Landscape Architects Unite in Advance of Key United Nations Climate Change Conference
ASLA announced it will join a global coalition of 70,000 landscape architects in 77 countries in committing to limiting planetary warming to 1.5°C (2.7 °F). This is the largest coalition of landscape architecture professionals ever assembled to advance climate action.
IFLA’s Climate Action Commitment will be issued to sovereign nations at the United Nations Framework Convention on Climate Change (UNFCCC)’s 26th Conference of the Parties (COP26), which will be held in Scotland, October 31 – November 12.
ASLA has committed to the six goals outlined in the IFLA Climate Action Commitment:
1) Advancing the United Nations Sustainable Development Goals (UN SDGs)
ASLA and its member landscape architects and designers will accelerate efforts to protect and repair ecosystems.
2) Attaining Global Net Zero Emissions by 2040
ASLA and its members will dramatically reduce operational and embodied carbon emissions produced by projects, increasingly harness the unique capacity of landscapes to draw down carbon dioxide, and continue to advocate for low-carbon multi-modal transport systems.
3) Enhancing Capacity and Resilience of Livable Cities and Communities
Implementing green infrastructure approaches, ASLA and its members will increase efforts to mitigate the urban heat island effect and reduce climate impacts associated with fire, drought, and flooding.
4) Advocating for Climate Justice and Social Well-Being
ASLA and its members will maintain our priority on equity and equality and ensure the right to nearby green spaces and clean water and air.
5) Learning from Cultural Knowledge Systems
ASLA and its members commit to respecting and working with indigenous communities and honoring cultural land management practices to mitigate climate change impacts and continue work towards reconciliation.
6) Galvanizing Climate Leadership
Landscape architects are uniquely positioned to lead the built environment community’s response to the climate crisis. ASLA will continue to collaborate with clients, suppliers, and allied professions to champion climate positive landscapes, which involves planning and designing landscapes that sequester more greenhouse gas emissions than they emit.
“ASLA is proud to be joining forces with IFLA and the global community of landscape architects in advancing our climate action goals,” said Torey Carter-Conneen, CEO, ASLA. “We speak as one voice, globally, when it comes to advancing climate action.”
“As landscape architects we can make a tremendous difference to climate change and to climate action through our work, so thinking globally but acting locally is critical,” said IFLA President James Hayter.
“In a year marked by historic flooding in Europe and China and deadly wildfires and heat waves in the United States, it’s clear we’re running out of time to start healing a century’s worth of harm done to our Earth and its atmosphere,” said Tom Mroz, FASLA, ASLA President.
“I am gratified that Climate Positive Design has been incorporated into the global Commitment,” said Pamela Conrad, ASLA, Founder of Climate Positive Design, Principal at CMG Landscape Architecture in San Francisco, and IFLA Climate Change Working Group Vice Chair. “All landscape architects must rapidly scale up their work transforming designed landscapes into natural carbon sinks.”
The IFLA Climate Action Commitment is the second major coalition ASLA has joined this year. ASLA also signed on to Architecture 2030’s 1.5°C COP26 Communiqué, calling for built environment industries to achieve zero greenhouse gas emissions by 2040.
Landscape architects plan and design with nature to help all communities reduce greenhouse gas emissions and adapt to a changing climate. Landscape architects use climate positive design approaches that transform parks and open spaces into natural carbon sinks. They develop resilient nature-based solutions that reduce the impacts of extreme heat; coastal, ground, and inland flooding; sea level rise; pollution; and wildfires. They also increase biodiversity and protect and restore ecosystems, which underpin life on Earth.
“Landscape architects are already helping communities adapt to climate impacts. We are having a particularly big impact on reducing dangerous urban temperatures, saving many lives in the process,” said Vaughn Rinner, FASLA, former ASLA President and ASLA representative to the IFLA Climate Change Working Group.
Is Artificial Turf Right for You? 3 Things to Consider Before Installing a Fake Lawn — 08/12/21, Architectural Digest
“According to San Clemente landscape designer Jodie Cook, although grass requires potable water and turf doesn’t, that’s too narrow a comparison. Other elements of the water cycle are a major issue. Plants, even grasses, create water themselves. ‘When you put turf down and replace a living plant, you’re removing moisture from the environment,’ she explains. ‘You’re removing atmospheric water.'”
Your Garden May Be Pretty, but Is It Ecologically Sound? — 08/11/21, The New York Times
“Some gardeners react to any mention of ecological landscaping — the merging of environmental science and art — as if it were a compromise or concession meant to limit their creativity. Darrel Morrison, a landscape architect who has been practicing and teaching this philosophy for some five decades, begs to differ.”
Study: Protected Bike Paths Saved Lives During COVID — 08/10/21, Streetsblog
“In a report released today, researchers from the Insurance Institute for Highway Safety dug into the nuances of America’s (still-ongoing) pandemic-era bike boom by scrutinizing the spatial and temporal distribution of pre- and post-lockdown bicycle trip counts and crash counts in the city of Arlington, VA.”
Using Nature to Combat Climate Change — 08/09/21, CNN
“Landscape architect and founder of SCAPE Kate Orff describes how regenerative living infrastructure can help mitigate the devastating impacts of climate change.”
The Seas Are Rising. Could Oysters Help?— 08/02/21, The New Yorker
“A great deal of [Kate] Orff’s work addresses the inescapable fact that the Atlantic Ocean is rising, and coming for the land. She’s the founder of the design firm scape, the director of the Urban Design Program at Columbia University, and the first landscape architect to win a MacArthur ‘genius’ grant. She’s also at the forefront of an emerging approach to climate resilience that argues we should be building with nature, not just in nature.”
