In Copenhagen, Denmark, nearly 50 percent of people commute by bicycle. No matter if it’s a beautiful summer day or a blustery winter one, Danes use their beloved bicycle network, because it’s the fastest, most convenient, healthiest, and cheapest way to get from point A to B. In a discussion organized by the World Resources Institute (WRI) and the Embassy of Denmark at the National Press Club in Washington, D.C., we learned how Denmark made bicycling the most popular form of transportation, and how other cities can create a culture of bicycling.
Klaus Bondam, a jolly artist and former politician, now runs the Danish Cyclists’ Federation. He explained that in Copenhagen 17 percent of all trips are made by bicycle and some 50 percent of destinations can be reached by bike.
Danes learn to love biking early on. Parents bring their kids out into traffic in bike carts when they are toddlers, and their kids begin navigating traffic on their own bikes starting around age 5 or 6. This is all possible because of the investments the Danes have made to make their bike infrastructure safe for everyone.
Their infrastructure is mostly comprised of protected, segregated bike lanes. “Building proper, curbed lanes” is crucial, according to Bondam, as that enables women and kids to feel comfortable.
The Danes built their lanes as part of a comprehensive network, which “connects the inner city to the suburbs, radiating out 25 kilometers.”
Within this network, there are “bicycle super highways” that include the fantastic bicycle bridge that take riders through the urban core.
To accomplish all of this, the Danish government created a national bicycle strategy and bicycle fund. As Bondam noted, if you spend the money and build it they will come. “There are 24 percent more cyclists where there is new infrastructure.”
Copenhagen took several generations to get to where it is now. Investments in the bicycle network started around the turn of the 20th century. It took more than 75 years for Copenhagen to get to nearly 50 percent.
A panel discussed how American cities can learn from Denmark’s example. Washington, D.C. has gone from 1 percent of people commuting by bicycle to 4 percent in just a few years. Leif Dormsjo, the head of D.C.’s department of transportation, said the city has made major investments in bike lanes and connective trails, and sees building complete streets — which work equally as well for pedestrians, bicyclists, and cars — as a primary strategy moving forward. Also, the D.C. government is investing in educating riders early on. A new program teaches every second grader in the city how to ride a bike.
While Bondam and Dormsjo noted the great progress in D.C. since he was last year in 2002, Greg Billing, executive director of the Washington Area Bicycle Association (WABA), wants to see more bike lanes transformed into protected, segregated cycle tracks. “On a sunny day, the 15th street cycle track gets 3,000 riders, which is about 30 percent of total traffic.” With more separate lanes, bike number could go up throughout the city.
Sam Adams, former Mayor of Portland, Oregon, and now US director at WRI, said Portland was long stuck at a plateau of around 4 percent commuting by bike. Getting to 8 percent, where they are now, took hard work. The city had to convince women, aged 18-40, to believe biking is safe. They targeted the top 25 most dangerous intersections. Adams found these intersections were almost always dangerous for more than one mode of transit. “Redesigning these intersections created multiple benefits.” Another key element was boosting the budget for bicycle infrastructure from $1 million to $17 million.
But everyone on the panel admitted that in an era of very tight budgets, increasing investments in bicycle infrastructure isn’t easy. As lanes for cars shrink and parking is removed, “some car advocates will argue their freedom is being taken away,” said Bondam. “But I feel my freedom, as a bicyclist, is taken away if I’m stuck in a car.” Adams said Portland’s increased spending on bicycle lanes, especially on the basic safety of lanes in communities further out from the inner-core, was “highly controversial.”
Moving bicycle infrastructure forward takes leadership. Dormsjo said it was important U.S. department of transportation secretary Anthony Foxx sees bike lanes as a priority in terms of federal investment. In D.C., the “sophisticated” city council has many bike riders, and Mayor Muriel Bower understands the issues, so there has been headway.
For Billing, the next step is to implement Vision Zero, which calls for zero traffic fatalities in the district. “We need to change the transportation system to prevent fatalities. Nobody should die trying to get somewhere.” Regionally, D.C. has had 450 deaths by cars in the past year, with pedestrian and bicyclist deaths at higher proportions than their share of street use. A new report from Smart Growth America — Dangerous by Design — outlines the latest data and steps that can be taken.
And more need to benefit from bicycling. Hon. Craig Iscoe, with Cycling without Aging, promoted the use of bicycle rickshaws to take seniors stuck at home, or, worse, old-age homes out for a ride.
