Debate: How to Spend $2 Trillion on Infrastructure

Jackson Street Reconstruction, Saint Paul, Minnesota / Bruce Buckley Photography for Toole Design

In a dark conference room in the heart of Washington, D.C., amidst the clink of glasses and silverware, an interdisciplinary panel of experts discussed the future of infrastructure policy in America.

“At the beginning of the week, I was optimistic,” said Roxanne Blackwell, Esq., Hon. ASLA, federal affairs director at the American Society of Landscape Architecture (ASLA). “For the first time the Democratic leadership went up to the White House to talk about infrastructure investment. Everyone comes out smiling, everyone using terms like ‘bigger,’ ‘bolder.’ Then by Wednesday or Thursday, we were just back to politics as usual.”

The panel, moderated by Nancy Somerville, Hon. ASLA, CEO and executive vice president of ASLA, was convened the day after landscape architects from all across the country descended on Capitol Hill for ASLA Advocacy Day 2019. Nearly 200 ASLA members attended 221 meetings with lawmakers and staff, urging them to steer federal dollars into much-needed infrastructure projects that promote resilience and sustainability.

Panelists from the American Planning Association (APA) and the American Society of Civil Engineers (ASCE) expressed optimism for change, citing encouraging sign of progress in Congress. But Calvin Gladney, President and CEO of Smart Growth America, brought the conversation to a somber note.

“All of this optimism,” he sighed. “Let me take a more contrarian view.”

Gladney talked about what was wrong about the infrastructure conversation in Washington. “Right now, the conversation is about the number,” he said. “But the real conversation should be about what is the policy that underlies the number.”

“The number” Gladney is referring to is $2 trillion – the amount of infrastructure investment the U.S. needs, according to ASCE in their annual Infrastructure Report Card. ASCE assesses the current state of America’s roads, tunnels, ports, bridges, and other infrastructure, looks at current funding levels, and calculates the amount of investment needed to bring America’s infrastructure to an acceptable standard. Leaders in Congress and the White House have recently used that number as a benchmark for the amount of funding they’d like to see in a large infrastructure investment package that has yet to materialize.

But the number isn’t nearly as important as what lies behind it.

“If we’re going to make progress, we need to change the conversation,” said Thomas W. Smith III, secretary and executive director of ASCE. “Being car-centric is not going to solve the problems we have.”

When it comes to federal investment in sustainable projects, the availability of funding falls woefully short of demand. The Rails to Trails Conservancy found that nearly half of the projects that applied for federal funding through the Transportation Alternatives program in 2017 went unfunded. The program is meant to fund small-scale active transportation projects such as trails, pedestrian walks, and bike paths.

The Clean Water State Revolving Fund, meant to provide states and localities with money to upgrade and maintain water and stormwater management systems, has not been reauthorized in nearly thirty years. Out national park system has a $12 billion backlog of infrastructure projects, left undone due to lack of funds.

And those are just a few of the problems with fund availability for our current infrastructure. Panelists contend that if we want a new infrastructure bill to be successful, we cannot just look at the past — we must plan for the technologies of the future.

What we consider “infrastructure” also must change. “Broadband is infrastructure. Passenger rail is infrastructure,” said Gladney. “If we are gonna to do ‘new,’ let’s make it multi-modal. And let’s also expand what we consider infrastructure, so we’re building for the future.”

From electric cars to electric scooters and autonomous vehicles, technology is changing the face of infrastructure. Accommodating the people who use these technologies is an important part of infrastructure planning — and needs to be part of the conversation now.

“While technology changes at a rapid rate, investments in communities don’t,” said Kurt Christiansen, president of the American Planning Association (APA). “We need to start working new technology into our plans now. If we don’t, we’ll have more problems than we had before.”

Also lost in Washington’s obsession with numbers is the problem of equity. Research by the National Recreation and Parks Association found that people who live in low-income have lower access to parks and open spaces, which leads to a higher rate of negative health effects like obesity. These populations are often overlooked when infrastructure investments are planned.

“We have to make sure we don’t leave anyone behind,” said Smith, from ASCE.

And, of course, panelists pointed out that any future infrastructure investments must be planned with an eye toward resilience and sustainability in the face of climate change. All four panelists agreed that to be effective, federal funds in any new infrastructure initiative cannot simply go to rebuilding the infrastructure of the past.

“We need a paradigm shift,” said Blackwell. “Of course, at ASLA, we’d like to see all of the recommendations from our Smart Policies for a Changing Climate report to be implemented.”

But real change may not come in one sweeping package. Small, incremental steps may be the only way forward.

“I don’t see a lot of change happening big-and-bold,” said Christiansen. “But we’re starting to see glimmers.” If we continue to push for change together, bit by bit, our persistence and optimism can pay off.

