Sprawled Out: The Search for Community in the American Suburb

Census says: more bikes on the road in Milwaukee - JSOnline

I had a great time at the grand opening of the Milwaukee Bike Federation's new headquarters earlier this week. Brew City appears to be transforming itself -- slowly but surely -- into a bike-friendly city.

From The Milwaukee Journal Sentinel:

The "share the road" group has increased its share on the road in Milwaukee, based on the latest figures compiled by the U.S. Census Bureau and released in the American Community Survey.

The number of Milwaukee workers who bicycled to their jobs more than doubled from 2006 to 2008, and now accounts for more than 1% of the total commuter traffic.

In the surveys conducted last year, 2,508 workers cited bicycling as their primary mode of commuting to work in the previous week. That's up from 1,154, in the 2006 census survey.

The volume of pedaling public is still dwarfed by the motoring public, but the growth has been encouraging, said Dave Schlabowske, the city bicycle and  pedestrian coordinator.

"It's been a steady, almost exponential increase in the number of people cycling, and anecdotally, you just see more people riding this year," Schlabowske said. "It confirms that we're doing the right things, if we agree, and perhaps not everyone does, that it's a good thing to get more people riding bikes to work."

Milwaukee has outpaced the nation in the increase of people turning to their bikes as a mode of transportation, but it still lags behind a number of leading cycling cities in the overall numbers and the ratio on the road.

In Portland, 5.9% of the workers bike to their jobs. In Madison, the percentage is 3.8%; in Minneapolis it's 4.2%. The national figure is .5%.

Schlabowske said the notable figure for Milwaukee has been the growth, increases of 17%, 29% and 43% in the past three American Community Surveys.

"More people are riding bikes for different reasons: gas prices going up, being environmentally conscious and looking to be in better health," Schlabowske said. "I think it's also fair to say it's because we've made very significant improvements in our infrastructure and combined that with the very active encouragement efforts by the Bicycle Federation of  Wisconsin."

Read the rest at: Census says: more bikes on the road in Milwaukee - JSOnline

Gas is almost $4 a gallon - - and Complete Streets come to Franklin

Some excellent news to report.

I gave a couple of presentations on the benefits of Complete Streets to the City of Franklin Plan Commission as well as the Common Council. Consequently, by unanimous Common Council vote, the Franklin Trails Committee will become the Franklin Complete Streets and Connectivity Advisory Board. (See FranklinNow story here.)

The stated goal of the Board is creation of a Complete Streets ordinance which will give proper priority to non-vehicular traffic and provide guidelines for new development and street repair in terms of facilities for pedestrians and bikes. We'll also be working toward creating a more connectivity-minded street grid. 

I'll post much, much more information in the days to come. In the meantime, here is a silent and, for now, low res version of the presentation I gave on 3/6/12. Once we get a Franklin Complete Streets website launched, this information will be posted in much, much more detail.

Attack of the STROADS

ABOVE: On the STROAD again in Franklin, WI.

From the always-vital STRONG TOWNS blog:

The STROAD design -- a street/road hybrid -- is the futon of transportation alternatives. Where a futon is a piece of furniture that serves both as an uncomfortable couch and an uncomfortable bed, a STROAD moves cars at speeds too slow to get around efficiently but too fast to support productive private sector investment. The result is an expensive highway and a declining tax base.

Road Widening: Contemporary Blood-Letting

 

ABOVE: Rawson Avenue - non-vehicles beware. Subdivisons full of children who attend a nearby elementary school face this barrier.

 

After decades of catering to cars and the people able to drive them at the expense of people who cannot or chose not to drive (Rawson Avenue in Franklin, WI is a living monument to that vision), city planners and transportation officials are finally (slowly) starting to see the value in making communities accessable to all. However, it isn't going to be easy to convince the public at large that we needn't provide the means to travel at 60 mph through residential areas:

We have been so thorough in making cars happy for the past several decades that much of our world is designed in such a way that it is impossible to travel without a car.

