As seen in the Streemix section above, our team's redesign of 9th Street (Dutch Way) takes the original section and replaces it with four automobile lanes. The outermost lane in each direction is a High Occupancy Vehicle (HOV) lane, primarily intended for bus or carpool use. A raised curb median separates car traffic in opposing directions in order to improve safety. Similarly, a raised curb separates the bus lane from the cycle tracks on each side of the street. This separation is critical in improving the safety of this street for cyclists. Having a dedicated, two way cycle track on each side of the street is necessary to allow bicyclists to travel in both directions without the need to cross the street. Finally, the pedestrian walking lanes are kept on the outermost edge of the street, ensuring that they are the most protected mode of transport. 

The image on the left showcases how the signalized intersection of Circle Blvd and 9th St will be redesigned with the new street section in mind. The most major change is from a signalized intersection to a roundabout, with dedicated lanes for automobile, cycle, and pedestrian traffic. Just like the rest of the redesign, the goal here is to ensure a higher level of safety and ease of access for cyclists and pedestrians. It's important to note that these modes of transport would have signs to ensure when they are protected to cross one of the vehicular lanes, much like the Hendrik-Tollensstraat we saw in Delft. While we didn't have time to redesign the other major intersection, Garfield Ave and 9th St, the goal would be to create something similar. Roundabouts reduce the speed of vehicle users and, as a whole, can make bicyclists and pedestrians feel much safer when it comes to crossing these intersections. 

Ultimately, our proposed design for 9th Street and the Circle/9th intersection on it was heavily inspired by the Dutch philosophy of street design. By separating cars and bikes, the safety of both groups is increased. Dedicated bus lanes will promote the use of public transit here in Corvallis. And, by enabling a greater number of bicyclists to use this street, businesses can reduce the number of parking spots they have along the street in favor of developing along the sidewalks. While the realism of a design like this is certainly a little questionable on the political feasibility end, in terms of overall design, there are few obstacles that would prevent something like this from being implemented. 9th Street sticks out to me as one of the worst offenders of car-centric design in town, and as such, I am glad that this class gave us a chance to imagine how it could be improved for everyone.