Miami 21, a four-year long project to implement a form-based code in Miami, Fl, was recently approved by the Miami City Council. The move makes Miami the largest U.S. city to switch from a traditional zoning code to a form-based code (or Smartcode) to regulate the urban form. The Miami 21 project was spearheaded by Duany Plater-Zyberk, the architecture and planning firm of Andres Duany and Elizabeth Plater-Zyberk, co-founders of the Congress for the New Urbanism.
Unlike traditional zoning codes, which use land-use categories as their basis, form-based codes separate areas of a city based on type of place. Land use is still regulated, but the primary focus of a form-based code is ensuring that new development results in a built form that is appropriate and that will function well in the area of a city in which it is located. Smartcodes tend to be more flexible in allowing a mix of uses than do traditional zoning codes.
For further reading:
-Local coverage from the Miami Herald
-article from CNU
-Learn more about the Smartcode
Saturday, October 31, 2009
Friday, October 30, 2009
St. Paul Neighborhood, Union, Local Business Win Battle Versus National Chain
The Pioneer Press reports on a recent victory for fans of local businesses and well-paying jobs. Minneapolis-based Semper Development had sought to build a Walgreens in St. Paul's Highland Park Neighborhood, on Ford Parkway. In denying the project, the St. Paul City Council cited "a lack of compliance with city codes and design standards and inconsistencies with city policies encouraging pedestrian-friendly development." Neighborhood opposition and pressure from a union local representing employees of nearby Snyder's pharmacy likely played a role in the move to deny the national chain.
Why the opposition to the project from these groups? The neighborhood group had well-founded concerns about homogeneity of businesses (i.e. not wanting their commercial areas to become dominated by national chains). Furthermore, there was no need for a new pharmacy at this location, as there are already 3 other pharmacies within the 2-block stretch of Ford Pkwy. on which the proposed Walgreens would have been located.
The union, United Food and Commercial Workers Union Local 789, which represents 35 workers at Snyders, one of the existing pharmacies in Highland Park, argued that a new Walgreens in this area would not result in any real economic growth and in reality would threaten existing well-paying jobs. After all, the three existing pharmacies in the neighborhood probably show that the market demand for drug stores in the area is being met.
The proposed new Walgreens store would probably have been part of a common strategy used by national chains: over-saturate the market and undercut competitor's prices until smaller businesses are forced to close, then raise prices back to a profitable level and close any redundant stores. Huge national chains like Walgreens are able to do this because they can afford to run individual stores at a temporary financial loss and because they tend to pay lower wages and offer fewer benefits to employees than smaller operations like Snyders. This predatory type of strategy kills small businesses which pay their employees decent wages and keep more of their profits in the local economy.
The fact that Walgreens already has locations within about 1 mile to the east and west of the proposed new location (see map below) lends support to the argument that this new proposed location likely sought to attack existing businesses, not meet unmet demand and provide real growth for the city.
(click to expand)
Existing pharmacies at Ford and Cleveland, nearby Walgreens locations, and proposed new Walgreens (marked with yellow dot)
Thus the move by St. Paul's City Council to deny the new Walgreens is a smart move for the well-being of the local economy. Snyders, a small, locally-based chain with less than 50 stores in a four-state area, employs 35 union workers at this store. A Walgreens nearby probably would have attempted to drive Snyders and others out of business through the methods described above, leaving St. Paul with no overall net gain in jobs, and resulting in lower wages than were earned at the previously existing businesses.
For further reading:
Full article from the Pioneer Press
Mitchell, Stacy. Big-Box Swindle: The True Cost of Mega-Retailers and the Fight for America's Independent Businesses. Boston: Beacon Press (2006).
United Food and Commercial Workers, Local 789
Why the opposition to the project from these groups? The neighborhood group had well-founded concerns about homogeneity of businesses (i.e. not wanting their commercial areas to become dominated by national chains). Furthermore, there was no need for a new pharmacy at this location, as there are already 3 other pharmacies within the 2-block stretch of Ford Pkwy. on which the proposed Walgreens would have been located.
The union, United Food and Commercial Workers Union Local 789, which represents 35 workers at Snyders, one of the existing pharmacies in Highland Park, argued that a new Walgreens in this area would not result in any real economic growth and in reality would threaten existing well-paying jobs. After all, the three existing pharmacies in the neighborhood probably show that the market demand for drug stores in the area is being met.