Landscape Architecture in the News Highlights (April 16 – 30)

Pier-35-3.jpg
Pier 35 on the East River waterfront / SHoP, Ken Smith Workshop

How Wildlife Bridges Over Highways Make Animals—And People—SaferNational Geographic, 4/16/19
“Bridges for bears and tunnels for tortoises have significantly reduced the number of wildlife-car collisions worldwide.”

Make America Graze AgainThe New York Times, 4/22/19
“Nashville’s Zach Richardson uses sustainable practices — and a flock of sheep — to clear overgrown landscapes.”

Design Center Unveils Land Bridge StudyNashville Post, 4/23/19
“There are many local urban place making experts and hobbyists alike who have often contended the single-greatest drawback to Nashville’s failure to maximize its most effective form and function is not limited to the city’s lack of comprehensive mass transit.”

Pier 35 Eco-Park and ‘Urban Beach’ Is Open to the Public6sqft, 4/23/19
“After years of anticipation, Pier 35 on the East River waterfront is officially open (h/t Curbed). The project, designed by SHoP with Ken Smith Workshop, consists of a new eco-park and an “urban beach” anchoring the northern flank of the East River waterfront esplanade and providing much-needed public space on the waterfront.”

Landscape Architect Pushes His Students to Serve Communities, Design For Greater Good The Daily Evergreen, 4/26/19
“Steve Austin, WSU Architecture professor and landscape architect, said he believes we need to hold open discussions on climate change.”

Forging a National Bike Route System

Philadelphia regional bicycle network / Bicycle Coalition of Greater Philadelphia

There are a growing number of routes for those hardy souls who love the thought of biking from state to state, or even shore to shore. At the League of American Bicyclists’ National Bike Summit in Crystal City, Virginia, a group of nonprofit leaders described how street bicycle infrastructure forms into neighborhood and urban networks, then state and regional ones, and finally, an ever-growing national network.

Neighborhood and urban networks are for joy riders and bike commuters. The state and regional networks are for more hardcore “adventure cyclists” who are up for or multi-day or multi-week trips. Many entities, including local and national non-profits and state and federal governments, create the plans and make the investments needed for these networks to connect and cohere.

According to Sarah Clark Stuart with the Bicycle Coalition of Greater Philadelphia, government funds can kick start wider projects. A U.S. department of Transportation TIGER grant of $23 million to the city of Philadelphia to create a regional bicycle network helped spur an additional $300 million in investment from states and foundations. There are now some 334 miles of greater Philadelphia bicycle infrastructure, with 25 miles in progress (see image above). “This demonstrates the real power of leverage.” And the growing 750-mile regional circuit network can now feed better into national networks.

“Imagine an epic journey — biking from Washington, D.C. to Washington State through local trails,” mused Kevin Mills, senior vice president with the Rails-to-Trails Conservancy. “Approximately half of that network now exists,” and it’s called the Great American Rail Trail. Rails-to-Trails selected gateway trails in the 13 states that make up the 3,000-mile cross-country trail, including some of the most scenic and beautiful like the Chesapeake and Ohio Canal National Historic Park Trail in the Washington, D.C. area; the Cardinal Greenway in Indiana; and the Casper Rail Trail in Wyoming. The group is now working on a more detailed set of recommendations to improve the connectivity along this TransAmerica Trail.

Cardinal Greenway / Rails to Trails Conservancy

Ambitious coastal trails are in the works, too. Dennis Markatos-Soriano, executive director of the East Coast Greenway, said his organization seeks to realize a vision of a 3,000-mile route through 15 states, from Maine to Key West, Florida. Since 1991, about 1,000 miles have been built in partnership with states and mayors. About $2 billion is needed to complete the remaining 2,000 miles. “We’ll need about $160 million a year in investment though 2030.” When complete, the East Coast Greenway will touch some 450 communities, and about 25 million people will live within 5 miles of the route.

The Path to Freedom Tour, headed south on the East Coast Greenway / Wikipedia

The greater goal is for all of these cross-country and coastal routes to coalesce into a U.S. Bicycle Route System, said Ginny Sullivan, director of travel initiatives at the Adventure Cycling Association, which was an early shepherd of the expanding national network and continues to develop it. A task force at the American Association of State Highway and Transportation Officials (AASHTO) officially proposes routes for the system, which state departments of transportation then approve. Sullivan said the network leverages infrastructure that has already been built, connecting neighboring states. So far, some 13,000 miles in 25 states and Washington, D.C. have been designated as part of the system; the eventual goal is 50,000 miles.

U.S. Bicycle Route System Twitter

Why Bicycling Has Flatlined

Protected bike lane in Arlington, Virginia / BikeArlington

About 830,000 Americans biked to work in 2017, down from a high of 904,000 in 2014. Given communities large and small have made major investments in bicycle infrastructure — and bike share now seems ubiquitous — why haven’t the numbers of bike commuters dramatically increased?

