Sprawled Out: The Search for Community in the American Suburb

Walking and Bike Trails: Mere recreational frills, or connective infrastructure to strengthen a community?

At Thursday night's Trails Committee meeting, I got into an exchange with a member of the Franklin Parks Commission regarding trails. Though this individual -- an alderman -- is also on the Trails Committee, he expressed his belief that the Trails Committee is in "direct conflict," "confrontation," and "competition" with the Parks Commission for Impact Fee dollars. 

"We're not partnering with anybody," he said.

I was a little disturbed, to say the least. It appears that the city of Franklin needs to decide if trails and bike paths are mere recreational facilities (which has been the trend thus far, and seems to be the viewpoint of the Parks Commission, whose trail network thus far connects nothing useful), or if they are to be treated as useful, connective infrastructure, which I believe is the goal of the Trails Committee.

This same alderman was a vocal champion of a Common Council Motion dedicating future Community Development Block Grant funds to extending the new 51st Street farther north, making it possible to access a road that gets you to Pleasant View Elementary School. This leads me to believe that once old "territorial imperatives" are overcome, we can work constructively to make the city traversable by foot and bike as well as cars. 

Agenda item 1 for the next meeting: Discuss cooperative efforts and collaboration with the Parks Commission.

Also in attendance at Thursday's meeting was Alderman Steve Olson, there to contend that the Trails Commission initial mission is limited to 51st Street and the area around Pleasant View Elementary. Our agenda inexplicably included a discussion of sidewalks on Puetz Road, which disturbed him. 

Alderman Olson made a point that needed making: The Trails Committee has accomplished the limited goals originally spelled out for it, and we need to go back to the Common Council to expand our scope city-wide. We'll be making our case at a future Council meeting.

In the meantime, a link to a story about bike paths as community-strengthening infrastructure:

My friend Mia Birk bicycled to my house to deliver her new book: Joyride: Pedaling Toward a Healthier Planet.

Joyride is about her 20-year journey helping to lead Portland, Oregon's transformation into the country's most bike-friendly city and then spreading the gospel (and the tools) so that all communities can integrate bicycling into everyday living.

Why? So that the places we live, work and play can be healthy, affordable, safe and splendid. Safe and splendid. Those are Mia's words.

Safe and splendid. That's a wonderful vision because at a minimum, our communities deserve to be safe for people traveling in different ways. But why stop there? Let's make them splendid, healthy, affordable places where people of all ages have freedom to move in a landscape that is not polluted and congested but alive with activity, commerce and beauty.

....

Portland built its entire 300-mile network of bike ways for the cost of a single mile of urban freeway.

Bicycles are the great connectors. If a community is rich in people who feel comfortable bicycling, you know it's a community rich in connections. Bicycling has the power to reshape ourselves and our communities from flabby to fabulous.

One of my favorite passages quotes the head of the Chamber of Commerce of a Houston suburb built around the oil refinery industry. That hefty man gets up in a public meeting about a new bicycle and pedestrian plan and declares "I've got my SUV idling outside. I just came for the free donuts."

Then he says: "Seriously, y'all. I'm a business person, and this is what I'm hearing: Businesses say they can't attract workers to come live here if we don't provide parks, exercise and safe places for their kids to ride. Bottom line: Businesses need fit and healthy employees, not couch potatoes."

 

Read the rest at: Diane Dulken: Joyride: Bicycling Our Way to Safe and Splendid Communities

Kaid Benfield's Blog: "Why doesn't the public health community get it about walkability?"

 

To say the chart above is startling is an understatement. The date in the "before" map is not 1935, or even 1975 -- you're looking at the spread of obesity in the time since THE SIMPSONS have been on TV.

That, my friends, is an epidemic.

Research proves that sprawl is significantly associated with inactivity and obesity, now perhaps the nation's foremost public health menace.  The results of overweight and obesity include increased coronary heart disease, type 2 diabetes, cancers (endometrial, breast, and colon), hypertension, dyslipidemia, stroke, liver and Gallbladder disease, sleep apnea and respiratory problems, osteoarthritis, and gynecological problems (abnormal menses, infertility).  Research also shows that walkable neighborhoods and transit improve fitness and the health of communities.  Sure sounds important to me.

Read the rest at: Why doesn't the public health community get it about walkability? | Kaid Benfield's Blog | Switchboard, from NRDC

Survey says 60% of home builders shifting to pedestrian-oriented, mixed-use neighborhoods

A message to my local officials and planners: Is this evidence enough for you to enact -- and PROMOTE --  Smart Growth and Smartcode principles sooner rather than later?

