{"id":3914,"date":"2014-09-24T08:59:11","date_gmt":"2014-09-24T14:59:11","guid":{"rendered":"http:\/\/spacing.ca\/edmonton\/?p=3914"},"modified":"2025-03-04T14:48:25","modified_gmt":"2025-03-04T21:48:25","slug":"the-edmonton-streetcar-its-urban-form-part-2","status":"publish","type":"post","link":"https:\/\/spacing.ca\/edmonton\/2014\/09\/24\/the-edmonton-streetcar-its-urban-form-part-2\/","title":{"rendered":"The Edmonton Streetcar & Its Urban Form: Part 2"},"content":{"rendered":"

Some time\u00a0ago now, I wrote Part 1 of The Edmonton Streetcar and its Urban Form<\/a>. In it\u00a0I identified that Edmonton’s favourite streets are largely historic streetcar routes – anchoring our favourite neighbourhoods and lined by\u00a0many of our favourite shops. In Part 2 I delve into greater detail\u00a0to\u00a0examine\u00a0what makes streetcar streets\u00a0great, and the\u00a0<\/strong>elements\u00a0we can apply to how we design streets today.<\/p>\n

I started writing this article\u00a0armed with characteristics of streetcar streets to convey, but the best\u00a0way to communicate\u00a0their success is comparing\u00a0the influence mobility changes had on\u00a0our city since. \u00a0In this sense, this article is\u00a0as much about our city’s\u00a0evolution in\u00a0urban form away from\u00a0the streetcar’s influence. Historic streetcar streets were (and remain)\u00a0our best walkable streets because of:<\/p>\n

1. walking distance:<\/strong>\u00a0<\/em>In a real physically quantifiable sense, surrounding ‘gridiron’ streets and land use\u00a0were optimized for pedestrian proximity to the streetcar and its arterial commercial spaces.<\/p>\n

2. narrowness:<\/strong>\u00a0<\/em>Because they were relatively narrow streets by today’s standard, and lined with buildings, streetcar streets were\u00a0spatially well defined public places\u00a0designed to the scale of a\u00a0pedestrian.<\/p>\n

3. destination diversity:<\/strong>\u00a0<\/em>the small scale nature of retail and community space along streetcar arterials allowed for a multitude of daily functions to be accomplished\u00a0on foot.<\/p>\n

To explain these three main points, below are some simple\u00a0graphic elaborations.\u00a0<\/strong>5 minute walking distance is shown on the maps as a 400m radius, and its limit according to\u00a0the routes available to a pedestrian from its centre<\/p>\n

\"walkability_<\/a><\/p>\n

Gridiron Streetcar Arterials<\/h2>\n

Edmonton’s traditional ‘gridiron streets’ are typically marked by short blocks, numerous intersections, and alleyways. \u00a0All contribute to a multitude of ways to\u00a0walk to\u00a0the same destination. \u00a0As discussed in part 1<\/a>\u00a0small scale ‘high street’ commercial opportunities exist as important destinations, where\u00a0many daily activities can be accomplished nearby and on foot. Community services, <\/b>a grocer, doctor, clothing retailer, or restaurant serve as examples.<\/p>\n

 <\/p>\n

\"walkability_Traffic<\/a><\/p>\n

Traffic Calmed\u00a0Gridiron<\/h2>\n

The period of the rise of private automobiles\u00a0and decline of the streetcar, shows how changes in the\u00a0form of transportation can significantly affect urban form. Postwar street networks are a compromise between\u00a0traditional\u00a0gridiron streets, and a resistance to the increasing unpleasantness of traffic. \u00a0Curved streets deliberately ‘traffic calm’ neighbourhoods by\u00a0limiting outside traffic\u00a0to pre-determined\u00a0routes. \u00a0Some small scale commercial opportunities are still preserved, and a permeable network of walkable streets is maintained. \u00a0For further discussion I recommend Troy Smith’s essay.<\/a><\/p>\n

 <\/p>\n

\"walkability_Curvilinear<\/a><\/p>\n

Auto-Primary Curvilinear<\/h2>\n

With its curvilinear streets and cul-de-sacs as functional dead-ends in a network, contemporary Edmonton contains many poorly connected areas\u00a0marked by a single land use. \u00a0Parks and playgrounds do serve as local destinations, \u00a0but small scale retail and community services in close proximity to homes is sparse to non-existent. \u00a0It is not a stretch to say\u00a0many\u00a0must burn a litre of gas to buy a litre of milk in many areas of the contemporary city.<\/p>\n