In some cities, a safe, connected, and protected system of bicycle infrastructure has made it easy to get to work on two wheels. These cities include Berkeley, California, with a population of 120,000 people, where 9 percent of commuters travel by bike, and Portland, Oregon, with a population of 640,000, where more than 7 percent do. In those communities, safe infrastructure has been vital to achieving high numbers of bike commuters.

But looking from another angle, those numbers have been stuck at less than 10 percent for a number of years. Why? According to a number of speakers at the League of American Bicyclists’ National Bike Summit, held in Crystal City, Virginia, it’s because the bicycling movement hasn’t been inclusive.

Numerous sessions at the conference delved into how to broaden the appeal of bicycling for people of different ages, income levels, and races.

Christian Dorsey, chair of the Arlington County Board, said his community in Northern Virginia is in the process of revising its bicycle infrastructure master plan. The county’s goal is to “double the mode share of bike commuters.” But to achieve this goal, “we can’t just promote the new bicycle infrastructure to the bicycle advocates — it has to be for everyone.”

Danielle Arigoni, director of livable communities at AARP, and an Arlington resident who bikes to work, said that just 6 percent of older adults regularly bike — and that number has “flatlined.”

Bicycling fatalities have increased over the past few years, with those 65 and older killed “over-represented.” She said if bicycle infrastructure isn’t designed to be safe for everyone — and therefore inclusive of everyone — then “it’s not safe for anyone.”

Dorsey said it is important that access to bicycle infrastructure and bike share systems is equitable. Bike share stations need to be set up in all neighborhoods, not just the wealthy downtowns.

Furthermore, an important but rarely-mentioned barrier is that most employers of low-income people don’t offer showers or bike lockers. If someone is biking to work, they have to do so in their work clothes. “There are often no facilities at the other end.”

In reality, it’s easier for an executive, with access to those facilities, to bike to work than it is for someone who works at a fast food restaurant. That is unfortunate — as those working for less money would benefit far more from the lower transportation costs offered by commuting by bicycle.

If the many safety and social benefits of inclusive infrastructure aren’t enough, there are also economic reasons.

Steve Hartell, director of U.S. public policy for Amazon, said that Amazon selected Crystal City as the location of one of its second headquarters because it’s walkable, bikeable, and next to two Metro stations. “Look at downtown Seattle where Amazon grew up. There, 50 percent of our employees bike, walk, or take mass transit to work.” Amazon was looking for places with the same kind of connected network offering lots of transportation options. And other companies are too.

In another session asking attendees to “think outside the bike,” representatives from a number of urban bicycle non-profits explained how they are diversifying the community of bikers:

Nicole Payne, a program manager at NACTO, noted that Oakland, California required 50 percent of bike share stations to be placed in under served areas. NACTO and the Better Bike Share Partnership have released a guide to engaging a broader community in biking.

At West Town Bikes, a youth development center, in Chicago, Danni Limonez works hard to teach both bicycling and basic work skills. Kids are taught how to maintain bikes used for tours, and some end up getting hired around city bike shops. West Town Bikes also organizes rides for families on the 606 Trail, a 2.7-mile-long elevated bike way created by landscape architects at Michael Van Valkenburgh Associates (MVVA). And there are tours for “women, transgender, and non-binary riders.”

Chicago Tour de Fat / West Town Bikes, John Greenfield on Flickr

For Cindy Mense with Trailnet, a community will only have an inclusive, accessible bicycle infrastructure if everyone’s voice is heard. St. Louis, Missouri, was envious of Indianapolis’ cultural trail and decided to create their own extensive bike network to connect cultural centers. Ensuring that feedback was received from all communities — especially those north of the “Delmar divide,” the predominantly African American community — Trailnet financed community champions, who were each given $250 for targeted engagement. “They made all the difference, as they told us what music and neighborhood events to go to” to find people to fill out their surveys.

St. Louis connected bicycle network / Trailnet, HOK

And Waffiyyah Murray said her organization — the Better Bike Share Partnership — which is based in Philadelphia, is all about using bikes to build community. The organization provides low-cost tours throughout neighborhoods and to cultural centers like the Barnes Foundation; Internet, mobile phone, and bike safety education classes so people can better access Philly’s Indego bike share system; and free bike deliveries of food to the homeless. There are also programs using bikes to improve mental health and prevent suicides. “Biking can be a coping mechanism for anxiety and depression.”

Better Bike Share Partnership tour in Philadelphia / Better Bike Share Partnership

Faced with Climate Impacts, Communities Turn to Green Infrastructure

Shelby Country Resilience planning / Sasaki

Climate change is causing seas to rise, flooding to worsen, and hurricanes and wildfires to become more destructive, all of which puts our infrastructure at greater risk. On top of that, America’s current infrastructure received a D+ grade from the American Society of Civil Engineers (ASCE) in their latest scorecard. Increased risk from climate events and the massive backlog of maintenance projects means that our infrastructure has never been more vulnerable.