And Billing argued bike lanes need to be better spread throughout poorer parts of the city. As part of this, an education campaign is needed to change the perception of bike lanes and bike share as an “agent of gentrification,” said Tommy Wells, director of D.C. department of energy and environment.
Bondam quoted President John F. Kennedy, who said “nothing compares to the simple pleasure of a bike ride.” Focusing on safety, communities can use a mix of investment and education to spread that joy to everyone.
Kendall Square in Cambridge, Massachusetts, is the center of technological innovation on the East Coast. But you would have never known it walking the broken-down, dated, 1980s-era brick streets. Home to MIT, Google, Microsoft, and many other start-ups, Kendall Square needed a new look that reflects the cutting-edge thinking happening in the buildings lining Main Street. But Cambridge, a historic district, also has a highly restrictive, limited palette of materials to chose from.
Working with real estate developers, the university, and other entities, a team led by local landscape architects with Klopfer Martin Design Group and engineers at HDR came up with an inventive solution, taking the standard Cambridge brick, concrete, lighting and building materials and coming up with something entirely new. The results are as innovative as anything created by the techies who work along the street.
As Kendall Square has experienced rapid growth over the past few decades, it also had to better “perform as an inter-modal transportation hub,” said Kaki Martin, ASLA, a principal with Klopfer Martin. The high-tech firms and university alike wanted easier inter-connections among the subway station and sidewalks, bike lanes and bikeshare system, and corporate shuttles and buses.
“Increased commercial development with lots of food establishments also meant that the streetscape had to not only reflected the character of the place, accommodate increased inter-modal transportation, but also become a place to not just move through, but also to linger and eat, meet up and gather.”
The design team removed the central median with “dated flag poles” to give more room for bike lanes.
Along the streets, new spaces were created for “furnishings, bus shelters, farmer’s market tents.” Scattered around major entry points are more contemporary benches, pre-cast concrete star-shaped benches, and unique bike racks that came out of a competition organized by the city’s % for art program.
A custom cover and bench was created for an “immovable vent pipe” the subway system needs.
Klopfer Martin layered in double rows of trees in order to create “spatial structure.”
The most interesting part of the project is the new palette of bricks. Klopfer Martin worked with the city’s brick supplier to create “custom palettes of varying percentages of the darkest and lightest bricks in the city’s standard mix,” set within 10 feet-by-10-feet swatches.
As Martin explained, “we went with a pixelated pattern for its techy connotation, and because there was no preciousness to the pattern.”
Furthermore, the random pattern is very low maintenance. “When the head of the Department of Public Works asked me how I would feel when a gas line repair comes through the brick and messed it up, we said, ‘it didn’t matter.’ The brick could just be put down again without concern, because it’s about the percentages between darker and lighter bricks in a 10-foot-by-10-foot zone, not about a specific pattern.”
Landscape architecture is well behind the curve of using video to distinguish itself in the digital age, a trend I don’t see changing anytime soon. However, the opportunity is there for the taking. And if you don’t watch out, other design professions will seize the moment before landscape architects do. We’ve already had Architecture School, a Sundance TV miniseries, but that was six years ago and not much has been offered up since. But mark my words, it’s coming, and this is precisely where my own passions have intersected in recent years.
As a landscape architecture graduate student at the University of California at Berkeley, I opted to make a documentary film for my capstone thesis instead of creating a landscape design. I was interested in hearing what people on the street had to say about an urban design project going on right under their feet. I completed the 25-minute long documentary This Is Market Street about San Francisco’s Better Market Street Project, a multi-million dollar streetscape project that will eventually replace 2.2 miles of San Francisco’s most prominent thoroughfare.
An issue that stuck with me was the danger posed by car traffic to pedestrians in a walkable city like San Francisco. The pedestrian advocacy group Walk San Francisco, which helped me promote the documentary, has been at the forefront of advocating for a safer, more walkable San Francisco since 1998. Last year, they commissioned me to create a public service announcement about Safe Streets for Seniors, and I jumped at the chance to use film to talk about cities once again.
My team and I created a 3-minute long short film, There’s Always a Way, using stop-motion animation to tell the story of a young boy whose grandmother is killed at a busy crosswalk (see video at top). We built models reminiscent of design school projects, studied traffic design solutions, constructed tiny crosswalks, and even fabricated some angry drivers for good measure. The process was analog, with us cramped in a tiny studio for weeks of animating and inching model cars along painted roads, frame by frame. The response has been exciting and supportive. To my satisfaction, the video has encouraged a discussion about our lives and environments.
