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Change the Culture and the Rest Will Follow: Park Departments and Equity

If a Google search of parks and equity was your only measure of who is taking on this issue, it would seem that New York is miles ahead of other cities, as it appears over and over in the search results. But in fact, New York is one of many major cities in the US focusing on the equity issue as best as they can.

Norm Krumholz, Cleveland city planner in the 1970s, was one of the first to define “equity planning,” which he described this way: “You keep your eye on who gets helped and who gets hurt and for the people who usually get hurt – you try to make sure they don’t get hurt as bad.”

Who gets helped and who gets hurt in a city may best be seen through the lens of our public parks – a potent symbol of a city’s equity balance.  In this ongoing struggle, two park agencies, the Minneapolis Park and Recreation Board (MPRB) and Portland (OR) Parks and Recreation, have hired staff specifically to address equity.  Art Hendricks is the Equity and Inclusion Director for Portland Parks & Recreation, and Michelle Kellogg is the Equity and Inclusion Project Manager for MPRB.  Continue reading

Community-Led Park Partnerships: It’s Not Just the Money

The Cully neighborhood is considered the most “parks-deficient” neighborhood in Portland. Citywide, 40 percent of residents live within a quarter-mile of a park. In Cully, only 24 percent do, with almost 23 percent of neighborhood children living in poverty.

Cully 1For over twenty years, Cully residents set their sights on the conversion of a 25-acre grassy field in the neighborhood, well-located and large enough for a range of community activities – even if it happened to be the site of a former landfill.

Tony DeFalco, Coordinator for Let Us Build Cully Park! (LUBCP!) recalls, “The community wanted it badly enough to figure out a way to build it. You had 25 acres, active methane collection and multiple partners involved in managing the site. We knew we needed to raise capital to organize a working coalition.”

Verde, a non-profit dedicated to building wealth in low-income communities, has been working with residents of Cully Park but as early as 1996, residents and the Cully Association of Neighbors negotiated with the mayor for a parks master plan. In 2010, Verde spearheaded development of LUBCP!, which was formed with the help of a $150,000 grant from the Northwest Health Foundation. Their coalition included 16 other organizations to maintain the community’s presence with municipal, environmental, and public health agencies through the redevelopment process for the site. Continue reading

Seizing the Day with Parke Diem

By Matthew Shulman

In a single weekend, how many people could you rally to restore your city’s parks?

parkediem1How about 1,400?

That’s what the Portland Parks Foundation recently accomplished through Parke Diem, the largest citywide parks volunteer effort in Portland history. Carpe Diem, a Latin phrase coined in 23 B.C, literally translates to “seize the day.” “Parke Diem” plays homage to this historic aphorism by challenging Portland residents to go outdoors—in rain or shine—and show support for the city’s many beloved parks. For two days in October 2013, Portlanders of all ages logged an amazing 4,600 hours cleaning, repairing, and planting vegetation in 18 developed parks, 14 natural areas, 4 arboretums, 33 community gardens, and a recreation center.

Nick Hardigg, Executive Director of the Portland Parks Foundation, explained how “there were a lot of networks that were doing a lot of good stuff” for Portland’s parks. In an effort to merge these networks, the City, Forest Park Conservancy, No Ivy League and other park advocacy organizations worked to create a fun event dedicated to volunteerism. The Portland Parks Foundation spent approximately $20,000 worth of staff time to organize Parke Diem, with free summer concerts, outdoor film festivals and raffles providing many opportunities to garner support. “Not a single person said that they wouldn’t find it fun,” he explained. “There was a lot of energy—people wanted to come together and celebrate!” Continue reading

Voters in Three Cities Approve Spending for Parks

Voters in Newark, Cleveland and Grand Rapids have overwhelmingly approved local taxes to pay for better parks in their cities, The Trust for Public Land announced.

On November 5th:

  • Newark, N.J., voters gave 84% approval to create the Newark Open Space & Recreation Trust Fund, which would receive about $1.1 million a year to maintain city parks and provide new parks. The money would come from a tax of one penny per $100 of real property value.
  • In Cuyahoga County, Ohio, voters in Cleveland and nearby communities gave 70% passage to a measure that increases the local levy used to pay for a variety of parks in the county. The measure will bring in about $75 million a year over the next 20 years.
  • In Michigan, Grand Rapids voters passed by a 60–40 margin a park levy which will create $28 million over the next seven years.

