Rebuilding Place in the Urban Space

"A community’s physical form, rather than its land uses, is its most intrinsic and enduring characteristic." [Katz, EPA] This blog focuses on place and placemaking and all that makes it work--historic preservation, urban design, transportation, asset-based community development, arts & cultural development, commercial district revitalization, tourism & destination development, and quality of life advocacy--along with doses of civic engagement and good governance watchdogging.

Sunday, January 12, 2025

Bait and switch in Philadelphia: 76ers basketball team won't move to Downtown, will remain in South Philly

An arena supporter is in the chamber Thursday, Dec. 19, 2024 as opponents are on the floor before City Council is scheduled to give final approval to the Sixers arena during its regular meeting. Tom Gralish / Staff Photographer

It's been more than a year that the Philadelphia 76ers basketball team has been pursuing a relocation to downtown, modeled after the Wizards in DC and the Celtics in Boston.  

The City Council just approved the move, and inducements, even after recognizing some serious deleterious effects on Chinatown and SEPTA, the transit agency ("City Council gives final approval to the 76ers’ Center City arena proposal," "Inside the 76ers arena agreement approved by Philly City Council members", Philadelphia Inquirer).

I was somewhat supportive, because I think it's better to have such uses downtown and proximate to high quality transit like the Knicks in Manhattan and the Nets in Brooklyn (and yes, the teams in DC and Boston).  

I think Chinatown has a lot more realizable strength than it realizes because it is still a destination for first generation immigrants, while in DC, first generation Asian immigrants move directly to the Virginia suburbs ("Richard's Rules for Restaurant (Food) Based Revitalization, Salt Lake City and DC's Chinatown").

But now the 76ers have announced they're not moving ("The 76ers have struck a deal with Comcast Spectacor to stay in South Philly and abandon plans for a Center City arena," PI).

Was this bait and switch to get a better deal from Comcast, the owner the complex where the 76ers play?

In any case, the city should negotiate for better transit connections for the Wells Fargo Center.

And given that Macy's has just announced they'll be closing their store in Downtown Philadelphia ("What we know about the Macy's closing in Center City," PI), it's clear that the City needs a new plan for energizing Downtown, Market Street East.

I was thinking that they could try to recruit Boscov's Department Store, which is based in Reading, Pennsylvania and still has stores in downtowns, but serves the Philadelphia area through suburban stores in PA and NJ, or Von Maur, which is based in Iowa, but recently opened a store in the Pittsburgh suburbs ("Pennsylvania's first Von Maur department store opens in South Hills Village," Pittsburgh Post-Gazette).   Nordstrom's doesn't seem interested in new downtown locations.

It's a stretch, I know, but large center city downtowns can still be places where department stores focused on experiential marketing, can be successful.

Labels: , , ,

Wednesday, January 08, 2025

Winter snow clearance in the Walking City

A bicycle path cleared of snow in Sweden.  Reddit photo.

I used to write yearly about this, focusing on how the sustainable mobility centric city needs snow removal policies that co-equally privilege walking, biking and transit users, not just the motor vehicle parts of roads.

Moving to Salt Lake City-one of Utah's marketing slogans is "the best snow on earth"--is that ironically it doesn't snow that much in the city.  Most of the city is flat, in the valley.  The northeast sections (I live in part there), do get more snow, but it truly varies--one mile east closer to the mountains gets 2x or 3x the amount of snow we do.  Often, within a couple days the snow melts off our driveway anyway.

Of course, the mountain canyons get much more snow than Salt Lake, have avalanche threats, etc.

The city stays on top of road snow clearance, most households shovel their sidewalks, and I don't know what the city does for separated bike lanes--which aren't close to my house, and these days I am unable to bike anyway.

An intrepid bicyclist riding on a snowy road towards Georgetown, DC.  Reddit photo.

A Reddit thread complains about the quality of snow removal in DC ("Has DC's snow removal gone downhill? "), and it covers some of the same issues that got me writing those posts starting in 2009 (also my experience then working as a bicycle and pedestrian planner for Baltimore County).  

Back then it was Mayor Fenty's Administration that failed.  Surprisingly or not so surprisingly, the Reddit thread focus is on the roads--but then even pedestrians use them, especially when sidewalks aren't cleared.

I did find that my yearly "complaints" about the issue led to year-by-year-improvements.  DDOT even swiped a photo I reprinted from the Boston Globe on the topic.  But I'm not there now... GGW focuses on "snecks" but not the overall problem of snow removal in the Walking-Biking-Transit City ("Snow reveals excess roadway").

The condition of State Line Road following the previous day’s snowstorm on Monday, Jan. 6, 2025. The Missouri side on the right, Kansas side on the left. Dominick Williams dowilliams@kcstar.com  

The Kansas City Star has an article, "Kansas City overhauled its approach to snow removal. Blizzard response shows some payoff," about how the Kansas City Missouri (the Kansas side isn't doing too well with the same snowstorm) has transformed its business processes for staying on top of snow clearance, and it's a good model for other jurisdictions.


-- "A "maintenance of way" agenda for the walking and transit city," 2010
-- "Snow reminds us of the necessity of a "maintenance of way" agenda," 2013
-- "Testimony on the Winter Sidewalk Safety Amendment Act of 2011," 2011
-- "Level of service and maintenance requirements in planning #2: winter maintenance of bike paths," 2012
-- "Night-time safety: rethinking lighting in the context of a walking community," 2014
-- "Planning for Winter Weather," 2015
-- "Cataloging the various failures to remove snow in the walking/transit/bicycling city," 2015
-- "Who knew?: there is a Winter Cycling Federation and annual conference," 2015 -- the upcoming Congress is in Montreal, February 8th-10th, 2017
-- "Focusing on what's most important: snow on sidewalks or snow on cars?," 2016
-- "Winter preparedness, planning and the Walking/Biking/Transit City," 2019
-- "Walking City Wintertime: Snow and strollers in Toronto," 2019

MOW is a term used by railroads.   And "transit city" as an urban form encompasses sustainable modes of transportation--walking, biking, and transit--based on the concepts expressed in "Transportation and Urban Form: Stages in the Spatial Evolution of the American Metropolis" by Peter Muller.