Stories are the tool missing from the landscape architecture, a field which intertwines with people’s daily lives. Stories can get lost in the policies, the plant lists, and the concept drawings. We should pause to hear stories more often, and, if so inspired, make some of our own.
This guest post is by Darryl Jones, ASLA, who recently worked at PWP Landscape Architecture in Berkeley, California, and is now a filmmaker based in Oakland, CA. More of his film work is available at darryljonesfilms.com.
Sponge-Worthy Design for the Gowanus Canal– The Architectural Record, 11/1/16
“A tiny new park in Brooklyn has a big job: absorbing and filtering a million gallons of stormwater each year that flows into one of the most putrid waterways in the United States.”
Our New Urban Oases – The New York Times Magazine, 11/10/16
“Just a few blocks north of Philadelphia’s Center City, with its immaculate grid designed by the city’s founder, William Penn, the landscape turns hardscrabble.”
We’ve all heard about complete streets — streets that provide access to everyone, with ample space for pedestrians, bicyclists, cars, and buses. But, at GreenBuild in Los Angeles, a group of landscape architects argued they are really just the bare minimum. Streets can become public spaces, taking on park-like qualities. In our increasingly dense urban world, streets can be redesigned to provide environmental benefits and create a sense of community.
Jennifer Packer, ASLA, associate principal at Melendrez, a Los Angeles-based landscape architecture firm, sees great opportunities in Los Angeles county’s 20,000 kilometers of roadways, the vast majority of which are neither complete or green. She pointed to one example showing the way forward: the $20-million MyFigueroa (MyFig) project, which re-envisions a major corridor through downtown Los Angeles. There, a 4-mile stretch is being redeveloped to include separate bus platforms and shelters, bike lanes and racks, more accessible crosswalks and clearer signage, and lots of greenery. It’s a key first step in Los Angeles Mayor Eric Garcetti’s Great Streets Initiative.
Monrovia, a foothill community in Los Angeles, just got a new transit village for the new station along the new metro line that heads east from downtown out to Santa Monica. There, AHBE Landscape Architects created a “complete street neighborhood,” multiplying the benefits, said Evan Mather, ASLA, principal at AHBE. A multi-modal transit center now connects bikes, cars, and pedestrians to the rail. Plants native to the foothill eco-tone were re-established and set within stormwater management systems. Around the station, there’s a new mile-long loop trail dotted with bioswales and planters. The new streets help further define a new downtown Monrovia.
For Nate Cormier, ASLA, director of landscape architecture at AECOM downtown L.A. Studio, Bell Street Park in Seattle is a prime example of what it means to go beyond complete streets: the street as a park. MIG|SvR and Hewitt designed a 4-block-long “woonerf,” which is Dutch for a street that has no curbs and purposefully creates an ambiguous zone where cars, pedestrians, and bicyclists mix. Due to this constant intermingling, everyone is more vigilant, so the street actually becomes safer. “Everyone is negotiating the street; jay walking is the norm.” Textured concrete helps send the message this isn’t a speedway for cars passing through. Trees shade small parklets with cafe tables that “act like a front porch.”
In high-density, expensive environments like Seattle, where cities can’t afford to buy up properties to create parks, Bell Street Park may offer a model. The community made the street-park happen by tapping the parks department’s “levy opportunities,” but, through a memorandum of understanding, the city’s department of transportation maintains some aspects of it.
The American Society of Landscape Architects (ASLA) is excited to announce its 30 professional award recipients for 2016. Selected from 456 entries, the awards honor top public, commercial, residential, institutional, planning, communications and research projects in the U.S. and around the world. The winners will receive their awards at the ASLA Annual Meeting and EXPO in New Orleans on Monday, October 24 at the New Orleans Ernest M. Morial Convention Center.
