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“Dead Tires on the Sidewalk, Dead Tired at the Bus Stop” was a 2009 American Society of Landscape Architects (ASLA) Student Awards project by Andrew Kanzler, then listed with California State Polytechnic University, Pomona. It proposed reorganizing discarded tires into movable chairs for people waiting for buses. The idea was not a commercial product or a documented construction system. It was a student community-service proposal about giving transit users a place to sit and some control over where that place was located.
The project record describes patrons standing or using crates as makeshift seats. Kanzler’s response combined material reuse, movable public furniture and a claim on underused space around the bus stop. The concept is memorable because it treats seating as something people can position themselves, rather than as a permanently fixed object. Its reported cost and performance benefits, however, were not supported by published test data or construction specifications.
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What the project was
A 2009 student award entry
ASLA listed the project as an Honor Award in Student Community Service. Andrew Kanzler, Student ASLA, was identified with California State Polytechnic University, Pomona. The faculty advisors named on the project record were Chris Aykanian, Claire Latane, ASLA, and Andy Wilcox, ASLA.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchThat identification matters. This was an awarded academic proposal, not a named furniture line, a municipal standard detail or a commercially available chair. The record documents an idea and its design rationale; it does not establish that a reproducible product was manufactured under a standard specification.
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The problem it addressed
The project statement says bus patrons had to stand while waiting or improvise with crates. Kanzler framed the condition as both a comfort problem and a public-space problem: people were waiting in a place without ordinary seating, while nearby open areas were not being used for that purpose.
The stated response was “a utilitarian, sculptural, and regenerative system” based on byproducts of the local economy. In practical terms, that meant turning discarded tires into chairs that could be moved by users. The project treated the material’s former waste status as part of the design story, not merely as a cheap substitute for new lumber or metal.
How the movable chairs were intended to work
Users could choose the position
The narrative describes several reasons for mobility. A patron could move a chair into tree shade, bring it closer to the stop for a clearer view of an approaching bus, or place chairs beside one another so family members could sit together. Those examples show the intended benefit: the user, rather than an installer, could adjust the small seating area to changing conditions.
The project also describes children using the movable seats for play. That is a statement in the project narrative, not an independent observation or safety evaluation. It illustrates how the designer imagined the objects participating in everyday street life beyond their basic function as seats.
Unused space could become usable space
Kanzler connected the chairs’ mobility with nearby open areas, including spaces described as adjoining privately owned parking lots or building and business embellishments. The design argument was that a movable object could temporarily occupy such space without permanently redesigning it.
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The project account reports that the city and property owners later allowed the chairs to remain as long as patrons used them. That outcome should be attributed to the project’s own account; the available record does not provide a separate municipal agreement, property-management document or evaluation of how long the arrangement lasted.
Mobility was also a social strategy
A fixed bench decides the seating arrangement in advance. These chairs were intended to let people create their own arrangement: a single seat for one rider, a cluster for a family, or a position that improved shade and visibility. The proposal therefore treated control over location as a small form of control over the waiting experience.
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The ASLA narrative includes several figures to explain the setting. None has a stated reference year or an underlying statistical citation in the available project record. They should be read as historical context supplied by the project author, not as current city statistics.
| Figure in the project narrative | How to interpret it |
|---|---|
| More than 21% of the population under poverty | Project-narrative figure; year not stated and not independently verified. |
| Average income of $40,000 | Project-narrative figure; year not stated and not independently verified. |
| Just under 58,000 jobs | Project-narrative figure; year not stated and not independently verified. |
| Population of 149,473 | Project-narrative figure; year not stated and not independently verified. |
These numbers help explain why the author presented low-cost, community-oriented intervention as relevant, but they cannot be used to describe Pomona today without a dated, independent source.
What is actually established about cost and performance
Bustler’s 2009 coverage reports that the chairs were designed to hold “large quantities of weight,” provide ergonomic comfort, cost less than five dollars to make and turn a waste product into a resource. The report does not include a load test, dimensions, a bill of materials, labor assumptions or receipts. “Less than five dollars” is therefore a reported design claim, not a verified cost that a builder can budget against.
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The ASLA narrative also discusses structural properties, posture, fatigue, the energy involved in tire recycling and the possibility of encouraging transit use. The available record supplies no test method, measured result, independent study or outcome evaluation for those points. They belong to the designer’s rationale and should not be presented as proven performance.
| Claim associated with the project | Evidence status | What a reader can safely conclude |
|---|---|---|
| Use of discarded tires as seating material | Described in the project statement and narrative. | Material reuse was central to the proposal. |
| Chairs could support large quantities of weight | Reported by Bustler; no test data supplied. | Do not infer a safe working load. |
| Ergonomic comfort and reduced fatigue | Design rationale; no measurement or independent assessment supplied. | Comfort was an objective, not an established result. |
| Cost below five dollars per chair | Reported by Bustler; no cost breakdown supplied. | Do not use it as a current project estimate. |
| Encouraging transit use | Included in the project’s reasoning; no ridership evaluation supplied. | No causal effect on bus use is demonstrated. |
How it compares with a fixed bench
There is no independent comparative study of these chairs and conventional bus-stop benches in the reviewed record. The following framework identifies the dimensions a planner, contractor or community group would need to examine; it is not a measured result.