But for some forward-thinking communities, vulnerability means opportunity. For these communities facing climate impacts, the best way to protect themselves has been to move beyond the grey infrastructure of the past and transition to green infrastructure.

In the Neoclassical Rayburn building on Capitol Hill, the American Society of Landscape Architects (ASLA) and Environment and Energy Study Institute (EESI) hosted a briefing for over a hundred Hill staffers to explain how communities and landscape architects are using green infrastructure to help communities become more climate-resilient.

Nancy Somerville, Hon. ASLA, CEO of ASLA, said infrastructure should be created or remodeled to work “in tandem with natural systems.”

As outlined in the report Smart Policies for a Changing Climate, which was the result of ASLA’s blue ribbon panel on climate change and resilience, green infrastructure — such as “green roofs, streets, and corridors; tree canopies; parks and open spaces; and wetlands and wild lands” — leverages the benefits of nature to soak up excess stormwater and protect against flooding. These innovative projects also provide many other benefits, such as improved water and air quality, cooler air temperatures, and psychological and cognitive benefits for people.

“The risks of coastal, riverine, an urban flooding are increasing,” said Mark Dawson, FASLA, managing principal at Sasaki, one of the leading landscape and urban design firms in the U.S., which incorporates green infrastructure into all its community resilience projects.

His firm is now working with flood-inundated Shelby County in Tennessee, which won a national disaster resilience grant of some $60 million, to protect itself from persistent, destructive riverine flooding. Sasaki mapped the extent of current and expected future flooding and developed comprehensive plans with the impacted communities. In one especially hard-hit low-income community, there was serious conversation about selling and relocating but planning turned towards how to use parks and reconfigured residential lots with floodable zones to better protect homes. A new green infrastructural park now in development will accommodate an expanding and contracting flood plain (see image at top).

Montgomery county, Maryland, has also gone all-in on using green infrastructure to improve community resilience to climate change. Adam Ortiz, director of environmental protection for the county, said the county government is focused on bringing green infrastructure to previously under-served communities in order to spread the benefits to everyone.

For example, the Dennis Avenue green street, found in an “under-invested” neighborhood, is not only a “beautiful upgrade” but cleans and infiltrates stormwater runoff and protects against flooding. These projects aren’t just good for the environment and property values, they also create economic benefits. According to Ortiz, “green infrastructure projects have contributed $130 million to the local economy,” spurring the creation of county businesses that offer well-paying green jobs.

Dennis Avenue green street / Montgomery County department of environmental protection

It’s worth reiterating that some communities need green infrastructure more than others, because some communities have borne “environmental insults” far longer. Dr. Jalonne White-Newsome with the Kresge Foundation argued that environmental justice considerations should guide who gets much-needed resilient green infrastructure. She said low-income “black and brown” communities are often more vulnerable to climate impacts because they are already dealing with so many contemporary issues and the legacy of past injustices. “First, you take institutional racism, then throw climate change on top of that, and it makes things only worse.”

White-Newsome said anyone working on these projects should seek to use good local science; conduct a comprehensive environmental justice analysis before starting a project; remove barriers to “education, access, and financial decision-making;” and empower local communities as part of the process. Green Infrastructure Leadership Exchange and Earth Economics are helpful organizations for communities seeking to finance their own plans and projects.

In the past few years, there has been progress on Capitol Hill in incentivizing more resilient infrastructure, but not nearly enough. Ellen Vaughn, director of public policy for EESI pointed to the Disaster Recovery Reform Act; the Water Infrastructure Improvement Act; Defense appropriations around climate resilience; and the recently-passed Natural Resources Management Act, which provides permanent financing for the Land & Water Conservation Fund (LWCF). And Somerville noted that ASLA has been promoting the Living Shorelines Act and hopes it will be re-introduced this Congress.

But more must be done at the federal level to spread the protective benefits of next-generation resilient infrastructure to more communities. Somerville said: “what is needed is dedicated federal funding for green infrastructure.”

New Study Shows That for Pedestrians America’s Streets Are “Deadly by Design”

Dangerous by Design 2019 / Smart Growth America and Complete Streets Coalition

An astonishing 6,000 pedestrians were struck and killed by vehicles in 2017, adding to a deadly decade in which 49,340 people were killed on the nation’s streets between 2008 and 2017. Compounding this national tragedy, victims are disproportionately from vulnerable groups, including people of color, those living in low-income communities, Native peoples, and the elderly.

Those are the findings of a new national study entitled Dangerous by Design 2019, issued by Smart Growth America and the National Complete Streets Coalition. The American Society of Landscape Architects (ASLA) is a founding member of the coalition and a long-time advocate for complete streets policies and practices that elevate pedestrian safety as a top priority.