The following is a complete list of 2016 professional award winners:
General Design Category
Award of Excellence (see image above)
Underpass Park, Toronto, Ontario
by PFS Studio for Waterfront Toronto
Framing Terrain and Water: Quzhou Luming Park, Quzhou City, Zhejiang Province, China
by Turenscape for the Quzhou City Government
Bishan-Ang Mo Kio Park, Bishan, Singapore
by Ramboll Studio Dreiseitl for the Public Utilities Board / National Parks Board, Singapore
Converging Ecologies as a Gateway to Acadiana, St. Landry Parish, Louisiana
by CARBO Landscape Architecture for St. Landry Parish Tourist Commission
The Metro-Forest Project, Bangkok, Thailand
by Landscape Architects of Bangkok (LAB) for PTT Public Company Limited
The Power Station, Dallas
by Hocker Design Group for The Pinnell Foundation
Corktown Common: Flood Protection and a Neighbourhood Park, Toronto, Ontario
by Michael Van Valkenburgh Associates Inc. for Waterfront Toronto in Partnership with Toronto Region Conservancy Authority (TRCA) and Infrastructure Ontario (IO)
Grand Teton National Park Craig Thomas Discovery and Visitor Center, Moose, Wyoming
by Swift Company LLC for the National Park Service, Grand Teton National Park Foundation and Grand Teton Association
Eco-Corridor Resurrects Former Brownfield, Ningbo, China
by SWA for Ningbo Planning Bureau – East New Town Development Committee
Analysis and Planning Category
Award of Excellence
The Copenhagen Cloudburst Formula: A Strategic Process for Planning and Designing Blue-Green Interventions, Copenhagen, Denmark
by Ramboll and Ramboll Studio Dreiseitl for the Municipality of Copenhagen
Central Puget Sound Regional Open Space Strategy, Puget Sound Region, Washington
by University of Washington Green Futures Lab for The Bullitt Foundation and The Russell Family Foundation
Rebuild by Design, The Big U, Manhattan, New York
by Starr Whitehouse Landscape Architects and Planners for the United States Department of Housing and Urban Development, Rebuild by Design
Memorial Park Master Plan 2015, Houston
by Nelson Byrd Woltz for the Houston Parks and Recreation Department, The Memorial Park Conservancy, and Uptown Houston
Baton Rouge Lakes: Restoring a Louisiana Landmark from Ecological Collapse to Cultural Sanctuary, Baton Rouge, Louisiana
by SWA Group for the Baton Rouge Area Foundation
Bayou Greenways: Realizing the Vision, Houston
by SWA Group for the Houston Parks Board
Award of Excellence
What’s Out There Guidebooks
by The Cultural Landscape Foundation
Roving Rangers: Bringing the Parks to the People
by BASE Landscape Architecture, for the Golden Gate National Parks Conservancy, Santa Monica Mountains National Recreation Area and the Santa Monica Mountains Fund
Activating Land Stewardship and Participation in Detroit: A Field Guide to Working with Lots
by Detroit Future City, published by Inland Press
Landscape Architecture Documentation Standards: Principles, Guidelines and Best Practices
by Design Workshop, published by John Wiley & Sons
PHYTO: Principles and Resources for Site Remediation and Landscape Design
by Kate Kennen, ASLA, and Niall Kirkwood, FASLA, published by Routledge, Taylor and Francis Group
DredgeFest Event Series
by The Dredge Research Collaborative
Sea Change: Boston
by Sasaki Associates Inc.
Weather-Smithing: Assessing the Role of Vegetation, Soil and Adaptive Management in Urban Green Infrastructure Performance
by Andropogon Associates Ltd. for the University of Pennsylvania
Residential Design Category
Award of Excellence
DBX Ranch: A Transformation Brings Forth a New Livable Landscape, Pitkin County, Colorado
by Design Workshop Inc.
Kronish House, Beverly Hills, California
by Marmol Radziner
The Restoring of a Montane Landscape, Rocky Mountains, Colorado
by Design Workshop Inc.
Chilmark: Embracing a Glacial Moraine, Martha’s Vineyard, Massachusetts
by Stephen Stimson Associates Landscape Architects
The Rivermark, Sacramento, California
by Fletcher Studio for Bridge Housing Corporation
Water Calculation and Poetic Interpretation, Carmel, California
by Arterra Landscape Architects
The Landmark Award
Michigan Avenue Streetscape: 20 Years of Magnificent Mile Blooms, Chicago
by Hoerr Schaudt Landscape Architects for the City of Chicago/Michigan Avenue Streetscape Association
The professional awards jury included:
Kona Gray, ASLA, Chair, EDSA, Fort Lauderdale, Florida
Keith Bowers, FASLA, Biohabitats Inc. Baltimore
Jennifer Guthrie, FASLA, Gustafson Guthrie Nichol, Seattle
Mami Hara, ASLA, Philadelphia Water Department, Philadelphia
Christopher Hume, Architecture Critic, Toronto Star, Toronto, Ontario
Lee-Anne Milburn, FASLA, California State Polytechnic University, Pomona, California
Willett Moss, ASLA, CMG Landscape Architecture, San Francisco
Suman Sorg, FAIA, DLR Group | Sorg, Washington, D.C.