With an eye toward the future, builders are exploring new strategies to meet buyer demands. Sixty percent said that to stay competitive, they are shifting away from bigger traditional home designs to conservative pedestrian-oriented mixed-use neighborhoods. Another question showed more than 63.1% are re-evaluating their projects, planned pre-recession, from a product/layout/density standpoint.

 

Read the rest at: Citybizlist Baltimore - Business Survey Gauges Real Estate Market in Tri-State, Mid-Atlantic

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More evidence that walkability is marketable | Planetizen

From Planetizen:

A few days ago, I was in a Chicago neighborhood called Lincoln Square, on Lincoln Avenue just south of Lawrence Avenue.  Lincoln Avenue looks like many posh urban neighborhoods- narrow, walkable streets inhabited by gelato-eating, prosperous-looking people.  Even on a weeknight, the shops and streets of Lincoln Square betrayed no evidence of a recession.*

Lincoln intersects with Lawrence Avenue just a block from the core of Lincoln Square.  Lawrence Avenue resembles a suburb more than it resembles Lincoln Square; it is six lanes wide (though unlike in most suburbs, two of them are used for parking), and some shops are behind parking lots.  But Lawrence's retail is far less prosperous than that of Lincoln; a good number of Lawrence's storefronts seemed to be vacant, and others were occupied by dollar stores and other non-carriage trade businesses.**

Both Lincoln Avenue and Lawrence Avenue have the same housing stock and thus the same neighbors, the same city government (and thus the same tax rates and school districts) and the same distance from downtown (about seven miles).  Thus, these two intersecting streets constitute the perfect controlled experiment on the popularity of walkable urbanism.  If people basically liked shopping on car-oriented speedways, Lawrence would have fewer vacant storefronts than Lincoln.  Yet the opposite is true.  It follows that where everything else is equal, shoppers prefer walkable urbanism to car-oriented suburbanism.

At this point, readers may be asking themselves: why, then, do some suburbs continue to prosper?  Because not everything else is equal: an unwalkable suburb may be further away from troubled neighborhoods (usually leading to more prestigous schools and less crime), in a less poverty-packed jurisdiction (thus leading to lower taxes), or have a newer housing stock.  Thus, not every suburb will look as scruffy as Lincoln Square.

But the tale of these two adjacent streets nevertheless tells us something: that city life with walkability is appealing to American consumers, while city life with less walkability is anything but.

*For a few pictures of Lincoln Square, see

http://atlantaphotos.fotopic.net/p66205703.html

http://atlantaphotos.fotopic.net/p66205709.html

http://atlantaphotos.fotopic.net/p66205702.html

**Although I took no pictures of Lawrence, you can see the street by going to the 2200-2600 blocks of West Lawrence Avenue on Google Street View.

Michael Lewyn is an assistant professor at Florida Coastal School of Law in Jacksonville, FL, where he teaches a seminar on sprawl and the law (as well as numerous other courses).

Read the rest at: More evidence that walkability is marketable | Planetizen

Guerrilla Pedestrians Paint Crosswalks on Perilous Streets - GOOD Blog

And why not?

Read the rest at: Guerrilla Pedestrians Paint Crosswalks on Perilous Streets - GOOD Blog - GOOD - StumbleUpon

Terms, mind-sets must be changed to encourage and enable more walking in cities

Walkable community advice from Roger K. Lewis, a practicing architect and a professor emeritus of architecture at the University of Maryland:

How can we encourage and enable more walking? What will motivate people to change long-standing perceptions and deeply engrained behavior? We must plan and develop -- or redevelop -- metropolitan environments so walking becomes safe, comfortable, enjoyable and stimulating. This requires satisfying several design criteria:

-- Street patterns must be easily navigable and latticelike, with blocks that are not too big and intersections that are not too far apart. Streets must be continuous and interconnected, providing motorists and pedestrians with more than one path for traveling to a destination.

-- Public streets must be artfully proportioned. Widths of sidewalks, planting strips, cart ways and medians are critical, as are the heights and setbacks of buildings flanking streets. Well-configured street spaces balance a sense of architectural definition and enclosure with desirable exposure to sky, sunlight, air movement and views.

-- To make walking truly pleasurable, streetscape quality and amenity are important. A thoughtful mix of shade trees and vegetation beautifies streetscapes and makes them ecologically greener. Good lighting and signage, convenient street furniture and attractive paving materials enhance a streetscape experience visually and functionally.

-- It must be safe to walk, day or night. In addition to good lighting and durable walkway paving that doesn't trap high heels, streets need well-marked crosswalks and synchronized traffic-control signals. Police or other public safety officials should be seen regularly patrolling streets.

