• Who We Are

    City Parks Blog is a joint effort of the Center for City Park Excellence at the Trust for Public Land and the City Parks Alliance to chronicle the news and issues of the urban park movement. Read more about us.
  • Urban Park Issues

  • Enter your email address to receive notifications of new City Parks Blog posts by email.

  • Archives

  • Urban Green Cover Ad

Disc Golf: Steady Growth

Have you played disc golf? It shares a lot in common with [regular] golf. A great video overview is here. A wikipedia overview of Disc Golf is here. But, the best way to learn is to head out with a group of golfers and try your hand (and wrist) at it.

According to our latest surveys of the 100 largest US cities, there are 186 disc golf courses in parks, with 51 new courses built and opened since we started collecting data on disc golf in 2013.

Which city is the capital of Disc Golf? In terms of sheer numbers, Charlotte boasts 14 courses, Houston in second place with six courses and Austin and Kansas City tied for third place with five courses each.

But in terms of courses per 100,000 residents, Tulsa (7 courses) leads the way with 1.7 courses per 100,000 residents, with Durham (4 courses) at 1.6 and Charlotte (14 courses) at 1.3, tied with Lexington, KY (4 courses), also at 1.3.  Overall, there are 186 disc golf courses in the 100 largest US cities, rising from 138 in 2013 when we began surveying cities about them.

And for those who want to know more about the professional side of things, visit the Professional Disc Golf association website. They report that there are over 5,000 disc golf courses in the United States, with “most open to the public.”

Learn more about City Park trends in the 2017 edition of City Park Facts, coming in April to tpl.org (weblink: https://www.tpl.org/keywords/center-city-park-excellence)  If you have questions or comments about this or other city park facts, contact us at ccpe@tpl.org

Making Benches Work

This article has been adapted from the September 2016 issue of Parks & Recreation Magazine, the official publication of the National Recreation and Park Association. Through its pursuit of key issues, trends, and personalities, the magazine advances American parks, recreation, and conservation efforts. You can read the full-length article here.

This is the second post in a three-part series on park benches. Read the first post here.

When faced with citizen complaints and potential bench misuse, what are cities to do? Are park agencies simply doomed to be pummeled by anti-bench complainers and to then be criticized by outraged bench-lovers and park-lingerers when they remove the “problem”? Some cities have succeeded in saving their benches and maintaining parks that are safe and enjoyable for all, but it certainly requires creativity and resourcefulness, and no two cases are alike.

In the 1980s and ‘90s, when Baltimore’s Patterson Park faced the problem of inappropriate use of benches, they were steadily removed until none were left. This supposed fix didn’t actually meet park users’ needs; to the contrary, when users were asked in a 1995 survey what would make a “big improvement” in the park, 56 percent said more benches. Now, with the revived park getting much more visitation, the benches are gradually being brought back. The benefits are striking, according to Jennifer Robinson, director of Friends of Patterson Park. Patrons spend more time in the park, she says, and some are even putting the benches to use for strength-building. (That idea isn’t unusual; there is even an exercise book, 101 Things to Do on a Park Bench.”)  Not only did removing benches fail to fix the park’s problems, it actually did the exact opposite. Robinson feels strongly that the new benches were a factor in the park’s comeback.

But more isn’t all.

“Benches have to be located thoughtfully,” Robinson says. “They have to make sense with the flow of the park.” This means in areas of high activity (such as near playgrounds or sports fields), along pathways, and just inside park entrances. Putting them in well-trafficked areas helps ensure that they are used properly. There are now about 30 benches in Patterson Park – not enough, but an improvement.

benches along pathway.jpg

Benches thoughtfully located along a park pathway. Photo credit: Flickr user Pawel Pacholec.

The director of the Kansas City Parks Department, Mark McHenry, is even more explicit when he thinks about users’ needs, saying “Any feature that is traditionally put in a park, you’re going to want a bench to go with it.” In particular, he cites the need at dog parks (for owners to socialize), playgrounds (ditto, not to mention the quick snack or diaper change), and sports fields or courts.

In Pittsburgh’s Allegheny Commons, benches were removed from the central promenade because the community took issue with the noise and commotion that seemed to always hover around them. But the problem may have been more due to layout. With the benches directly facing each other across the pathway, groups often gathered on each side, talking loudly across the distance and making walkers feel threatened and uncomfortable. But the loss from the removal was keenly felt, and a new master plan calls for their restoration – this time in a new, staggered configuration that hopefully addresses the problem.

In the case of Norfolk, where many benches were removed from three different parks because of crime, the city first thinned the surrounding landscape, hoping that would solve the problem. In order to prevent sleeping, some places purchase (or retrofit) benches with obtrusive armrests at appropriate intervals. Both approaches can help, although the only true fix comes from a culture of heavy use, proper utilization, and the awareness that there are eyes on the park – including, every now and then, the eyes of rule-enforcing authority.

Going From “Parkway” to “Park”

A third excerpt from the recently released book published by Island Press called Urban Green: Innovative Parks for Resurgent Cities. In this post, we look at some examples of boulevards and parkways used as parks.