The United Nations Intergovernmental Panel on Climate Change (IPCC) released the first major report as part of its sixth assessment of global climate science — the first significant analysis of research since 2014, covering more than 14,000 studies. Its core finding: global warming of 1.5°C (2.7 °F) over pre-Industrial Revolution levels is inevitable over coming decades, but if we act now, we can stave off further, more dangerous warming of 2°C (3.6°F), or, even worse, 3°C (5.4°F), which is what the world is now on a trajectory to experience. As climate reporter Andrew Revkin notes, humans are currently adding “40-billion-plus tons of greenhouse gases to the atmosphere each year (and rising).” The IPCC argues that limiting warming to 1.5°C is only possible if the world’s governments accelerate efforts to reduce emissions by transitioning to renewable energy and net-zero communities and transportation systems. “Achieving global net-zero carbon dioxide emissions is a requirement for stabilizing carbon dioxide-induced global surface temperature increases.”
In this first comprehensive analysis of physical sciences, which was approved by 195 governments, the IPCC states that “many of the changes observed in the climate are unprecedented in thousands, if not tens of thousands, of years.” Analyzing the IPCC’s findings, The New York Times reports that “the last decade is quite likely the hottest the planet has been in 125,000 years. Atmospheric levels of carbon dioxide have not been this high in at least 2 million years.”
To date, the report finds, “emissions from human activities are responsible for approximately 1.1°C (2°F) of warming since 1850-1900.” If the world can achieve “immediate, rapid and large-scale reductions in greenhouse gas emissions” in the near term, climate change could be stalled at a 1.5°C increase. And 1.5°C of warming, while dire, will be far less destructive than 2°C.
“For 1.5°C of global warming, there will be increasing heat waves, longer warm seasons, and shorter cold seasons. At 2°C of global warming, heat extremes would more often reach critical tolerance thresholds for agriculture and health.” A 2°C temperature increase would force almost unimaginable adaptations and migrations.
According to the IPCC, warming is occurring across all parts of the planet, but most in the Arctic and on land.
The impacts of climate change also already go beyond warming to include “changes to wetness and dryness, to winds, snow and ice, coastal areas, and oceans.” Climate change is intensifying the water cycles, which will lead to more intense rainfall and flooding but also more intense drought. In higher latitudes, there will likely be more rain, while it will decrease in the sub-tropics, which will get even hotter.
This is where landscape architects can plan and design nature-based solutions. In areas of higher flooding, landscape architects plan and design green infrastructure or sponge city approaches that safely retain stormwater; in areas experiencing drought, they design sustainable landscapes that collect and reuse water and reduce water use.
The IPCC finds that the high end of temperatures and heatwaves have increased due to human-driven greenhouse gas emissions. “It is virtually certain that hot extremes (including heatwaves) have become more frequent and more intense across most land regions.”
Seas, which have risen 8 inches over the past century, are expected to continue to rise, causing more frequent and severe flooding in low-lying areas and increased erosion and coastal habitat loss. “Extreme sea level events that previously occurred once in 100 years could happen every year by the end of this century.”
This is where landscape architects and planners are helping communities either manage retreat and relocation or become far more resilient to flooding through nature-based approaches. Landscape architects, planners, and ecologists are also helping to create room for coastal species at risk to migrate and adapt.
Since 1993, the rate of warming in oceans has doubled, and oceans will continue to experience “more frequent marine heatwaves, ocean acidification, and reduced oxygen levels. These changes affect both ocean ecosystems and the people that rely on them.” Coastal and indigenous communities at risk will need further support from landscape architects in adapting their way of life and livelihoods.
The IPCC indicates that the loss of seasonal snow cover, glaciers and ice sheets, and Arctic sea ice is expected to accelerate. Artic sea ice is at its lowest levels since at least 1850. The temperatures of Arctic and Boreal permafrost have also increased, heightening risks of releasing billions of tons of stored carbon dioxide and methane, a potent greenhouse gas. Landscape architects can help increase the health and resilience of Artic ecosystems by reducing man-made impacts that further disturb these soils.
Lastly, the IPCC finds that the effect of climate change in cities, where 56 percent of the global population now resides, “may be amplified, including heat (since urban areas are usually warmer than their surroundings), flooding from heavy precipitation events, and sea level rise in coastal cities.”
With the help of landscape architects and planners, cities are applying resilient green infrastructure or sponge city approaches that combat both increased heat and flooding at once.
During the pandemic, many neighborhoods that were once bounded by streets designed primarily for cars became permeable and open. With the spread of open, slow, or shared streets, pedestrians and cyclists quickly took over traffic lanes, creating an expanded, often safer public realm. Vehicular traffic into downtowns and town centers also saw a dramatic decline, which made wider streets and boulevards and expansive parking lots ripe for transformation into safe spaces for exercise and socially-distanced community events.
Now that the coronavirus is ebbing, at least in many parts of the U.S., communities are wrestling with the legacy of their open streets initiatives. Should some streets remain pedestrian and bicyclist-first spaces? Should temporary changes to slow or ban cars be made permanent? How can landscape architects and planners sort through the options?
In a session at the American Planning Association’s virtual conference, Lian Farhi, senior transportation planner with Sam Schwartz in Brooklyn, New York, said when reevaluating new shared spaces and deciding whether to make them permanent, communities should first ask: “what is their added value?”
Communities need a “decision-making framework, with overall goals and objectives,” she said. Temporary street closures, pop-up parklets, painted sidewalks and bike lanes, and other new shared outdoor dining and recreational spaces should be evaluated in terms of “usage, safety, accessibility, equity, diversity, mobility, and maintenance requirements.”
The city government of New York City, which opened up 60 miles of streets in five boroughs to pedestrian and bicycle use during the height of the pandemic, is now looking again at some of their temporary open streets.
Irene Figueroa-Ortiz, senior project manager with NYC’s department of transportation, said of all their pilot open streets, 34th Avenue in Jackson Heights, Queens, was the most successful. “26 continuous blocks were closed to cars and immediately taken over by people.” Parts of the avenue in front of schools became expanded playgrounds and used as educational spaces. Figueroa-Ortiz said “there’s now broad public support for this new public space. The community wants to make it permanent.”