Edmonton: Winter City Strategy, Winter City Design Guidelines.  Given how much of its climate is during winter, Edmonton, Alberta has developed plans to address this.  


The strategy has four elements– Winter Life, Winter Design, Winter Economy, and Our Winter Story.

Labels: , , , , , , , ,

Different smaller housing types other than large apartments

Micro-apartments.   The Boston Globe ("Micro-apartments will become a cost-effective solution for renters — eventually"), reports on the provision of small apartments in the city, 450 s.f. or less, with kitchens and community amenities.  They are a form of what used to be called SRO, or Single Room Occupancy housing, but flashier.  (Also see this BG article from 2015, "Developers, city hope tiny apartments will keep families in Boston").

From the current article:

The idea of living in a micro-unit, or an apartment roughly less than 400 square feet, might send some renters heading for the wide-open spaces of the suburbs. But for others, a small, manageable, and ideally affordable living space would make living closer to downtown feel more approachable. Perhaps unsurprisingly, it’s the affordability piece that Bostonians are still seeking.


In 2016, the city’s Housing Innovation Lab rolled out a traveling model apartment called the Urban Housing Unit, or UHU. At 385 square feet, this micro-apartment traveled to eight neighborhoods across the city, showing Bostonians what life in such a small space could look like. During its tour, the Housing iLab gathered feedback from roughly 2,000 residents to help draft guidelines for a compact living program.

... “We worked with the city of Boston to create these compact-living regulations that changed the [square footage] downward and basically made it so that it was more like an open-ended thing,” Roy said. “You had to just show it to the Boston Planning Department, go through the design, and make sure that you fulfilled certain requirements — there’s some storage, there’s a decent kitchen, there’s a place to put your bed, and there’s a certain amount of light and air.”

... Six years later, micro-units have proliferated throughout Boston — like the ones for rent at Micropolis in Beacon Hill and the studios at Troy Boston in the South End — but they aren’t quite nailing the goal of UHU yet. That’s because many of the micro-apartments for rent today aren’t exactly affordable. A 250-square-foot unit at Micropolis, for example, fetches more than $2,000 per month.


 ... Smaller homes can present advantages, too. Though there’s a shortage of space, there’s also less cleaning and maintenance to be done, Salpoglou said. Utility bills will be smaller, and you’ll likely be buying less “stuff,” like furniture, accessories, and things that might constitute clutter. “There’s no question there’s an added benefit to them,” he said.

... It’s the kind of project Roy thinks could benefit Boston, along with more cohousing models. Both would serve demographics like workforce singles and couples, graduate students, single parents, divorcées, the elderly, artists, and recent immigrants, which make up many of the groups currently priced out of Boston’s housing stock. 

“There has to be a way for the city and the state to subsidize nonprofit development to do this,” Roy said. “It’s necessary for the workforce — for people who don’t make $100,000 a year and just need a place to live.”

What I think's interesting about the initiative is the prototyping they did.  There definitely is a need to extend the range of housing choices available to people, especially singles.  Cost of new housing is an issue, so subsidy might be required.   And it is a way to add "gentle density" to a community, especially if such buildings are built in areas with good transit and other amenities.

Two adjacent rowhouses on Chapin Street NW were combined and renovated to form the first Cohabs building in D.C. There is no signage to suggest that the building is different from the other houses on the block. (Aaron Wiener/The Washington Post)

Co-living.  In "Can 35 roommates cure loneliness? This co-living housing firm thinks so," the Washington Post discusses a firm opening a more expensive of group housing that they call co-housing.  From the article:

Brussels-based Cohabs is buying up properties in D.C. with the aim of converting them into “co-living” spaces, where as many as 36 housemates will share common areas, events and — according to the firm’s marketing — a cure for urban loneliness.

The company opened its first D.C. house last month. The property, formerly two adjacent rowhouses in Columbia Heights, has been turned into a warren of 36 bedrooms, 15 bathrooms, two full kitchens, six kitchenettes and two roof decks.

Cohabs has purchased five other properties in D.C. and is aiming for more. In 2025, the company plans to buy a building a month, according to U.S. managing director Daniel Clark. “We could go pretty quickly to 500 beds, and I think 1,000 beds is possible,” Clark said.

... Those rents include cleaning services, utilities, periodic group breakfasts and events, a full-size bed and other furnishings, and basic communal supplies such as toilet paper, soap and olive oil. 

According to the article, other firms offer a similar kind of experiential housing elsewhere in the city, while the WeLive spin off from WeWork failed. 

It does seem like a good way to add housing density without new construction or teardowns of existing historic building stock.  It extends the range of housing types available--not everyone wants their own apartment.  The programming is a nice touch for people more interested in experiences.

The New York Times article refers to co-living as "dorms for adults," ("As Housing Costs Soar, Co-Living Makes a Comeback").

Co-housing.  I was confused at first, thinking they were calling it co-housing.  I've visited the co-housing development in Takoma DC.  The building is U shaped, with separate attached buildings, like rowhouses, with a commonspace in the middle including kitchen, dining, and other facilities.  But each housing unit has its own facilities: kitchen, washer and dryer ("There’s Community and Consensus. But It’s No Commune," New York Times).  

But the intent, like the Cohabs version, is to promote interaction, which isn't necessarily the case with group housing, unless people already know each other.  From the NYT article, "Modern Housing With Village Virtues":

Louise Dunlap, 78, has rented a studio apartment in a nine-unit cohousing community for the last six years. “Interdependence,” she says, “goes beyond turning the compost and fixing the washing machine. I get a chance to share meals and deep conversations. There’s a kind of love that grows out of these connections — not romantic love, not family love, but something about our common humanity. I wish everyone could experience this.”

The problem with co-housing is that the first wave of residents are fully committed, while tenants are replaced individually as units go up for sale, and new residents don't necessarily have the same commitment.  Another problem is financing the building in the first place ("They Took a Chance on Collaborative Living. They Lost Everything," NYT).

Co-operatives.  There are two types of co-operative housing.  One is more communal, the other has separate apartments or buildings, with zero focus on co-living.   For example, in Ann Arbor, there are a large number of communal co-ops serving as a form of student housing.  They prepare common meals, at least for dinner, using an in-building commercial kitchen, and have joint spaces for living, with individual small rooms and shared bathrooms.  Rather than jobbing out cleaning etc. like the co-living spaces, the residents do this collectively.

