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Come, let us rezone together

By on June 24, 2008 in Downtown, Urbanism

I’m completely ripping off The News-Sentinel’s headline above, but it’s too good not to. (BTW: Great headline, Caleb!)

In his column today, Kevin Leininger comments on the proposed rezoning of 633 properties in a “downtown edge” zone.

On paper, perhaps, the proposed changes — intended to codify earlier downtown improvements plans — don’t seem all that consequential. It would limit the location and size of gas station/convenience stores, for example, establish guidelines for heights and setbacks, and would seek to limit common features deemed too “suburban,” such as surface parking lots and drive-through service lanes, while promoting so-called “mixed-use” projects combining housing, stores and other urban features.

But recent history shows how even seemingly benign guidelines can conflict with market decisions.

Consider planners’ preference for “pedestrian-friendly” development that eliminates parking lots between the sidewalk and door. When Subway Systems Inc. built a new restaurant on West Jefferson Boulevard earlier this year, it included a parking lot and drive-through — passing up a city grant in the process — because an earlier location had taught that foot traffic alone could not sustain the business. And when Woodson Motorsports moved to East Washington at Clay two years ago, it lost a city grant when it put a modern metallic façade on the historic brick building.

In each case, the owners decided to act in their own perceived best interest – even though those interests were not necessarily compatible with planners’ interests.

If their properties had been rezoned, however — and both are included in the proposed “downtown edge” area — those decisions could have been made more complicated.

Personally, I’d hope that such rezoning would not mandate urban-style development, but at least put it on even footing with “normal” suburban-style development. Because it seems to me that current zoning is not in any way “neutral,” despite Kevin’s perspective.

Suburban-style development, including minimum parking standards, is the only one codified, with everything else having to be submitted for “exceptional” approval. Unless I am wrong, the code the city is considering would only open a new urban-like avenue for development. Is that true?

– Photo by The News-Sentinel

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‘Good cities consist of good people.’

By on June 20, 2008 in Community, Philosophy

Cities do not consist of freeways, buildings, transit systems, houses, malls, sidewalks, hydro wires, sewers, water mains, snowplows, corporations or government.

Good cities consist of good people. Like a vibrant company, they tap their best people — those with intelligence, energy, integrity, goodwill and a large well of experience — to do the best things. With a critical mass of good people, all the other elements of urban living — transit, wealth, a healthy environment … the list goes on and on — fall into place.

The key to successful cities in this age of increasingly specialized labour demand and a slowly eroding petroleum economy is to attract topnotch people who can adapt to the fundamental changes occurring in our community now.

Read the entire Ken Gray column in the Ottawa Citizen here.

– Hat tip: Richard Florida

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‘Is America’s suburban dream collapsing into a nightmare?’

By on June 20, 2008 in Culture, Neighborhoods, Urbanism

The above is the provocative headline on a story on cnn.com. After some description of the foreclosures in suburbia, the story focuses on the shifting attitudes of homeowners.

“The American dream is absolutely changing,” (Christopher Leinberger, an urban planning professor at the University of Michigan and visiting fellow at the Brookings Institution,) told CNN.

This change can be witnessed in places like Atlanta, Georgia, Detroit, Michigan, and Dallas, Texas, said Leinberger, where once rundown downtowns are being revitalized by well-educated, young professionals who have no desire to live in a detached single family home typical of a suburbia where life is often centered around long commutes and cars.

Instead, they are looking for what Leinberger calls “walkable urbanism” — both small communities and big cities characterized by efficient mass transit systems and high density developments enabling residents to walk virtually everywhere for everything — from home to work to restaurants to movie theaters.

The so-called New Urbanism movement emerged in the mid-90s and has been steadily gaining momentum, especially with rising energy costs, environmental concerns and health problems associated with what Leinberger calls “drivable suburbanism” — a low-density built environment plan that emerged around the end of the World War II and has been the dominant design in the U.S. ever since.

We don’t want to wish ill on the suburban dweller, but times may get tougher out there before they get better.

Read the whole story here.

– photo by respres on Flickr

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Bacteria that eat waste and poop petroleum

By on June 19, 2008 in Culture, Transportation, Urbanism

What in the world? We’re talking about

the genetic alteration of bugs — very, very small ones — so that when they feed on agricultural waste such as woodchips or wheat straw, they do something extraordinary. They excrete crude oil.

Unbelievably, this is not science fiction. Mr Pal holds up a small beaker of bug excretion that could, theoretically, be poured into the tank of the giant Lexus SUV next to us. Not that Mr Pal is willing to risk it just yet. He gives it a month before the first vehicle is filled up on what he calls “renewable petroleum”. After that, he grins, “it’s a brave new world”.

The story in The Times of London is a great read and may challenge some of your assumptions — Is oil really a non-renewable fossil fuel, or is formed by abiogenic processes? Also, the story notes plenty of hurdles that need to be cleared before you can pour bug excrement into your gas tank, especially the problem of large-scale production:

However, to substitute America’s weekly oil consumption of 143 million barrels, you would need a facility that covered about 205 square miles, an area roughly the size of Chicago.

The best byproduct of high fuel prices has been the opportunity to discuss issues like New Urbanism, sprawl and our nation’s exclusively automotive transportation network. But what if oil supplies suddenly blossom? If peak oil is a myth, or if it can be averted, will our hopes for renewed cities be in vain?

I hope not. Although it seems some New Urbanists are almost happy that oil prices have gone through the roof, we should not place all of our bets on that happening. Our arguments in favor of true, good cities should be able to exist even with dollar-a-gallon gas.