To determine whether to keep 34th Avenue open, the city needs to measure impact. Her department has undertaken an extensive multi-cultural community engagement process in Jackson Heights, one of the most diverse communities in the country, with surveys, webinars, and design workshops, supported by real-time translation in numerous languages.
The department of transportation received more than 2,000 responses to their requests for input, whereas before they would expect around 100 responses. The feedback is helping to map out safety concerns, determine community members’ satisfaction, and re-imagine traffic lights and flow to enhance safety for pedestrians and bicyclists.
Figueroa-Ortiz said that survey results also show that open streets in New York City “weren’t successful in underserved communities, because of higher crime rates and the fact that essential workers were too busy to take advantage of the spaces. But overall, only a handful of shared streets in NYC were deemed unsuccessful.”
Steven Bossler, a landscape architect and planner who founded Shift Planning and Design in Denver, Colorado, said putting together packages of small federal, state, and local recovery grants has been critical to making temporary COVID-19 park and streetscape improvement projects come together — and more financing will be needed to make them permanent.
Olde Town Arvada, a community in Colorado, found the funds to reimagine their streets as public spaces free of cars. Restaurants and stores lining the street saw a 200 percent increase in foot traffic, which was matched by a 200 percent increase in sales tax receipts. Now coming out of the worst of the pandemic, “80 percent of residents say the open street should continue.”
But in Paonia, Colorado, which used $46,000 in state grants matched with $8,000 in local funds to undertake temporary tactical urbanism projects, the results were less positive. Projects included vibrant painted crosswalks, bump-out parklets, and bike lanes. “Residents liked the greenery and colorful sidewalks, but didn’t like that parking was removed for the new bike lanes,” Bossler said. (The survey results are worth a read).
Jenny Baker, a land use consultant with Clarion Associates in Denver, Colorado, said communities can better leverage their zoning code to make long-term changes now that the coronoavirus is being contained by greater numbers of vaccinated people. “Codes can be used, for example, to enable outdoor seating. Parking requirements can also be revisited.”
Baker said much still needs to be figured out to make these new open streets permanent. “Where do the intersections begin and end? If there are now different visual cues at intersections, how do people navigate safely? Are shared streets legally the right-of-way or park space? Do the agencies managing these spaces need to change? Some of these things are a little difficult to answer.”
Just as temporary COVID-19 solutions were largely driven by local needs, long-term changes will be as well. But, hopefully, greater flexibility and experimentation are here to stay.
Congressional debate on the massive new infrastructure legislation President Joe Biden has proposed is a “big glorious mess,” said Jason Jordan, director of public affairs at the American Planning Association, during their virtual national conference.
President Biden’s infrastructure proposal, which is called the American Jobs Plan, calls for spending $2.2 trillion over the next 8 years. Some $620 billion would go to funding improvements to roads, bridges, public transit, rails, ports, waterways, and new electric vehicle (EV) charging infrastructure. $115 billion of that would go to modernizing 20,000 miles of highways, roads, and main streets, along with another $20 billion for road safety. $100 billion would be for improving water infrastructure.
The plan defines infrastructure much more broadly than just roads and bridges and includes social, technological, educational, and economic infrastructure. Biden asks for another $400 billion for home care services and workforce development, $300 billion for manufacturing, $213 billion for housing, $100 billion for broadband infrastructure, $100 billion for new schools, $180 billion for research and development, and $100 billion for workforce development. To pay for these priorities, Biden calls for increasing the corporate tax from 21 percent to 28 percent and setting minimum corporate taxes.
Jordan asked a panel he assembled tough questions like: “Will budget reconciliation be used to fund the infrastructure investments? Will Biden’s infrastructure proposals be bound up in transportation legislation re-authorization? Will the financing mechanisms for these infrastructure proposals be increased corporate taxes, user fees, or gas taxes?”
Sam Mintz, a transportation reporter with Politico, said “there’s a high level of uncertainty around infrastructure, because there are unprecedented and vast policy changes proposed.”
“Republicans have made a much smaller counter-proposal that would just focus on transportation, water, and broadband infrastructure. They would finance this investment with increased infrastructure user fees rather than corporate taxes,” he explained.
The Fixing America’s Surface Transportation (FAST) Act, which passed in 2015, and then was extended through this year, adds another element to Congressional deliberations on transportation. A number of bills are being developed in committees to replace the FAST Act. “Biden may bounce off the baseline re-authorization of transportation spending or spend more on top of this bill,” Mintz said.
He also believes that budget reconciliation, which is a way to get past the 60 votes required for legislation in the Senate, is likely to be used given the “progressive climate components” of Biden’s infrastructure plans.
For Roxanne Blackwell, Hon. ASLA, director of federal government affairs at ASLA, the debate on transportation infrastructure is personal. “I grew up in West Baltimore, a once vibrant working-to-middle class community, which is now called an underserved community. Like many former industrial cities, Baltimore encountered some severe challenges — from the loss of factories and their blue collar jobs, to white flight, urban decay, and so called ‘urban renewal,’ and increased crime.” West Baltimore now has “rows of abandoned houses, vacant lots, food deserts, deserted and decrepit playgrounds and parks, ineffective public transit — and yes – a highway to nowhere – that replaced blocks and blocks of homes and Black families.”
According to Blackwell, landscape architects are focused on increasing equitable access to safe pedestrian and bicycle infrastructure, such as Complete Streets; transit-oriented development; and green infrastructure. “We also strongly believe that parks are infrastructure, and have not been elevated in the conversation as much as they should be. Parks are a critical part of the social fabric.”
She called for a broad-based collaboration between planning and design organizations and local community groups to transform inequitable elevated highways — which destroyed diverse urban communities as part of “urban renewal” — into green, surface-level boulevards. “This is a no brainer and something the nation needs to do. It can be the first step in atonement.”