-- Buildings facing public streets need lots of windows, entrance doorways and storefronts. These benefit merchants looking for customers and pedestrians looking for merchandise. Because there is safety in numbers, streets lined by eateries with outdoor seating are even safer, not to mention livelier. People will walk along such streets because walking is delightful.

Read the rest at: Roger K. Lewis - Terms, mind-sets must be changed to encourage and enable more walking in cities

Milwaukee – A Walker’s Paradise?

Much to agree with here; however, from the standpoint of someone who lives in an outlying suburb, you can go YEARS without actually getting to downtown Milwaukee -- 15 minutes away -- and not even notice it. The lack of a rail-to-suburb network or reliable bus service greatly stifles what should be ongoing interaction between suburbanites and the city.

Milwaukee is a walker’s paradise.  Wisconsin’s largest city has made some great strides recently and, as with many cities in the Midwest, if you haven’t been here in the last decade you might as well say you’ve never been here.  Once you’re on foot, you find that this city has a lot to offer in its confusingly large yet compact downtown area. 

Read the rest at: Andrew Knee: Milwaukee – A Walker’s Paradise « urbanOut

U.S. Secretary of Transportation: "Transportation is a public health issue"

Transportation Secretary Ray LaHood: "People want options. They want to be able to be more physically active on streets that are friendlier to pedestrians and bicyclists. And when adults model physical activity, our kids see it, and they get it."

From LaHood's blog:

Yesterday, DOT Undersecretary Roy Kienitz talked about how transportation decisions that value things like "vehicle throughput" instead of pedestrian safety affect America's communities. And about how transit decisions that emphasize "minutes-saved" pit outlying suburban commuters against their inner-lying urban neighbors. Recognizing that those policies have had an effect on public health, he said, "Transportation is about more than engineering."

But, as Undersecretary Kienitz told yesterday's meeting, DOT has taken steps to fix the formula and find a different approach.

Through our work with HUD and EPA in the Obama Administration's Partnership for Sustainable Communities, through our TIGER discretionary grants, and through a range of other programs like Safe Routes to School, we're funding the kinds of projects that will help develop livable communities and provide opportunities for people to walk, bike, or take transit.

Everywhere I go, I hear from Americans that this is what they want. In fact, walking and biking have increased by 25% in the last ten years.

Read the rest at: Transportation is a public health issue; DOT doing its part to keep kids moving - Welcome to the FastLane: The Official Blog of the U.S. Secretary of Transportation

Skipping Superman to ensure a connected community

ABOVE: 51st Street, pre-sidewalk

I arrived at last night's Common Council meeting fresh from a day at Great America with the family -- though "fresh" is not a word I could have used to describe my ragged physical state. My daughter was a bit disappointed that we had to shorten our day at the park so I could make it to a meeting, but, as I told her, Woody Allen once said that eighty percent of success is showing up, even if you show up smelling like a theme park. ("OK, Dad. But, who's Woody Allen?")

The council chamber was filled to overflow with Franklin residents who live near Puetz Road, which had been mentioned as a candidate for widening using STP (Surface Transportation Program) funds. Fortunately, cooler heads prevailed and Puetz will be left as is for the time being.

The long line of speakers during Citizen Comment Period gave me a chance to have a conversation with the landlord mentioned in yesterday's post right after he made his remarks regarding sidewalks on 51st Street. 

To recap: This individual, who has a rental property at the corner of 51st and Drexel, took a petition up 51st Street for signatures against sidewalks. His argument was centered on winter maintenance: Why should he and other homeowners have to shovel sidewalks? They don't want sidewalks, he claimed.

In talking to this gentleman, I learned, first of all, that he does not have a waxed handlebar mustache like a silent movie villain. In fact, he seemed entirely reasonable and listened patiently as I made my case. He was willing to compromise, though at that point his notion of compromise was a widened bike lane or expanded road shoulder. I explained to him why that was unacceptable, but also how north-south and east-west arterial routes should be treated as infrastructure by the city -- a public conveyance, just like streets -- opening up the possibility of having the city clear the walkway.

All in all, I think we came to some semblance of mutual understanding. Afterward, I made my comments to the Council and hoped for the best.

Far from being a struggle to get the first segment of 51st Street sidewalk installed, however, the Common Council was unanimous in their support for the effort to make the road traversable by bike and foot. The first segment is paid for by Community Development Block Grant funds; the Council took a closer look at other projects earmarked for CDB funds. 