| Comparison axis | Movable tire-chair concept | Fixed bench |
|---|---|---|
| Material reuse | Explicitly built around discarded tires and local byproducts. | Depends on the selected new or reclaimed materials; not specified here. |
| User control | Users are intended to choose shade, viewing position and grouping. | Position and orientation are set during installation. |
| Use of adjacent space | Can temporarily occupy nearby open areas, subject to permission. | Normally occupies a defined footprint. |
| Reported cost | Under-five-dollar claim from 2009 coverage, without a breakdown. | No comparable figure is supplied for this project. |
| Outcome evidence | Narrative descriptions; no independent evaluation supplied. | No comparison or performance study supplied. |
The concept’s distinctive advantage is adaptability, while its unresolved questions concern stability, supervision, accessibility, maintenance and permission to occupy space. A fixed bench may be easier to anchor, inspect and map, but it does not offer the same user-controlled positioning.
What construction and public-realm professionals can learn
Start with the observed use problem
The proposal begins with a specific observation: people were standing or making seats from crates. That is more useful than starting with a material trend. For a contemporary project, document who waits, for how long, in what weather, with what mobility needs and where people already try to sit. The tire idea only makes sense after the seating problem is understood.
Design for adaptation, not just installation
The chairs were conceived as objects that could respond to shade, sightlines and group size. That principle can inform other small public-realm interventions: ask which conditions change during a day and whether users need a safe way to adjust their surroundings. Adaptability is valuable only when movement is manageable and does not create hazards or block circulation.
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Treat ownership as part of the build
The narrative’s account of city and property-owner permission shows that a physical object alone does not secure public use. Any current project crossing a sidewalk, parking edge or privately owned frontage would need clear responsibility for placement, access, inspection and removal. The record does not provide a model agreement, so those governance details cannot be borrowed from this project as if they were already solved.
Make reclaimed material claims verifiable
Calling tires a resource is persuasive, but reclaimed material introduces questions about condition, contamination, odor, weathering, fasteners and end-of-life handling. The project record does not identify tire size or type, preparation method, connection details or maintenance cycle. A professional specification would need to answer those questions before anyone treated the concept as a buildable detail.
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The sources do not include a construction specification, tire size or type, bill of materials, tool list, installation instructions, maintenance plan or accessibility assessment. They also do not establish dimensions, seat height, anchorage, edge treatment, allowable movement or a safe load. An ordinary discarded tire and a generic chair cannot be assumed to reproduce the award project.
That limitation is especially important for public seating. A chair that is comfortable in a sketch may tip, roll, trap fingers, shed material or interfere with a pedestrian route when built at full scale. Accessibility is likewise unresolved: the record does not say whether wheelchair users could transfer safely, whether a companion space was preserved or whether the movable objects could be detected and navigated by people with low vision.
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If a municipality or community organization wanted to revisit the underlying idea, it would need a new design and evaluation process rather than a literal reproduction. A practical sequence would be:
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- Define the need. Record waiting times, weather exposure, existing seating, pedestrian flows and the groups currently excluded from comfortable waiting.
- Map permissions. Identify sidewalk ownership, transit agency control, adjacent private property and the person responsible for daily placement and removal.
- Set safety and access criteria. Establish stability, permitted movement, clear walking routes, transfer space, visibility and inspection requirements before selecting a material.
- Characterize reclaimed inputs. Document the source, condition and type of each tire or other byproduct, and decide how damaged material will be rejected or retired.
- Prototype under supervision. Test representative units for tipping, rolling, weather exposure, surface damage and user handling. Do not substitute the 2009 cost claim for present-day testing or pricing.
- Observe actual use. Record where people move the seats, whether they remain usable, whether they obstruct anyone and how often maintenance is required.
- Publish the results and responsibilities. A successful pilot should state who owns the objects, who checks them, what defects require removal and how the material will be disposed of at the end of service.
This process preserves the project’s central insight—small, movable interventions can give people more agency—while acknowledging that a public installation must meet requirements the student record never addressed.
Why the project remains significant
The jury’s description captures the proposal’s character: “A great guerilla solution to our ubiquitous infrastructure problem. It has a wonderful indie quality.” That comment praises the directness and informality of the intervention. The project took an everyday shortage, an overlooked waste stream and underused space, then connected them in one visible object.
Its lasting value is therefore conceptual rather than technical. It shows how landscape architecture can begin with an ordinary act—waiting for a bus—and ask who controls the space, what materials are available and whether a small change can restore dignity. It does not prove that tire chairs are safe, inexpensive or effective in every setting. Those questions require specifications, testing and evaluation that the 2009 record does not contain.
Bottom line
“Dead Tires on the Sidewalk, Dead Tired at the Bus Stop” was an award-winning 2009 student proposal for movable seating made from discarded tires. Its contribution was to let bus patrons choose shade, visibility and social arrangement while claiming nearby unused space. The project is best understood as a documented design proposition and a prompt for careful public-space experimentation—not as a certified product, a current cost estimate or a ready-to-build detail.
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