Climate change is causing seas to rise, flooding to worsen, and hurricanes and wildfires to become more destructive, all of which puts our infrastructure at greater risk. On top of that, America’s current infrastructure received a D+ grade from the American Society of Civil Engineers (ASCE) in their latest scorecard. Increased risk from climate events and the massive backlog of maintenance projects means that our infrastructure has never been more vulnerable.
But for some forward-thinking communities, vulnerability means opportunity. For these communities facing climate impacts, the best way to protect themselves has been to move beyond the grey infrastructure of the past and transition to green infrastructure.
In the Neoclassical Rayburn building on Capitol Hill, the American Society of Landscape Architects (ASLA) and Environment and Energy Study Institute (EESI) hosted a briefing for over a hundred Hill staffers to explain how communities and landscape architects are using green infrastructure to help communities become more climate-resilient.
Nancy Somerville, Hon. ASLA, CEO of ASLA, said infrastructure should be created or remodeled to work “in tandem with natural systems.”
As outlined in the report Smart Policies for a Changing Climate, which was the result of ASLA’s blue ribbon panel on climate change and resilience, green infrastructure — such as “green roofs, streets, and corridors; tree canopies; parks and open spaces; and wetlands and wild lands” — leverages the benefits of nature to soak up excess stormwater and protect against flooding. These innovative projects also provide many other benefits, such as improved water and air quality, cooler air temperatures, and psychological and cognitive benefits for people.
“The risks of coastal, riverine, an urban flooding are increasing,” said Mark Dawson, FASLA, managing principal at Sasaki, one of the leading landscape and urban design firms in the U.S., which incorporates green infrastructure into all its community resilience projects.
His firm is now working with flood-inundated Shelby County in Tennessee, which won a national disaster resilience grant of some $60 million, to protect itself from persistent, destructive riverine flooding. Sasaki mapped the extent of current and expected future flooding and developed comprehensive plans with the impacted communities. In one especially hard-hit low-income community, there was serious conversation about selling and relocating but planning turned towards how to use parks and reconfigured residential lots with floodable zones to better protect homes. A new green infrastructural park now in development will accommodate an expanding and contracting flood plain (see image at top).
Montgomery county, Maryland, has also gone all-in on using green infrastructure to improve community resilience to climate change. Adam Ortiz, director of environmental protection for the county, said the county government is focused on bringing green infrastructure to previously under-served communities in order to spread the benefits to everyone.
For example, the Dennis Avenue green street, found in an “under-invested” neighborhood, is not only a “beautiful upgrade” but cleans and infiltrates stormwater runoff and protects against flooding. These projects aren’t just good for the environment and property values, they also create economic benefits. According to Ortiz, “green infrastructure projects have contributed $130 million to the local economy,” spurring the creation of county businesses that offer well-paying green jobs.
It’s worth reiterating that some communities need green infrastructure more than others, because some communities have borne “environmental insults” far longer. Dr. Jalonne White-Newsome with the Kresge Foundation argued that environmental justice considerations should guide who gets much-needed resilient green infrastructure. She said low-income “black and brown” communities are often more vulnerable to climate impacts because they are already dealing with so many contemporary issues and the legacy of past injustices. “First, you take institutional racism, then throw climate change on top of that, and it makes things only worse.”
White-Newsome said anyone working on these projects should seek to use good local science; conduct a comprehensive environmental justice analysis before starting a project; remove barriers to “education, access, and financial decision-making;” and empower local communities as part of the process. Green Infrastructure Leadership Exchange and Earth Economics are helpful organizations for communities seeking to finance their own plans and projects.
In the past few years, there has been progress on Capitol Hill in incentivizing more resilient infrastructure, but not nearly enough. Ellen Vaughn, director of public policy for EESI pointed to the Disaster Recovery Reform Act; the Water Infrastructure Improvement Act; Defense appropriations around climate resilience; and the recently-passed Natural Resources Management Act, which provides permanent financing for the Land & Water Conservation Fund (LWCF). And Somerville noted that ASLA has been promoting the Living Shorelines Act and hopes it will be re-introduced this Congress.
But more must be done at the federal level to spread the protective benefits of next-generation resilient infrastructure to more communities. Somerville said: “what is needed is dedicated federal funding for green infrastructure.”
“We rely on natural processes and landscapes to sustain human life and well-being. Our energy, water, infrastructure, and agricultural systems use these processes and landscapes to satisfy our most basic human needs. One motivation, therefore, for protecting the environment is to sustain the ecosystem goods and services upon which we depend. As we emerge from the sixth decade of modern environmentalism, there is a growing international awareness of opportunities to efficiently and effectively integrate natural and engineered systems to create even more value.”