Single Room Occupancy ("Single-room rentals in America's housing ecosystem," Niskanen Center, Single Room Occupancy Task Force Report, Hennepin County).  Units were significantly smaller than co-living options, with a size of 80 to 140 s.f. on average, with shared restrooms and a living room.  Rooms often had a small kitchenette with a hot plate, not a full stove.  

Many cities have seen a small rebirth of the SRO type as a way to address homelessness.

Boarding houses.  A variant of SROs was boarding houses, which included dinner for sure and maybe breakfast.

Labels: , , , ,

Tuesday, January 07, 2025

The most momentous transportation story of 2025 has already occurred: imposition of NYC's congestion zone

We know about congestion zones from cities like London and Stockholm, where motor vehicle operators pay a toll charge for entering the city core.  London has an additional ultra low emissions zone too.

A few years ago, NYC had considered creating one, but the state stopped them.  They've been studying the issue for some time, a date was set ("A $15 toll to drive into part of New York has been approved, a first for a U.S. city," AP) and the Governor of New York stopped this iteration as well ("L.A. hoped to learn from NYC’s congestion pricing rollout. Now what?," Los Angeles Times) for fear it could swing votes to Republicans, only to go on to agree after the election.  From Bloomberg article "NYC Congestion Pricing Takes Effect After Years of Delays":

Then, a tolling structure had to be created. Rates needed to be high enough to discourage driving and shift motorists to public transit, but not so burdensome that they crippled local businesses and the broader economy. About three weeks before the plan was supposed to start last June, New York Governor Kathy Hochul said an initial $15 charge was too large and paused its launch.

Congestion pricing scanners above First Avenue at East 60th Street in Midtown Manhattan on Sunday morning. Drivers will be tolled via E-ZPass or license plate readers. Credit: Karsten Moran for The New York Times

The fees, which will support the Metropolitan Transportation Authority (NYC Subway and buses, LIRR and Metro-North trains), went into effect yesterday, January 6th ("What New York’s congestion charge could teach the rest of America," Economist).

The scheme is modelled partly on that of London, where since 2003 a daily charge (currently £15, or $19) has reduced the number of cars, improved air quality and funded transit upgrades. New York’s version costs $9 for most drivers (with different rates for lorries and low-income New Yorkers). The zone includes Manhattan’s central business district, south of 61st Street, and most of the roads, tunnels and bridges that connect surrounding areas (see map). The Metropolitan Transportation Authority, which oversees the city’s transport system and some suburban lines, hopes that the scheme will reduce traffic in these areas by 10-20% (traffic in central London fell by 18% in the first year). Revenues from the congestion charge are earmarked for much-needed improvements to New York’s ageing subway and other public-transport systems.

Also see:

-- "New York first US city to have congestion charge," BBC
-- "New York City Welcomes Congestion Pricing With Fanfare and Complaints," New York Times
-- "Here’s why no one escapes NYC’s controversial congestion toll — not even locals without cars," New York Post
-- "First in nation zone toll designed to raise $1 billion per year in NYC," Clark County Today
-- "NYC congestion pricing program has launched, tolling drivers entering 60th Street and below in Manhattan," Newsday
-- "The Funniest and Most Notable Reactions to Congestion Pricing," New York Magazine

I'm surprised there is an overnight toll, since traffic then is significantly reduced.

Congestion pricing sign along the westbound Long Island Expressway approaching Van Dam Street in Queens on Sunday. Credit: Newsday/James Carbone

Effect on central business district, will businesses relocate to areas outside of the congestion zone? While I agree theoretically in this form of transportation demand management, and not only does it reduce congestion but has positive effects on the environment, I do worry that post-covid, where the office market has been so diminished, that a congestion toll could accentuate negative effects on the city's central business district.

When your CBD doesn't have much competition a congestion zone toll is less of a worry vis a vis competition for commercial activity.


New York Post graphic.

State of New Jersey against.  NJ fought the toll because they argued it would disproportionately affect their citizens ("Greenlight for congestion pricing as judge rules against New Jersey," Newsday).  Surburbanites don't like it either.  From the Toronto Star article:

Siemiatycki also acknowledged that road pricing is an unpopular idea in suburban areas while taking off road tolls, expanding highway networks and cutting bike lanes have “an effective political wedge.” “We do have to acknowledge that the approach that they’re following is popular. The problem is it hasn’t been effective. I mean congestion has gotten worse during their six years in office,” Siemiatycki said. “It might be good policy, but it’s not good politics,” he said.

Could a NYC congestion toll also support transit network improvements between NJ and NYC, not just NYC?  OTOH, I wish that the congestion toll would also be used to improve NJ-related transit such as: (1) extension of at least one NYC subway line into NJ; (2) building a subway on Bergenline Avenue; (3) creation of fixed rail transit from NJ to Staten Island; (4) working to merge NJ Transit trains with Metro North and LIRR trains to have through running trains, improving the system overall; (5) investments in PATH; etc.

A congestion zone for DC?  People suggest a congestion zone for DC and it has been mentioned in documents by the City's' DOT.  But especially since covid, and transit usage is less than half of what it was before, that there are too many other competitive districts: Alexandria, Arlington, Bethesda, Tysons, the I-70 corridor; etc., for the city to go it alone.  Especially since the Republican federal government will aim to further reduce the number of agencies and workers in DC.

Maybe if the fee also supported other transportational improvements, not just serving DC, it could work.  E.g., merging VRE and MARC, having MARC service in Montgomery County be bi-directional, etc.

World class cities as examples for others: will NYC's congestion charge lead to such an adoption elsewhere.  I suppose there are many such articles, but I found three, about the possibility of their cities imposing congestion fees, emboldened by the action in NYC.

-- "Jammed and polluted Mumbai needs congestion fee, a la NYC: Experts," Times of India
-- "New York City has imposed a congestion charge on drivers entering Manhattan. Should Toronto follow suit?," Toronto Star

I have a line that "world class cities don't just take, they give," in that when they adopt best practice it empowers other places to do something similar.  This goes with London with the congestion charge, even though it was preceded by Stockholm in Europe and Singapore.  Similarly, Paris wasn't the first city to adopt bicycle sharing, but it was the first study to introduce it on a huge scale, which empowered other cities to adopt bicycle sharing as well.