And this is where Blackwell believes the resurgence of Congressional earmarks presents a real opportunity. Congressional committees are being more inclusive in their earmark review process and asking for proposals directly from community groups. “So this is not just about capital investment but also about community engagement. These community groups — and our grassroots network of landscape architects — can now advocate for specific projects in specific places. It’s a huge opportunity for our members to address environmental injustices.”
There may also be new opportunities on climate change-related measures in Biden’s proposals. “While the terminology may be different — the Democrats say climate change, and the Republicans talk about resilience — the message is the same and there is a new willingness to work on these issues. Climate change, and nature-based solutions, are now part of the conversation,” Blackwell said.
Mintz said Senate minority leader Mitch McConnell, who was determined to make President Barack Obama a one-term president, can be expected to be recalcitrant towards any new major investments on mitigating or adapting to climate change. Biden’s infrastructure proposal is “probably the only climate bill we will get — it’s the chance for climate action before the mid-term elections next year.” He added that “climate change may be used as a cudgel” by Republicans in the mid-terms.
Blackwell argued that senators and representatives need to “listen to their constituents who have been flooded, seen their backyard on fire, or experienced drought. There will be a political price to pay for more theater.”
Democrats and Republicans are still far apart on EV infrastructure. “Republicans see this as giving a big gift to China, as EV batteries are produced there, and there isn’t a domestic U.S. battery industry,” Mintz said. But he noted that President Biden has been talking about 500,000 EV charging stations since the very early days of his campaign so is not expected to compromise on this policy area.
Blackwell said that ASLA is focused more on building out safe, accessible bike and pedestrian infrastructure so as to reduce the number of short trips taken in vehicles. “We need complete streets for everyone.”
The U.S. is headed towards a renewable energy future. Over the coming decades, some mix of mostly wind and solar power will spread across the landscape. With the growing cost competitiveness of utility-scale solar power plants, we can expect 583 gigawatts to be in production by 2050. That’s ten times the current amount. At approximately 7 acres per megawatt, that means an area larger than the state of Connecticut could be used for solar energy production.
Through thoughtful planning and design, these future solar power plants can be well-integrated into communities and provide many co-benefits — water quality improvements, ecological restoration, and pollinator habitat, among many others. Renewable energy creates enormous opportunities for landscape architects and planners working in rural, suburban, and urban areas.
Utility-scale solar now accounts for 60-70 percent of all solar energy in the U.S. This is because the cost of energy from utility-scale solar is approximately “one third to one-fourth the cost of residential solar.” The market is further heading in the direction of big solar power facilities.
Daly said “these numbers don’t speak fully to value though.” Utility-scale solar creates far fewer green jobs than rooftop solar. 1 megawatt of clean energy could be generated through a single utility-scale power plant or approximately 100 rooftops. While the capital costs of the utility approach would be about $1 million less, there would also be much fewer local green jobs created. “This is because you need a lot more people to install 100 rooftop systems.” (Not to mention utilities offer fewer resilience benefits: Any centralized power plant can go down in a hurricane, storm, or wildfire).
Day said the vast majority of new solar power facilities use tracking systems that rotate photovoltaic (PV) panels to face the sun over the course of each day. While these tracking systems increase the amount of solar energy that can be captured, it also means these power plants require more space so as to avoid over-shadowing other tilting panels. “These panels cast shadows east west, so they need more land.” Combined with ecological site design that avoids existing wetlands, rivers, streams, and forests, these kinds of renewable energy power plants aren’t the most compact. “In fact, compact isn’t the best.”
The trend is for solar power facilities to go bigger and bigger. In 2010, she said, a large solar power plant had a 15 megawatt capacity. Today, there are 75-250 megawatt systems and even larger. “With more land, you can achieve greater economies of scale.”
Showing interactive models NREL can create through its fantastic State and Local Planning for Energy (SLOPE) tool, Day indicated where in the continental U.S. solar energy could be developed. If all land suitable for solar development was used, the country would have 59,000 times more energy than it consumes on an annual basis. “That gives you a sense of the incredible potential.” In contrast, if all suitable roofs in the U.S. were covered with PV panels, they would only meet 45 percent of energy needs.
While California and Texas are currently leaders in renewable power generation because they have invested in transmission capacity, many other states across the country can easily expand their solar energy capacity.
According to Sarah Davis, a planner who founded her own firm, “large-scale solar is coming” to every community. As the U.S. de-carbonizes its energy systems, there an opportunity for “authentic and meaningful community participation” in planning and designing a clean energy future.
Planning new utility-scale solar facilities involves typical development activities — incorporating developments into long-range comprehensive plans, creating enabling regulations, and permitting actual projects. These projects include utilities, developers, landowners, federal and state regulators, residents, and the end-users of the energy generated.
Using NREL’s SLOPE tool, Davis helps communities identify, at a county level, what areas would be ripe for solar development; what areas should be avoided because of existing cultural, scenic, or environmental resources; and where solar developments could provide the most co-benefits.
She outlined a few examples: In Butte county, California, Davis worked with stakeholders to create a vision statement that outlines a set of guiding principles and design and development guidelines. In Stearns, Minnesota, an agricultural community integrated renewable energy into the agricultural section of their comprehensive plan. “PVs need land and can use grazing areas.” But the new policies also required beneficial ground cover amid the solar facilities and enabled laying new transmission cables. And renewable energy planning can even be done in small rural communities. In Gold Hill, Colorado, she worked with an isolated community of 200-300 residents to devise a plan for a micro-grid and distributed household solar systems.
Another theme running through the session was the importance of maximizing the co-benefits of solar energy. Brian Ross, a vice president at the Great Plains Institute in Minnesota, made the case: “if sited and designed appropriately, large-scale solar can provide local benefits to communities. If you can restore watershed functions, diversify agriculture, or protect wildlife habitat and drinking water supplies, does it matter if it’s a solar farm?”
“Solar development is also development, and development means jobs, rents, and tax revenue,” Ross argued. The benefits of utility-scale solar development projects are increased local property tax incomes, increased local power generation, and reduced environmental and climate risks.