One might understandably think this was written by a landscape architect, or excerpted from somewhere on the ASLA website. In fact, it comes from the forward of Engineering with Nature: An Atlas, a new book by the U.S. Army Corps of Engineers (USACE) Engineering with Nature (EWN) team, led by environmental scientist Dr. Todd Bridges.
Over the last eight years, Bridges has quietly built the EWN initiative out of the Army Corps’ Vicksburg, Mississippi headquarters, working with a team of engineers, environmental scientists, and ecologists to develop pilot projects that prove the viability of engineering large-scale infrastructure in partnership with natural systems.
Now, after successfully completing dozens of projects across the U.S., Bridges is pushing to take EWN to new heights. The initiative’s 2018-2023 strategic plan envisions an expanded portfolio of engineering strategies and project types, deeper interdisciplinary and community engagement, and heightened public awareness of EWN goals, activities, and success stories.
To that end, Engineering With Nature: An Atlas documents more than 50 engineering projects completed in recent decades that exemplify the EWN approach. The projects are grouped according to typology, including chapters on beaches, wetlands, islands, reefs, and rivers. Reflecting the collaborative approach of the EWN initiative, only half of the case studies profiled were carried out by the Army Corps. The remainder were executed by partner NGOs in the US and government agencies in England, The Netherlands, and New Zealand, countries which have made substantial investments of their own in innovative coastal and water-based engineering.
A key theme of the book is the beneficial re-use of dredged material. While conventionally viewed as a waste product, the EWN initiative seeks to find and develop beneficial uses for the material, such as in wetland restoration, habitat creation, and beach nourishment. And because the Corps is required to maintain the navigability of all federal waterways, the EWN team has a ready supply of dredged material to work with.
One example of this strategy can be seen in Texas’ Galveston Bay, where the Corps partnered with Houston Audubon to create the 6-acre Evia Island, which today is populated with herons, egrets, terns, and brown pelicans.
Other projects take advantage of erosion and sediment flux to catalyze beneficial outcomes. In Louisiana’s Atchafalaya River, the Corps placed dredged material in strategic upriver locations to create a 35-hectare island that is “self-designed” by the river’s flow. And at Sears Point, in the northern San Francisco Bay, the Sonomoa Land Trust and Ducks Unlimited restored 1,000 acres of tidal marsh by puncturing a levee, allowing water from the Tolay Creek to flow into a field of constructed sediment mounds. The mounds slowed the water’s rate of flow, stimulating land growth within the project area.
These approaches have considerable overlap with recent research in the field of landscape architecture, particularly the work of the Dredge Research Collaborative, which advocates for ecological and watershed-scale approaches to the management of sediment and dredged material and has collaborated with the EWN initiative in recent years.
An Atlas also includes projects that retrofit conventional infrastructure to provide ecological benefits, such as creating nesting habitat for terns on top of breakwaters in Lake Erie, or efforts in the Netherlands to redesign coastal reinforcements to serve as habitat for marine plants and animals. Reminiscent of SCAPE’s Living Breakwaters project off the southern coast of Staten Island, these projects demonstrate an increasing interest in designing infrastructure that provides multiple benefits.
Despite its title, At Atlas does not contain any maps or diagrams to orient the reader–an unfortunate omission that makes it difficult to grasp the scale of the presented projects. Instead, the projects are depicted using solely perspective and aerial photos.
While these photos are informative, the book would have greatly benefited from the development of a graphic language to more clearly and visually communicate the impacts of the presented projects and the issues they seek to address.
Despite these omissions, the breadth and scope of projects presented in Engineering with Nature: An Atlas makes a considerable impression, presenting a range of strategies for designing infrastructure with ecological, social, and cultural benefits at multiple scales.
Perhaps most significantly, An Atlas suggests there is great potential for meaningful interdisciplinary collaboration between the Corps and landscape architects. As landscape architects increasingly seek to broaden the field’s scope to include the planning and design of large-scale systems and ecologies, this collaboration may prove vital. Engineering with Nature: An Atlas begins to paint a picture of what such a collaborative practice may look like.
Drones can do much more than take pretty aerial pictures. Unmanned aerial vehicles (UAV) can be used to analyze site conditions over time, offering a deeper understanding of change. Drones can also play a role in actually planning and designing landscapes.