Labels: , , ,

Toronto the Better series: Toronto Star

 (It will take a few months, but I am working on a piece about social infrastructure and community cohesion that goes beyond the library as a hub.)

The Toronto Star has introduced the Toronto the Better initiative ("It’s time to make Toronto better. For the sake of the city — and for all of us").  Under Mayor John Tory, his approach was one of austerity, not taxing enough to keep up with inflation, let alone new needs, or investment in declining public assets.

Laughingly, last election he said he was the solution to people's complaints about a declining city ("Brutal performance art criticism of Toronto's Mayor, John Tory, and his "austerity" agenda").  He did get reelected, but stepped down soon after when it was disclosed he had an affair.  

Mayor-elect Olivia Chow cycles with a peloton of supporters down Bay Street to Nathan Phillips Square ahead of her swearing in. Steve Russell / Toronto Star 

Olivia Chow won the special election ("Most Torontonians say life in the city is getting worse. Here’s how Olivia Chow can help change that," Star). She's a transportational cyclist ("Olivia Chow rides her bike to her first day as Toronto's mayor").

According to the article launching the Better initiative:

That’s why I’m excited to announce the Star’s major initiative for 2025: Toronto the Better — an ambitious, optimistic and constructive series exploring how we can improve the quality of life in this city, both collectively and individually. Our problems are well known; it’s time we start talking about solutions.

... Many readers have told me they want more uplifting, solutions-focused journalism. That’s exactly what Toronto the Better will deliver. Over the next year, we’ll draw from psychology and sociology research, best practices in urban planning and the lived experiences of Torontonians to find ways to make our city — and our lives — better. I’m hopeful we’ll not only inform, but also inspire. 

We’re kicking off the series today by focusing on purpose and meaning, starting with the benefits of giving back. As you make your New Year’s resolutions, I urge you to consider adding volunteering to your list. It’s not just an opportunity to help the community — it’s also one of the most impactful ways to improve your own well-being. Throughout the year, we’ll highlight the people and organizations making a difference in Toronto and share volunteering opportunities that can inspire real change. Even if just a handful of readers take up this challenge, it will be worth it — but imagine the impact if thousands did.
Interestingly, this series seems to be the flip side of an earlier campaign, "Can't We Do Better," spearheaded by City Hall columnist Edward Keenan ("Trashy litter bins, decrepit transit, cancelled swimming lessons: Toronto, can’t we do better? The stories in the Star series").

The new campaign takes on a more positive spin.

Labels: , ,

DC Circulator service shuts down

The service shut down with the new year ("Round and round one last time: The final day of the D.C. Circulator," Washington Post).

I was a fan of the original, a comfortable more sporty red and silver Van Hool bus.  And the service from Downtown to Georgetown/Rosslyn and eventually around the National Mall ("New DC Circulator route serving National Mall reminds us that we are neglecting connections from west to east and fail to adequately connect Georgetown to the National Mall") made theoretical sense.


Later, because people wanted the sporty red and silver buses to serve their neighborhoods, various additional lines were added.

But ridership, in reality was abysmal.

-- "Lies, damn lies, and misleading data: bus service (DC Circulator)," (2023)
-- "Throwing up my hands and the "Anacostia" "Circulator"," (2010)

For years they hadn't been reporting data by bus line--there are six.  Obviously it's because most of the lines have minimal ridership.   This is from a blog entry, "Semi-reprint: Methodology for determining transit expansion" from 2014:

DC Circulator ridership per day
High and low service months (2013 data)

RouteRidership PeakMonthRidership LowMonth
Georgetown-Union Station6,600June5,500February
Woodley Park-McPherson5,060February4,000November
Union Station-Navy Yard1,700July900November
Rosslyn-Dupont Circle2,750July2,550October
Potomac Ave.-Skyland1,650September1,150November

I had no idea that the ridership of these various bus lines was so pathetic. I knew they were bad mostly, but I had no idea how low the ridership is--other than the fact that I look at every Circulator bus that I pass and judge the amount of ridership on that particular bus, and most cases, except Downtown-Georgetown and sometimes on 14th Street, the number of riders appears to be minimal.

This year the city decided to cancel the Circulator overall out of budget concerns.  I don't remember the exact number, but it cost a fair amount, needed many millions for new equipment and had a maximum farebox revenue of about $2 million.

The benefit-cost relationship was way out of wack.

Of course, most transit advocates wanted to keep the service ("The Circulator’s death doesn’t have to leave riders, workers stranded. Transfer services to WMATA," GGW).  By comparison, high ridership Metrobus lines in DC, at least before the pandemic, was 12,000 to 30,000 riders per day.

Labels: , ,

Monday, January 06, 2025

An economic development "transformational projects action plan" for Greater Wichita

While preparing a set of entries celebrating next month's 20th anniversary of the blog, I came across this entry from 2020, which I didn't quite finish.

Note that while the entry mentions the failure of the Boeing 737MAX as an issue in their aerospace sector, it's gotten worse ("Boeing’s woes mean rising anxiety in Wichita, Kansas, the 'Air Capital of the World'," NPR, "Troubled Boeing is absorbing Spirit with the Wichita economy in the balance," Wichita Beacon, "New Boeing CEO wants to keep defense work in Wichita after touring facility, Moran says," Wichita Eagle).
=========

Transformational Projects Action Planning as an approach
. Based on a slew of previous writings, over the past few years I've codified an approach that I call "transformational projects action planning" as an element of planning at three scales: (1) for master plans; (2) functional plans (elements, such as transportation); and (3) for specific projects, aiming for innovative approaches.

The basic idea in master and functional plans is to create a list of high profile projects that are transformational and further drive innovation in quantum and scalar ways across a community.

Some examples of the concept are written about here:

-- "Why can't the "Bilbao Effect" be reproduced? | Bilbao as an example of Transformational Projects Action Planning," 2017
-- "Downtown Edmonton cultural facilities development as an example of "Transformational Projects Action Planning"," 2018
-- "A "Transformational Projects Action Plan" for a statewide passenger railroad program in Maryland," 2019
-- "A "Transformational Projects Action Plan" for the Metrorail Blue Line," 2020
-- "Revisiting the Purple Line (series) and a more complete program of complementary improvements to the transit network," 2019
-- "Minneapolis Super Bowl: Urban Revitalization and Transformational Projects Action Planning," 2018

So the fact that multiple economic development agencies in Greater Wichita have come together to create a joint approach to economic development and have listed a master set/prioritized list of transformational projects is not derived from the TPAP approach. But it's a good example nonetheless.

