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Streetfight: Handbook for an Urban Revolution
Ebook Free Streetfight: Handbook for an Urban Revolution
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Product details
Paperback: 368 pages
Publisher: Penguin Books; Reprint edition (March 7, 2017)
Language: English
ISBN-10: 0143128973
ISBN-13: 978-0143128977
Product Dimensions:
5.4 x 1 x 8.4 inches
Shipping Weight: 14.9 ounces (View shipping rates and policies)
Average Customer Review:
4.5 out of 5 stars
50 customer reviews
Amazon Best Sellers Rank:
#204,444 in Books (See Top 100 in Books)
The book lives up to its title. This book should be distributed to every civic leader in a community with > 100,000 people to sensitize them to current thinking. Provides many of the counter-arguments used by inertial (politicians/engineers), fearful (politicians/engineers) and angry (drivers) opposition to livable streetscapes. Easily the best book on this subject ever written, familiar and astute as the author is in the ways and interfaces between end-users, planners, designers, funding sources, election cycles and other political shenanigans. What a wonderful team she and Mr. Bloomberg made. I love the quote cited early in the book, "To plan is human, to implement, divine." Advocates of change should closely read this book to learn what hidden obstacles lay in their path and that are often kept concealed by city administrators to keep things in the indefinite "planning" phase so many municipalities find themselves in. One of the most profound insights is that waiting to build deep consensus is almost always going to result in retaining the status quo. Politicians disinclined to action or any thing that costs a dime will, as a result, advocate cost free and wheel-spinning studies. The author was fortunate in having a strong, forward-thinking mayor and deputy mayor. This makes many of the actions described less-applicable to the rest of us facing either lukewarm support or downright opposition from leadership (surely the most common situation in the US). The book gives hope, though, and provides enough nuts-and-bolts information to be applicable to any community..., acceptance of this vision is remote in red-state and purple america, but if it can be done in NYC...,
Janette Sadik Kahn was Mayor Michael Bloomberg's Transportation Commissioner between 2006 and the end of Bloomberg's term in 2013. She was best known for throwing out the accepted engineering manuals, the "Manual of Traffic Control Devices" and the "Policy on the Geometric Design of Streets and Highways," (the Greenbook) both developed over the decades for rural highways. She also helped form the National Association of City Transportation Officials (NACTO) as an alternative to the American Association of State Highway and Transportation Officials (AASHTO). AASHTO is the publisher of the Greenback, and as the name suggests, is comprised of state department of of highway officials. The system was structured that way in 1921: the feds tell the state DOTs what to do, and the states tell the cities what to do. The system was predicated on the assumption that city administrations were (and are) too incompetent and corrupt to run their own affairs. On the other hand, most state DOTs carry an implicit (and often explicit) bias: from a transport point of view, cities are irrational. They should go away. The job of the transportation planner and engineer to assist in that process. Suburbs are okay, but only a half-way measure. Total dispersal is the goal.The book is mostly a memoir, and a pretty good one. It's also a fairly good introduction to the philosophy behind the two NACTO guides, for bikes and for livable streets. My biggest complaint are the selective omissions. Khan, in the introduction, corrects a Bloomberg aide who describes the position as "traffic commissioner." "I'm the transportation commissioner," she corrects. Well, not so fast. At this time, NYC was embarking on the biggest transit project since BART, 45 years ago: the 2nd Avenue Subway Line. Not a word about it. Why? "Transportation Commissioner" doesn't run transit in NYC. Not surprising: not even Robert Moses was bold enough to take on NY Transit. And that still leaves out PATH, Long Island RR and the suburban bus lines (16?). Not mentioned is the fact that NY Transit is the largest bus system in North America without a single bike-on-bus rack. That's why she only talks about bus rapid transit: her definition of BRT is limited to the modified rights-of-way, not the bus operations. Go talk to transit about that.Similarly, her much heralded "pocket parks" in odd-shaped intersection triangles were found through an inventory of sites to store snowstorm salt. There were some high profile exceptions (Times Square, the Flatiron Bldg.) but most were in old industrial/warehouse neighborhoods. Her "blitz 'em overnight" tactics worked because the building occupants were tenants, not owners, and didn't really care, except for the lost parking, which was often mitigated. When the condo boys move in, those odd lots will disappear or become walled off plazas.If you are mostly interested in the bikey stuff, great. But if you want some perspective, I highly recommend a 1965 book by Henry Barnes called "The Man With Red and Greens Eyes." A small-town engineer from the sticks who works his way up to public works director in Denver gets the attention of the New York City Mayor in 1959, and is hired as traffic director to everyone's surprise: "who he?" He discovers a traffic nightmare. Resisting the calls of the daily newspapers to do something drastic, Barnes implements a series of odd-ball, cutting edge improvement, we would today call TSM. He makes every east-west street one way. He allows left turns only on signals. He installs the "Barns Dance," an all-red traffic signal phase just for pedestrians, letting them even cross diagonally. Oh, and the biggest single thing: "The first thing I did is get rid of those Godawful trolley buses and replace them with modern diesel buses." The more things change, the more they stay the same. Sorta.
Although I have been engaged in transportation reform and financing advocacy for over three decades, I learned many things from this book that I had not understood before. Ms. Sadik-Khan did a masterful job integrating discussions on public policy, technology, operations, and the change management everyone trying to change how we live and move around has to do well.Her underlying premise, that we have given over control of the precious and foundation streetscape to those who drive cars and trucks and have left behind bicyclists and pedestrians is exceptionally well documented and explained. She also manages to humanize those on both sides of the contentious debates that occurred repeatedly on a variety of issues during her tenure as New York City Transportation Commissioner. She also evidences an acute understanding of when and how to fight battles and, equally astutely, when to back off and wait for another day to engage in the fight.What was particularly revealing was the degree to which even small steps, like placing a bike rack on a portion of a block could draw out adversaries who would fight ferociously against even this small change in the use of urban space. Her account of the many initiatives she undertook and what she and others had to do to succeed in them communicates both the good and the bad in representative democracy.She is to be commended for what she accomplished for New Yorkers and the effort she made to share her learning with others. This is truly a landmark book in the field!!
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