Sherwin provided a brief overview of drones. In the early 1900s, the inventor Nikola Tesla envisioned a “wireless unmanned aerial system.” In the 1940s, a “crude unmanned drone” was developed. Later in the 1960s, radio-controlled planes became a favorite of hobbyists around the globe. In 1995, the US military unleashed the missile-armed predator drone — a true “leap in technology.” In 2006, the US government devised the first flight guidelines for drone pilots, known as Rule 107. And then a year later, the launch of the iPhone led to the birth of an app-guided drone. And in 2013, the Phantom One drone, featuring sensors linked to GoPro cameras, was released.
To test one of the latest drones with cameras and sensors, Sherwin found a spot at Lundy Lake, just south of Lake Tahoe in California. Sherwin wanted to use the drone to better understand how the tree canopy was shifting with climate change. The drone covered the same flight path a number of times, providing high-quality footage at a 1-meter resolution, which is better than aerial satellites. Sherwin mapped a patch of landscape, including individual tree species and the under story, creating a rich, data-dense photogrammetry. And over time, the photogrammetry was able to show “where change was occurring.”
That is until we was arrested for trespassing and his drone was confiscated. Sherwin had used an app called AVMap, which is supposed to let drone pilots know where it is legal to fly. But the data hadn’t been updated. The result: “my research is on hold. No word yet on a permit.” But he was able to get his drone back. That was the first tip in the session: don’t get arrested.
Brett Milligan, one of the founders of the Dredge Research Collaborative, is using drones to aid the ecological restoration of dunes in the Antioch shoreline, along the San Joaquin River in California. Plants are being grown in the dunes to prevent further erosion. He used drones to monitor the rate of re-colonization by the vegetation, creating a point-cloud or photogrammetry model. He put in a set of “ground control points” — stakes tied with a bright orange material in the dunes — that serve as static reference points in a changing dune landscape. Once he got the video data he was hoping for, he and his students used that to “model results with physical CNC models in wind tunnels,” so as to try to create a more accurate model for how wind impacts dune restoration. Milligan said drones “add new value to field work. The drone draws you in; it doesn’t distance you.”
For Luke Hegeman, a landscape architect and Federal Aviation Administration (FAA)-certified UAV pilot, drones are a “design tool.”
Hegeman said drones can help create powerful mixed media experiences that help “visualize potential future outcomes.” He envisioned combining drone video feeds with visualized data from network of sensors buried in the ground. Running simulations, vast landscapes could be designed with real-time information.
And Emily Schlickman with SWA Group explained how her firm’s XL Research and Innovation Lab uses drones for a variety of purposes. UAVs have been used to gather information and document conditions before planning and design process have begun. Drones were also used to survey site damage to Buffalo Bayou park in Houston in the wake of Hurricane Harvey, which dumped 40 inches of rain in four days. In that case, the drone was crucial, because surveying the site, which was largely inaccessible after the floods, would have been unsafe. And drones have been used by SWA to monitor construction progress.
Algorithms programming machine learning systems track the movement of people through the site. And heat maps show where people congregate throughout the day. “It’s a taste of what this technology is capable of.”
Philadelphia has made great strides in its efforts to become a more sustainable city. Most recently, the city government announced it will be powered by 100 percent renewable energy by 2035. The city’s green works sustainability plan, transportation plan, and city-wide vision plan lay out ambitious goals. Over the past decade, what have been Philadelphia’s major contribution to the sustainable city movement? And where does the city need to improve?
What propelled the big leap forward was the consent agreement with the Environmental Protection Agency (EPA) to use green infrastructure to manage water pollution going into the Schuylkill and the Delaware Rivers. The agreement became the Green City, Clean Waters program, which is managed by the Philadelphia water department.
Philadelphia had a vast network of rivers, streams, and creeks, which in many cases were supplanted by underground sewers. These sewers erased the city’s hydrological foundation. Green City, Clean Waters is not quite undoing this system but introducing a new geography of green infrastructure that is not only shaping how the city ecologically functions but also how it looks. The program has produced fantastic parks and greenways. That’s a credit to the leadership: Howard Neukrug, director of watersheds and then commissioner of the water department, who instigated a lot of this; and Mami Hara, ASLA, his deputy for years, who is now the water chief in Seattle.
Where we still need to improve: We see projects in areas that have the land. Parks and plazas have been retrofitted or designed anew to incorporate green infrastructure. But Philadelphia is an old, pre-industrial city where streets and sidewalks are tight. The challenge is how do you green streets in South, North, and West Philadelphia? There is so little space to implement a green vision.
If you talk to engineers, they’ll say, “well, we can only put an underground cistern,” which works from a water quality point of view, but doesn’t provide the other benefits that green infrastructure produces: shade, biodiversity, and the like. This is the problem we need to address in the future.