It's been spurred by the pandemic-related economic downturn as well as fallout from the failure of the Boeing 737MAX airplane--Wichita is home to a large aerospace manufacturing sector.

There are plenty of business organizations that come together to work together on economic development matters across jurisdictions, that's part and parcel of the "Growth Machine."  But rarely do I see these efforts accompanied by a master list of projects.

From the Wichita Business Journal article "Wichita's economic development leaders outline plan to go after stimulus money":
Creating a blueprint Part of economic development's role in aiding in recovery is assessing where the Wichita area stands. Identify its assets, Greater Wichita Partnership president Jeff Fluhr said, understand the impact that the 737 MAX and Covid-19 have had on the workforce and economy, and see where the group can help.

"These things are all knit together now," Fluhr said.

Partners in the effort are quick to point out the the 13 identified projects are a starting point. Other projects exist, but these are the most attainable.

Lawing said the document gives the Workforce Alliance and others a starting point for competitively applying for federal grants.

"I can demonstrate we have a plan in place," he said. "This is a way we can be proactive."
Here are the projects:
Aerospace Maintenance, Repair, and Overhaul
• Infrastructure for the city's airports — Dwight D. Eisenhower National and Col. James Jabara — would give Wichita an opportunity to focus on a recession-proof sector of aviation, the maintenance, repair and overhaul industry.

Aerospace defense manufacturing
• Cybersecurity Maturity Model Certification would improve training and support for Wichita-area companies. Estimated amount needed: $1-$2 million.

• A defense manufacturing technology center aligned with WSU's National Institute of Aviation Research. Estimated amount needed; $25-$50 million.

Accelerating the pivot to innovation
Four identified projects, outside aerospace, are associated with technology and innovation.

• A Business Digital Transformation and Convergence Sciences project would be similar to the startup of WSU's National Institute for Aviation Research, instead going beyond aerospace to convert all business sectors digitally. Estimated amount needed: $25-$50 million.

• Andy Schlapp, WSU's executive director of government relations and strategy, said it would include transforming Kansas economic staples agriculture and oil and gas.

• A Smart Manufacturing project combining digital, physical and experimental technologies to advance manufacturing capabilities. Estimated amount needed: $25 million.

• A Cybersecurity "Cyber" Range that would create a Wichita Cyber Range Center to stimulate jobs and companies providing "world-class" cybersecurity. Estimated amount needed: $20-$25 million.

• Dark Fiber Corridors to support the other technology projects and install dark fiber in critical business corridors. Estimated amount needed: $3-$5 million.

Moving people and goods

• The North Junction project, the three-phase effort to unclog bottlenecks and improve safety for the north Wichita convergence of I-135, I-235, K-96 and K-254.

• A transload shipping center has long been discussed, giving south-central Kansas a facility similar to the BNSF intermodal park near Edgerton in Johnson County. Estimated amount needed: $15-$20 million.

Closer to being shovel-ready
• Continued work on the Amtrak Heartland Flyer infrastructure, as Wichita tries to bring an Amtrak stop back to the city, connecting Oklahoma City and the Southwest Chief route in Newton, for the first time in more than 40 years. Estimated amount needed: $32 million.

• Infrastructure for the former oil refinery site west of I-135 at 21st Street, an 120-acre area that's nearly cleaned up by the EPA, according to Nave. The area would be used for industrial development. Estimated amount needed: $5-$10 million.

• An 800-acre "megasite" for catalytic projects adjacent to I-35 and near the El Dorado industrial park. Estimated amount needed: $30-$35 million.

Conclusion.   It's best to be forward focused, also in terms of setting and agenda, and aiming for its realization.

Labels: , ,

Saturday, December 28, 2024

Free New Year’s Eve rides

Many transit systems offer this.  It can be a good marketing touchpoint.  Chicago's subway and bus system, CTA, and the Metra commuter rail system are two such agencies.

Labels: , ,

Transit oriented development station typology revisited

The Washington Post ("Welcome to the loneliest Metro stop ") discusses how the Loudoun Gateway Metrorail station is pretty desolate.  There's a decent discussion on Reddit about it.  The main issue is the station is exurban compared to the core of the region and that much of the Silver Line is more like a commuter railroad than a subway line--ridership on the Silver Line is pretty pathetic, when all is said and done.  It reminds me of the UMN Center for Transportation Studies study of the Hiawatha Light Rail Line there, which found that the best ROI is within the first 10 miles of the system.  From the article:

But at Loudoun Gateway, the second-to-last stop on the Silver Line extension, there is never any bustle. This year, an average of 317 people have entered the Loudoun station each day, according to Metro’s rail ridership survey. That’s about 0.08 percent of the system’s daily riders.

What's frustrating to me is the failure to recognize there is a station typology that makes it easier to understand why stations can be successful with TOD and others are much less likely to be so.  You'd think after almost 50 years of experience with Metrorail, this would be better understood.

And it's not like Metrorail hasn't already created a station typology, although it was focused more on bicycle and pedestrian access, it's applicable to TOD questions.

I wrote a summary piece about this a few years ago, "The ability to develop around transit stations is conditional on land use and mobility context" (2021).  From the entry:

Categorizing transit stations in terms of access (and indirectly, the opportunity for development.  Perhaps the best way to think about the opportunity for "transit oriented development" is to consider  how WMATA categorizes its Metrorail stations, as laid out in the Bicycle and Pedestrian Access Improvements Study (2010), in Appendix D.  There are nine categories, based on land use context, from dense/connected/compact to undense/disconnected.