Communities should first figure out where to site their large-scale solar power facilities, then determine how the facility should function as a land use. “When planning and designing these projects, it’s important to look for synergies.” If there are valuable natural areas, watersheds, or scenic areas, “don’t put the solar developments in those places.” Instead, use solar farms as a way to fix existing environmental issues.
For example, in one Indiana agricultural community, nitrate run-off from farms was negatively impacting water quality, including groundwater recharge areas and the drinking water supply. The community decided to transform a 33-hectare area of contaminated farmland into land just used for solar power generation.
The new solar facility enabled the farmers to still earn income from the land while also reducing water quality impacts. This is a prime example of the co-benefits of utility-scale solar: “co-locating solar power plants with agriculture is a way to diversify farmers’ incomes and provide buffers for watersheds, including groundwater and surface water,” Ross said.
Solar power plants can not only just serve as buffers that reduce other impacts downstream, they can also be ecologically beneficial themselves. Acres of PV panels can be arranged amid native grassland restoration projects that can yield a three-fold increase in pollinators and a two-third increase in carbon sequestration through the landscape. Furthermore, these native grassland projects can increase sediment retention by 95 percent and water retention by 15 percent.
In Indiana, Purdue University’s extension programs worked with conservation, agriculture, and energy stakeholders to create state-wide standards for ground cover in solar power plants. This approach has been included in a model solar ordinance created by Indiana University and codified in an innovative ordinance that requires beneficial ground cover over the lifespan of a solar facility, which is 25 to 30 years. The ordinance ensures that solar energy developers just don’t plant once and then forget to maintain the landscape. Some solar power facilities are even in layering in sheep grazing, vegetable farming, and bee hives. Solar power plants can become multi-functional green infrastructure.
Japanese Gardens Told by Landscape Architect Tomoki Kato — 05/13/21, Domus
“The relationship between cities and Japanese gardens goes back to the very origins of the Japanese garden itself. During the eighth century, gardens using Chinese landscaping techniques to innovate original Japanese features occupied the heart of the ancient capital of Nara.”
Gilbreth Column: Landscape Architect Briggs Created Masterpieces — Post and Courier, 05/13/21
“Born in New York, [Loutrel Briggs] graduated from Cornell in 1917 and ended up establishing an office in Charleston in 1929, where he worked for 40 years and designed some 100 gardens — many of which are (or were — more on that later) masterpieces.”
Pratt Is Launching a New Master’s in Landscape Architecture Program— 05/11/21, The Architect’s Newspaper
“‘The program will be profoundly connected to its Brooklyn context, and encourage students to develop advanced knowledge of what constitutes landscape design across a range of complex ecologies and community contexts,’ said School of Architecture dean Harriet Harris in a statement.”
A Narrow Path for Biden’s Ambitious Land Conservation Plan — 05/06/21, The Washington Post
“Months after President Biden set a goal of conserving 30 percent of the nation’s land and waters by 2030, the administration Thursday laid out broad principles — but few details — for achieving that vision.”
The Atlanta BeltLine Wants to Prevent Displacement of Longtime Residents. Is it Too Late? — 05/04/21, Next City
“Concerns about affordable housing, gentrification and displacement have accompanied the development of the Atlanta BeltLine since its earliest days. The vision for the project — a 22-mile multi-use trail built on an old railway line looping the entire city of Atlanta — was so clear a catalyst for rising real estate value that the original development plan, completed in 2005, included a goal of building 5,600 workforce housing units to mitigate the impacts of gentrification.”
Kevin Robert Perry, FASLA, Senior Landscape Architect, Toole Design, and Principal, Urban Rain Design, testified on behalf of ASLA to the U.S. House of Representatives Committee on Transportation and Infrastructure, Subcommittee on Water Resources and Environment.
His full testimony below:
Thank you Chair Napolitano, Ranking Member Rouzer, and Members of the subcommittee for the opportunity to testify on the valuable work being done by landscape architects in the water and stormwater management space.
My name is Kevin Robert Perry and I am a licensed landscape architect and an internationally recognized leader in successfully integrating stormwater management with high-quality urban design.
I work as a Senior Landscape Architect at Toole Design Group with a specific expertise in intertwining green infrastructure with innovative multimodal streetscape design. I am also the founder of Urban Rain Design, a small design studio based in both California and Oregon that specializes in using Tactical Green Infrastructure to rapidly implement simple, cost-effective, and beautiful public space stormwater projects.
I am here today on behalf of the American Society of Landscape Architects (ASLA), where I have been a Fellow since 2017.
ASLA believes that water quality is essential to our economy, communities, and environment. By working to protect it, our membership of landscape architects plays a critical role in community sustainability and public health.
Landscape architects address water quality through ecologically-based practices that help reduce or remove pollutants in urban, rural, and conservation areas. To help protect water quality and conserve valuable water resources, ASLA encourages planning, design management, and policies that are science-based, collaborative, creative, and equitable.
The Value of Green Infrastructure
Ample clean water supplies are necessary to help preserve health, sustain quality of life, support economic stability, and maintain environmental quality.
Unsustainable development practices, poorly designed infrastructure, population growth, and other factors continue to threaten water quality and emphasize the need for the wiser and more creative use of resources. Urban sprawl and the expansion of paved surfaces increases volume and speed of storm flows, carries pollutants into streams, prevents groundwater recharge, and drastically reduces the landscape’s ability to respond to everyday storm events, much less the current and future challenges of climate change.
In much of the country, especially in older cities and towns, stormwater is funneled into our wastewater systems. During intense rain events, these systems can become overwhelmed resulting in stormwater overflow being released into nearby waters — along with all of the untreated sewage, debris, pesticides, and anything else caught in the underground pipe system.
While the United States has generally had success in protecting water quality, EPA research has found that nonpoint source pollution, the type of water pollution I just described, remains the leading cause of water quality problems.