Nancy Somerville, Hon. ASLA, the executive vice president and CEO of ASLA, welcomed the study, saying, “Too often, danger is built right into our nation’s streets, especially in communities with large elderly populations and people of color. Strong policies are needed that will allow landscape architects to continue to put good street design to work to reduce unnecessary risks and make sure our transportation systems equitably serve all Americans. As cities begin the process of rebuilding and reimagining our decaying urban infrastructure, pedestrian safety must be among our highest priorities.”

Dangerous by Design 2019 / Smart Growth America and Complete Streets Coalition

Somerville added that “The landscape architecture profession plans and designs streetscapes across the country and welcomes this opportunity to direct the attention of the public and policymakers to this deadly daily crisis. Landscape architects are devoted to improving the health, safety, and welfare of every community, and urge the creation of federal, state, and local policies that will correct the tragic inequities that are built into our nation’s aging road systems.”

Dangerous by Design 2019 / Smart Growth America and Complete Streets Coalition

Using the most recent federal data from the Fatality Analysis Reporting System, the study generates a Pedestrian Danger Index that ranks each state and the 100 most populous metropolitan areas on how deadly they are for people on foot. It also reveals the degree to which vulnerable groups face disproportionate danger and higher risk of death and injury.

Smart Growth America is hosting a public briefing online about the report findings on Thursday, January 24, at 2:30 p.m. EST.

How Can Cities Get a Handle on Electric Scooters?

Bird electric scooters in Santa Monica, California / Madeline Eskind Twitter

Electric scooters have become a familiar sight throughout the country. Dotting street corners in tidy rows in the mornings, placed haphazardly outside office buildings after the lunch hour, and zipping down streets and sidewalks at all hours of the day, electric scooters are fast becoming a ubiquitous feature of the urban landscape. The rapid expansion of electric scooters has drawn both support and criticism. By understanding the pros and cons of electric scooters and various regulatory considerations, landscape architects and urban planners can help cities make the most of this significant private investment in the public realm.

The potential benefits of incorporating electric scooters into a city’s transit infrastructure are substantial. Leading electric scooter companies, such as Bird and Lime, tout their products as an alternative non-vehicular means of transportation, a zero-emission people-moving mechanism that can reduce short distance single-occupant car trips. Commuters who use public transportation for the bulk of their commute and who cannot or do not wish to use a bike for the final distance to the office can avoid a taxi or ride share trip by hopping on a nearby electric scooter. As many scooter riders will tell you, electric scooters also have the benefit of being fun to ride. Tourists are a major subset of electric scooter riders, as they enjoy the ability to see a new city at a leisurely pace without breaking a sweat.

Renting an electric scooter for a ride isn’t quite as simple as hopping on and zipping off. Riders must first download each company’s app using a smartphone. The app shows locations of nearby scooters that are currently unoccupied and ready to be checked out. Typically, scooters are placed in neat rows in groups first thing in the morning, after being charged overnight. Later in the day, scooters may be distributed in more irregular groups as they are ridden and parked in various places by the riders. First-time users of an app also need to enter a credit card for payment (entered one time then used for all subsequent purchases, similar to the way the Uber and Lyft apps work), and a photo of a driver’s license to verify age.

Access to Bird app / Wikipedia

Bird app display / Bird.co

Critics have noted these requirements limit use across the socioeconomic spectrum; Washington D.C. is hoping to develop a method for cash payment. Rides are priced by the minute, timed from check-in to check-out using the app. Some apps also require riders take a photo of the scooter where it is stopped at the end of the ride, in order to record potentially-illegal parking practices used by some riders. Riders can expect to pay a typical fee of $1 to unlock the scooter, plus $0.15 per minute.

Lime scooter in San Diego / Wikipedia

Electric scooters may have launched in California, but 2018 saw the trend spread across the country and throughout the world. With such exponential growth, many cities have multiple competing brands of scooters within the same area. Austin, Texas, has had such high rates of usage that scooter providers have needed to schedule mid-day servicing of their fleets to charge scooters’ batteries. The usefulness of scooters in urban settings and the potential to replace short car trips has increased enormous investment to electric scooter companies. Ford recently purchased Spin for nearly $100 million, while Uber has partnered with Lime.

The first of many regulatory challenges comes with the way a scooter company might choose to launch a fleet in a new city. Several companies initially gained the industry the reputation of “begging for forgiveness rather than first asking for permission” after launching electric scooter fleets without consulting city officials. This prompted San Francisco to temporarily ban all electric scooters, eventually offering two permits to electric scooter companies Skip and Scoot. Other cities issue permits to a certain number of total electric scooters, split among different providers.