As you mentioned, Philadelphia’s landmark green infrastructure plan — Green City, Clean Waters — and the Rebuilding Community Infrastructure program have led to the creation of more than 850 greened acres. A greened acre absorbs up to one inch of rainfall through trees, rain gardens, bioswales, and green roofs. What does the program need to accomplish next?
800 acres is less than 10 percent of the total required by the consent agreement, which is 9,300-plus greened acres. The question is: how do you implement green infrastructure in places where it’s the most difficult to implement?
There’s also an issue of cost: if a greened acre costs $100,000 an acre, that is expensive. Another challenge is hiring a quality workforce who can work on green infrastructure in a way that benefits the most number of people.
Connect, the city’s first strategic transportation plan aims to make public transportation systems more integrated, equitable, and accessible. However, state funding for SEPTA, the regional railway system, is expected to fall. How can a sustainable regional transportation plan be forged among the Delaware River Valley community?
The issue is politics. The solution lies in Harrisburg; it doesn’t lie with SEPTA. Many communities in Pennsylvania don’t use or need transit because they are too spread out. These communities hold power in the allocation of funds that both Pittsburgh and Philadelphia need for transit. It’s a classic case of constituencies fighting for resources.
SEPTA has improved a lot over the years. It’s much more pleasant now to ride trains and buses. We’ve added many miles of bike lanes. And in a warehouse somewhere, there are thousands of electronic scooters ready to be rolled out. There is a new dynamic for moving around in the city.
One of my biggest hopes is the city will dedicate streets or a whole corridor to low speeds, like 15- 20 miles an hour. If you hit a pedestrian at those speeds, they have an 80 percent chance of being unscathed; maybe a bruise, but that’s it. The city could do that along major corridors. Dedicated street are better than just bike lanes — they result in greater usage of sustainable transportation options.
Through its Rebuilding Community Infrastructure program, the city will be investing $500 million to make fair and equitable improvements in community parks, playgrounds, recreation centers, libraries across the city. What has the program accomplished so far? Are there fears new amenities could exacerbate gentrification?
The program is new so it hasn’t produced the scale of improvements that can lift up the whole city. The rebuild program has identified specific areas based on income, quality of the resource, need for the resource, and level of improvement. They’re spending the money in a prioritized way. And the $500 million is not all there. It’s being accumulated from a tax on soda, as well as from contributions from foundations. This is a long-term program that can produce results.
The issue of gentrification is very, very serious in Philadelphia. From a personal experience living in West Philadelphia, now known as University City District, I’ve been the recipient of the positive side of gentrification. But because of that, I’m acutely aware of the impacts.
I don’t think it necessarily follows that improvements will produce gentrification, in part because Philadelphia is one of the poorest cities. For large cities, the median income is one of the lowest, if not the lowest. The city is also predominately African-American, so the infusion, if you will, of white money that can produce gentrification won’t affect communities most in need of basic improvements. Perhaps long-term that could be the case. But the program isn’t prioritizing in any way, shape, or form projects that can induce re-development in a gentrifying way.
A recent study by Bloomberg found the City of Brotherly Love is sadly the third most unequal city in the U.S. behind Miami and Atlanta. Furthermore, the city jumped 17 spots in the past year, the sharpest negative move among the top ten most unequal cities. How can Philly better address the large income gap between those who live in or near Center City and those in low-income neighborhoods?
An associated consequence of the income gap is the gap in access to public resources. A research study by University City District called Just Spaces surveyed under-represented communities in the district. They want to find out: why don’t low-income people use bike lanes? Why don’t they use parks or public spaces? There are racial and economic reasons.
The report may point the way towards how you can create equity– not in terms of income, but at least in terms of access to affordable mobility and parks and recreation, which can elevate quality of life for everyone.
Philadelphia is also a hot spot for air pollution, earning an “F” grade from the American Lung Association and ranking just behind Memphis and Richmond for the country’s worst air. One in ten Philadelphians have asthma. Furthermore, asthma rates are spread unevenly, largely tracking with areas that are abnormally hot with fewer trees. This is because extreme heat combined with pollution forms dangerous levels of ozone that lead to asthmatic emergencies. How can Philadelphia address the inequity of the urban heat and air pollution issue?
Green infrastructure is a real solution — and it was embedded in the precursor to Green City, Green Waters, which was the Green Plan Philadelphia, a landmark report that Mami Hara also guided. The problem in Philadelphia is the tight streets where you can hardly fit a tree, given all the utilities. God forbid you remove a parking space. There’s a tremendous need for vegetation, particularly in South Philadelphia, where it’s very hard to find a tree in any given block.