 <\/p>\n

\"streetcar_sections_Alberta<\/a><\/h2>\n

Historic Commercial Streetcar Arterial (Pre-1950)<\/h2>\n

When the above street section is seen in a side-by-side width comparison with images following, it is readily apparent: \u00a0historic streetcar streets such as Alberta Avenue are comparatively narrow. \u00a01-2 storey buildings on either side of the street form a ‘streetwall’ and\u00a0spatially define it. Building variety, materials, and landscape details contribute to place. \u00a0Crossing and jaywalking are common because it is easy, relatively safe, and quick to reach a destination on the opposite side.\u00a0Shops\u00a0provide numerous\u00a0finger\u00a0thawing locations on frigid days. Windows abutting the\u00a0sidewalk perform a safety function; surveillance has proven to alleviate both real and\u00a0perceived danger.<\/p>\n

 <\/p>\n

\"streetcar_sections_Beverly<\/a><\/p>\n

Auto-Primary Commercial Arterial (Post 1950)<\/h2>\n

Commercial transit arterials during the transition from streetcar to automobile also reflect a\u00a0compromise between modes. \u00a0The obvious\u00a0observation here is the space\u00a0required for cars<\/a>.<\/strong><\/em>\u00a0 To accomodate storefront parking, the window to window width is over triple that of the streetcar arterial. \u00a0Sidewalk pedestrians are between parked and moving cars instead of\u00a0window shopping in this section.\u00a0The sense of space is lost, and the functional crossing width erodes walkability and attractiveness.<\/p>\n

 <\/p>\n

\"streetcar_sections_34ave\"<\/p>\n

Auto-Dedicated Arterial (Contemporary)<\/h2>\n

Further in the evolution\u00a0to private automobile dominance, public life ‘streets’ disappear\u00a0in favour of ‘roads’;\u00a0the main purpose is carrying vehicles at\u00a0great distances most\u00a0efficiently. \u00a0While the pedestrian experience may not be the last thought\u00a0in auto\u00a0dedicated arterial roadways, it is far from the first. Sidewalks are provided, but\u00a0pedestrians walk here more by\u00a0necessity than incentive. \u00a0There are few reasons to\u00a0linger, aside from an interest in traffic gazing from the odd park bench provided. \u00a0Residential layouts\u00a0rightfully turn their back (yards) on\u00a0these roads\u00a0with a noise and visual screening fence; emphasizing a\u00a0disengagement from public street life that older designs once inspired. \u00a0Everyone who has lived in Edmonton long enough has been down this ubiquitous road many times before.<\/p>\n

 <\/p>\n

\"streetcar_sections_Bonnie<\/a><\/p>\n

Transit Arterial\u00a0(Contemporary \/ Future)<\/h2>\n

What about the streets of our planned future? \u00a0If the question is ‘how do we again design attractive and walkable streets?’, the answer\u00a0decisively includes transit\u00a0purely\u00a0based on\u00a0space demands<\/a>. \u00a0The\u00a0type, urban design, and integration with suitable surrounding land uses will determine success. Recently planned and constructed\u00a0LRT routes (illustrated above in future\u00a0Bonnie Doon) have typically\u00a0included expropriation of land and widening road right of ways to accommodate tracks and station platforms, while maintaining all automobile\u00a0lanes. \u00a0Trains travel at relatively high speeds with great distance between stops, meaning little opportunity for integration with the surrounding\u00a0land uses between stops. \u00a0The effect is that\u00a0development influence in this respect is limited to distinctly\u00a0separated\u00a0‘nodes’.\u00a0Malls\u00a0like Southgate are easy targets for transit stops and redevelopment, and clusters of density in large scale\u00a0projects like Century Park are more probable.<\/p>\n

 <\/p>\n

\"3d-graphic\"<\/a><\/p>\n

 <\/p>\n

 <\/p>\n

The streetcar on the other hand travelled slower and stopped frequently. The\u00a0integration with the surrounding\u00a0landscape was\u00a0higher, and reflected the nature of streetcar streets\u00a0as linear interconnected public spaces. Development pressures were not limited to specific transit\u00a0nodes, and tended not to surpass midrise level along routes. \u00a0Land ownership further emphasizes the picture:\u00a0Streetcar routes\u00a0generally formed along avenues lined with houses, contributing to\u00a0‘fine grained’ urban fabric made up of small buildings and parcels. \u00a0Numerous lots spread over great distance makes land assembly more difficult, even for the well financed.\u00a0This leads\u00a0to a moderate scale of buildings and development projects, distributed more evenly along the streetcar arterial. \u00a0Limited\u00a0hard infrastructure was\u00a0required to add future streetcar stops along an existing line, making the system resilient and flexible to demographic and density changes.\u00a0 The streetcars themselves were relatively\u00a0lightweight and able to use existing roadways and bridges.<\/p>\n