The three successful city measures were among 15 local conservation spending proposals on the ballot. Twelve of the 15 passed, and will generate $1.8 billion for local conservation over the next two decades. The only major loss came in Boise, Idaho, where voters gave 62–38% support for a conservation tax, but that figure fell just short of the 2/3 approval required.
Continue reading

Cities Can Have Health Promoting Park Systems Through Proximity, Accessibility, and Co-Location

The closer the park and the easier to get to, the more likely it will be used. Conversely, people who live far from parks are apt to utilize them less.

These obvious truths have implications for public health, but recognizing the problem does not automatically offer simple solutions for mayors, city councils, park directors, or urban planners. Creating new parks in a crowded, built-out city is a slow, arduous, and often expensive task. It can be done—it is being done in almost every city in the country—but it is not the only way to bring people and green space together. Much can be done outside the park fence, in the neighborhood, where the normal processes of urban construction, rehabilitation, and change occur at a faster pace.

Sometimes easiest to fix is the problem of accessibility. Some parks are underused simply because they are too hard to get to. Users may be blocked by steps, fences, walls, cliffs, railroad tracks, highways, waterways, or an unbroachable row of private residences. Some parks require a long jaunt to the other side just to gain entry. Others are literally visible from a home but unreachable by children without a chaperoned car ride.

Park access might be improved by constructing a ramp or pedestrian bridge in a key location, or by installing a traffic signal on a busy road. While such fixes might cost from $50,000 to several million dollars, that is a small price compared with what is routinely spent on highways and parking lots and would be more than offset by savings in health costs resulting from more frequent park use.

People are more likely to use parks that are close to places where they spend time: restaurants, shopping districts, libraries, gyms, and other meeting areas. In some cases parks can be sited close to such destinations. In other instances businesses and attractions can be allowed or encouraged to locate near existing parks. A mistaken Victorian sensibility sometimes holds that the “purity” of parks should not intersect with the “untidiness” of commercial areas. In fact, people like that proximity. They welcome the opportunity to buy picnic food or an ice cream cone to eat on a nearby park lawn or bench—and if that sojourn can be combined with a brisk walk, jog, or basketball game, so much the better.

Or, a large downtown destination park might be considered for a bike station, like the one offered at Chicago’s Millennium Park. There, for a membership fee, park users have access to one of 300 secure bike spaces along with lockers, showers, and a repair shop. For tourists, there are rental bikes. Completed in 2004 for $3.2 million, the facility today is so popular that it has a waiting list.

Best of all is the provision of plenty of housing near parks. This is an old concept with a new name: park-oriented development. From Lincoln Park in Chicago to Riverside Park in New York to Lake Harriet in Minneapolis, the parks surrounded by lots of people are the ones that can provide the greatest total amount of health benefits. But often U.S. cities are zoned so as to prevent that outcome. Some communities are averse to the look of taller buildings around parks; others may even think that the fewer people in the park, the better.

If denser development is not possible, park use can also be increased by improving accessibility through walking, bicycling, and public transit. (Automobile access is less desirable because it requires acres of parking and eliminates the health benefit of walking and cycling.) Ample park entrances, great sidewalks, and bike lanes on connecting streets; pedestrian-friendly perimeter roads with plenty of traffic signals and crosswalks; and easy grades and smooth trails for elderly and wheelchair-bound visitors: all these contribute to great access. In large parks, high-use destinations such as playgrounds, basketball courts, and swimming pools should be sited near the edge of the park, not deep in the interior.

"Catchment Circle." The area of a circle grows by the square of the radius. If a park is easy to reach by bicycle, 16 times as many people can get to it in the same amount of time it takes to walk from a mile away. Illustration: Helene Sherlock.

Bicycle access extends the “reach” of a park 16-fold over walking. This is because cycling is about four times faster than walking, and the “catchment circle”—the surrounding area from which park users can be drawn—increases by the square of the distance from the park (see diagram on right). Thus, improving bicycle access is an important way to get more people to the park (not to mention the health benefit from pedaling there and back).