The other component is obviously the roof landscape. In much of the city, roofscapes exceed streets in area. I would start programs that can produce green roofs, certainly blue roofs, but also change the material on the roof, so they are more reflective. You would see temperatures go down. I would do everything possible to improve the shade cover on streets as well.
Philadelphia did a program called Green Streets that I was part of. They have a design manual for green streets, which explains how to incorporate green infrastructure every time you fix a street. Over time, the city can make a dent in the air pollution problem.
We have folks in Philadelphia working for the water department on the green infrastructure program. We collaborate on where the rubber hits the road: How do you take a very small area and make it green? If there’s one lesson about the Green City, Clean Waters program is we’re almost dealing at the micro-landscape scale. That’s the level at which improvements are made over time.
The other work is focused on building parks near creeks to improve the quality of the water, but also recreational trails, such as in Pennypack and Tacony Creeks, and the Schuylkill River boardwalk, which is part of one the nation’s top urban trails.
The city has a very robust community engagement process. Philadelphia has a neighborhood-centric social structure. It’s great to work with people at that scale to make change.
And what have you learned from your 20-plus years’ experience in Philly that you want to bring to other cities and the national level?
It’s all about the scale of the city. Compare downtown Philadelphia to downtowns in other places, compare the widths of streets. I’ve measured this: it takes me 12 steps to cross most Center City streets. That’s 2-3 seconds. It’s a highly pedestrian-friendly environment because it’s so easy to cross a street.
When I go to other places and they tell me, “oh, you need a radius of 30 feet, because you need a truck to move around the city,” I say, “No you don’t.” I can show examples of big fire trucks moving around the city in this tight environment.
If I had to say anything about Philadelphia that would lead to a better future — it’s we need to take vehicles out of Center City and dense urban areas. Uber and autonomous vehicles (AVs) create on-call circulation that can travel at very low speeds. You no longer need parking. This evolution is inevitable in American cities. Philadelphia is ready made to lead the way.
If you are looking for a unique book to give as a gift or just one for yourself to delve into over the winter break, explore THE DIRT’s top 10 books of 2018, our picks for the best on the environment, cities, and landscape:
In this delightful book by Jonathan Drori that features magical drawings by Lucille Clerc, the history of different tree species around the world comes alive. For thousands of years, humanity has depended on trees for food, medicine, and companionship.
Participatory design is “hands-on democracy in action,” argue the editors of the impressive book. Participatory design (also known as cooperative or co-design) is a process in which a designer actively involves all stakeholders in a design process. The editors call for making participatory design “truly democratic.” Furthermore, it must become “contextual, open, experiential, substantive, and holistic.” Read the full review.
This monograph provides real insights into the design process of Seattle-based firm Gustafson Guthrie Nichol (GGN), making it one of the best of this format. Thaïsa Way, FASLA, professor of landscape architecture at the University of Washington, partnered with GGN to dig deeper into how the firm has used “creativity and problem-solving” to “make and shape memorable places.” Read the full review.
Many have called Kongjian Yu, FASLA, president of Turenscape, the Frederick Law Olmsted of China. And with this book, one understands why. This collection of letters to Chinese president Xi Jinping and provincial governors, essays, interviews, and other advocacy pieces reveal how much Yu has invested in promoting his ecological, water-centric “sponge city” approach. His book demonstrates that every landscape architect can become a leader and a powerful force for improving environmental and human health in their community.
Edward Tufte, the world’s best known information designer, said Charles-Joseph Minard’s statistical map of Napolean’s 1812 invasion and then retreat from Russia was the greatest information graphic ever made. In this intruiging new book, author Sandra Rendgen uncovers the man who made the graphic as well as his many data visualization innovations. Read the full review.
Julian Raxworthy, a landscape architect and senior lecturer at the University of Cape Town in South Africa, calls for the “integration of landscape architecture and gardening. Each has something to offer the other: Landscape architecture can design beautiful spaces, and gardening can enhance and deepen the beauty of garden environments over time.”
Journalist Elizabeth Rush takes readers on a journey to places where sea level rise is already having an impact — from the Gulf Coast to Miami, New York City to the Bay Area. “For many of the plants, animals, and humans in these places, the options are stark: retreat or perish in place.”
