Category Archives: Sprawl, Suburbia

Elephants in the Room on “First and Last Mile”

By Dom Nozzi

July 24, 2018

A recent concept that has emerged in transportation planning is known as “First and Last Mile.” It refers to the beginning or end of an individual trip made primarily by transit (usually a bus or train). In many cases, people will walk or bicycle to transit if it is close enough. However, on either end of a transit trip (the “first or last mile”), the origin or destination may be very unsafe or unpleasant to walk to or from, or bicycle to or from.

When this “first and last mile” is unpleasant or unsafe, people are discouraged from using transit.

Therefore, the thinking goes, to meaningfully increase transit ridership, it is very important to ensure that this transition zone be safe, convenient, and pleasant for the pedestrian and cyclist seeking to use transit.

Lafayette, Colorado recently proposed modifications near its transit stops to improve this “first and last mile.” As is so often the case, the city was proposing the same old song and dance. The same old ineffective ideas. Wider sidewalks. More bike paths.

Therefore, I must again point out a few elephants in the room. Here is what Lafayette SHOULD be calling for to meaningfully improve the “first and last mile”:

The disconnected street pattern found in Lafayette needs more street connectivity. Without connectivity, pedestrians and bicyclists are often obligated to travel out of their way or travel on hostile, unpleasant roads.

Oversized roads and intersections need to be shrunk down in size to more human-scaled, slow-speed geometries. Such oversizing is extremely intimidating, dangerous, and unpleasant for pedestrians and cyclists. They destroy the human-scaled sense of place that draws walkers and bicyclists.

Buildings set back from the street by a large asphalt surface parking lot must be pulled up to the streetside transit stop. Not doing so prevents place-making, and creates a highly inconvenient and unsafe distance between buildings and the transit stop.

The study appears to disregard the zero-sum nature of this issue. Unless road design reverses the century-long effort to ease high-speed, high-volume, inattentive car travel, efforts to promote better and more common walking, cycling, and transit use will remain marginal and our low levels of per capita walking, cycling, and transit use will be perpetuated.

I’m sorry that despite our safety and non-car travel promotion crisis, Boulder and Boulder County are not being bold.

One of the primary problems caused by our century-long effort to build oversized, high-speed, high-capacity roadways is that because these roads and intersections become too dangerous to bike or walk on, too many are obligated to drive to transit stops. The large number driving to transit stops recruits even MORE to drive to the transit stops because we have been obligated to build big and dangerous asphalt parking lots to surround the transit stops (to provide motorist access to transit).

It would have been far better to have compact, higher density housing, offices, and retail abutting the transit stop. Doing so makes it substantially easier and safer to walk or bicycle to the transit stop because distances are much smaller and there is no need to cross large parking lots of bicycle on oversized roads or intersections.

Doing so is also a powerful way to engage in place-making – that small-town, human-scaled, slow-speed charm that so many of us desire and that is so increasingly rare these days.

Advertisements

Leave a comment

Filed under Bicycling, Road Diet, Sprawl, Suburbia, Transportation, Urban Design, Walking

Motorists Should Feel Inconvenienced

By Dom Nozzi

July 17, 2018

A common complaint that one hears – particularly in American cities – is that “parking spaces are too small” or “the roads are too congested” or “this driveway is too narrow.” General complaints about how inconvenient it is to drive a car. Is it not obvious that something must be done to make it more convenient for me to drive my car??

But in a well-designed town center, the space-consumptive motorist SHOULD feel inconvenienced. Why? Because motor vehicles consume an enormous amount of space, and herculean efforts to provide such space inevitably destroys the essential need for human scale.

For about a century, conventional traffic engineers have been too focused on the opposite: conveniencing car travel. The loss of human-scaled, slow speed, vibrant spaces is the result in nearly all American cities. Engineers tend to be single-mindedly striving to attain the objective of car movement and fail to know of the ingredients of a healthy city.

Because they have such a profound influence over the design and health of a city, I believe traffic engineers should be required to have studied walkable urban design. Or that urban designers should simply replace traffic engineers in city transportation design.

Not doing so will lead to the continuation of a century-long ruination of healthy, lovable, safe communities. The loss of communities designed for people, not cars.

Leave a comment

Filed under Road Diet, Sprawl, Suburbia, Transportation, Urban Design, Walking

What Are the Design Attributes of a Better Town, Dom?