“Cities have been demanding reduced car dependence,” said Peter Newman, professor of sustainability at Curtin University and elder statesman of sustainable transportation, at a talk in Washington, D.C. As a result, 2015 saw a 3 percent decline in greenhouse gas emissions globally. And yet Newman’s indicators show global wealth rising.
“All the economists and transport planning modelers still think that if you get wealthier, you will drive more.” According to Newman’s data, this is not necessarily true. “We are driving less and still getting wealthier.” The book traces the decline of auto-dependence in global cities.
There are four drivers of this momentous change, according to Newman: increased urban density, the transition to the knowledge economy, generational change, and the relative convenience of public transportation.
“Since 1999, cities are becoming denser,” Newman said. “The young and the wealthy want to see people face to face. And density of jobs increases productivity.”
According to Newman, car use dropped 23 percent from 2001 to 2009 among 16 to 34 year olds. People in their 40s and 50s are driving less, people in their 20s and 30s less still. But those in their 60s or older are still reluctant to relinquish their steering wheels, according to Newman’s data.
With regards to the convenience of public transportation, Newman stated, “time dominates transport.” Last decade, as people were limiting car use, public transit use increased by 100 percent, biking 122 percent, and walking a respectable 37 percent.
Newman’s data elicited several audible gasps during the presentation, one of which was heard when he demonstrated how 240 people could commute in either 1 train, 3 buses, or 177 cars. “Traffic is slowing down because of how many cars there are, and rail is getting fast,” Newman said. “The demand now is for walking and transit fabric.” To further emphasize the decoupling of wealth and car use, Newman showed how the six most walkable cities in the US enjoy a 38 percent higher GDP, on average.
Europe, which never bought into the cult of the car, and Asia, which has only experienced massive economic growth relatively recently, are leading the way on sustainable transportation, Newman said. His book cites 82 Chinese cities and 51 Indian cities that are currently building metro systems.
As for how to fund urban rail, Newman suggested identifying areas ripe for redevelopment, involving the private sector in unlocking that value, then examining what transit numbers might be achieved. He shared how his city of Perth in Australia has done just that.
“The walkable city is a delight,” Newman said while answering attendees’ questions, but he admitted that successful density is still an elusive goal for many cities.“The cities that are doing it right are doing it with biophilic urbanism.”
Newman offered Singapore, the island city-state of 5.4 million people, as an example. Roughly 10 percent of the city is devoted to public parks. Additionally, all new buildings must integrate natural habitat into their designs, replacing the potential habitat lost by their footprint. “You may not want to go out walking in a hot, dense city,” Newman suggested. “But if that city is a forest, well…”
Open street initiatives temporarily close networks of streets to motor vehicles, allowing people to walk, bike, skate, dance, and hang out. These initiatives enable things that “usually feel illegal or unsafe,” said Mike Lydon, a founder of Street Plans Collaborative and co-author of Tactical Urbanism: Short-term Action for Long-term Change, at the Congress for New Urbanism in Detroit. But they also open up communities to new opportunities to improve their pedestrian and bicycle networks. And according to Lydon, “people love open streets.”
It has long been assumed that Bogotá, Colombia, started the movement with their Ciclovía in the mid-1970s, but Lydon argued that Seattle’s Bicycle Sundays, which started in 1965, may have been the first open street initiative. Still, Ciclovía was the first large-scale open street network, given some 70 miles of street are shut down every Sunday. Now many Central and South American cities offer the same — at 15, 20, or 70 miles. For these cities, open streets is about equity. “Everyone: rich, poor, old, young, disabled can participate in an unplanned activity together.”
There are now over 130 initiatives all over the U.S. While they may differ on the length of route or frequency, they all reap positive benefits. According to his research, on open street days, cafes, restaurants, and other retail stores see increased business, traffic falls and transit use increases. In many of these communities, open streets have resulted in long-term investment in more sustainable streets. They can be transformational experiences that “open up a gateway to introduce pedestrian and bicycle infrastructure improvements.”