Boston Women's Memorial along Commonwealth Avenue. Credit: Swampyank (Wikipedia Creative Commons)

When the parkway was first invented by Frederick Law Olmsted and Calvin Vaux in the 1860s, it was much more a “park” and less a “way” than it is today. Of course, that was before the automobile. Eastern Parkway and Ocean Parkway, both in Brooklyn, New York, were wide boulevards with a center carriageway, narrow access roadways on each margin, and two attractive, maple-, oak-, ash- and shrub-filled median malls for promenading, sitting, seeing, and being seen. The malls had a cinder equestrian trail. In 1894, the walkway on Ocean Parkway was split to form a bicycle path–the nation’s first. There is also memorable paving-work and even chess tables.

The concept was enticing for reasons of both beauty and economics: parkways were not only pleasing to users but also provided a maximum amount of park edge upon which developers could construct homes. Many cities, from Buffalo to Chicago to Kansas City to Denver eagerly followed suit. Over time, though, most urban parkways and boulevards have been chipped away by transportation engineers and modified by new regulations and insurance requirements so that they do more for cars and less for people.

Some, like the Grand Concourse in New York, essentially lost all vestiges of their original human element. Lanes were widened and speed limits raised. Trees were severely pruned or removed and not replanted; muscular guardrails were installed; and intrusive directional and regulatory signs erected. Meanwhile, on some older boulevards benches have been removed; on new ones they were never even contemplated. By the time of the automobile era, almost every aspect of parkway design was for windshield pleasure, not actual use.

According to researchers at the University of Minnesota, making parkways into something more than just pretty roads requires that they be treated as places. “Parkways become places,” they write, “by creating outdoor rooms that are shared by a broad community, not just the automobile….The integration of sidewalks, bike paths, adjacent civic institutions, and other important cultural amenities with the road support the image of place. The orientation of buildings to the street also strongly influences the character of parkways.”

Back in the nineteenth century, Eastern Parkway and Ocean Parkway served many different users, and even today they accommodate far more than just drivers. The 6-mile-long, 210-foot-wide Ocean Parkway contains about 110 acres of non-car space. Kansas City’s Ward Parkway has spectacular fountains with benches, community-tended flower gardens, and Mirror Pool, which is used for ice skating in mid-winter. Boston’s Commonwealth Avenue features a center walkway that has benches, public art, and monuments, along with majestic shade trees, bushes, and gardens.  In contrast, the median on Pennsylvania Avenue in southeast Washington, D.C., contains only small cherry trees and is designed solely as visual relief for drivers – it has no walkway, seating, or any other pedestrian-oriented amenity.

Beyond squeezing more value out of existing parkways and boulevards, it may be possible to create new ones. Most cities have one or more streets that are extraordinarily and unnecessarily wide and that could be reconstructed as parkways with planted medians. This might be particularly effective in an old industrial area that formerly handled trucks or railcars but is now transforming into a residential or office district. Even urban highways are fair game for reconsideration. In many cities, the widest “streets” are the interstates that were bulldozed through preexisting neighborhoods and are now being reevaluated. Unlike expressways, which serve as noisy, blighting barriers in cities, parkways are known to add substantial value to nearby residences, often resulting in enough additional tax revenue to cover the cost of their creation and maintenance.

Minneapolis is now in the forefront of the parkway retrofit movement. While the city and the Park Board are justifiably proud of the Grand Rounds, that famous route is in fact also a bit of an embarrassment due to a 3-mile gap through the northeast quadrant of the city. The gap, and the decline of the area, has lasted for more than a century while real estate values (and social capital) in other sections of the city have flourished. After drawing up plans yet failing to fill the missing link in 1910, 1918, 1930, and 1939, the effort went dormant until 2007 when the Minneapolis Park and Recreation Board listed it among the top priorities in its comprehensive plan. A route has been selected that mostly involves using and redesigning existing roadways. There are formidable land acquisition challenges and a projected price tag in excess of $100 million, but the Park Board, under the slogan “Keeping the Promise,” seems determined to achieve success. If and when it does, it will serve as an influential example that great parkways and boulevards are not only a memento from the past but can link recreation with transportation in the 21st century, too.

More Evidence of Successful Park Road Closures

Cliff Drive in Kessler Park, Kansas City (Photo: Flickr, by MoBikeFed)

Cliff Drive in Kessler Park, Kansas City (Photo: Flickr, by MoBikeFed)

There’s more evidence that road closures in parks can be a big success in increasing their usership and improving safety and conditions. Case in point: Kansas City is expanding its closure of Cliff Drive in Kessler Park to vehicles on every weekend throughout the year. This follows a pilot program last May through October to provide safe opportunities for pedestrian and bicycle-oriented activities that promote healthy lifestyles. According to the KC Parks and Recreation Dept., reported results from the 2008 pilot include the following:

  • Residents reported an increase in visitation to the Northeast by bicyclists
  • KCPD reported the number of 2008 calls/incidents specific to Cliff Drive decreased by 74% when compared to 2007
  • The Kansas City Museum reported attendance increases (even considering construction at its Corinthian Hall)
  • Parks and Recreation Maintenance and Operations staff reported less litter and fewer incidents of dumping and vandalism.

An earlier Center for City Park Excellence report on road closures noted experiences of other city parks closing their roads to cars and opening them to people, and provides some insights into how communities might pursue similar changes. Just how many roads could be closed to cars in city parks is unknown, but it is clear that there are increasingly more being done so successfully.