For those who enjoy a deep dive into history, this book edited by Thaïsa Way, FASLA, professor of landscape architecture at the University of Washington, offers a rich exploration of how cities and rivers have shaped each over throughout the centuries. The intertwined history is also viewed through the lens of climate change and resilience. River City, City Rivers is the end-product of the excellent 2015 symposium on river cities at Dumbarton Oaks.
Roberto Burle Marx stands as one of the towering figures of 20th century landscape architecture, yet he left relatively little in the way of writing that describes, defends, or otherwise elucidates his work. A new collection of lectures, edited by Gareth Doherty, ASLA, helps fill that void. Read the full review.
This excellent book by landscape architects Catherine Seavitt Nordenson and Guy Nordenson and architect Julia Chapman, draws on years of research in design, art, policy, and engineering to argue for a new vision of our coasts. Structuresof Coastal Resilience is a significant contribution to the body of research on this topic. Read the full review.
Buying these books through THE DIRT or ASLA’s online bookstore benefits ASLA educational programs. And if you are based near Washington, D.C. we also recommend checking out the National Building Museum’s world-class book store.
Structures of Coastal Resilience, a new book by landscape architect Catherine Seavitt Nordenson, engineer Guy Nordenson, and architect Julia Chapman, draws on years of research in design, art, policy, and engineering to argue for a new vision of our coasts. As an analysis of trends in representation, mapping, and coastal design work, the book more than justifies its existence. But it is the thought paid to the evolution of these subjects over time that affords the reader a new view of coasts and establishes Structures as a significant contribution to the body of research on coastal resilience.
Architecture critic Michael Kimmelman writes in the book’s introduction that “there is no bigger challenge today than the management of coastal ecologies.” Landscape architects have laudably embraced this challenge and the attendant challenges of environmental and social justice, with no more recent and prominent national example than the Resilient by Design: Bay Area competition. Structures’ authors have concerned themselves with questions of coastal resilience for over a decade — and much of their own design work is featured in the book. The resulting research spans ecology, policy-making, engineering, and design, all of which contribute the physical and institutional structures of resilience.
For someone unfamiliar with the topic of resilience or wondering why the treatment of our coasts needs addressing, the authors’ premise is clear. Our attitude toward the coast has generally been to seek steady conditions. But ecological resilience theory, along with our own observations of this centuries’ worst flooding events, proves that the steady state is a myth. Ecosystems are in constant flux between states. Our coastal works should reflect this reality, with design leading the way.
In order to do so, landscape architects must learn how to better represent the dynamism of the coast. Historically, landscape architects, engineers, and cartographers have relied on motifs of the hydrological systems as static, with a defined line between water and land. This in turn has contributed to our proclivity for sea walls and levees for flood defenses.
Dynamic representations suggest and inspire dynamic treatments of the coast. The authors mine recent history for examples of dynamic representation, from Harold Fisk’s Map of Ancient Courses of the Mississippi River Belt to coastal section drawings produced by landscape architects Anu Mathur and Dilip da Cunha. These drawings do away with the water/land boundary in favor of a gradient of conditions that shifts and pulses over time.
The authors provide a rich exploration of that gradient, its qualities and potential, in the chapter “Reimagining the Floodplain.” As they do with the subject of each chapter, the authors trace the history of ideas and attitudes towards the floodplain and evaluate new methods for engaging it as a site of design. The ideas profiled are speculative within reason, such as landscape architects Michael Van Valkenburgh, FASLA, and Rosetta Elkins’ coastal forests for Narragansett Bay, which faces issues of coastal flooding and saltwater intrusion. The strategy for increasing resilience varies along the bay’s length, but generally relies on the planting of forests and shrub lands that attenuate high winds, reduce erosion, and shield community assets.
The strategies Van Valkenburgh and Elkins employ also involve moving community assets out of the floodplain. This strategic retreat from the coast will become more common as climate change exacerbates flood events. The authors also describe a strategy of adaptation through vertical retreat, which sees the lifting of buildings and critical infrastructure above the floodplain and, in phases, replaces lots and alleys with a system of canals and protective wetlands. Such strategies will have to be considered on a case-by-case basis, but what emerges out of the book is a portfolio of ideas and novel thinking that one can imagine being adapted to certain contexts.
In the last couple of decades, the democratization of visualization technologies and data have helped to dissolve the boundaries between the disciplines involved with coastal resilience. This has provided landscape architects with exciting new ways of engaging with and designing for coastal environments. Using hydraulic modeling, bathymetric and topographical information, and environmental data, landscape architects can rapidly image an environment and the impact of proposed design interventions on that environment.