In Miami, where Lydon lives, there has been a 180-degree change in just two years — from a city with one of the worst biking experiences, to a city in the top 30 for bicyclists. He pointed to the city’s open street initiative as the catalyst for the transformation. “It opened up breathing room, politically,” showing people, businesses, and politicians what change would be like without committing first. After that experiment, the city later passed an ambitious city-wide 2030 bicycling master plan.
And in Burlington, Vermont, where his firm now consults with the city’s transportation department, city officials recently used open streets to test out their complete street vision, so people could experience the proposed network of bike lanes protected by greenery. “The lesson from Burlington is you can connect open streets with the planning process and work through all possibilities through real-time demonstrations.” The test was positively received by the 10,000 who tried it out, and the 55-mile complete street and bike plan is now underway.
Here are some of the elements that make an open street initiative successful: “Route planning is key. You don’t want to send people up hills.” Open street planners should brand the event and route and identify a local sponsor that makes sense, like a gym. It’s important that the route crosses “different neighborhoods, rich and poor.” It should be fairly easy to get to the open streets — they should be in a downtown area, where there are large populations and lots of neighborhoods connect in. Local businesses need to be brought in early. “Meet with local merchants and encourage street-level marketing.” Volunteers help keep costs down and they help shepherd people new to the concept.
He also pointed out some issues to watch out for: “If the road is too short, it will get packed quickly, so the route needs to be at least 2-5 miles to accrue benefits.” For example, he said Oklahoma City’s open street route is too compact, so it ended up being like a “street fair or festival.” One of the biggest costs at first will be paying overtime for police. In Miami, they spent $35,000 for the police to control traffic on one open street day, so it’s important to “simplify the route so you don’t need a big detail.” Lastly, more benefits accrue the more often the open streets happens. In Paris, they have it down to a science, so they can do away with hiring police and simply pull out the signs that block streets every Sunday.
Although the focus of the summit was on forging a new declaration and vision for the profession that can guide the efforts of landscape architects over the next five decades, there was also a call to “critically reflect on what landscape architecture has achieved over the last 50 years.”
Amid all the declarations and discussion, a few major themes came out of the reflections on what has shaped landscape architecture since 1966:
The American environmental crisis went global From the original declaration: “A sense of crisis has brought us together.”
In his introductory remarks, LAF President Kona Gray, ASLA, was quick to note that in the 1966 declaration, “it was all about the American landscape.” The original declaration cites concerns that “Lake Erie is becoming septic, New York City is short of water, the Delaware River is infused with salt, the Potomac River with sewage and silt.” Kongjian Yu, FASLA, founder of Turenscape, noted that this 1966 description of the American environment was in sharp contrast to what Ian McHarg, influential landscape architect and one of the co-writers of the original declaration, simultaneously referred to as “oriental harmony” of the hydraulic civilizations of Asia. Yet 50 years later, Yu, along with Alpa Nawre, ASLA, assistant professor of landscape architecture at Kansas State University, were struck by similarities between 1950’s America and modern China and India today, where development has also led to environmental problems at an unprecedented scale.
In addition to the local crises of pollution, environmental degradation, and habitat loss that has run rampant in the developing world in the past few decades, new overarching global crises have emerged in the form of human-induced climate change and rapid population growth.
Landscape architects got political From the original declaration: “We pledge our services. We seek help from those who share our concern.”
While the 1966 declaration does not directly address politics, according to keynote speaker Beth Meyer, FASLA, professor at the University of Virginia, Ian McHarg, author of the seminal book Design with Nature, and the other co-writers of the declaration were responding to not only the environmental crisis, but also the political opportunity introduced through the reforms of President Lyndon B. Johnson’s Great Society.
McHarg was influential in the development of first lady Lady Bird Johnson’s thinking on the value of beauty and nature in cities as well as the launch of the White House Conference on Natural Beauty in May, 1965. He later referred to first lady and environmental advocate Lady Bird Johnson “as his fan.”
Meyer argued then that his central role in creating the 1966 declaration may have been as much about environmental stewardship as a call for increased political influence by landscape architects. Just four years later McHarg would join thousands in Philadelphia for the first ever Earth Day event.