  • High Density Urban Mixed-Use in a Grid Network (21 stations)
  • Urban/Suburban Residential Center -- (12 stations) [opportunity for multiunit buildings close to the station, even if the area is otherwise single family residential)
  • Urban Residential Area with a Bus/Automobile Orientation (5 stations)
  • Campus and Institutional (3 stations)
  • Mixed use in a "pod" layout (13 stations) [isolated, disconnected locations]
  • Long-Term Potential for High Density Transit Oriented Development (TOD) or Planned Unit Development (PUD) (4 stations)
  • Suburban Residential Area (9 stations)
  • Auto Collector/Suburban Freeway -- (5 stations) 
  • Employment Center/Downtown/Urban Core -- (12 stations)
Note that to make this typology work more universally, two more categories need to be added:
  • Smaller Town Center (Suburban/Exurban)
  • Exurban Station (Residential primarily)
Update:  Although with Loudoun Gateway the typology needs to be tweaked to include light industrial.
  • High Density Urban/Suburban* Mixed-Use in a Grid Network (21 stations)
  • Urban/Suburban Residential Center -- (12 stations) [opportunity for multiunit buildings close to the station, even if the area is otherwise single family residential)
  • Urban Residential Area with a Bus/Automobile Orientation (5 stations)
  • Campus and Institutional (3 stations)
  • Mixed use in a "pod" layout (13 stations) [isolated, disconnected locations]
  • Long-Term Potential for High Density Transit Oriented Development (TOD) or Planned Unit Development (PUD) (4 stations)
  • Suburban Residential Area (9 stations)
  • Auto Collector/Suburban Freeway -- (5 stations) 
  • Employment Center/Downtown/Urban Core -- (12 stations)
  • Smaller Town Center (Suburban/Exurban)
  • Exurban Station (Residential primarily)
  • Exurban Station (light industrial)
The area around Loudoun Gateway is mostly home to data centers, which take up a lot of space, but have very few employees.

* I added Suburban to the first category "High Density Urban/Suburban* Mixed-Use in a Grid Network" because it better captures large scale Suburban business districts like Silver Spring or Bethesda.

Labels: , , , ,

It's tough to live in Utah: Back off you communist varmints signage on the back of a truck, Spanish Fork, Utah

 




Breaking free of neoliberalism

Jordan Himelfarb, Opinions editor for the Toronto Star interviews ("My dad used to run Canada’s public service. As the Star’s opinion editor, I asked him what he got wrong, how he turned left — and why he keeps needling me about my work") his father Alex, on his new book, Breaking Free of Neoliberalism: Canada’s Challenge.

Neoliberalism is not unique to the United States or the UK, it is a world-wide phenomenon.

AH: You’re right that we are living in an age of crisis which itself ought to suggest there’s something very wrong about how we have organized ourselves. Add to that our collective tool kit to address those crises has rarely been weaker. The 1980s neo-liberal counterrevolution, when governments focused single-mindedly on growth and came to see their primary role as creating the conditions for business to prosper, stripping away as many barriers to profit as politics allowed, changed not just government but the country and for that matter us. 

Freedom — economic freedom and freedom from government — became a core value. Competition would sort out the winners and losers. Inequality was not only inevitable but right. Unsurprisingly, decades of flattened taxes, deregulation, privatization, offshoring and financialization — the neo-liberal policy suite — have led to increased inequality and insecurity — and a loss of trust in our public institutions. Just look at how few people vote irrespective of the stakes and how many seem ready to burn it all down.

JH: Your book is premised on the idea that neo-liberalism has created deep inequalities, constrained our collective capacity to meet big challenges and generally spread misery and anger by undermining solidarity and turning us against one another. If it’s so terrible, why does it persist? 

AH: Not that hate, exploitation and misery — even globalization — somehow didn’t exist “before neo-liberalism.” But neo-liberalism did upend the post-war settlement, when it seemed that capitalism and democracy could nourish each other, that high profits and high wages could coexist, that growth would benefit everybody. Instead we have corporate concentration and extreme economic inequality and insecurity. 

And so finally to your question, I argue that neo-liberalism contains the seeds of its own perpetuation because it has undermined our collective tool kit — taxes have come to be seen as a burden or punishment, regulations as red tape and a drag on the economy, so too unions, while trust in government, in political parties, even in democracy continues to decline. Most significantly trust in one another — essential if we are to solve problems together — has been in sharp decline. So even as many have lost faith in how things are they have also, it seems, lost faith in the idea of the collective, in the possibility of doing big things together.

JH: So then, how, as you say, do we break free? 

AH: Ha. Big change is hard. But the stakes are high. (Italian political theorist Antonio) Gramsci recognized that in these in-between times when there’s a “war for position” the outcome is uncertain, things could flip this way or that. When asked if he was optimistic Gramsci responded with “pessimism of the mind, optimism of the will” — optimism is a choice, despair is not an option. But there are many reasons for hope. Big change usually starts outside of government, outside of conventional politics — in civil society. And there are many people out there fighting for better. If they were to link up and find some common ground, see how their issues link together and to the larger public issues, who knows what’s possible. Research out of Harvard suggests that if 3.5 per cent of the population join together to fight — peacefully — for change, they almost always succeed. There’s no shortage of ideas and energy.

Labels: , , , , , ,

A good point: neighborhoods that agree to add denser housing, deserve to get infrastructure improvements in return

 So says Toronto Star columnist Shawn Micaleff, "If Toronto fails to deliver this one piece of infrastructure, it will reveal an ugly truth."

There should be a grand bargain: If our leaders are going to stuff so many people into the same places, they ought to be provided with fantastic infrastructure. Theoretically, anyway.

Liberty Village is often vilified by people in single-family homes as being a “slum in the making” but it’s one of Toronto’s hero neighbourhoods, helping the city live up to its self-congratulatory “You Belong Here” motto while it whispers, “stay out,” writes Shawn Micallef. Rene Johnston / Toronto Star

He's writing about the Liberty Village neighborhood, which unlike most of Toronto's neighborhoods has agreed to a number of dense housing developments ("Toronto’s grudge against apartments," Star), but has substandard access to transit, lacks parks, etc.

So warped are perceptions in Toronto that even progressive folks consider tiny condo apartments, the first rung of the property ladder that people claw their way into, as “luxury,” but homes in the million dollar range or more are somehow not. There’s also a perception that those homeowners “contribute” to the neighbourhood and, in this case, the 900 apartment dwellers somehow wouldn’t. ...

