily join
in.

2. Close to other activities, particularly those of adults. Children want to feel part of the world, and not
be relegated to some fenced-off or separated area.

3. Sufficient open space so that children are able to undertake all sorts of activities to accommodate the
interests and abilities of different ages and different children.

4. Appropriate play equipment for varying ages, activities and levels of challenge.

5. Topography and ground covering, including flat and hard surface areas that fit most kinds of
activities and natural areas.

6. Elements that are responsive to children’s actions, e.g., loose parts, such as stones and branches that
can be moved and played with in many ways.

7. Safety, including traffic safety, safe equipment and ground surfaces, safety from adults, and visibility
from the street and nearby residences.

8. Comfortable climate for as much of the year as possible.

9. Consideration for adults, both those who may be supervising the younger children and need a
comfortable place to sit, and those living close to the play areas, who do not want children peering in
their windows or interfering with their access to their dwellings.
Events and Programs
Events and programs are a system of shared, community-based services, opportunities, events and
projects designed to meet social needs. The temporary use of streets for special events and programs
has been a long tradition in cities worldwide. Most cities’ recreation providers offer cultural festivals,
fairs, performing arts and other events and celebrations, and many of these take place on community
streets[1].
Events and programs range from informal, low-key, spontaneous street performances to elaborate
festivals or parades that require extensive planning and rerouting of vehicle traffic. They can be
smaller, neighborhood-based gatherings generated from a grass roots effort or be larger events
organized and sponsored by city agencies. Events intended to promote healthy living and alternative
uses of streets called “open streets” (ciclovias) have become popular in cities around the world.
During these events vehicle traffic is prohibited on specially identified routes for prescribed days
throughout the year to allow streets to be occupied by pedestrian and bicycle activities.

Events and programs are as numerous as our unique communities. They can occur with various
frequencies – once, periodically, annually, or daily – and can make use of closed, partially closed or
even open streets. For some events, minimal supporting infrastructure is needed although
permanent elements, such as power and lighting, accommodate a wider range of activities.

Why Hold Street Events and Programs?

Events and programs bring together people of all ages, incomes and cultures to connect and interact
thereby building and reinforcing community identity. There are also opportunities for significant
economic benefit from revenue generated by sales of food and goods for events’ sponsors and the
neighborhood in which they are held.

Special events introduce people to new experiences such as international cuisines and music. Events
like street games, races, walks and bike rides provide an opportunity for physical activity. Culturally
themed festivals can increase understanding of diverse cultural groups in the community.

[1] According to the National Park and Recreation Association (NRPA), about 90% of recreation providers
provide performing arts, cultural festivals and community events (NRPA, 2009).