By Dom Nozzi

May 22, 2018

A friend of mine wrote to me to ask the following. “Despite the fact that I am heavily reliant on my car, I do agree with most of what you say [in this blog you wrote], Dom. But we do have to have cars, at least to some extent. I’ve often wondered what a Dom-designed town would look like. What is your Utopia, and is it the same as what you think a realistic-Utopia could be (regarding transportation)?”

Here is my response:

My belief that car driving makes us much more mean-spirited than when we walk, bicycle, or use transit is not intended to imply that no one should ever drive a car. It is mostly to warn us that excessive dependence on car travel can create a much less

Man Expressing Road Rage

An irritated young man driving a vehicle is expressing his road rage.

pleasant world, and that we must work much harder to reduce excessive (particularly low-value) car travel (and designing communities that are much less negatively affected by over-designing for cars).

A few design strategies that would help: (1) more toll roads and more priced (metered) parking, (2) converting stroads into streets by reducing their width and beautifying the now slower streets with buildings pulled up to sidewalks, (3) adding more raised medians in the middle of streets, (4) unbundling the price of parking from the cost of housing, (5) allowing employees to opt for parking cash-out, (6) creating human-scale spaces rather than gigantic car spaces (small building setbacks, small streets, small parking lots behind building, small signs, shorter street lights, etc.), (7) mixing housing with offices, retail and other jobs, (8) creating an adequate supply of walkable and drivable housing (currently we have way too much of the latter and way too little of the former), (9) moving away from the failed, unlovable architectural paradigm known as modernism and instead using timeless, classical design.

In general, the older a town happens to be, the better it does in the above features (largely because they were built before we became obsessed with cars and trapped in the happy car downward spiral). Happily, some newer towns are using some of the older, timeless patterns, so they are not awful. Examples of older towns or new towns in the US using timeless principles: Key West, St Augustine, Annapolis, Stapleton near Denver, Old Towne Arvada, Prospect, Savannah, Charleston, Seaside, Haile Plantation, and LoDo in Denver. In each case, the design is intended to make people happy, not cars. The result is charm, low speeds, and sociable ambience that people love experiencing.

Within these places designed for people, not cars, it tends to be inconvenient to get around by car. But that is exactly the way it should be, since fast, oversized metal boxes create a world that humans find repellent.

And a world within which people become frustrated, stressed, and enraged. Those toxic emotions for those trapped in car-happy places are too often when such a person is behind the wheel of a car.

Leave a comment

Filed under Road Diet, Sprawl, Suburbia, Transportation, Urban Design

How to Better Manage the Influx of In-Commuters to Boulder

By Dom Nozzi

April 24, 2018

Boulder needs to better address the issue of the large number of regional car commuters coming into Boulder.

That large influx into Boulder from outlying areas – estimates range from 50,000 to 3660,000 in-commuters each day – puts a heavy strain on Boulder. That strain includes:

  • higher levels of car emissions and noise pollution;
  • higher numbers of traffic crashes; and
  • a larger amount of political pressure to continue to ruinously widen roads, expand the size of intersections, and provide more parking in a city already providing excessive amounts of road capacity, intersection size, and the quantity of parking spaces.

Why is there a large number of in-commuters to Boulder?

Clearly, there is a jobs-housing imbalance in Boulder. For decades there has been a very rapid growth in jobs in the city, but due to the high cost of housing and relatively restrictive land use regulations in the city, there are far more jobs than houses in Boulder.

Unaffordable housing in Boulder

While many prefer to work in Boulder but live elsewhere, a very large and growing number of people in the Boulder region desire to live in Boulder but are unable to afford to pay the very high housing costs in Boulder. Many end up accepting a job in Boulder and finding more affordable housing in outlying areas.

However, this is a false economy.

Economist Todd Litman (http://www.vtpi.org/) has shown that “lower-cost” housing in outlying areas is a false economy. The several thousand dollars a household saves when a house is bought (or an apartment rented) in an outlying area is a savings that is outweighed by the costs associated with the household being obligated to make more trips by car (because destinations are relatively remote).

A household in an outlying area is thereby obligated to own, say, three cars instead of two, or two cars instead of one in order for household members to make a relatively large number of car trips each day. The cost of each car owned and operated by a household is now over $10,000 per year. By living closer to destinations, the household can reduce the number of cars it owns. Each car shed represents another $10,000 that can instead be directed to paying rent or mortgage in a mixed use, compact location.