The stakes are high. Old Toronto missed out on building apartments when it could, now we’ve conspired to make apartment living a bad thing in much of the city. Don’t like tall buildings? Then fight for density to be spread across the city. Inclusive ratepayer and historic preservation groups that do this will be the new civic heroes. 

 “Everyone complains about tall towers downtown, and everyone wants mid-rise, but part of the problem is an inability to unlock additional small-scale intensification in existing neighbourhoods,” says Galbraith. “Affordable housing is always a hot-button issue, and combined with both the inability to create and resistance to infill, I think the answer is obvious: we should provide more smaller scale housing options everywhere in the city.”

Labels: , , ,

Funny real estate advertisement in the office front window, , Price Utah Main Street

 

Advertisement in the window of the Sun Somewhere real estate office: A loving classic charming brick cottage-style home, situation in an area where pride in Home Ownership, yard maintenance and front porch sitting are still cherished traditions.

Friday, December 27, 2024

Lifts, tramways, and gondolas, oh my!

Flickr photo by Steven Wilson of the not in use gondola in Moab, Utah.

While looking up what was the deal in Moab, where there is an abandoned gondola--it's more than 20 years old and never opened--I came across the Lift Blog.

Two other resources are the Gondola Project and the Gondola Society of America.

========

Originally, I was "against" gondolas, mostly because they were proposed more for scenic tourism (e.g., a proposal in Baltimore many years ago ("Baltimore gondola transit "plan" a waste of time?," 2007 blog entry, "Harborplace plans (maybe) include aerial cable cars," Baltimore Banner, 2023) than for "real" transportation reasons.  

But learning about active gondola transportation systems in La Paz, Bolivia, Medellin, Colombia, Mexico City and other places has made me realize that gondolas have a place in the urban transportation system, especially in topographically challenged areas, be it in South America or Portland's Aerial Tram.

Mexico City

Rendering, Georgetown, DC to Rosslyn, Virginia

A new $57-million aerial tram carries riders to and from a hilltop at Oregon Health & Science University, affording them wraparound views of the Willamette River, downtown skyscrapers and, on clear days, the snowy tops of Mt. St. Helens and Mt. Hood. The tram ascends from the South Waterfront area, a formerly idle industrial zone that is Portland's next new neighborhood, and the streetcar line is scheduled to reach farther into it in July. (Christopher Reynolds / Los Angeles Times)

Rendering of a gondola to Dodgers Stadium.  To me, the major reservation is that its rider capacity would be much less than the potential demand.

There are proposals to do gondolas in the US, among the ones that seem to have backing are Georgetown, DC, Los Angeles to connect Union Station to Dodger Stadium ("Lawsuits, political backlash: Dodger Stadium gondola faces more roadblocks," "Let the Dodger gondola take flight. L.A. needs more transit option," Los Angeles Times), and Staten Island to New Jersey to better connect to the NJTransit system ("Why not a gondola?," Staten Island Advance).  

A billboard protests the proposed Dodger Stadium gondola project along Sunset Boulevard in Los Angeles . (Allen J. Schaben / Los Angeles Times)

Of course, all have various levels of opposition, mostly virulent.

WRT Georgetown, I prefer a separated Silver Line subway which would also connect Rosslyn's Metro Station to Georgetown, but given the increasingly less likelihood this will come to fruition because of how DC's commercial property sector has been wrecked by covid's shift to Work From Home, a gondola might be reasonable. 

Gondolas have been very controversial in Utah because of the proposal to build one with public monies in Little Cottonwood Canyon, which would serve the Alta and Snowbird ski resorts, as a sustainable mobility measure ("It’s official — UDOT chooses the gondola for Little Cottonwood Canyon," Salt Lake Deseret News).  Despite the fact that many of the ski resorts in Utah and the Intermountain region have gondolas. 

The anti-reaction stems from scenic issues--although I think gondolas in the Alps prove it's less of an issue than people argue--and the belief that it is a giveaway to the private sector, rather than as a way to deal with serious traffic congestion generally and the fact that avalanches usually close the road a few times per year.

OTOH, the gondola would only operate in the canyon, and UDOT didn't provide much discussion in the way of getting people to and from the gondola by transit, as opposed to driving.  Plus, arguably, the canyon has more visitation in the summer than in the winter, and the proposal is to run the gondola only in the winter.

Labels: , , , ,

Quimbyism: sign me up!

A book I need to read.  Yes to the City: Millennials and the Fight for Affordable Housing

We've heard of NIMBY -- not in my backyard -- and YIMBY -- yes in my backyard -- abbreviations for different factions in communities opposed to or supportive of development.

A few years ago, Michael Mehaffy a prominent new urbanist, came up with the term, QUIMBY ("Never mind NIMBY and YIMBY–it’s time for ‘QUIMBY’ urbanism We need a major rethink of gentrification and affordability challenges if we’re going to get anywhere," Public Square), for "quality in my backyard" in part because YIMBYs don't seem to be too clued into quality, just building.

This comes up a lot with criticism of historic preservation as a limiter of development, or a stalking horse to stop development.  OTOH, there are a lot more areas of cities not zoned for preservation than for preservation.  

So most cities have plenty of build out capacity in commercial districts, transit catchment areas, reproduction of institutional lands, etc.

It happens that the neighborhoods that many people want to live in are typical of those that are designated historic, such as rowhouse neighborhoods in New York City, Baltimore, DC and Richmond.  YIMBYs basically argue for tearing down historic housing in favor of building more, to meet current demand, not recognizing that the new housing will be even more expensive because it is built at today's pricing for land, labor, materials, and financing.

To me, this is a perfect example of YIMBY housing on Sherman Avenue NW in DC, adjacent to housing that is eligible for historic designation but isn't designated, hence there are no design standards or processes to ensure compatible development.

Anyway, I commented on a recent post on the Pro-Urb list that QUIMBYISM could help us solve a problem of lack of congruence with multiple movements all addressing an element of what makes urbanism and urban living so attractive, by providing the glue that could join them in an agglomerated movement:

  • Historic Preservation
  • New Urbanism
  • Urban design and placemaking (including Project for Public Spaces concepts)
  • Walkability-15 Minute City concepts
  • Sustainable mobility
  • City Beautiful.  
This too, in NE DC near H Street NE and Hechinger Mall, in a rowhouse neighborhood that is eligible for historic preservation designation.  

