MON-A05 Mon, 11/24: 8:00 AM - 9:30 AM

The Landscape Architect’s Role in Policy Development and ImplementationLandscape architects have been instrumental in developing public policy regarding urban, sustainable landscape standards and practices. This session will focus on three progressive cities (Seattle, Denver, and San Francisco) that have incorporated policy into landscape-design components to promote the use of green infrastructure successfully in the urban fabric.Learning Objectives1) Learn how landscape architects can become engaged in the development and implementation of public policy.2) Develop an understanding through case studies of successful design implementation.3) Identify challenges and measurement tools to evaluate policies and their effectiveness.4) Understand the importance of the landscape architect's role in the policy-development process.Presenters: Steve Moddemeyer, Principal, CollinsWoeman, Seattle Ryan Sotirakis, Public Realm Design Specialist, Downtown Denver Partnership John Dennis, ASLA , LEED AP, San Francisco Public Works

How a Landscape Architect’s Design Skills Can Effect New Solutions for Public Policy (Moddemeyer)

I will share how a person trained as a landscape architect was able to bring the skills developed in design training to create many new solutions for public policy including urban “salmon friendly” design, sustainable infrastructure strategies for millions of dollars of annual infrastructure spending, and landscape design regulation – specifically the Seattle Green Factor. Seattle’s Green Factor – built upon Malmo’s Green Area Factor which was built on Berlin’s Biotope Area Factor - accomplishes many things that are positive for landscape architects: 1. It requires that any building project proponent must bring in a Seattle Green Factor compliant design with their very first submittals for a project. This means that landscape architects must be part of the design team from the beginning – instead of being relegated to the “shrub it up at the end of the design process” role that was too often the norm. Now, it is imperative for the entire design that sufficient attention is paid to landscape requirements because it can affect building skin, paving, parking and sidewalk design. 2. It requires that the landscape architect provide further refined design throughout the permitting process. So any foundation or street use permit applications must show that these uses do not preclude meeting the required greening. 3. It also requires that the final built project complies with the Green Factor (no fair pulling the landscape out or you will not get your occupancy permit). 4. It also requires that the landscape architect prepare a landscape management plan for each owner based on the as-builts. While there is no central repository for these plans in the public realm, the landscape architect must certify that they have prepared such a plan and presented it to the building owners.The Green Factor has been applied to over 1,000 projects in Seattle since it was adopted by the City. The results are vastly improved public right of way vegetation and paving, vastly more porous paving, green roofs, and green walls – not to mention increased work for those trained in landscape architecture, the most important of all design professions. The huge opportunity ahead is that the next phase of the sustainability movement will move beyond the building to the space between buildings and the systems that connect them. Great strides in design and investment in these systems will make or break our urban areas’ ability to adapt to climate change, energy cost spikes, and livability in our increasingly urban world. For example, look at Copenhagen’s “Cloudburst” climate adaption plan where even mature cities will retool themselves for greater resilience AND livability.

How Temporary Projects, Pop-up Design and Public Private Partnerships allow Landscape Architects to Influence Policy (Sotirakis)

OUTLINE:TEMPORARY PROJECTS AND “POP UP” DESIGN IN PUBLIC SPACE

I. In Denver, the temporary has been a powerful tool for changing mindsets and policy. A. We struggle with City agencies who are very concerned with citywide standards and regulation. B. Individual pilot projects can affect change and resolve issues of fear.II. Helpful to identify situations as unique; the Garden Block is only one block and the design is not uniform to the 16th Street Mall, but it has proven a successful model for how to change design thinking and programming for a challenged space. A. Temporary projects also help create a framework for affecting change. B. For our downtown alleys we have a larger objective (green infrastructure, pedestrian passageways) but we need a hierarchy of interventions (art, events, etc.) to get there by changing mindsets and chipping away at things sequentially.

PUBLIC-PRIVATE PARTNERSHIPS ARE A BIG OPPORTUNITY FOR LANDSCAPE ARCHITECTS TO AFFECT CHANGE

I. Organizations such as the Downtown Denver Partnership, BIDs, etc. are an untappe opportunity for design professionals. A. Allows design professionals to interface with large agencies daily (RTD, City and County of Denver, etc.) B. Graphic abilities of design professionals are a great way to illustrate the ideas that wll influence policy change and future projects, before a designer is even selected.II. Allows designers to be engaged in getting people from the idea to implementation. Policy changes are often needed (especially in Denver) in order to implement visions, so landscape architects are vital to this idea formation process.

PLACE-BASED ECONOMIC DEVELOPMENTI. Public realm as an economic development tool creates a non-traditional career path for landscape architects. A. 14th Street in Denver is a great example B. Has also led to creation of streetscape design guidelines for downtown C. Using art and engaging the arts community as a tool for implementing the temporary projects that will lead to long-term changes The hope is to achieve similar goals with alleys (micro-retail, daily services, low-rents, start-up culture.)