Tragically, convenient, easy car travel we have bankrupted ourselves in creating is not conducive to creating safe, lovable, human-oriented, sustainable, enjoyable places that induce civic pride (indeed, it is utterly destructive of a better place to live). Those of us who have discovered this, then, are stuck with the enormous task of trying to point out that the path to a better community – to a better future – lies in doing something that at least initially, seems harmful to our happiness: inconveniencing car travel and car parking (and making car use more costly)

Read the rest at: Road Widening: Contemporary Blood-Letting | Dom’s Plan B Blog

"The human body works better when we walk."

The picture above is one I took this morning while out for a walk. While this blog is often where you see horrific examples of asphalt gone wild in the suburbs, anyone who lives in a community like mine can attest to the beautiful stretches of road that exist - - especially at this time of year.

If a person could string together a mile or so of the sort of roadway you see above -- particularly if it creates a useful route from home to a grocery store or cafe, for instance --  it wouldn't be hard to create an opportunity to walk each and every day. However, the majority of my route this morning was along 51st Street, where traffic averages 45-50 mph (it's posted 35 mph) and the "pedestrian lane" is a narrow edge of the roadway deliniated by a white line.

Fortunately, the city is working to continue a sidewalk that runs in front of the high school and currently gets you about 1/5th of the way between Drexel and Rawson. It connects people to the grocer, pharmacy, and convenience store/gas station that are at the corner of 51st and Rawson. Eventually, many people will be able to make a morning or evening walk towards a cup of coffee or a few groceries part of their daily routine.

That's the challenge we face: Connecting roads like the one above to other roads like the one above. That way, walking becomes organic to daily life.   

Why is this important? Watch and listen to the video below (BONUS: This gentleman has an enormously relaxing speaking voice, you'll find). 

Builders know: For suburbia to survive and thrive, higher density, connectivity and placemaking are vital

Aware of the crushing costs of continued sprawl, the ’burbs are embracing slightly higher density and giving rise to a new generation of urban villages and mini cities.

At last night's Trails Committee meeting, we began the process of putting in place a Complete Streets policy for Franklin, Wisconsin. In summary, Complete Streets are an effort -- adopted via resolution, policy, and ordinance in cities across the country -- to build road networks that are safer, more livable, and welcoming to everyone.

You will be reading a lot about Complete Streets in this space in the days and weeks ahead. Make no mistake: Complete Streets is first and foremost an economic development tool, as it is more important than ever to extract maximum value from our build environment.

This article from BUILDER MAGAZINE embraces the suburban context, but recognizes as well the economic importance of creating a connected community:

At the same time, schools aren’t the only draw luring die-hard urbanites to the suburbs. As one-time bedroom communities begin to sprout higher-density housing options (rental apartments, condos, lofts, and the like) around transit stops and mixed-use town squares, they’re beginning to feel more like urban villages themselves—places that have appeal for singles, empty-nesters, and DINKs [Dual Income, No Kids] just as much as families. This increasingly multi-nodal landscape, notes Joel Kotkin, a Distinguished Presidential Fellow in Urban Futures at Chapman University, marks the beginnings of what may be best described as “smart sprawl.”

That also means "retrofitting", when possible, existing structures:

Whereas the old suburban growth model was dead set on expansion in the manner of the Oklahoma Land Rush, new approaches are much more focused on redeveloping tired properties with strategic densification. “The truth is we’re not as built-out as we think we are,” Ellen Dunham-Jones, professor of architecture and urban planning at Georgia Institute of Technology, and co-author of the book, Retrofitting Suburbia, noted at a recent Urban Land Institute symposium on smart growth. The imperative now is to use land resources more economically.

Read the rest at: Beyond (and Above) Sprawl - Land, Attached Development, Infill Development - Builder Magazine

Narrower roads: Less expensive, safer, and more bike/pedestrian friendly

Avert your eyes: The obscenity that is Franklin's 31st Street. At rush hour.

We often hear city officials proclaim their view of the "natural" progression of a road as needing to be BIGGER and WIDER as the years go on. A few years back, aldermen in my city lobbied hard for an obscenely wide road to be built behind the Northwestern Mutual Life headquarters.

After all, went the argument, it'll need to get that big eventually....

