Figure 6.3 - Dynamic curbs to reduce traffic congestion (Sidewalk Labs, 2017) Source: Eukalypton - Safer Streets for Toronto 2.2.5 Designing people-first streets 1) Boulevards A people-first street network approach could serve as the In a traditional urban landscape, avenues and boulevards primary foundation for all the mobility options described above. were designed primarily to accommodate longer-distance car The streets that Sidewalk Labs designed were intended to be trips, suburban tenants/landlords, and faster vehicle traffic. part of the public realm and be beneficial to the availability Sidewalk’s “boulevards” could include adaptable curb space of open space, public health, economic vitality, and social that could be used for ride hailing or as a taxi pickup/drop-off interaction. (Schollen & Company Inc., 2017; Sidewalk Labs, zone. This could help to reduce traffic congestion. 2017a: 126-129; and part 6 of vol. 2, entitled: Designing People- First Streets, Sidewalk Labs, 2017b: 92-99). The boulevard could have been the most comprehensive street type, with a top speed of forty kilometers an hour and Sidewalk’s people-first street approach was based on four a maximum width of thirty-one meters. This street type was main initiatives, each of which prioritized a different mode of the only one within Sidewalk’s proposals that was designed transport, in contrast to the typical model for streets, which to accommodate traditional vehicles via an underground accommodates all modes in a more indiscriminate way. parking garage. It could have featured separated bikeways and sidewalks for pedestrians with extra traffic signals that reduced risks and adjusted lights to protect pedestrians and bikes (Toronto City Council). Figure 6.4 - Street design (Sidewalk Labs, 2017) 176 Quélin and Smadja | HEC PARIS | SMART CITIES | The sustainable program of six leading cities | 2021