This is where landscape architects are stepping up and playing a key role. We are at the forefront of developing innovative design strategies that promote sustainability, resiliency, and a balanced vibrancy between our built and natural environment. By incorporating cost-effective and innovative green infrastructure methods into our projects, we plan and design landscaped-based systems that reduce the impacts of flooding, contain the movement of pollutants and other debris, help infiltrate stormwater on-site, increase biodiversity, and integrate these nature-based solutions seamlessly into our cities and towns.
In areas where drought and inadequate water supply is of top concern, green infrastructure may also be a viable solution, helping to replenish local groundwater reserves and recharging aquifers. We also promote and incorporate the use of sustainably-designed greywater systems and other water capture measures to help reduce the need for external water sources.
In general, the landscape architect’s multi-functional, multi-purpose design solutions allows for a less destructive human relationship with the natural environment.
Landscape architecture practices also provide a key equity and environmental justice solution. One such practice is performing meaningful community engagement during the design and planning process. Often, the communities that stand to benefit the most from our work are the low-income and racially diverse communities that have been damaged by years of underinvestment and disinvestment. This includes communities located in small towns, large cities, and all areas in between. ASLA and its members are committed to utilizing our trade to directly improve lives in underserved communities; and community engagement and green infrastructure can be important tools to aid in this effort.
Green infrastructure also leads to job creation. According to Green For All, a national organization working to build an inclusive green economy, a $188.4 billion investment in stormwater management would generate $265.6 billion in economic activity and create close to 1.9 million jobs. Furthermore, green infrastructure is good for small businesses, as many landscape architects work for or run their own small firms, as I have for nearly a decade.
Green Infrastructure Across Scales
One of the greatest benefits of using green infrastructure is that it can be implemented across a wide range of scale and community contexts. Resilient coastlines/riverfronts, regional parks, and interconnected green transportation corridors can be realized at the large citywide-scale; while rain gardens, pervious paving, and a robust use of street trees can grace nearly any neighborhood-scale space.
With thousands of our schools, roads, parks, and other civic space infrastructure either breaking down or inefficiently designed, there is an incredible opportunity to boldly retrofit our built environment with long-lasting green infrastructure strategies.
Tactical Green Infrastructure
One avenue of green infrastructure that is starting to take root on the West Coast is the concept of Tactical Green Infrastructure. While many infrastructure projects can take years to be fully implemented, Tactical Green Infrastructure is a specialized design-build methodology that allows professional design practitioners, students, and/or volunteers to work together to identify, design, and construct expedited green infrastructure projects at public schools, parks, and even some street locations. These small-scale projects convert either existing paved or underutilized green space into highly functional rain garden landscapes within a couple of months – and directly involve the local community through the process. This kind of low-cost, effective, and quickly built Green Infrastructure can be a simple national model but with near-term and tangible results realized at the neighborhood level. While conceived in both Oregon and California, we believe a coordinated Tactical Green Infrastructure approach, led by landscape architects, has immense potential to expand throughout the United States.
The Water Quality Protection and Job Creation Act of 2021
ASLA and its members appreciate the committee’s support for legislation promoting green infrastructure, including H.R. 1915 – the Water Quality Protection and Job Creation Act of 2021, which would help states and local communities fund green infrastructure projects that protect water.
We are also appreciative of the committee’s support for the Clean Water State Revolving Fund, and specifically the Green Project Reserve, which mandates that at least 10% of funds are used by states for green infrastructure projects. Since states and localities typically do not have their own funding mechanisms to keep their water infrastructure safe, up to date, and within the requirements of the Clean Water Act, many landscape architecture projects would not be possible without the help of this program.
For these reasons, ASLA is supportive of increased funding to the Clean Water SRF, as well as making the Green Project Reserve permanent and increasing its minimum percentage. To make projects even more sustainable and resilient, the Clean Water SRF should also be adjusted to allow for the funding of long-term maintenance projects as well.
With that, I thank the committee for inviting me to testify today. ASLA looks forward to working with you and your colleagues to ensure that Congress leverages the field of landscape architecture when striving for its climate adaptation and sustainability goals.
Jennifer Toole, ASLA, is the founder and President of Toole Design and has over 30 years of experience planning and designing multimodal transportation systems. A certified planner with a degree in landscape architecture, Toole has a strong background in urban design. She has been involved in numerous projects of national significance for the Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), and National Highway Traffic Safety Administration (NHTSA).
In Drawdown, edited by Paul Hawken, bike infrastructure is identified as one of the top 80 solutions for reducing global greenhouse gas emissions. The book finds that in 2014, 5.5 percent of urban trips worldwide were by bicycle. If that number grew to 7.5 percent by 2050, displacing some 2.2 trillion passenger miles completed by vehicles, some 2.2 gigatons of greenhouse gas emissions could be avoided, realizing approximately $400 billion savings over the next 30 years. What are the most important steps cities and communities can take to rapidly grow bike use?
Most people just don’t feel safe bicycling, which is the greatest disincentive. We spent nearly a century in this country building a transportation system that essentially only caters to people who are driving motor vehicles. We have a system that fundamentally doesn’t support bicycling.
The best thing cities can do to incentivize bicycling is make it feel safer for people. This can be accomplished through interconnected networks of bike facilities separated from traffic that don’t end at major barriers.
That’s a big problem right now: we have a lot of bikeways that might get you part of the way to where you want to go, but then you get to a big intersection or an interchange with a highway and the bikeway ends.
We also need need to reduce motor vehicle speeds across the board, so that when bicyclists and motorists cross paths, it’s in a safe and controlled way. And we need to provide high-quality and secure places to park your bike once you get to where you’re going.
None of this is rocket science. If you look at countries that have successfully increased the percentage of people bicycling by even a few percentage points, it’s because they invested in infrastructure to make bicyclists feel safe — and, in fact, bicyclists are now safer in those places.