Affordable housing is much more effectively provided by increasing the supply of compact, walkable, mixed-use and higher density housing. More affordability is also achieved by unbundling the price of parking from the price of housing. And by eliminating minimum parking requirements for new development.

How can Boulder reduce the number of in-commuters?

Incentivize more car-pooling

One of the most effective ways to increase the number of carpoolers is to use price signals. For carpooling, the most common signals are to increase the percentage of car spaces that are priced, to toll road lanes, and to create high-occupancy vehicle lanes (both priced parking and tolling are now used on US 36 between Denver and Boulder, but far more roads need such treatment).

Land use patterns also influence the level of car-pooling. Car-pooling is more likely in more compact, mixed-use, higher density land use patterns.

Another needed example of price signals is the use of motorist user fees.

Create More Cost Equity with User Fees

Only a small fraction of the costs imposed by motorists (roadway and parking infrastructure, as well as crash and environmental costs) are paid for by motorists. Gas taxes, for example, pay only a small fraction of those costs. The remainder of the costs motorists impose are paid by everyone, regardless of whether they own or operate a car. They are paid by such things as sales taxes and property taxes.

For more fairness, we can establish additional user fees for motorists. User fees can include (1) a Vehicle Miles Traveled (VMT) fee; (2) a more comprehensive market-based priced parking program; (3) priced roads [https://domz60.wordpress.com/2014/03/04/is-tolling-a-good-idea-for-us-36-between-denver-and-boulder/]; (4) pay-at-the-pump car insurance; (5) weight-based vehicle fees; (6) higher gas taxes; (7) mileage-based registration fee; and (8) a mileage-based emission fee.

In order to make new user fees more politically viable, make such new taxes/fees revenue neutral by reducing or eliminating other fees/taxes when the new user fee is instituted.

Because transportation impacts are lower in central locations, town center properties should have lower transportation fees (such as impact fees) assessed by the City of Boulder.

Create conditions conducive to higher transit use

To be viable and more heavily used, affordable and high-frequency train or bus service must be coupled with compact, mixed-use, higher density land use patterns – particularly near transit routes and in town centers. Currently, the Boulder region has very low density, single-use land use patterns that are largely unsuitable for frequent, quality, affordable transit service.

How Can Boulder Create a Better Jobs to Housing Balance?

Boulder needs a lot more in the way of compact, mixed-use, higher density housing – not just for greater affordability but also for a better jobs to housing balance. The demand for such housing is far higher than the supply of such housing in Boulder, which substantially contributes to the affordable housing crisis.

I do not believe that capping or reducing the number of jobs in Boulder is a desirable way to better achieve a jobs-to-housing balance.

Road and Intersection Design

A great many roads and intersections in Boulder are over-sized, largely due to the jobs to housing imbalance, but also due to the large subsidies that motorists have long enjoyed. Such large subsidies artificially induce a large number of car trips that would not have occurred had the subsidies not been in place.

Because it is extremely difficult to institute motorist user fees to more fairly pay for motorist costs and reduce the large number of artificially induced car trips, a more feasible and subtle method is to restrict the size of roads and intersections to a more human-scaled size. Restricting the size of roads and intersections also provides the enormous benefit of effectively promoting public safety (there are a horrifying number of traffic crashes in Boulder that cause serious injuries and deaths). To do this, Boulder needs to shrink (or at least not increase) the size of roads and intersections. Also necessary is a much more thorough application of slow-speed (traffic calming) design in Boulder streets.

Better Manage Parking

Like nearly all cities, Boulder’s land development regulations over the past several decades have required a large number of car parking spaces as a condition for development approval. This has created a massive over-supply of car parking in Boulder, which induces a large number of local and regional car trips (parking guru Donald Shoup calls the abundant free parking provided by such regulations a “fertility drug” for cars).

Boulder needs to reform its parking by converting minimum parking requirements to maximum requirements, price a larger percentage of parking that is free or underpriced today, replace existing surface parking with homes, retail, jobs, civic, and unbundle the price of parking from the price of housing (a powerful affordable housing tool)

Create More Park-n-Ride Facilities in the Region

When the Boulder region more fully implements the above recommendations, there will be a larger need (a larger demand) for more park-n-ride facilities in both outlying towns in the region and in the peripheral locations of Boulder. Parking reform, in particular, is a key way to make this happen.