This political context set the stage for protest and advocacy by many other leading landscape architects over the past five decades. Just one example of this at the LAF summit is Martha Schwartz, FASLA, founder of Martha Schwartz Partners. In her declaration, Schwartz said that to respond to climate change, landscape architects must rekindle their political agency by being “online warriors” and rebuild the political wing of the profession that can “put forth a forceful agenda.” The sentiment was echoed by Kelly Shannon, chair of landscape architecture at the University of Southern California, International ASLA, who suggested that landscape architects must continue to “orient social movements and lead policy.”
People and parks returned to the city From the original declaration: “Most urban Americans are being separated from visual and physical contact with nature in any form.”
At a time of rampant urban blight, the 1966 declaration made little reference to designing in cities. Fast forward 50 years and Blaine Merker, ASLA, director at Gehl Architects; James Corner, ASLA, founder of Field Operations; Henry Bava, partner at Agence Ter; Charles Waldheim, Hon. ASLA, chair of landscape architecture at Harvard University Graduate School of Design; and Kate Orff, ASLA, founder of SCAPE, among others, focused their declarations around celebrating and expanding landscape’s urban reemergence.
Whether it took the form or urban ecological planning, tactical urbanism, green infrastructure, or new parks and plazas, landscape architects have played a critical role in creating humane green public spaces for a new and increasingly urban generation. This effort has helped concentrate development, improve urban sustainability, and preserve the nature surrounding cities. As Corner championed: “if you love nature, live in a city.”
For others, landscape architecture’s return to the city allowed the discipline to grow beyond its 1966 definition as “applied natural sciences.” Christopher Marcincoski, associate professor at the University of Pennsylvania and partner at PORT Urbanism, argued that landscape architecture has effectively “softened the effect of urbanization,” at least in much of the developed world, but now must better anticipate the political, economic, social, and cultural forces behind urbanization in the areas left behind and the developing world.
For Tim Duggan, ASLA, these places are rich with opportunities. His declaration showed how his work not only over-layed environmental benefits, but also included the “overlaying of opportunities to find a catalytic but attainable scale” for financing and implementing regenerative infrastructure in under-served communities in Kansas City and New Orleans.
Landscape architects called for justice From the original declaration: “Man is not free of nature’s demands.”
Perhaps one of the most resounding critiques of the 1966 declaration was its now dated emphasis on the conflict between man and nature. LAF president Kona Grey began by contrasting the six white male signees of the 1966 declaration with the 715 diverse attendees of the 2016 LAF summit. Throughout the summit, many speakers made the connection between the increased diversity of our profession and the increasingly diverse communities served by it.
There was Randy Hester, FASLA, a professor at University of California at Berkeley, who has long called for an ecological democracy. David Gouverneur, associate professor at the University of Pennsylvania, who showed his methods for working with informal settlements in the global south. And the work of Kate Orff, ASLA, founder of SCAPE, demonstrated that collaborative design can build both social and physical resilience simultaneously. These and numerous other efforts demonstrated a growing push toward environmental justice, combining landscape architects call to serve both the people and the places that sustain them.
In addition to addressing diversity in her talk entitled “Landscape Humanism,” Gina Ford, a principal at Sasaki, ASLA, also joined others in realizing that humans are no longer “nature’s antagonist,” but rather are inseparable from nature.
Laurie Olin, FASLA, founder of OLIN, quoted the great 20th century thinker Buckminster Fuller, reminding attendees that “the opposite of natural is impossible.” Yet our inclusion in nature during what is being called the sixth great extinction, led Nina-Marie Lister, Hon. ASLA, professor at Ryerson University, to ask, “who in the Anthropocene will care for the wild things?”
Learning from the shortcomings of the 1966 declaration, the 2016 declaration must respond to a greater diversity of people, living creatures, and agendas in order for landscape architects to continue to “make our vital contribution.”
Landscape architecture expanded in scale and scope From the original declaration: “…the landscape architect is uniquely rooted in the natural sciences.”
Delivering his declaration via a recorded video from Italy, Carl Steinitz, Hon. ASLA, professor emeritus of landscape architecture and planning at the Harvard Graduate School of Design, asserted that landscape architecture has grown to a “huge diversity of practices.” Steinitz charted how landscape architecture began as a multi-scalar practice, but has since ebbed and flowed between small, medium, and regional scales as predicted by the demands of each subsequent decade.
While Steinitz, Kelly Shannon, and Dirk Sijmons, co-founder, H+N+S Landscape Architects, suggested a need to now revisit the regional scale so favored by McHarg and his colleagues, others assessed landscapes’ successes in prototyping smaller projects capable of global replication. The notion of landscape architecture as an expanded field was seen as both a pro and a con as some worried about being spread too thin, and others embraced the notion of landscape architect as infiltrator and instigator of public agencies and allied professions.