If an electric scooter company approaches a city first to request permission to operate locally, how might a city respond? Some jurisdictions might be glad for the private investment in public transit and permit operation without caveats. Others, hesitant of the demands electric scooters place upon the public right of way, may take a different approach — as did New York City, when, considering the density of sidewalks and bicycle lanes without scooters, issued a firm “thanks, but no thanks” to scooter companies.

State regulations may also play a role in whether electric scooters must operate on city streets, sidewalks, or not at all:

To address safety concerns, electric scooter companies require all scooter riders wear helmets and meet a minimum age requirement. These requirements are frequently violated by users, as are regulations requiring scooters be ridden on the sidewalk, roadway, or in a bike lane. Conflicts between pedestrians, bicyclists, vehicles, and scooters are difficult to avoid without formally set and well-understood rules for where and how a scooter should operate. One particularly active period of reported scooter accidents in Austin, Texas, led the federal Centers for Disease Control (CDC) to partner with Austin city government to study the most common source of incidents. This study is currently underway, but Austin is already planning to put a safe riding ordinance into effect in the spring of 2019.

Bird electric scooter riding rules, which are often ignored / Wikipedia

Electric scooter companies are beginning to put money and effort toward improving the safety of scooter riders. Bird scooters recently announced plans to form a Global Safety Advisory Board, led by the former head of the National Highway Traffic Safety Administration, with the goal of improving electric scooter safety. Bird has also proposed a funding strategy whereby $1 daily per vehicle in a city’s fleet would be dedicated to a fund for improving bicycle lanes and infrastructure in that city. Bird scooters currently offers cities data on usage within that city, which can be a valuable data metric in understanding the flow of people through the city, scoping a site pre-development, or for post-occupancy analysis.

Electric scooters can replace much more vehicular use, particularly single-occupant, short-distance car trips, in congested urban environments. At the same time, city management and planning authorities must carefully weigh the risks to public safety before approving electric scooter programs.

With clear rules and robust public awareness campaigns to ensure all users understand the rules for legal operation, scooters may come to safely co-exist with existing users of the public right of way. Electric scooters are here to stay, and cities have the opportunity and challenge of establishing a safe framework in which citizens and visitors can enjoy the full benefits of this technology.

This guest post is by Alison Kennedy, ASLA, PLA, LEED AP ND, a landscape architect with O’Dell Engineering in Modesto, California. She is the co-chair of the ASLA Women in Landscape Architecture professional practice network (PPN) and chair of the ASLA Archives & Collections Committee.

Landscape Architecture in the News Highlights (October 16 – 31)

Aerial view of houses surrounded by water near Amsterdam
Houses on polders near Amsterdam, Holland / Reuters

The Dutch Can’t Save Us From Rising Seas CityLab, 10/17/18
“In nearly every major coastal city on Earth, elected officials are going Dutch—placing their faith and the future of their communities in the hands of Dutch engineering firms who are exporting their brand of climate adaptation to anyone that will listen.”

Asia’s First Vertical Forest Could Reshape How Cities Fight Climate ChangeSouth China Morning Post, 10/24/18
“It might seem like blue-sky dreaming to imagine a Chinese city where you cannot see the buildings for the trees. But Italian architect Stefano Boeri can see it, and is crafting its beginnings in Nanjing, which he says will be home to the first vertical forest in China and Asia.”

Miami’s Answer to the High Line Breaks Ground This Week. This Could Change the City The Miami Herald, 10/26/18
“It took 20 years for Meg Daly’s late father, the prominent attorney Parker Thomson, to realize his ambition of a transformative performing arts center in Miami.”

Digging the School Day The Altoona Mirror, 10/31/18
“Twenty-five students and adult volunteers placed all 500 plants in an hour and a half — about half the time the school had allotted for the work, according to rain garden designer Chris Foster, a landscape architect with Stiffler McGraw and Associates, and Chelsey Ergler, coordinator of the Intergovernmental Stormwater Committee, of which the city is a member.”

Nancy Somerville: Landscape Architects Play Crucial Role in Fight Against Climate Change

Nancy Somerville, Hon. ASLA, ASLA CEO and Executive VP at the ASLA 2018 Annual Meeting in Philadelphia / EPNAC

This speech was given by Nancy Somerville, Hon. ASLA, ASLA CEO and Executive Vice President, at the ASLA 2018 Annual Meeting in Philadelphia, Sunday, October 21.

Every year at this meeting I’m reminded of the incredible variety of ways landscape architects serve their communities. The diverse talents and skills of this profession came home to me recently when I was visiting CMG Landscape Architecture in San Francisco. They are addressing issues of social equity as part of the revitalization of public parks. They are designing a resilient solution to a three-mile stretch of coastline infrastructure vulnerable to earthquakes and sea level rise. And one of their staff is pioneering a method for calculating the carbon footprint of landscape architecture projects.