The Need for Regional Cooperation

Clearly, in-commuting to Boulder is a regional problem that Boulder cannot solve on its own. Boulder needs to partner with outlying cities and counties (including unincorporated Boulder County) so that such entities outside of Boulder’s jurisdiction are also reforming their transportation and land use, as described above for Boulder, or at least supporting Boulder’s efforts to use such tools outside of Boulder (ie, actions by the state or unincorporated Boulder County).

In Summation

There are no quick, easy fixes for this problem. Conventional quick fixes, such as increasing the capacity of intersections or widening roads, only worsen the problem. Mostly, the problem is best addressed more incrementally with price signals and convenience signals that arise from the land use and transportation tools described above.

 

 

Leave a comment

Filed under Sprawl, Suburbia, Transportation

Sprawl, Traffic, Taxes and Quality of Life

By Dom Nozzi

August 15, 2006

We live in troubled times. Times that require wise, courageous leadership. Here is what I see in our communities, and what I plan to do about it.

Taxation

Taxes are high and are constantly rising because new growth is not paying its own way.

All levels of government are financially strapped. Households are struggling to be able to afford the skyrocketing costs of transportation and rising property taxes.

Aren’t you tired of high and rising taxes?

Transportation

Automakers keep producing gas-guzzling cars. There is no quality transit system. We have no transportation choices. Little Billy and little Suzie cannot safely go for a walk or ride a bike in their neighborhoods because traffic is too dangerous.

Our hard-earned money and national wealth is vanishing. Our money is being used to enrich Middle Eastern oil-producing nations—many of which are not our friends.

Aren’t you tired of our unhealthy transportation system?

The Quality of Our Neighborhoods and Communities

Our farms are vanishing because they are being paved over by sprawling subdivisions.

We keep getting dumb growth instead of smart growth. Our neighborhoods are afflicted by rising levels of noise pollution. We’ve lost the tradition of having neighborhood-based schools, which means our kids cannot get to school on their own. We have forgotten that a high quality of life is a powerful economic engine.

Aren’t you tired of the sprawl? The ugly, dangerous, costly, “Anywhere USA” strip commercial development that keeps popping up in our communities?

My Vision

Let’s restore our communities.

  • Imagine communities rich in transportation choice. A place where we and our kids can get around safely by car, by transit, by walking and by bicycle. Communities, in other words, where one has the choice to be able to walk to get a loaf of bread, instead of being forced to drive 4 miles to get that loaf.
  • Imagine communities where our property taxes are reasonable and our government is able to afford to build quality public facilities and provide quality public services.
  • Imagine communities where we don’t see our beautiful forests, natural areas and farms bulldozed, acre-by-acre, day-by-day, to build endless, sprawling subdivisions.
  • Imagine communities where streets are not choked by rapidly growing numbers of cars.
  • Imagine communities where we don’t see our roads torn up and widened every year, causing infuriating road construction delays.
  • Imagine communities with pleasant, safe, beautiful, slow-speed shopping streets instead of communities full of 10-lane strip commercial monster roads.
  • Imagine communities with healthy air and water, and neighborhoods that place public parks a short distance from our homes.
  • Imagine communities that provides choices about how to live. Communities where one can happily live an urban, suburban or rural lifestyle.
  • Imagine communities where it is actually legal to build smartly. Traditionally. Sustainably. Where building smartly is the rule, rather than the exception. Local government regulations encourage smart growth, and are not an obstacle to it.  Communities that makes it fast and easy to build smartly, and makes it more difficult and costly to build crud.
  • Imagine communities full of energy-efficient homes and offices.
  • Imagine communities that are quiet. Where one can sleep peacefully each night without being awoken by endless sirens and the roar of traffic.
  • Imagine places with a strong sense of community. Places that are a community, not a crowd.

Imagine communities, in other words, that we can be proud of.

Leave a comment

Filed under Road Diet, Sprawl, Suburbia, Transportation, Urban Design, Walking

The Death of Celebration

By Dom Nozzi

April 20, 2018

A friend of mine held her annual New Year’s Eve party this past January. Sadly (and puzzling for her, given the large turnout she has had for her party in previous years), there was small turnout of partygoers to her house. To add insult to injury, many of this relatively small group left early.

The event was a relatively weak celebration due to a lack of collective effervescence or a critical mass of a sufficiently large number of attendees. This was not true in past years, where there WAS collective effervescence due to achieving a critical mass of attendees.