The Landscape Architect’s Role in Policy for Better Streets and Stormwater Design Guidelines (Dennis)

Policy Document: San Francisco Better Streets Plan http://www.sfbetterstreets.org/

San Francisco’s policies encourage the design and development of ‘Better Streets,’ sometimes referred to as ‘Complete Streets,’ that work for all users. The San Francisco Better Streets Plan, adopted in December 2010, states: Better Streets are designed and built to strike a balance between all users regardless of physical abilities or mode of travel. A Better Street attends to the needs of people first, considering pedestrians, bicyclists, transit, street trees, stormwater management, utilities, and livability as well as vehicular circulation and parking.Nationwide, streets that consider all users and modes of transportation are often referred to as ‘Complete Streets.’ According to the National Complete Streets Coalition: Complete Streets are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities must be able to safely move along and across a complete street.Better Streets also consider the street’s role in the City’s ecological systems, and its role in supporting other city infrastructure networks, such as our water and sewer systems. San Francisco’s Better Streets Policy (Administrative Code Section 98.1) states: Streets should be appropriately designed and maintained to address the unique characteristics and challenges of the watersheds in which they lie through design treatments that reduce downstream flooding with untreated stormwater and combined sewer overflows into the San Francisco Bay and Pacific Ocean.

Designing Better Streets means considering the street’s role in the overall transportation network, and including facilities appropriate to that role. Is the street on a bike or transit route?Are there specific pedestrian needs or conditions that must be addressed?Designing Better Streets also means maximizing features for the comfort, usability, and aesthetics of people walking. Does the street include greening features, lighting, and sidewalk furnishings? Does the plan take advantage of opportunity to create public spaces in the right-of-way? Are sidewalk features safe and accessible for all users? Better Streets should also consider the street’s ecological role. Does the street take advantage of opportunities to slow down stormwater runoff or allow it to filter to the soil below? Are there street trees to improve conditions for people while providing other ecological benefits?

A successful design for a street should positively address all of these questions and serve the multiple roles that streets play.

Policy Document: San Francisco Stormwater Design Guidelines http://www.sfwater.org/index.aspx?page=446

Like many California municipal agencies, the San Francisco Public Utilities Commission (SFPUC) and the Port of San Francisco administer Stormwater Management Programs developed in accordance with the federal Clean Water Act and a State of California National Pollution Discharge Elimination System (NPDES) Permit. NPDES permits for stormwater specify a suite of activities that municipalities mustundertake to reduce pollution in stormwater runoff. One of these is the development, implementation, and enforcement of a program to reduce pollutants in stormwater runoff from new development and redevelopment projects. This effort is commonly referred to as a post-construction stormwater control program.

In February 2007, Port and SFPUC staff initiated a community planning effort to develop a regulatory guidance document that fulfills state and federal requirements for post-construction stormwater runoff control. The San Francisco Stormwater Design Guidelines represent the culmination of this effort. The Guidelines describe an engineering, planning, and regulatory framework for designing new infrastructure ina manner that reduces or eliminates pollutants commonly found in urban runoff. The Guidelines are designed to work within the context of existing San Francisco regulations and policies, and are consistent with the City’s and Port’s Building Code and Planning Code requirements.

Projects resulting from Better Streets Plan Policy:

Balboa Streetscape Improvements Project http://sfdpw.org/index.aspx?page=1162 Bartlett Streetscape Improvement Project http://www.sfdpw.org/index.aspx?page=1720 Broadway Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1753 Church and Duboce Streetscape Improvement Project http://sfdpw.org/modules/showdocument.aspx?documentid=4114 Divisadero Streetscape Improvement Project http://sfdpw.org/index.aspx?page=101 Jefferson Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1615 Mansell Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1789 Ocean Avenue Corridor Design Project http://sfdpw.org/index.aspx?page=1791 Valencia Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1174

The Guidelines are currently directed primarily to San Francisco’s separate storm sewer areas, which include the Port of San Francisco, Hunters Point Shipyard, Mission Bay, Treasure Island, Candlestick Point, and areas that discharge to inland receiving waters such as Lake Merced. However, the thresholds presented here and the general strategies described to achieve compliance also apply to combined sewer areas. While the thresholds and strategies are the same for both combined and separate sewers, the performance measures are different. For information about requirements in combined sewer areas, see page 62.

In keeping with San Francisco’s policy goals for promoting sustainable development, the Guidelines encourage the use of Low Impact Design (LID) to comply with stormwater management requirements. LID applies decentralized, site strategies to manage the quantity and quality of stormwater runoff. LID integrates stormwater into the urban environment to achieve multiple goals. It reduces stormwater pollution, restores natural hydrologic function to San Francisco’s watersheds, provides wildlife habitat, and contributes to the gradual creation of a greener city. LID can be integrated into all development types, from public open spaces and recreational areas to high-density housing and industrial areas.

Many future projects in San Francisco will be located in large redevelopment areas and will include construction of significant horizontal infrastructure and open space in addition to subdivided parcels and individual buildings. Master-planned projects, such as Treasure Island, Hunters Point Shipyard, and the Port’s Sea Wall Lot 337, can make use of larger LID strategies that provide superior treatment, wildlife habitat, recreational amenities, and other benefits that may not be possible with smaller projects. Constructed wetlands and large-scale rainwater harvesting are just a few examples of LID strategies presented in these Guidelines that are ideally suited to large projects.

Projects resulting from Stormwater Design Guidelines Policy: Leland Avenue Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1169 Newcomb Streetscape Improvement Project http://www.sfdpw.org/index.aspx?page=1441 Cesar Chavez Streetscape Improvement Project http://sfdpw.org/index.aspx?page=1469 Heron’s Head Park Project http://www.sf-port.org/index.aspx?page=210 Mission/Valencia Green Gateway http://sfwater.org/index.aspx?page=657 Wiggle Neighborhood Green Corridor http://sfwater.org/index.aspx?page=671

After these presentations there will be a round table discussion of the topics discussed and the projects described in the slide examples. Questions and comments from the audience wil be welcomed.