These kinds of examples are why I argue that the entire city should be treated as a historic district ("Treating an entire city as a heritage area/conservation district, rather than a neighborhood by neighborhood approach," 2020).

On the other hand, this is an example of good, quality oriented infill development in a historic district and yes it costs more.  

It's a row of four or five new builds constructed on the 500 block of East Capitol NE (a tony housing district in DC).  

Ironically, they were built on a parking lot that was created by the Capitol Hill Baptist Church in the 1970s, by tearing down a beloved neighborhood restaurant, Mary's Blue Room  ("Losing my religion," 2008).

This action sparked the creation of a local historic preservation ordinance, providing protection against non-federal property owners, when the National Register Historic Districts designation process created by the 1968 National Historic Preservation Act only provides protections against federal undertakings.

But as Stephen Semes writes in Future of the Past: A Conservation Ethic for Architecture, Urbanism, and Historic Preservation, "the architecture of the ensemble" and maintaining neighborhood design coherence should be our priority.
"Maintaining a broad stylistic consistency in traditional settings is not a matter of 'nostalgia,'" he says. "It's a matter of common sense, of reinforcing the sense of place that made a building or neighborhood special to begin with. But many academically trained preservationists want to impose their inevitably subjective notions of what the architecture 'of our time' is."

Modern rowhouses in Capitol Hill, Seattle

Historic era rowhouses in Pittsburgh (I don't know if they are designated)

Typical new construction apartment design.  This is in Lakeland, Florida.



Labels: , , , , , , , ,

Wednesday, December 25, 2024

Christmas and giving thanks

Street Christmas decoration, Price Utah Main Street.

I'm not religious.  My birth father was Jewish, my mother Christian.  I wasn't exposed to church regularly until I was 11ish, in foster care.  So it was hard to have "faith" when Christianity seemed illogical.  I am somewhere between agnostic and atheist so holidays like Christmas are hard for me--Hallmark Christmas movies are especially over the top.

But the holiday lighting is cool, who doesn't like presents, and it's fun to attempt to give meaningful gifts (one year we gave Suzanne's parents an avocado tree).

Last year at this time, I probably had two chemotherapy treatments and I was weak.  My hair started falling out around then.  

It was part of a bad period that would only get worse--in 14 months I had a colonoscopy, colon surgery, congestive heart failure (which presented in post-op), Large T cell lymphoma alk-negative (super aggressive), I think a couple of biopsies, chemotherapy treatment, then in the hospital for 8 days with covid, and pneumonia and myocarditis as a bonus, then I needed a pacemaker (on a heart monitor after the hospitalization and they called in the middle of the night saying my heart had stopped for about 12 seconds--by the end of the day I had a pacemaker), a third lead added to the pacemaker (it runs most of the time, dealing with my various issues), enteral nutrition (upon release from covid, I weighed 110 pounds), a CHF relapse so all the terrible symptoms -- constant cough and snot, hard to talk being the worst -- returned, blood clot in the heart so I was hospitalized, and two instances of supra fluid imbalance (I forget the technical term) which led to hospitalizations too.

One of the "worst" symptoms is "cancer mouth".  It makes most foods taste bad and so I wasn't interested in eating, and I lost a lot of weight.  With my CHF relapse in June it got even worse--even water tastes bad.  But lately I started not tasting at all and that's actually better so I am eating more.  Now I weigh about 126...  But it makes it hard to appreciate food.  E.g., I made a gingerbread cake earlier in the week, with frosting.  Suzanne says it's great but I can't taste a thing.

1900 block of Michigan Avenue, Salt Lake City.

Ah, and because my chemotherapy was interrupted by my covid, I was supposed to get 6 treatments but by February had only received three.  In May/June preparing for resumption, testing found I am in remission from the lymphoma  After three treatments I didn't have to do anymore!  My hair has since grown back but differently, more tufty but darker, less grey.  

Since I started cancer treatment I got in the habit of not looking in the mirror, so I don't pay much attention to how I look.  I was supra gaunt, and I don't pay much attention to my hair.  

My heart is functioning more than 3x better than in June--it was so poor then I was a potential candidate for a heart transplant.

It's been quite a 14 months.  I am thankful that I am still alive after all that.  I am still quite weak compared to my former self.  I haven't biked in almost 18 months--my last 1 mile bike trip took 45 minutes between gasping, coughing, snotting, and resting.

It turns out the thing I am most thankful for is taking up biking for transportation in 1990.  My adoptive parents moved and forced me to take my belongings, which included an old Raleigh 10 speed.  

I started biking for transportation because it was efficient compared to the time getting to and from transit and waiting for trains or buses, but also for health reasons.  My patrilineal line had a history of heart disease--my father and uncle died at 54, their father even earlier.  And I didn't think I could routinize going to the gym to make a fitness membership worthwhile.

So out of all my health problems, many of the tests found I was quite robust internally (relatively speaking).  Eg when they did the angiogram there were no plaques at all.  And it's given me the resilience to survive (many of the people with my recent health history die rather than survive),

So it's not a shock to me that a study in Scotland found that regular biking reduced early death ("18-Year Study Of 82,297 Adults Finds Cycle Commuting Halves Chance Of Early Death," Forbes).
The latest research to confirm this is an 18-year-long study of 82,297 Scottish adults. 

This found that compared with sedentary commuting, commuting to work or study by bike was associated with lower all-cause mortality risk, lower risk of any hospitalization, lower risk of cardiovascular disease, lower risk of cancer mortality and better mental health. 

Those who walked to work also extended their lives, although not by as much. The study—in BMJ Public Health—says that cycling to work is the “most practical and sustainable way [for many people] to increase daily physical activity.”
Mile End Bike Garage Co-op, Montreal.

I joke that while biking didn't ward off my heart problems, it postponed them by many years--I have lived 10 years longer than my father.  

And now that I seem to be on an upward trajectory with my various treatments, I may still be able to live a long time, relatively speaking.  With physical therapy and cardiac rehab on the horizon, I hope to be able to take up biking again.

Happy holidays! 

PS this year I am going to try to make sufganiyot, Hanukkah doughnuts, for dinner at my next door neighbors.  One filling will be plum jam that I made before all my health issues.  The other will be custard (pudding).