Why did this happen?

In my opinion, much of it can be explained by the fact that in places like Boulder, Colorado (where I live), there has been several decades of a societal worship of a low density spread of homes, rather than a compact living arrangement. The resulting geographical spreading out of our homes isolates us from each other, and makes it very difficult to celebrate.su

There are no main street parades anymore. Emblematically, the New York Islanders hockey team “celebrated” their championship a few decades ago by having their fans march pathetically around a shopping mall because there was no sense of place anymore. No main street for a parade. No there there.

Another outcome of our dispersed, low-density development patterns is that it is increasingly rare to find a crowded, happy celebration of friends.

I’ve lived in Boulder for eight years now, and have yet to find a reliably big, crowded, happy annual celebration.

We have, in short, become a Nation of Loners.

Many of us have become auto-bound nomads roaming around looking for the celebration in their low-density suburbs. More than any other event, New Years Eve parties are one of the very few events in our relatively isolated society where we can expect to find a happy social event attended by a great many of our community friends.

For many, it is our only opportunity to experience such collective joy with friends each year. Being so rare and precious, we find that many will engage in “shopping” for the biggest, best and most fun party. After all, we don’t want to blow our only annual chance for a big celebration by attending a “mediocre” party and missing out on THE New Years Eve party that “everyone who is someone” attended.

Many try in advance to assess which party will be “THE” party. “Will Tim have the best bash this year? Laurie? Frank?”

But this is less reliable than another perhaps more common strategy for finding the “best” New Years Eve celebration: Attending what is expected to be the “best,” and making an assessment at that event as to whether this party I am attending truly is turning out to be a great time.

If not, out the door we go to drive to ANOTHER New Years Eve party that is hoped to be great.

Hopefully arriving before the clock strikes 12!

Leave a comment

Filed under Sprawl, Suburbia, Transportation, Urban Design

Too Little Open Space?

By Dom Nozzi

April 16, 2018

In March 2018, the “Transportation Psychologist” posted the following photo and comment on Facebook to illustrate the enormous amount of space that a passenger car consumes:

The Transportation Psychologist asked, “If you wouldn’t build your house like this, why would you build your community this way?”

car consumes a huge amount of space

I noted in response that similarly, a great many in Boulder, Colorado fear the loss of in-town “open space.” I often point out that within Boulder (and all other American cities), there is already way too much open space. But that open space is mostly devoted to cars in the form of overwide roads and oversized parking lots.

And since car-centric cities such as Boulder have a very strong interest in minimizing density (largely because walkable density makes car travel much more inconvenient), cities such as Boulder have building setbacks that are far too large — which creates an excess of private yard open space.

Leave a comment

Filed under Road Diet, Sprawl, Suburbia, Transportation, Urban Design

Anti-City and Anti-Environment

By Dom Nozzi

March 27, 2018

Historically, anti-city and anti-environment folks were in force in places like Houston and Phoenix and Atlanta and Buffalo. They fought hard and successfully for:

  1. Easing car travel and car parking.
  2. Providing more open space and larger setbacks.
  3. Opposing parking supply restrictions and opposing parking pricing.
  4. Opposing road diets.
  5. Opposing road tolls.
  6. Supporting highway widenings and overpasses.
  7. Lowering densities and increasing fees to the point where new development is unaffordable (an indirect way to stop development and growth).
  8. Keeping buildings no taller than 1 or 2 stories.
  9. “Protecting” neighborhoods against infill, mixed use, co-ops, and backyard cottages.

All of these are anti-city (and anti-environment) efforts.315-0722092524-NSA-building-and-parking-lot

I don’t want Boulder, Colorado (the city I live in) to follow the path of Houston or Phoenix or Atlanta or Buffalo. And that is an important reason why I am so troubled that so many in Boulder have aggressively promoted (and continue to promote) the tactics I list above that were so strongly pushed in cities such as Houston and Phoenix.

Tactics that ironically made places such as Houston and Phoenix the awful places they are today.