Seawall Resiliency Project, Port of San Francisco / CMG Landscape Architecture

The landscape architects at CMG, all of you, and your colleagues across the country have much to offer a world that, more than ever, needs responsible stewards of the built and natural environments. For those of us on staff at ASLA, it is a privilege to be an advocate for what you do.

Before I get started, you may have noticed that ASLA has a fresh, new graphic identity. We think it not only works well in all contemporary media, it better reflects the energy and forward-thinking nature of the Society and its members, while remaining connected to our heritage and our values. Importantly, it will also help unify and strengthen the identity of the Society at the national and chapter levels.

Of course our identity doesn’t just come from our graphics. It comes from what we do and who we are.

I’m happy to announce that the Board has added inclusion and diversity to our statement of corporate values and culture.

This comes as we have convened our sixth successful diversity summit.

The summits, and our work throughout the year, reflect our unwavering commitment to increasing diversity in the Society and within the profession, and to build future leaders who truly reflect the communities we serve.

In addition to diversity, our other top priorities are advocacy and public awareness.

On the federal level, we maintained our strong advocacy efforts to protect important federal programs and policies, including the Land and Water Conservation Fund. Although the LWCF expired on September 30, it is still funded through December 7, 2018, and a bill to permanently reauthorize this critical program was approved in both the House of Representatives and Senate committees.

Thanks to your advocacy, multiple amendments that would have derailed this legislation were defeated by wide margins, allowing the bill to move forward. Unfortunately, the fight is not over. Both the full House of Representatives and the Senate now must pass a final bill before December 7. Please continue to contact your legislators to support LWCF.

Also under active consideration in Congress—and getting closer to final passage—are bills to address the maintenance backlog in the national parks and continue the Every Kid in a Park program. Our Government Affairs team worked with coalition partners and allied organizations to move these critical bills through Congress. Your continued support and participation in our iAdvocate Network has been critical—and will continue to be critical—every step of the way.

On the state side, this year we again saw record numbers of challenges to licensure. Some specifically targeted landscape architects along with other professions and occupations. Some were more indirect threats—including broad licensure reform legislation and executive orders for licensure review.

Our chapters are hard at work countering the attacks—and working pro-actively to educate their legislators about the work of the profession and its impact on public health, safety, and welfare. This year we expanded our annual state Advocacy Summit. In a partnership with the Council of Landscape Architectural Registration Boards, our member advocates were joined by their counterparts from the state licensing boards. The joint summit has already resulted in stronger communications and partnerships in many states—all of which will enhance our licensure defense efforts in the coming years.

On the priority of public awareness, we have continued our successful programs, like World Landscape Architecture Month, and our PARKing Day activities, and have also taken on new initiatives. Our signature “This is Landscape Architecture” campaign continues to be extremely popular—and very successful at increasing our visibility and enhancing public understanding of the profession. This campaign will continue again next April during World Landscape Architecture Month—with an added focus on involving more of the global landscape architecture community.

This is Landscape Architecture campaign / ASLA, image from ASLA 2017 Professional General Design Award of Excellence. Klyde Warren Park. Office of Jim Burnett. Gary Zonkovic Photography

Just started this year is a multiyear communications initiative in collaboration with our partners in what we call the Presidents Council—ASLA, the Council of Landscape Architectural Registration Boards, the Landscape Architecture Foundation, the Landscape Architectural Accreditation Board, and the Council of Educators in Landscape Architecture. We have engaged the FrameWorks Institute to help develop a comprehensive communications strategy for communicating about the profession—and its value. What makes FrameWorks so interesting, and why we selected them for this project, is that they focus on how underlying cultural values shape attitudes—and use that as a frame for identifying communication messages and strategies that resonate with those deep-seated values.

In the first phase of the work, FrameWorks is mapping the gaps between the public understanding of landscape architecture and how those within the profession think and talk about it. Early next year, FrameWorks will report back on the gaps and deliver preliminary recommendations on how to bridge them. In the next phase, they will develop and test specific messages and strategies for effectively communicating the value of the profession.

Getting the public to really understand—and appreciate—the profession of landscape architecture has been a longtime goal. And while we have seen a significant increase in media coverage over the last 10 years, we have a long way to go. Developing a better understanding of the profession will support not only our public awareness goals, but also our government affairs advocacy, and our efforts to build a more diverse pipeline of future professionals.

Landscape architects, of course, operate at the nexus of the built and natural environments, which means that by definition this profession has a crucial role to play in addressing the issues of climate change, sustainability, and resilience.

This summer we released Smart Policies for a Changing Climate, the report and recommendations of the ASLA Blue Ribbon Panel on Climate Change and Resilience. The report identifies the most important design and planning approaches for creating healthy, climate-smart, and resilient communities. And it makes specific public policy recommendations to support those approaches. The recommendations are informing our professional development programming and our advocacy and communications priorities. We are promoting the recommendations directly with public policy makers, as well as through our coalition networks and partnerships.