This viewpoint is deeply flawed, to say the least, and it's costing our cities an enormous amount of money. We now pay to plow, salt, patch and otherwise and maintain a wide, four-lane road that was laid in front of long-standing houses --- this is where a residential STREET should be --- that gets very, very little traffic per day. Worse, it's only a few yards away from, and parallels, 27th Street, which was supposed to be our high-traffic commercial strip.

People who travel down 31st Street for the first time (most Franklin residents are unaware that it exists) are utterly shocked at its immensity.

No - the smart money is on REDUCING the width of roads and streets. In Minnesota, cities are paring back streets when it comes time to repave them.

A growing number of metro area cities are taking a broader, greener view of street repairs.

Instead of just rebuilding worn roads, cities such as Bloomington, Richfield and St. Paul are narrowing streets to provide space for bike lanes and sidewalks. St. Anthony has added rain basins and retention ditches to filter and re-use runoff for irrigation, officials said.

But despite little additional cost, health and environmental benefits and lower traffic speeds that improve safety, some residents have objected loudly enough to stop their streets from going green.

"They are somewhat controversial when initially proposed in a neighborhood," said Metropolitan Council member Steve Elkins, a former Bloomington council member. "But once they are put in, we have never had a neighborhood ask us to undo the bike lanes."

...

The city website includes a Living Streets Plan manual, estimating that shrinking 30-foot-wide residential streets by 8 feet will save 15 percent in pavement costs, enough to cover the cost of adding rainwater gardens, trees and other green improvements.

The narrower street would cut maintenance expense by about 25 percent, which could save up to $1,000 a mile per year, the manual says. The rain gardens filter runoff before sending it into streams and lakes. More walking and biking instead of driving creates healthier residents and cuts air pollution.

Read the rest at: Cities turn to a new, green path for street designs | StarTribune.com

“Many low-density suburbs and McMansion subdivisions, including some that are lovely and affluent today, may become what inner cities became in the 1960s and ’70s — slums characterized by poverty, crime and decay"

So says Christopher B. Leinberger, an urban land use expert, in a recent essay in The Atlantic Monthly. While that dark vision is not shared by all observers, it's clear to most that "change or die" is still the operative phrase.

Outlying suburban homes in many parts of the U.S. are now worth less than the materials that went into building them. The cycle is that homeowners have no incentive to invest in their homes and banks won’t finance renovations anyway. Homeowners with a choice move away, leaving behind those who can’t afford to live anywhere else. Crime and decay isn’t far behind.

The answer: Make communities, not subdivisions. Create walkable cities, which appeal to up-and-coming homebuyers:

On the flip side, the trend to walkable urbanism is driven by those in their 20s and 30s, who don’t want to spend their disposable income on cars and crave high-density and fast-paced downtown living. A whole lot of experts — perhaps Richard Florida best known among them — say for cities to thrive, they have to cater to young, creative workers who are sought after by the employees of the knowledge economy.

But baby boomers, singles, childless couples and empty nesters are also looking for interesting urban living in droves. And their proportion of the population is rising.

This is the challenge that the city of Franklin faces right now. How will local leadership respond?

Read more at:

Fuel Prices Shift Math for Life in Far Suburbs

TheSpec - Walkability and the new urbanism

“One-third are willing to pay for the ability to walk. They don’t want to be in a cookie-cutter type of development. …The suburbs will need to evolve to be attractive to Gen Y.”

ABOVE: Nobody's dream landscape -- across a sea of asphalt, a McMansion roof peeks over inaccessible retail outbuildings.

REMINDER: Please mark your calendar for January 24th, 6-8pm, and plan to attend the Comprehensive Outdoor Recreation Plan Open House so you can voice your concerns regarding making Franklin a competitive community that is travel-friendly for children, the elderly, and differently abled persons.

At this week’s National Association of Home Builders conference, there has been much talk about the estimated 80 million people that comprise the category known as “Gen Y,” born roughly between 1980 and the early 2000s. The boomers, meanwhile, number 76 million. From the Wall Street Journal:

Here’s what Generation Y doesn’t want: formal living rooms, soaker bathtubs, dependence on a car.

In other words, they don’t want their parents’ homes.