Good public transit improves park access even more. It is no coincidence that eight of the ten most heavily used parks in American cities offer subway or light-rail access within one-quarter mile, and all of them have bus service that comes even closer. In New York City major parks almost invariably have subway service. Other parks well served by subway and rail include Boston Common, Forest Park in St. Louis, Millennium and Grant parks in Chicago, and the National Mall in Washington, D.C.

As new transit lines are built, it’s sometimes possible to align them with parks. Seattle’s new streetcar line terminates at 12-acre South Lake Union Park. The city is working to increase housing and commercial density in this near-downtown location, and the alignment of park and transit is particularly helpful in reaching the goal. “Especially at lunchtime,” says former Seattle Parks Foundation Director Karen Daubert, “you can see the crowds walking off the streetcar right into South Lake Union Park. It’s the perfect connection to this waterfront refuge.”

For larger parks, internal transit can also promote access. At 130-acre Washington Park in Portland, Oregon—home to the popular Rose and Japanese gardens—special Tri-Met buses not only connect to the nearest light-rail station but also make eight stops inside the park. The service is inexpensive (or free with a transfer), runs every 15 minutes, and is aggressively advertised by the park department, Tri-Met‚ and event promoters. The route gets about 500 riders per day on weekends and 420 on weekdays. From a health perspective, taking transit results in far more walking than accessing the park in a private automobile.

Here are a few examples of the ideas presented above:

Piedmont Park, Atlanta. Health-promoting park systems appreciate density. Credit: Ashley Szczepanski.

In recent years, Atlanta’s Piedmont Park has shown a marked growth in users. There are several reasons for this, including policies that have reduced auto traffic in the park, the rehabilitation of facilities, better signage‚ and additional programming. But also significant is the fact that more people now live in areas bordering or near the park. Unlike many other urban places, the Piedmont Park neighborhood is densifying, and the park itself is serving as a significant lure for development.

Between 2000 and 2009 alone, the City of Atlanta approved building permits for 16 new multi-unit rental and condominium apartment buildings within a half-mile of Piedmont Park, and the neighborhood gained nearly 100 single-family homes. All told, the park neighborhood gained 1,880 units, or about 4,500 people, over the decade. These people are the heaviest users of the park facilities. They compound their health benefit by often walking or running to the park rather than driving there.

“Piedmont Park is one of the single biggest assets we have in the neighborhood,” said Ginny Kennedy, director of urban design for the Midtown Alliance. “In everything we do, we encourage and try to reinforce access and visibility to the park.”

Perhaps most significant, the Midtown Alliance—whose goal is to make midtown Atlanta an “exceptional place to live, work, learn, shop, and play”—spearheaded the area’s 2001 rezoning. The changes enabled many more people to live and work near Piedmont Park and benefit from its health-promoting effects.

Midtown Greenway, Minneapolis. Health-promoting park systems locate parks and trails so as to benefit from other uses. Credit: Freewheel Bike Center.

Since its opening in 2000, Minneapolis’s Midtown Greenway has quickly become one of the best-used bike routes in the country, largely because it combines a park-like experience with true functionality. The mostly below-grade former rail line is quiet to ride, bordered with green, and unbroken by street intersections. Yet its almost six-mile length parallels a major commercial street only one block away, offering easy access to grocery and hardware stores, restaurants, video rentals‚ and pharmacies. “Fast, safe, and pleasant” is how Midtown Greenway Coalition Director Tim Springer describes the linear park—but it is also convenient. Instead of returning home from a bike ride and climbing into the car for errands, many Midtown Greenway users are able to multitask. The greenway leads them to their needs, and their needs lead them to the greenway.

The city has consciously helped. When a massive old Sears warehouse was converted into the Midtown Global Market, officials built a connection from the greenway and also landed a federal loan to create the Freewheel Bike Center‚ which provides storage, repair, rentals‚ and sales. Next door is a coffee shop. Nearby, the new Sheraton hotel has an outdoor patio overlooking the trail (and directs guests to rent bikes from Freewheel). The greenway also intersects with transit along the Hiawatha light-rail line, giving some Minneapolitans a car-free commute with morning and evening exercise to boot. All in all, the collocation of the park with diverse destinations has made this not only a greenway, but a “healthway.”

Want to know more ways urban park systems can best promote health and wellness?  Read this publication from The Trust for Public Land.

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