Drawdown also identifies e-bikes as a critical climate solution. While many bike-riders feel comfortable biking a few miles on flat surfaces, half of all trips are estimated to be 6.2 miles, which may be too far in the heat or if the route is hilly. E-bikes also better support riders who may be older or less able. What are some other ways cities and communities can incentivize e-bike use?
I am really excited about e-bikes because they eliminate another major disincentive to bicycling: hilly areas, with long, difficult uphill climbs. I live at the top of a really steep hill. Many times I have done that calculus in my head. Am I going to ride my bike? If I ride my bike, when I come home, I am going to have to come back up that hill.
When you look at a normal bike trip, it’s usually someplace between one to three miles in length. An e-bike trip is typically a little bit longer than a normal bike trip, because you don’t have to expend as much energy to make that trip.
The keys to incentivizing e-bike use are the exact same as they are for regular bikes. You’ve got to provide spaces where people feel safe riding their bike. E-bikes are a little bit faster than regular bikes, so that makes it even more evident that sidewalks are not the right place for them. E-bikes really need their own space. They need separated bike lanes. They need shared-use paths and bike boulevards. You have to feel like you have safe places to ride.
Cities are also providing e-bikes through their bike share services, which gives people a way to check them out and realize how much fun they are to ride. It’s one of the reasons why e-bike sales are just soaring all around the country.
According to the U.N. Environment Program (UNEP), researchers in the U.K. found that biking to work is associated with 45 percent lower risk of developing cancer and a 46 percent lower risk of cardiovascular disease, compared to commuting by car or public transit. UNEP also states: “daily exercise prolongs life expectancy by approximately 3.4 years. Regular cycling boosts physical health as an efficient way to prevent obesity.” How can we better promote the health benefits of biking to communities?
Those are some pretty incredible statistics I think that most people are not aware of.
It’s more about providing ways for people to introduce exercise into their normal, everyday life without even thinking about it. There are a lot of studies that show people are more active and healthy in places where walking and biking for everyday trips is common, so making sure that destinations in shopping areas and workplaces are in close proximity to home is really an important part of making sure that people take those everyday trips on foot and by bicycle.
We need to make bicycling the logical choice — the no-brainer choice — for a certain segment of short trips we make. When you go to The Netherlands and ask people why they are riding bikes, they almost never talk about the exercise or the environment. They are riding a bike, because it’s the most efficient way to get where they want to go.
Countries like The Netherlands have a lot of folks who bike well into their 70s and 80s, because they have provided places that feel safe for riding a bike. I have no doubt it contributes to a much longer lifespan.
Data also shows that the pandemic has resulted in a bike boom in many cities and communities. According to a report from Strava, a fitness tracking company, bike use in car-centric cities like Houston increased by 138 percent and in Los Angeles by 93 percent. The Rails to Trails Conservancy found that trail use increased threefold in March 2020 over 2019. Do you think bike use will continue to remain at high levels after we have all been vaccinated? What role do you think “slow streets” have played? And if the bike boom continues, will it result in greater investment in permanent bike infrastructure?
I think it will. Bike use will continue to remain at higher levels, because our travel patterns have been disrupted in ways that we’re only now just beginning to realize. There’s a whole segment of workers who will probably never go back to working in an office from 9:00 to 5:00 five days a week. The flexibility of being able to work from home will mean that our rush hour is going to look different in the future.
Why drag yourself out of bed to go and sit in the car for an hour longer than you really need to just to get to work at a certain time? A certain segment of workers are going to make that calculus and say, “I don’t need to go into the office to work. I can do it right here,” because they’ve been doing it for over a year, and it worked fine. Working from home is going to become much more accepted and prevalent and, with that change, people are going to continue to look for ways to use a bicycle for trips that originate from their homes.
Slow streets have really been great, because they gave people places to ride that feels safe. I’ve heard so many stories of slow street projects that had opposition in the beginning and now people are getting upset when cities remove their slow-street designation. From what we’re seeing, cities are looking for ways to have more permanent, connected networks of bike facilities, and that was starting well before COVID-19. It’s not something that was new; I just think COVID brought it home how much we needed more infrastructure.
Research also finds that low-income communities bike to work more often than other groups. The Chicago Tribune reports that the biggest group of Americans who bike to work are from households that earn less than $10,000. But a report from the League of American Bicyclists also found that Hispanic bike-riders had a bike fatality rate 23 percent higher, and Black riders had a fatality rate 30 percent higher than white riders. How can cities and communities make bike infrastructure more equitable and improve safety for historic marginalized and underserved communities?
We need to do a better job at providing better infrastructure in underserved areas of our cities. Often these are the same neighborhoods that have been impacted by highway construction, where we have widened roads so that suburban commuters can get to their jobs and downtown. It’s not a surprise those are the same places that have higher rates of crashes for Hispanic and Black riders. They need more attention than we’re giving them in terms of providing safer facilities.
A lot of the work we do for cities is about adjusting that balance and giving more attention to neighborhoods that have been neglected when it comes to providing good places to not only to bike but also to walk. Among other things, we aim to reduce traffic speeds on those streets, which is not an easy thing because they were built for higher speeds.
Many of the projects we work on are focused on equity. For example, we are working on an expansion of the trail network in Fresno, California. We analyzed all the proposed trails the city has planned to build in the next 20 years using a tool that prioritizes equity factors. The city then selected four connecting trails segments in a community facing environmental injustices. It relied on a tool used in California that helps identify communities most affected by pollution and where people are often especially vulnerable to pollution.
The Biden administration just released a $2 trillion infrastructure proposal, which could result in much greater investment in complete streets, bicycle networks, trails. If you were somehow in charge of all the billions, how would you allocate it on bicycle infrastructure?
In many communities, they have already tackled their easier projects, the ones that weren’t difficult to build — streets that were overbuilt for the amount of traffic they’re carrying and required a road diet to reconfigure space.
The next phase of work is much harder. It’s closing the gaps between facilities. Imagine a trail that ends at a major intersection. It’s hard to get across that intersection in order to connect one part of town to another part of town where you have bike networks. You really need an overpass across the highway built for bike and pedestrian traffic. If I were in charge of that infrastructure investment, I would make it available for major infrastructure projects that close gaps in bike and pedestrian networks.