A\u00a0caveat to address briefly\u00a0is the bus: as a replacement for the streetcar at a similar\u00a0speed and stop frequency, without the relationship to attractive streets.\u00a0data supports the streetcar attracting greater ridership and investment. \u00a0Streetcar tracks communicate to\u00a0riders where to board\u00a0and the direction they’ll go, while bus routes can be nebulous\u00a0for\u00a0a\u00a0novice. Once\u00a0streetcar\u00a0tracks are laid, an investor\u00a0has relative stability given the route won’t likely change. See\u00a0additional<\/a>\u00a0with\u00a0varying<\/a>\u00a0viewpoints.<\/p>\n

Now that we’ve covered how the past established the present, how do we use what we know for the future? \u00a0Pedestrian values were embedded by default into our streets at a time when all Edmontonians were pedestrians, but were gradually lost\u00a0as\u00a0most of us became commuters. For many\u00a0favourite\u00a0neighbourhoods a great\u00a0street is the\u00a0backbone of its desire. There is an immense\u00a0and worthwhile focus on redeveloping downtown, but it shouldn’t allow us\u00a0to overlook perhaps a greater civic cause. \u00a0One is the all important icing on the cake, the other is the bulk of the cake. \u00a0All Edmonton\u00a0neighbourhoods deserve an attractive\u00a0walk to meet many\u00a0daily needs, which is a\u00a0tough thing to cite anywhere outside of a\u00a0central area developed after the 1960’s. Getting there will\u00a0require\u00a0a mental shift: from the\u00a0single engineered function of roads, to the complex and social functions of\u00a0streets.<\/p>\n

For reference, below\u00a0I have included Google Streetview images of the types of streets I have referenced in street section drawings.<\/p>\n

\u00a0Alberta Avenue<\/h2>\n

\"Gmaps_Alberta_ave\"<\/a><\/p>\n

Beverly<\/h2>\n

\"Gmaps_118_ave\"<\/a><\/p>\n

34th Avenue<\/h2>\n

\"Gmaps_34Ave\"<\/a><\/p>\n

Bonnie Doon<\/h2>\n

\"Gmaps_83rd_street\"<\/a><\/p>\n

\n

Jason Pfeifer is an Edmonton based Landscape Architect and Urban Designer, and Principal of PD+A Studio<\/a>, a boutique service-oriented interdisciplinary design firm.<\/p>\n","protected":false},"excerpt":{"rendered":"

Some time\u00a0ago now, I wrote Part 1 of The Edmonton Streetcar and its Urban Form. In it\u00a0I identified that Edmonton’s favourite streets are largely historic streetcar routes – anchoring our favourite neighbourhoods and lined by\u00a0many of our favourite shops. In Part 2 I delve into greater detail\u00a0to\u00a0examine\u00a0what makes streetcar streets\u00a0great, and the\u00a0elements\u00a0we can apply toContinue reading “The Edmonton Streetcar & Its Urban Form: Part 2”<\/span><\/a><\/p>\n","protected":false},"author":6031,"featured_media":4894,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"ngg_post_thumbnail":0,"_ef_editorial_meta_paragraph_assignment":"","_ef_editorial_meta_date_first-draft-date":"","_ef_editorial_meta_checkbox_needs-photo":"","_ef_editorial_meta_number_word-count":"","footnotes":""},"categories":[6,28],"tags":[],"class_list":["post-3914","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-community","category-transit"],"acf":[],"yoast_head":"\nThe Edmonton Streetcar & Its Urban Form: Part 2 - Spacing Edmonton<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/spacing.ca\/edmonton\/2014\/09\/24\/the-edmonton-streetcar-its-urban-form-part-2\/\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"Jason Pfeifer\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"9 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\/\/schema.org\",\"@graph\":[{\"@type\":\"WebPage\",\"@id\":\"https:\/\/spacing.ca\/edmonton\/2014\/09\/24\/the-edmonton-streetcar-its-urban-form-part-2\/\",\"url\":\"https:\/\/spacing.ca\/edmonton\/2014\/09\/24\/the-edmonton-streetcar-its-urban-form-part-2\/\",\"name\":\"The Edmonton Streetcar & Its Urban Form: Part 2 - 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