Leave a comment

Filed under Politics, Road Diet, Sprawl, Suburbia, Transportation, Urban Design

Making Cars Happy Is America’s Most Serious Mistake

By Dom Nozzi

October 14, 1999

One of America’s most serious societal mistakes is that since WWII, we’ve designed our communities to make cars instead of people happy. The better we “move automobile traffic,” the more we inevitably get:

  1. Costly, environmentally destructive, low-density, dispersed sprawl;
  2. Characterless, “Anywhere USA” strip commercial development featuring”auto architecture;”download
  1. A loss of a sense of place and sense of community;
  2. Unpleasant, unsafe neighborhoods;
  3. A loss of independence for those who cannot drive — especially seniors and children, who become captive to those that can give them a car ride; and
  1. A lack of transportation choice, because every trip is forced to be made by car, and because the relentless efforts to make cars happy is a zero-sum game: Every time we make car travel more pleasant, we discourage all other forms of travel (a classic viscous cycle).

To save ourselves, we must wean ourselves from our utter dependence on the car. A guy by the name of Pit Klasen recently said that “It’s true that Germans have always had a special love affair with the car, but there’s no reason you have to remain trapped in a bad and unhealthy relationship.”

 

Leave a comment

Filed under Politics, Sprawl, Suburbia, Transportation, Urban Design

Debating Whether Transportation Drives Land Use with My Gainesville Planning Department Supervisors

By Dom Nozzi

February 17, 2000

I had a loud debate with my Gainesville, Florida planning department supervisors yesterday on what the Land Use portion of Gainesville’s Long Range Plan should say.

I pointed out that because transportation drives land use, it is hopeless, in the long run, for local government to fight proposed rezonings from single-family residential to non-single family on major, hostile streets. None of them agreed with me at all, and believe the City should continue our long, hopeless fight against rezoning proposals from single-family to non-single family on hostile streets. This is maddening, and obviously being colored by recent NIMBY attacks against the City.

After the meeting, I sent the planning manager excerpts from the West Palm transportation element. He responded with this:

Dom, I didn’t read all of this but I generally agree with the part I read. Transportation travel land use, and bad land use decision drive people away also.  If the Street is bad and the Land use is bad what do you think will happen.  For Gainesville the Streets are bad and the Land use is no so bad, so lets change the street and keep the land use. [this is the verbatim, uncorrected transcript of his message to me]

I responded to those comments with this:

“Glad you agree with West Palm and folks like Walter Kulash, who would say exactly what I and West Palm Beach would say on these issues. My main point: We are fooling ourselves and doomed to a life of permanent, never-ending battles with people who want to rezone single-family residential land that they own and cannot use as single-family residential land use due to the road.

“Granted, there are a few who could live in a single-family residential home and put up with the noise and reduced property value. Forty years from now, if we do not fix our arterials to make them more livable, we will, though incremental zoning changes, have those streets lined with offices and multi-family residential and retail. And over those 40 years, we will have a bunch of planners burned out on fighting those never-ending battles.street without on street parking

“In the long term, as Kulash points out, no force on earth – not even five no-growth advocates on the City Commission — can stop that incremental change. Yes, we can succeed, in the short term, in keeping the single-family. But that will only mean that we’ll have a bunch of vacant homes, and depressed property values.

“The best we can realistically hope for, in the long run, if we don’t fix the streets, is land use that makes sense for major streets (according to what the market wants), and helps transit, while minimizing strip commercial. That is why I think we should give some consideration to favorable recommendations on petitions that request going to office use or multi-family use (but not retail).

“Again, I am not recommending that we initiate the land use changes (that will inevitably come) — even though that would be most fair for suffering single-family property owners along major streets. Our message must be: “Either fix the street, or be fair and honest by realizing we are going to get incremental conversion away from single-family.”

West Palm Beach FL has shown clearly what can happen overnight (dramatic land use improvements and property value increases) when the street is fixed.

My comments to the Gainesville Comprehensive Long Range Planning Chief:

“I’ve not had a full night’s sleep for weeks, and have recently developed a severe case of insomnia. So when you see me dozing off at future staff meetings, you’ll understand.

“And it is not just student noise that is out of control. It is also emergency vehicles, vacuum trucks, police helicopters, etc… With regard to SW 13th Street (a major state highway running north-south through the middle of Gainesville), let me again try to make clear that the public sector, short of doing a major change to the street (such as we’re proposing for SW 20th Avenue), has nearly no meaningful way to affect the land use market. The Land Use plan I wrote for Gainesville, for example, will have a future land use map that merely adopts what is on the ground already, with a few minor tweaks based on what citizens have asked for on their individual property and we have agreed to. But even IF we could make wholesale, visionary changes to our land use map, such changes would have little meaning (or fairness) unless they are attuned to what the market calls for in those locations — and us planners would not be doing work to determine market feasibility of changed designations. Again, transportation drives land use. So unless we make radical changes to SW 13th, all we can expect is uses that are consistent with that sort of highway.