In South Bend, Indiana, your staff partnered with the administration of then-Mayor Pete Buttigieg, who is now U.S. transportation secretary, to create an open space and smart streets plan to revitalize South Bend’s downtown. The plan resulted in the transformation of St. Joseph’s Boulevard to a green complete street. Secretary Buttigieg said the streetscape improvements led to $90 million in private investment by downtown businesses along the corridor. Can you tell us more about Secretary Buttigieg and his understanding of the connections between streetscape improvements and revitalization?
The most basic answer for how that revitalization led to all the private investment is that the design prioritizes the movement of people over cars. It was a very controversial approach to their downtown revitalization, and there were a lot of people who were worried that it wouldn’t work. To Secretary Buttigieg’s credit, he had a vision for making their downtown be a place where people felt comfortable walking everywhere.
The downtown businesses saw that it was going to be a place that was really special, which is what led to the investment. And it hasn’t stopped with downtown. The work we’re doing now in South Bend is going out like tendrils into the community. The city is systematically tackling their street network and prioritizing pedestrian and bicycle traffic. Secretary Buttigieg’s vision has continued to transform the city’s approach to transportation and it has clearly benefited the community.
Your firm is leading an interdisciplinary team working with the city of Atlanta’s Department of City Planning to re-imagine Peachtree Street as a shared space that blurs the lines between public space and streets. What are the benefits of these environments? How do you overcome safety or accessibility concerns?
Peachtree Street has long been Atlanta’s main street. The street receives a lot of traffic and is dominated by cars. The city is looking to change that dynamic and make it a destination for people. The benefit of making Peachtree Street a flush street — so all one level, no curbs — is that it really promotes that feeling that it’s a street where pedestrians are the highest priority. They don’t have to go to an intersection in order to cross the street. They can move freely across the street. It’s modeled on the types of streets that have been built really all over Europe, where there’s just one street surface.
Another benefit is that it slows everybody down. Cars can still travel down the street and park, but drivers don’t feel comfortable going fast down a flush street. Often there are fewer traffic signals or signs to direct traffic. This is due to a concept in traffic engineering: when you introduce an element of uncertainty, everyone slows down. It’s fundamentally about making sure motor vehicle traffic goes slower.
Also, a flush street is inherently more accessible. You can imagine people on wheelchairs don’t have to go to the corners to find a place to cross. People pushing baby strollers can easily move about. But you do need special accommodations for people who are blind or have low vision, because they need to know how to navigate down that street. They often use a curb line as a guide.
Fortunately, there are new ways to help people who are blind to navigate. A different type of pavement treatment with raised grooves can help guide a person with a cane down a street. These have been used in train stations and other places where there is a need to navigate through plazas and other open areas.
Landscape architects integrate safe, accessible pedestrian and bicycle infrastructure with green infrastructure. In St. Paul, Minnesota, your firm designed the Jackson Street Reconstruction Project, which transformed an outdated avenue into a truly multi-modal corridor that features two-way protected bike lanes, wider pedestrian walkways protected by green buffers that manage storm water. How is this project a model? How do you make the case that communities should spend the extra money for the green infrastructure?
Jackson Street is just such a great example of the way we should be designing streets in this country.
It’s important to think about what the street looked like before to understand the opportunity it represents for many other streets in this country. Jackson Street was as wide as six lanes, a classic example of an overbuilt street. Somebody at some point in the past decided that the road needed to have four lanes. The street didn’t have the traffic volume to support those lanes.
We were able to take up to two travel lanes off the road, which gave us 20-plus more feet of space to work with to provide a wider sidewalk, a two-way separated bike lane, and generous rain gardens between the bikeway and the road. We were able to use the green infrastructure to provide that much needed separation between the bikeway and the street. The bikeway itself is built from pervious pavement. The runoff from Jackson Street is directed into those rain gardens.
St. Paul is a city concerned about water pollution, runoff, and flooding. It’s on the banks of the Mississippi, so this type of street design is logical. There are so many cities around the country that are increasingly concerned about flooding and need to find ways to let stormwater seep into the ground instead of run off into nearby waterways. Cities are feeling the impact of major flood events and the financial cost of those events, which is why they are looking at these streetscape projects as an opportunity to rethink the way that water flows in their city.
There are generations of work for landscape architects to fix all these streets and make them greener by providing vegetation in the streetscape on a scale that we’ve never done before. We were sort of stuck in the past with these tiny tree boxes. That was the conventional way of providing green in the landscape. This new way of designing streets is going to give us so much more room to work with different types of plants and soils. It’s a really exciting time to be a landscape architect.
AARP is once again offering its Community Challenge Grants, which range from a few hundred dollars up to tens of thousands, to non-profit organizations and local governments. AARP seeks to fund permanent or temporary small-scale projects that can be designed and implemented in just a few months. This year, the focus is on projects that support community equity, diversity, and inclusion efforts.
Landscape architects and designers, please take note: AARP is prioritizing projects that “improve open spaces, parks, and access to other amenities; and deliver a range of transportation and mobility options that increase connectivity, walkability, bikeability, wayfinding, access to transportation options, and roadway improvements.” They are also interested in projects that support community recovery from the coronavirus pandemic.
Since 2017, AARP’s program has awarded 560 grants totaling $6.1 million, which have resulted in rapid-fire actions that improve community livability for all ages — not just older adults. 60 percent of grants have gone to 501(c)(3), 501(c)(4), and 501(c)(6) nonprofits, and the rest to local governments. 42 percent of grants have gone to urban communities, 38 percent to rural areas, and 20 percent to suburban areas.
According to AARP, 45 percent of grants have had a catalytic impact, helping grantees gain additional funds and support from public and private organizations. And 81 percent of grants helped grantees “overcome policy barriers and advance change.”