The proposed new Walgreens store would probably have been part of a common strategy used by national chains: over-saturate the market and undercut competitor's prices until smaller businesses are forced to close, then raise prices back to a profitable level and close any redundant stores. Huge national chains like Walgreens are able to do this because they can afford to run individual stores at a temporary financial loss and because they tend to pay lower wages and offer fewer benefits to employees than smaller operations like Snyders. This predatory type of strategy kills small businesses which pay their employees decent wages and keep more of their profits in the local economy.
The fact that Walgreens already has locations within about 1 mile to the east and west of the proposed new location (see map below) lends support to the argument that this new proposed location likely sought to attack existing businesses, not meet unmet demand and provide real growth for the city.
(click to expand)
Existing pharmacies at Ford and Cleveland, nearby Walgreens locations, and proposed new Walgreens (marked with yellow dot)
Thus the move by St. Paul's City Council to deny the new Walgreens is a smart move for the well-being of the local economy. Snyders, a small, locally-based chain with less than 50 stores in a four-state area, employs 35 union workers at this store. A Walgreens nearby probably would have attempted to drive Snyders and others out of business through the methods described above, leaving St. Paul with no overall net gain in jobs, and resulting in lower wages than were earned at the previously existing businesses.
For further reading:
Full article from the Pioneer Press
Mitchell, Stacy. Big-Box Swindle: The True Cost of Mega-Retailers and the Fight for America's Independent Businesses. Boston: Beacon Press (2006).
United Food and Commercial Workers, Local 789
Thursday, October 29, 2009
Central Corridor LRT Station Artwork Preliminary Designs
The Central Corridor LRT project will allocate $2.8 million of its $914 million budget to station art at the 15 new stations originally planned (I am not sure what will happen with station art at the 16th station at Western Ave., which the city of St. Paul agreed to fund). At the October 12th meeting of the Met Council's Transportation Committee, preliminary artwork designs were submitted for review.
Five artists and teams were selected to design station artwork. Each artist team was assigned three stations. The Met Council has made it clear that Central Corridor station art will not contain any of the interactive/mechanical aspects of some of the Hiawatha station art, most of which broke down quickly and became maintenance headaches.
Only two of the five artist teams are based in the Twin Cities: Seitu Jones of St. Paul and Janet Lofquist of Minneapolis. The other three hail from New York, Los Angeles, and Wisconsin. While we certainly want our civic art to be well designed by quality artists, it would also be nice to see all of the arts budget go to support local artists.
Here are some looks at some of the design concepts:
Some of my favorite designs are those by Robert Delgado of Los Angeles, who designed art for Stadium Village, Snelling, and 4th & Cedar Stations. Delgado's designs incorporate colorful murals with images representing heritage, culture, and history of the area. The station structures are simple and attractive--qualities which make them likely to remain aesthetically pleasing over time.
Delgado's concept for Stadium Village Station
Above: Delgado's concept for Snelling Ave. Station At Right: Column design for 4th & Cedar Station
Nancy Blum of New York produced some mixed results. Her design for the West Bank Station manages to be elegant and modern at the same time, and draws inspiration from natural and cultural themes relevant to the Cedar-Riverside and West Bank area: the Mississippi flyway is represented by birds, while the different patterns lining the station structure represent different cultural fabrics.
West Bank Station design by Nancy Blum
Her design for East Bank Station is less of a winner. Mathematics is a pretty dull theme, and the overall design of this station to me seems tacky and unappealing:
Blum's concept for East Bank Station. Nothing says "transit is cool" like math equations!
Seitu Jone's designs do a great job of incorporating local history and culture into the stations. His design for Dale Street Station will include four panels which incorporate cultural symbols from African-American, Hmong (seen below), Eastern European, and ancient American cultures, reflecting the diverse populations which have historically lived in the area.
Jones' design for Dale St. Station incorporates cultural themes
His design for Lexington Pkwy. Station is influenced by the structure of the old Lexington Ballpark, which was located nearby before being demolished in the 1950's:
Myklebust and Sears of Wisconsin used a theme involving wheels for all three of their stations (Westgate, Raymond, and Union Depot):
The wheels evoke a general transportation theme, and each is based on a different historical mode of transportation (wagons, tractors, etc.). These designs are pretty boring, and like Blum's East Bank Station design, likely to come off as somewhat tacky looking. Of course, art is a matter of personal taste, but....wheels sticking out of the ground?
The Central Corridor LRT line is schedule to open in 2014.
For further info:
To view art designs for each station, head here.
Presentation by Alicia Vap, project manager for station design, to the Met Council (here).