“Personally and frankly, I think converting SW 13th to a “4-lane urban street” is an oxymoron. Not to say that I’ve given up on 13th, because I think we’ll ultimately return to our senses and make it a 2-lane. I don’t know enough of the details to know what Chapel Hill has done, but I’m fairly certain that they are things we cannot duplicate anytime soon — such as buildings up to the street (which I would oppose on a 4-laner without on-street parking, since it is unfair to the business).

“I would have to see why Chapel Hill works well. I do not think it is feasible to slow traffic on a 4-lane state highway because FDOT would not allow it. It can happen with a 2-lane state highway due to things like congestion and a narrow street profile that does not create the illusion of a high-speed highway.

“More so than most, I can envision such a 13th Street corridor fairly easily. Given time and vision and courage, it can be wonderful. Many people consider me a pessimist on certain things, but hypocritically are extreme pessimists on things I’d like, such as a walkable city. I would strongly support what you suggest be done on 13th. But I do not believe it (a four-lane urban street) would dramatically change 13th to make it a good market for higher density residential or pedestrian vibrancy. Call me a pessimist, but I’m convinced we MUST remove travel lanes to make SW 13th work. And isn’t that necessary if we are going to install on-street parking there?

“But are we not skirting around the key effort? Don’t we need to admit that we need to slow the growth of UF, get more on-campus housing, or get better code enforcement (or a combination of such things)? I’m sorry, but I just don’t see a realistic way to transform SW 13th the way you and I know it needs to transform someday.

“In my humble opinion, we cannot realistically expect good redevelopment along SW 13th as long as FDOT forces it to remain a high-speed highway. I just don’t see colored crosswalks, landscaping, or wide sidewalks dramatically changing things. Don’t we, for example, have some colored crosswalk pavers out on Newberry Road near Oaks Mall now. Has that meant anything at all?

“I like your enthusiasm and ideas about Westgate, too, but am not sure even a Dover/Kohl charrette could do much unless the owners of the center felt the plaza was collapsing economically. There are things we might be able to do with an overlay district I’ve outlined in my urban design toolbox (which has been pulled from the urban design plan I wrote because it is “too new urbanist”). I’m hoping we can adopt such an overlay for places like Westgate, but the change will be painfully slow unless the plaza is torn down. That is the only way we can get the buildings re-configured in a proper way.

“Thanks for your comments, good suggestions and concern.”

More of my thoughts expressed to the Comprehensive Long Range Planning Chief:

“Probably our most enormous problem with ‘fixing’ this area is that we will not be able to do it as long as it remains a high-speed, 5-lane state highway. We can only save it if we can take out 2 travel lanes, but I suspect this is not politically feasible, given our FDOT people and our commission. SW 13th already has a bike lane that is excellent for bike commuters, but it would be interesting to create an off-street greenway trail there. Any opportunities? Any way to extort such a thing? Also, the existing buildings are way too far off the street to make for quality urbanism. We’d need code requirements that say that any reconstruction or new development must be on the sidewalk. Again, probably not politically feasible.

“So without removing travel lanes and without pulling buildings close, we have a long-term, huge problem. And this is not even to mention the fact that our residential density and commercial intensity along there is way too low. Once again, all we can do as the public sector to move the market in that direction is to remove travel lanes.

“I think we’d probably need some special, non-Traditional City [walkable Gainesville regulations I wrote for downtown] overlays for the two areas, and perhaps hire Dover to do the plan. Retrofitting such miserable places is a monstrous job that requires a lot of political courage and staff time. (which is why people like Dover are helpful) I could do overlays for the areas, but it will take a LONG time for them to transform those areas.

“An example of the problem of Trad City applied to Westgate: Would it be feasible and appropriate, without an internal street plan, to require all redevelopment there to demolish the strip store and put it up on 34th or University? Seems like we first need to adopt an internal street plan, and then find the courage to get the plan adopted and conformed to. And then have enough redevelopment interest to see meaningful redevelopment over a reasonable period of time.”

 

Leave a comment

Filed under Politics, Road Diet, Sprawl, Suburbia, Transportation, Urban Design