Smart Policies for a Changing Climate / ASLA

Last month I was honored to represent ASLA as a delegate at the Global Climate Action Summit. The conversations there were both deeply alarming and very encouraging. But I came away with one very clear takeaway for ASLA and the profession. While there are many voices and many experts leading the charge on reducing carbon emissions, there are fewer voices and even fewer experts who understand what needs to be done to help communities adapt to the changing climate.

This profession has unique knowledge and a profound responsibility to help address the issues of climate adaptation and community resilience. That’s why we’ve enhanced and reorganized our online resources devoted to sustainability, resilience, and climate change, making this vast knowledge base even more accessible to our members and the public.

How important is all of this? Two weeks ago the U.N. Intergovernmental Panel on Climate Change released a startling new report outlining the catastrophic consequences if the global community fails to take significant action in the next 10 years. The U. N. report reinforces the need for all those responsible for shaping human environments to redouble their efforts to mitigate climate effects and to ensure the resilience of communities already seeing the effects of the changing climate.

This commitment to action is why ASLA has also signed on to the We Are Still In initiative. This coalition of over 3,500 organizations from all sectors of society is a way of publicly standing by the Paris Climate Agreement and its goals of reducing emissions and fostering resilience.

Finally, I want to talk about a very special project ASLA is undertaking in Washington, D.C.

With urban infrastructure in crisis, ASLA believes it’s time for new thinking on how the civic realm can better serve public needs and meet environmental goals. What better place to put those ideas into action than the street on which ASLA’s headquarters sits in the Chinatown neighborhood of Washington, D.C.? The Chinatown Green Street project will renew the entire block using a blend of green, complete, and smart street strategies—a “test kitchen” of innovative concepts. It will serve as a national case study for design professionals, municipal officials, policymakers, advocates, and the public.

ASLA Chinatown Green Street / Design Workshop

Unlike many organizations, ASLA is willing to make its principles more than just ideas on paper. We make them tangible and visible. With landscape architects at the forefront, ASLA first demonstrated its commitment to a sustainable future with a pioneering Green Roof on its headquarters building. Then, we transformed the building itself into the Center for Landscape Architecture following the highest standards of sustainable design and occupant wellness. Now, we are taking our principles directly to the street and the city.

Please visit the Chinatown Green Street page to learn more about the project and how you can support it.

ASLA Launches Guide to Climate Change Mitigation

ASLA 2017 Professional General Design Honor Award. SteelStacks Arts + Cultural Campus, Bethelhem, Pennsylvania / Christenson Photography

Global climate change is the defining environmental issue of our time. From devastating wildfires to historic storms and rising seas, the effects are already being felt and will continue to get worse. According to NASA, sea levels could rise anywhere from 8 inches to 6.5 feet by 2100. Additional impacts include increased spread of diseases; extensive species extinction; mass human, animal, and plant migrations; and resource wars over dwindling food and water supplies. Furthermore, these impacts will disproportionately affect the world’s poorest and most vulnerable communities.

Sustained, meaningful commitments and actions to substantially reduce greenhouse gas (GHG) emissions from all sectors of our economy can help avoid the worst of these negative impacts. The benefits of these actions will be measured in lives saved and communities spared.

In 2015, the international community gathered in Paris, France, and agreed to a landmark cooperative framework for limiting global temperature rise to “well below” 2 degrees Celsius above pre-industrial levels. In order to meet this goal, GHG emissions will need to peak by 2020 and fall to zero by 2050. This is an immense goal, but also achievable.

Landscape architects are helping to shift us to a carbon neutral future. Landscape architects plan and design dense, walkable communities that reduce emissions from transportation and sprawl. They make the built environment more energy and carbon efficient with strategies like green roofs, water-efficient design, and use of sustainable materials and construction practices. They defend and expand carbon-sequestering landscapes such as forests, wetlands, and grasslands, helping to drawdown atmospheric carbon dioxide. All of these efforts also enable communities to better adapt to climate change and improve their resilience.

The threats posed by climate change are immense, and there is no single strategy that will solve the climate crisis on its own. Instead, mitigation requires an “all hands on deck” approach as we seek to reduce GHG emissions wherever possible. Achieving a carbon neutral future will only come about through the cumulative effect of countless individual actions. Every one of those individual actions counts.

Explore the new ASLA guide to climate change mitigation, which complements Smart Policies for a Changing Climate, the report and recommendations of the ASLA Blue Ribbon Panel on Climate Change and Resilience.

Smart Policies for a Changing Climate / ASLA

Sections of the mitigation guide include: regions, cities, materials and construction, green infrastructure, and natural systems.