Central Corridor Project Map
Central Corridor Project website
Five artists and teams were selected to design station artwork. Each artist team was assigned three stations. The Met Council has made it clear that Central Corridor station art will not contain any of the interactive/mechanical aspects of some of the Hiawatha station art, most of which broke down quickly and became maintenance headaches.
Only two of the five artist teams are based in the Twin Cities: Seitu Jones of St. Paul and Janet Lofquist of Minneapolis. The other three hail from New York, Los Angeles, and Wisconsin. While we certainly want our civic art to be well designed by quality artists, it would also be nice to see all of the arts budget go to support local artists.
Here are some looks at some of the design concepts:
Some of my favorite designs are those by Robert Delgado of Los Angeles, who designed art for Stadium Village, Snelling, and 4th & Cedar Stations. Delgado's designs incorporate colorful murals with images representing heritage, culture, and history of the area. The station structures are simple and attractive--qualities which make them likely to remain aesthetically pleasing over time.
Delgado's concept for Stadium Village Station
Above: Delgado's concept for Snelling Ave. Station At Right: Column design for 4th & Cedar StationNancy Blum of New York produced some mixed results. Her design for the West Bank Station manages to be elegant and modern at the same time, and draws inspiration from natural and cultural themes relevant to the Cedar-Riverside and West Bank area: the Mississippi flyway is represented by birds, while the different patterns lining the station structure represent different cultural fabrics.
West Bank Station design by Nancy Blum
Her design for East Bank Station is less of a winner. Mathematics is a pretty dull theme, and the overall design of this station to me seems tacky and unappealing:
Blum's concept for East Bank Station. Nothing says "transit is cool" like math equations!
Seitu Jone's designs do a great job of incorporating local history and culture into the stations. His design for Dale Street Station will include four panels which incorporate cultural symbols from African-American, Hmong (seen below), Eastern European, and ancient American cultures, reflecting the diverse populations which have historically lived in the area.
Jones' design for Dale St. Station incorporates cultural themes
His design for Lexington Pkwy. Station is influenced by the structure of the old Lexington Ballpark, which was located nearby before being demolished in the 1950's:
Myklebust and Sears of Wisconsin used a theme involving wheels for all three of their stations (Westgate, Raymond, and Union Depot):
The wheels evoke a general transportation theme, and each is based on a different historical mode of transportation (wagons, tractors, etc.). These designs are pretty boring, and like Blum's East Bank Station design, likely to come off as somewhat tacky looking. Of course, art is a matter of personal taste, but....wheels sticking out of the ground?
The Central Corridor LRT line is schedule to open in 2014.
For further info:
To view art designs for each station, head here.
Presentation by Alicia Vap, project manager for station design, to the Met Council (here).
Central Corridor Project Map
Central Corridor Project website
Tuesday, October 27, 2009
Economists Recognize Jacobs' Insight
Amidst persistent economic problems, some economists are turning to Jane Jacobs' writings in their quest to understand what exactly went wrong and how to fix it. The government spends massively on subsidies intended to promote job growth, but in reality these actions may act to stifle the ground-up economic development processes through which jobs tend to grow naturally. Another problem is that economic policies are often focused on the national or state levels, despite the fact that the true engines of economic growth are cities and their metro areas.Miller-McCune has the full story.
From the article:
"Jacobs pointed out that to boost an area's economy, the normal plan is to bring in a branch of some big business. But then you have an industry without roots. They're not using local accountants and local printers," says Susan Witt, executive director of the E.F. Schumacher Society in Great Barrington, Mass., which, since its inception in 1980, maintained a close working relationship with Jane Jacobs. "It's through those roots that you get the economic multiplier effect of small businesses. And a branch or factory based elsewhere can leave as easily as it arrived."
Sunday, October 25, 2009
Photo of the Week
This week's photo is a shot looking east into downtown on 5th street, from the new ballpark and commuter rail station. This is the view people will have if they choose to walk into downtown after arriving by Northstar commuter rail:
Saturday, October 24, 2009
Great Map of 1933 Twin Cities Streetcar Lines
Just poking around the internet I found this great map of the Twin Cities streetcar network in 1933:
(click for larger image of full map; map from Brett Mckean)
Its hard to believe just how much rail transit infrastructure has been lost in the Twin Cities since the original streetcar era. To reconstruct such an extensive network today would probably cost several billion dollars. While the Central Corridor LRT line will reconnect Minneapolis and St. Paul by rail transit in 2014, back in 1933 the Twin Cities had THREE direct connections by streetcar (Como, University, and Lake/Marshall lines) plus a transfer connection at Ford Parkway.