One crude example of this is the water tank model, which the authors used to evaluate a proposed intervention in Palisade Bay. While the method isn’t specific to the bay, the authors were able to design a series of wave-attenuating land forms, visualizing their effect on the Bay’s hydraulic conditions. The authors evaluate the impact of these and other technologies throughout the book.
Structures of Coastal Resilience is an excellent collation of current design research and trends related to our coasts. And through historical analysis, ecological research, and an exploration of representation, the book suggests new ways of seeing and responding to the opportunities our coasts provide.
Take a Look at Ambitious Plan to Transform Pease Park– Curbed Austin, 11/2/18
“A year after receiving a $9.7 million Moody Foundation grant to jump-start implementing its long-awaited master plan, the Pease Park Conservancy unveiled new drawings and details about the major transformation in store for the beloved central-city parkland.”
Invisible wounds. It’s a haunting phrase and one that’s become all too familiar to a vast number of the military men and women serving in conflict zones in recent years. These wounds, a fact of modern war, have proven particularly vexing to the medical teams whose job it is to treat our troops. As many as 40 percent of soldiers returning from active duty in Iraq and Afghanistan experience these wounds, which all too often lead to suicide, according to Fred Foote, a former Naval physician, scholar of the Institute for Integrative Health, fierce advocate for wounded veterans, and leader of the Green Road project.
Let that number sink in. Forty percent; a staggering statistic that is devastating — to the military, to each of the lives the number represents.
I had my first intimate impression of the suffering being borne by so many soldiers while working with a film called That Which I Love Destroys Me; it too dealt with the hidden wounds of war. I became friends with the men and women who were interviewed for the piece; they helped shape my perspective — my thinking and understanding of post-traumatic stress disorder (PTSD) and traumatic brain injury. In connection with the film’s release, we held a series of screening events to specifically reach those who had served. At almost every gathering, at least one would approach the director, or one of the people interviewed in the film, and say that they were contemplating suicide. The reality of this was devastating — coming face-to-face with those who had given so much for our safety and freedom. I became keenly aware of the need for more ways to help them.
The Green Road
It was during a time when mainstream news of veteran suicides was coming with increased frequency that the TKF Foundation received the grant application from the Institute for Integrative Health for what would become the Green Road — a green space designed and built by a team led by CDM Smith, including landscape architect Jack Sullivan, FASLA.
The proposal involved taking a forested piece of land at Naval Support Activity Bethesda, home of Walter Reed National Military Medical Center, and, while keeping the integrity of the space, making it into a place where the recovering men and women could experience nature as a part of their healing process. Once completed, researchers would study and document the impact of nature on recovery, using a set of newly defined mathematically-based metrics that map and measure the effects of nature on the body. The insights they gain will be used to inform future courses of therapy—not only at Walter Reed but potentially around the globe.
We were immediately drawn to the project. And I was instantly reminded of the men and women I met during my work with That Which I Love Destroys Me.
We know that nature heals, but we also know, like Dr. Foote, that much work remains if we are to convince many naysayers, who still see nature as lacking the potency of a pill; of being a legitimate form of treatment to stand alongside and augment traditional therapies.
Our hope is that this space will act as a blueprint and that more will begin to appear in communities throughout the US; everywhere veterans are suffering. Nature holds an undeniable power to foster healing, even when the psychological wounds are deeper than most of us could ever imagine.
Faced with the rise in traumatic brain injury and PTSD, the military, urged by voices like Fred’s, was convinced a little over 10 years ago, to begin searching for new modes of treatment; notably, modes that stretch beyond the confines of conventional medicine. Enter nature.
In the decade since the military reached out to Dr. Foote, an early proponent of holistic medicine, and of nature exposure, he has worked with prominent civilian and military experts to help craft a structured means to study and measure the impact of whole-body therapies on mental and physical health. Supported by the non-profit Institute for Integrative Health, it was this work that eventually led to the creation of the Green Road, and to the involvement of the TKF Foundation via our National Nature Sacred Awards program.
Today, behind the tightly manicured lawns and sprawling buildings of the nation’s flagship military medical complex at Naval Support Activity Bethesda, this wild yet defined, wooded space offers a refuge. A place to pause in an environment that heals.
Alden E. Stoner is a filmaker and board member of the nonprofit TKF Foundation.
If you are on your phone reading this page, simply click on this URL and watch it in your YouTube mobile app: https://www.youtube.com/watch?v=nQ2geeXMThI (please note that this video will not work in your mobile browser)
Be sure to turn around while watching so you can see all angles of the park!
Use the sphere icon to navigate through the park! Note: the 360 video will not work in Firefox or Internet Explorer.