Ecological research was translated into design
From the original declaration: “The demand for better resource planning and design is expanding.”
While the global threat of climate change presents new, less visible challenges, many at the LAF Summit recognized that the 1966 Declaration’s call to action “to improve the American environment” had in many ways been answered. Having written, advocated for, and pioneered ecological landscape design projects, the impact of landscape architects has been transformational, many argued. As Mario Schjetnan, managing director of Grupo de Diseño Urbano, FASLA, noted, “U.S. cities have upgraded air quality, reduced soil and water pollution, and improved open space.”
In his declaration, Kongjian Yu, founder or Turenscape, FASLA, spoke of “50 years of experiments with fire, water, floods, and the landscape as living machine.” Noting new sustainability standards and guidelines such as LEED and the Sustainable Sites Initiative (SITES), “the change is amazing,” Yu exclaimed. He joined others in calling for the need to now “replicate and open new scales” through global practice.
Historic landscapes became more valuable From the original declaration: “…the landscape architect practices an historic art.”
Charles Birnbaum, FASLA, reminded LAF Summit attendees that 1966 was also the year that the Historic Preservation Act passed, and since 1998, Birnbaum, who is the president, CEO, and founder of The Cultural Landscape Foundation, has made enormous gains in documenting and preserving designed landscapes. For Birnbaum, placing cultural value on our existing landscape heritage is key to bolstering the contemporary contribution of landscape architects.
Complementing this perspective was Patricia O’Donnell, FASLA, founder of Heritage Landscapes, who for over 30 years has advocated for “culture-based sustainable development.” Referring to her projects with organizations such as UNESCO and their Historic Urban Landscape Initiative, O’Donnell’s work is exemplary of how the sustaining powers of culture and heritage create “a larger community (for landscape) to participate with.”
Landscape architects emerged as lead collaborators From the original declaration: “There is no ‘single solution’ but groups of solutions carefully related one to another. There is no one-shot cure, nor single-purpose panacea, but the need for collaborative solutions.”
The 1966 declaration was ahead of its time in its vision of landscape architecture as a collaborative discipline. Many modern declarations reinforced that landscape architects have not only have benefited from these broad collaborations, but also have been increasingly leading teams on the great urban and infrastructural projects of our time.
While James Corner noted the role of his firm in leading large multidisciplinary projects, Kate Orff used her declaration to suggest landscape architecture firms are now the “collaborative glue… convening, organizing, and enabling others” through projects that serve as a “scaffolding for participation.” As LAF Executive Director Barbara Deutsch, FASLA, observed, increasingly you “can’t achieve sustainability without considering landscape.”
Landscape architects learned how to simplify and communicate complexity From the original declaration: “Once they understand landscape capabilities—the ‘where’ and ‘why’ of environment, the determinants of change—they can then interpret the landscape correctly.”
Following the original declaration by only three years, Ian McHarg’s Design With Nature paved the way for the subsequent decades of research, scholarship, and communication by landscape architects to the broader public about the complexities of our ever changing built and natural environment.
From Anne Whiston Spirn’s The Granite Garden to Thomas Rainer and Claudia West’s Planting in a Post-Wild World, landscape architect’s played a critical role in deciphering environmental complexity. In his declaration, Dirk Sijmons, former chair of landscape architecture at TU Delft, showcased recent visualizations from the 2016 International Architectural Biennale, animating scenarios for offshore wind energy development in the Arctic.
For Sijmons, “research and design at a large landscape scale” is less about project implementation, and more about building the cultural influence and political will needed to take on the challenges of the Anthropocene – the age of man.
Landscape architects diversified, to some extent
In her opening, Barbara Deutsch noted that the field of landscape architecture still has a major diversity problem, but it’s far more diverse than it was in 1966, when the profession was mostly white and male. Now, membership in ASLA is 36 percent female and now only 68 percent of landscape architecture graduates are Caucasian. And landscape architecture is a global practice, with tens of thousands of diverse practitioners across the world. Still, there is much more work to be done in the future to attract African Americans and Latinos to the field in the U.S.
This guest post is by Nate Wooten, Student ASLA,2016 master’s of landscape architecture graduate, University of Pennsylvania School of Design.