– Hat Tip: Douglas Wilson

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Good links

By on June 11, 2008 in Architecture, Neighborhoods, Urbanism

Be sure to check these links:

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Downtown is not the only town

By on May 29, 2008 in City culture, Urbanism

I’m thankful for businesses like Aptera Inc. who have decided to move to downtown Fort Wayne and support our urban core.

But downtown Fort Wayne isn’t the only urban business district around here. If you want to do business — or open a business — in a close-knit, walkable, multi-use community, you could also consider:

New Haven, pictured at top. The photo was taken at Broadway and Main streets during the downtown businesses’ Halloween celebration last year. It was packed!

Roanoke, above. The location of Joseph Decuis and Reusser Design, among others.

East State Village. A couple blocks long loaded with restaurants, a bakery, a library branch, a chocolatier and the Firehouse Theatre.

Waynedale. There’s a Big Boy and lots of small businesses lining Lower Huntington Road.

Wells Street. Several blocks of eclectic shops: Hyde Brothers bookstore, Mr. Wimps jewelry, a funeral home, a coffee shop, a bakery, a discount grocery and plenty of people milling around.

West Main Street. OK, this is my neighborhood, best known for Paula’s Seafood, O’Sullivan’s and Recovery Room Upholstery. But look more closely and you’ll find outdoors equipment, architects and even the SOMA art gallery.

I’m sure there are lots of other small business districts scattered around town. Any you’d care to mention? What do you like about them?

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Why a young person would want to leave Fort Wayne

By on May 28, 2008 in Theology

It’s funny how a seemingly innocent photo can reveal a cultural fault line.

This photo of a sign on Taylor Street in Fort Wayne posted on Fort Wayne Observed was greeted with this response:

I think it’s on “This is Why Young People Want To Leave Fort Wayne” Street.

That is: Christianity, or a certain brand of it, contributes to Fort Wayne’s brain drain.

Let me answer the implicit challenge directly.

There is a certain kind of Christian who believes “Turn or Burn” is the entire Gospel, remembers Hell but forgets Heaven and Earth, and reduces the welcome of a gracious Father to a wagging finger.

But there is another kind of Christian who knows that the goal is not escaping Hell; it’s defeating it. And to do that, this Christian loves his spouse, his children and his neighbors with vigor and joy. This Christian knows cities are rebuilt person by person, with love and patience, and does not shrink from doing a task that will have to be completed by his children and grandchildren and will need to be guarded as long as this earth lasts.

Some will be attracted to a group of such Christians. But there is a certain kind of young person who would see such a faithful church and leave town all the faster.

– Photo courtesy of Mitch Harper of Fort Wayne Observed

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Will Harrison Square hate pedestrians?

By on May 24, 2008 in Architecture, Downtown, Urbanism

Will the Harrison Square retail development in downtown Fort Wayne make pedestrians more or less welcome? And why would I ask the question, seeing as how there are so many pedestrians drawn on the architectural renderings?

But there’s a potential problem with the above streetscape, and David Sucher’s Three Rules for urban design (PDF) addresses it directly. Allow me to quote from his book, “City Comforts“:

If the problem is to create a walkable, pedestrian-oriented neighborhood, much of the answer is architectural. Actually, it is not so much “architectural” in the usual sense of the word, for it ignores style. Site plan trumps architecture. …

The key decision is the position of the building with respect to the sidewalk. This decision determines whether you have a city or a suburb.

  1. Build to the sidewalk (i.e., property line).
  2. Make the building front “permeable” (i.e., no blank walls).
  3. Prohibit parking lots in front of the building.

Now, at first, it may seem that Harrison Square meets the conditions. It will be built to the sidewalk, the front will not be bare walls, and obviously there’ll be no parking lot in front.

But take another look at the streetscape above. The retail establishments are not at street level; they are maybe five feet above street level, separated from the street and sidewalk by seven steps and a brick wall.

Now, imagine walking by the retail stores. You would not be eye level with the stores. You’d be ankle level. And when you drive down Jefferson Boulevard, you’ll have the same problem of not being able to see directly into the stores. This elevation of the retail establishments reduces the building’s “permeability” — not completely, but partially.

Another interesting wrinkle is that the rendering above seems to show on-street parking on Jefferson, which would require reducing Jefferson’s four lanes to three. Is that really part of the plan? I hope so, because if not, that small sidewalk with a wall on one side and heavy traffic on the other will not feel so friendly to the pedestrian, trees or no trees.

But here’s the clincher: If you are handicapped, how do you enter the stores?

Well, if you have the misfortune of approaching Harrison Square from the west, you’ll have to travel an entire city block to find a ramp that allows you access to the stores.

Now, before my criticism gets criticized for being too, well, pedestrian, please remember that these details matter. City residents will not approach Harrison Square from the air, as in the virtual fly-throughs. We will approach it on foot. And the way we interact with the building as pedestrians is the only way we’ll ever know.

I know that renderings are only plans, and are subject to change. But since construction of the stadium has been underway for some time, bringing the first floor of Harrison Square down to street level is probably out of the question.

– images from the city of Fort Wayne Web site

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The 12 traits of a walkable community

By on May 24, 2008 in Urbanism

What makes a walkable community? Dan Burden gives us the 12 most important things to rate when searching for a Walkable Community. Note how they apply so well to smaller towns:

1. Intact town centers. This center includes a quiet, pleasant main street with a hearty, healthy set of stores.

2. Residential densities, mixed income, mixed use. Near the town center, and in a large town at appropriate transit locations there will be true neighborhoods.

3. Public Space. There are many places for people to assemble, play and associate with others within their neighborhood.

Read all 12 at the Walkable Communities Web site.

– photo via stock.xchng

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