Option 2: Watch a 3D 360 Video on Samsung Gear VR
If you own a Samsung Gear VR headset and compatible Samsung phone, go to Samsung Gear via the Oculus App and search for “Brooklyn Bridge Park” or “ASLA” to find our video.
Why Brooklyn Bridge Park?
ASLA selected Brooklyn Bridge Park because it won the ASLA 2018 Professional General Design Award of Excellence. Less than one percent of all award submissions receive this honor.
Our esteemed jury, made up of leaders in the field, described Brooklyn Bridge Park this way: “The plan allows for and encourages different experiences in the different spaces, from being wide open and being fully engaged with the people around you to intimate, forested places. It’s remarkable.”
The award also highlights Brooklyn Bridge Park because it’s a prominent example of how to transform abandoned post-industrial waterfronts into spaces for people and wildlife. These spaces litter cities and represent so much untapped potential.
Why Virtual Reality?
The communications world is increasingly image- and video-driven. With video, you can pack in even more information about a work of landscape architecture, much more than you can in simply a photo or text. With video, you can get a sense of the sight, sound, and “feel” of a place. You can see people interacting with the design, bringing it to life.
Virtual reality takes video to the next level. As you move your phone or VR headset, you control your experience in the landscape. It more closely mimics the experience of exploring a place in person. In part, it recreates that sense of discovery one gets in real life.
Why did ASLA make this VR film?
Virtual reality has proven to be a powerful tool for explaining how the places people love – like Brooklyn Bridge Park – are designed experiences. Virtual reality can educate the public about landscape design in a compelling way.
The video has multiple goals: promote the potential of virtual reality among the landscape architecture community, which totals approximately 25,000 design professionals in the U.S. and Canada; explain the incredible value of landscape architecture to the public; and demonstrate the ability of landscape architects to turn an unloved place like a cut-off, post-industrial waterfront into a beloved community park.
Why should landscape architects use VR?
Virtual Reality is a powerful tool for landscape architects, architects, planners, and developers – really anyone involved in designing our built and natural environments. In the example of Brooklyn Bridge Park: many will never have the opportunity to visit the park in person, but with our video, they can get a good sense of what’s it like to be there.
For landscape architecture firms, this is an excellent way to really show clients that a place they’ve designed works – that people enjoy hanging out there, that kids love playing there, that people are drawn to events there.
ASLA VR Film Credits
Producer: American Society of Landscape Architects (ASLA)
Production Company: DimensionGate, Toronto
Director: Ian Tuason
Director of Photography: Ian Tuason
Production Assistants: Ward Kamel and Idil Eryurekli
Narrator: Michael Van Valkenburgh, FASLA, President and CEO, Michael Van Valkenburgh Associates Inc.
Post Production: Callum Wilkin Gillies
Thank you to Jamie Warren and Onika Selby at Brooklyn Bridge Park for making this all come together. At Michael Van Valkenburgh Associates, Inc, we appreciate the kind assistance of Michael Van Valkenburgh, FASLA, Hilary Archer, Jane Lee, and Lucy Mutz.
‘For Me, This Is Paradise’: Life in the Spanish City That Banned Cars– The Guardian, 9/18/18
“People don’t shout in Pontevedra – or they shout less. With all but the most essential traffic banished, there are no revving engines or honking horns, no metallic snarl of motorbikes or the roar of people trying make themselves heard above the din – none of the usual soundtrack of a Spanish city.”
Buffalo’s Frederick Law Olmsted Legacy: the Park System That Started It All– NewYorkUpstate.com, 9/20/18
“Frederick Law Olmsted is probably the best-known landscape architect in American history. And rightly so. In 1868, after designing New York’s Central Park and Brooklyn’s Prospect Park with his partner Calvert Vaux, Olmsted was invited to Buffalo, with the hope that he would design something similar here.”
Can You See the Future of Houston at Park(ing) Day?– The Houston Chronicle, 9/21/18
“You may not totally get it,” says Lisa Girard, who helped organize Houston’s PARK(ing) Day this year with the regional chapter of the American Society of Landscape Architects (ASLA) and the Rice Design Alliance (RDA). (Disclosure: I used to work for RDA and helped organize the event in the past.) “But you’re out there, which means you’re engaging, which means it’s doing its job. It’s creating a dialogue.”
National Parks Are Warming Twice as Fast as the U.S. Overall– High Country News, 9/24/18
“Climate change is having an outsized impact on national parks in the U.S., according to research conducted by scientists at the National Park Service, the University of California Berkeley and the University of Wisconsin Madison.”