Alderman Kristen Wilhelm suggested using CDG funds to create another extension of the 51st Street sidewalk -- not the entire length of the street, which would be too costly, but further north nonetheless. The Department of Administration's Mark Luberda noted that it would be difficult to get that funded since the sidewalk would not terminate anywhere specific, and the grant requires a destination or official commitment to completion.

Alderman Wilhelm (a member of the Trails Committee) noted that we could possibly extend the sidewalk further to Minnesota Ave., which then allows access to Pleasant View Elementary (located to the east). Turns out the length of that segment would be nearly the same as the initial segment planned for this summer. Voila! 

Alderman Tim Solomon (another member of the Trails Committee) voiced his contention that the 51st Street sidewalk is absolutely vital, and further moved for an amendment to scratch certain CDG projects (city hall sound system and fire alarm upgrades). Instead, he said, let's make additional extension of the 51st Street project the top priority with CDG funds, both this year's and next if necessary.

The motion and amendment passed unanimously -- and the 51st Street sidewalk segment project is not only securely in place but actually extended farther north to allow it to access Pleasant View Elementary. (Click the small photo at right to enlarge map.)

Terrific news - the finish line at Rawson Ave. is in sight. And, equally important, the Council demonstrated a unified commitment to taking the actions needed to make Franklin a truly connected community. It won't happen all at once, but these first steps will go a long, long way toward making Franklin hospitable to walking, biking, and the enhanced sense of sociability that comes from being "out and about."  

And, best of all, my daughter said the result was worth her having to skip the Superman Ride at Great America.

 

An inviting streetscape emerges on 51st Street: A return to human scale threatened by an off-site landlord?

ABOVE: Work being done on 51st Street

Even in roughed-out form, one can appreciate the improvement occurring along Franklin's 51st Street between Drexel and Puetz. Engineers have preserved many of the trees fronting homes along the street, and soon residents will be treated to a wonderful and useful walkway as well as increased curb appeal for their property.This is going to be a much, much more inviting space than the cracked asphalt should that it replaces.

And that's not to mention that, for the first time since it was built decades ago, Franklin High School students will have access to a sidewalk in front of their school.

Soon, the walkway will continue north of Drexel for approximately 1/3 mile, built with a Community Development Block Grant. It'll provide a way for the senior residents at Clair Meadows to stroll outside their current "boundaries," and eventually will connect to the retail area on Rawson. Eventually 51st Street -- the only north-south connection for a mile in either direction -- will at long last stop acting as a speedway and instead function as an attractive conveyance for cars and pedestrians.

A space like the one above looks so inviting because, unlike most of the suburban built environment, it's designed to human scale and creates a sense of spacial enclosure in a suburban context.

Human scale and spacial enclosure is why, for instance, we feel comfortable on foot in a city setting like the one below:

...And why we feel anything but comfortable attempting to set foot outside our vehicles in a space like the one below:

Hard as it may be to believe, many refer to the area pictured above as my city's "downtown." Yet there are simple streetscape solutions that work in a suburban context that would transform this bleak area. It can be as simple as putting the parking in back of the buildings (see below):

Tonight I'll be attending the Franklin Common Council meeting to speak during citizen's comment period is support of the 51st Street sidewalk.

Why do I have to hire a babysitter and attend this meeting? Because, believe it or not, there is a gentleman -- a landlord who owns an apartment complex on the corner of Drexel and 51st (but does not LIVE there, of course) -- who is against providing safe mobility for those in our community who do not have access to a vehicle. And he took the time to get signatures from the homeowners living on 51st Street.

You can imagine how those little "sign my petition" encounters went. "Do you know what the city is trying to do to your property...?" 

I doubt he brought up the fact that walkable communities experience experience increased property values, and that walkways actually slow down speeding traffic on overdesigned arterials like 51st Street. He probably didn't talk about new freedom of movement that will be afforded to elderly residents of the Clair Meadows senior apartments. I'm certain he didn't broach the subject of the sidewalk as safe conveyance for students and parents at Pleasant View Elementary and Franklin High School.

And, most importantly, I'm sure this landlord didn't mention that there are members of the Franklin Common Council who want nothing better than to put a lane of additional traffic in their front yard by widening 51st Street.

Doubt it? Read the ready-to-go plan here:  Download 51st street widening.

Because, you see, no one walks and we need more room for cars -- and those cars gotta move fast.

The landlord's beef, evidently, is he'll be damned if he'll be responsible for shoveling snow for "other people" (hard not to imagine  this guy twirling a waxed handlebar mustache, ala a silent movie villain).

Please consider attending tonight at 6:30, City Hall, to voice your support for a small but very important step toward making our community safer for young and old, more attractive to new residents and property tax-lowering commercial investment, and, above all, something better than a drive-thru suburb.