Something to keep in mind here in Franklin, as we struggle to create a wider and deeper tax base as well as attract young talent. However, as I noted in yesterday's post, we're still mired in outdated notions about trails and sidewalks as mere "recreational opportunities" when they are in fact crucial infrastructure.

Gen Y housing preferences are the subject of at least two panels at this week’s convention. A key finding: They want to walk everywhere. Surveys show that 13% carpool to work, while 7% walk, said Melina Duggal, a principal with Orlando-based real estate adviser RCLCO. A whopping 88% want to be in an urban setting, but since cities themselves can be so expensive, places with shopping, dining and transit such as Bethesda and Arlington in the Washington suburbs will do just fine.

“One-third are willing to pay for the ability to walk,” Ms. Duggal said. “They don’t want to be in a cookie-cutter type of development. …The suburbs will need to evolve to be attractive to Gen Y.”

Read the rest at No McMansions for Millennials - Developments - WSJ: ""

 

January 24, 6-8pm: Make your voice heard on Franklin's Comprehensive Outdoor Recreation Plan

 

ABOVE: From a previous post on SPRAWLED OUT: An example of a trail that is certainly "recreational," but A) does not connect any destinations (it merely loops through a park), and B) empties into a blind curve on a suburban speedway, further shielded by trees and shrubs (indicated with green boxes).

 

The City of Franklin has been working for some time on a new Comprehensive Outdoor Recreation Plan, and is now inviting public input.

I encourage people to come to the open house and make their concerns about CONNECTIVITY in the city of Franklin heard. As a member of the city's Trails Committee, I am sorry to report that there is precious little interaction between us and the city's Parks Commission. In fact, there has been considerable tension in Trails Committee meetings when I or any other member made requests for information on the ongoing Recreation plan.

A member or the Parks Commission who also sits on the Trails Committee has made it clear that he considers the trails proposed by the Parks Commission as completely separate and unrelated to the sidewalk and trail network we on the Trails Committee are trying to create. He has repeatedly spoken in "us vs. you" terms when the subject of funding comes up.

The problem is this: Trails are, indeed, recreational. However, it's time to look at trails as part of the city's overall connectivity plan. Trails (and sidewalks) are infrastructure, and it's important that we provide a way to get from place to place in Franklin without a car.

The Parks Commission, unfortunately, does NOT plan trails with usefulness or connectivity in mind. To the Parks Commission, trails are mere recreational playthings. Take a look at our current trail system (and some of the insanely dangerous junctures with blind curves on roads) and you'll agree,

This will not be my last post on the subject (nor is it the first), but please mark your calendar for January 24th, 6-8pm, and plan to attend the open house so you can voice your concerns regarding making Franklin travel-friendly for children, the elderly, and differently abled persons.

I've pasted some material from the city's press release below, and linked to fellow Trails Committee member Greg Kowalski's Scribed-posted PDF:

This update is set forth in a draft document entitled Comprehensive Outdoor Recreation Plan: 2025 for the City of Franklin, Milwaukee County, Wisconsin. This Plan is being prepared to maintain the City’s eligibility to participate in many cost-sharing programs for the acquisition and development of its park, open space, and outdoor recreation system. When completed, the updated Comprehensive Outdoor Recreation Plan will look 15 years into the future at the City’s anticipated park, open space, and outdoor recreation needs.

Before the draft is completed, the Planning Department staff of the City of Franklin would like to provide an opportunity for the public to ask questions and to provide additional comments about this draft Plan. Therefore, an Open House has been scheduled for January 24, 2011, from 6:00 to 8:00 pm in the Community Room at the City of Franklin City Hall, 9229 W. Loomis Road.

Copies of maps and other select information from the draft Plan will be on display at the Open House. The entire draft Plan will be available for viewing on the City website and at the offices of the Planning Department approximately one week before the Open House.

It is envisioned that the public comments provided at the Open House will be summarized and provided to the City of Franklin Parks Commission for their review and consideration immediately after the Open House or as soon thereafter as the Parks Commission may determine.

If you have any questions, or need additional information, please feel free to contact the Planning Department at 414-425-4024, or visit the City of Franklin website at www.franklinwi.gov.

 

Parks Plan Open House