(click for larger image of full map; map from Brett Mckean)
Its hard to believe just how much rail transit infrastructure has been lost in the Twin Cities since the original streetcar era. To reconstruct such an extensive network today would probably cost several billion dollars. While the Central Corridor LRT line will reconnect Minneapolis and St. Paul by rail transit in 2014, back in 1933 the Twin Cities had THREE direct connections by streetcar (Como, University, and Lake/Marshall lines) plus a transfer connection at Ford Parkway.
Friday, October 23, 2009
Infrastructure Review: New 1st Ave. Bike Lanes
Hennepin Ave. and 1st Ave. in downtown were recently converted to two-way traffic after 40 years of being one-way streets. Hennepin Ave. now has one car lane and one "bike/bus" lane in each direction. 1st Ave. now has one car lane, one parking/rush hour car lane, and one bike lane in each direction. For an image of the new street layouts, see here (pdf file).
There has been some criticism of the new project in its first week of operation (see Twin Cities Streets for People and Net Density). Much of the criticism is of the treatment of cyclists in the new layout. Bikers now have a dedicated lane on 1st Ave., but there has been a problem with cars parking in the area that is meant to be reserved for bikers. On Hennepin Ave. bikers used to have a dedicated lane, they now share a wide lane with bus traffic (and again, there has been a problem with car traffic using this lane).
In my opinion the new bike lanes on 1st Ave. are a quality improvement, while the changes on Hennepin are a downgrade. Overall, the city did a good job of coordinating multiple travel modes into the Hennepin/1st Ave. project. Two-way traffic on these streets will be good for downtown businesses by making the area more accessible and slowing down traffic. It will also help to reduce overall vehicle miles traveled by reducing the need for "cruising" that is created by one-way streets (i.e. when cars must travel several blocks in order to navigate the necessary series of one-way streets to reach a destination). If the bike lanes can be made to work as intended, bikers will have an overall net gain in downtown infrastructure; the loss of dedicated lanes on Hennepin is made up for by the new lanes on 1st Ave. and the overall benefits of the project.
In general, the bike lanes of 1st Ave. are well-designed. When cars park in the correct location, they create a solid barrier between the bike lane and the moving car traffic. Unfortunately, this benefit is removed during rush hours, when the parking lane switches to a second lane of moving car traffic. It probably would have been a better idea to just make that lane a parking lane all the time. This would reduce confusion created by the complicated signage and would provide protection to cyclists during the periods in which bike and car traffic are heaviest.
The proximity between the parking lane and the bike lane does create a potential problem with "dooring." As you can see in the picture to the right, parked cars tend to squeeze into the bike lane, so that when a passenger-side door is opened it will extend several feet into the bike lane, creating a hazard for bikers. A minor physical barrier, such as a small concrete curb or bollards would help to make sure parked cars do not cheat into the space reserved for bikers. Painted bike lanes would also help to reduce confused drivers know where they are supposed to park.
The major downside of t
his project is that Hennepin Ave. will become a challenging place for bikers, especially during rush hours. The right lane on either side of Hennepin is intended to be a bike/bus/right-turning car lane. Given the amount of bus traffic on this corridor, I dont think this concept will work very well. Bike/bus shared lanes work well on streets with limited bus traffic (see image from Paris at left). They do not work so well on streets with heavy bus traffic, such as Hennepin. Even after express buses are removed from Hennepin when the Marquette/2nd Ave. busway project is completed, Hennepin will still be home to the 4, 6, 12, and 61 buses for its entire stretch through downtown, as well as the 3, 7, 14, 16, 50, and 94 buses between 4th and Washington. The 4, 6, 12, and 61 buses have peak frequencies of 10 minutes, 4 min., 15 min., and 15 min. respectively. This averages to a bus every 2 minutes in each direction on Hennepin (after express bus traffic is moved, but not including the stretch between 4th St. and Washington). While this will be less bus traffic than there is now, it will still be enough to make the bus/bike shared lane concept difficult, because bikers will too often have to deal with this:
(image from Twin Cities Streets for People)
There has been some criticism of the new project in its first week of operation (see Twin Cities Streets for People and Net Density). Much of the criticism is of the treatment of cyclists in the new layout. Bikers now have a dedicated lane on 1st Ave., but there has been a problem with cars parking in the area that is meant to be reserved for bikers. On Hennepin Ave. bikers used to have a dedicated lane, they now share a wide lane with bus traffic (and again, there has been a problem with car traffic using this lane).
In my opinion the new bike lanes on 1st Ave. are a quality improvement, while the changes on Hennepin are a downgrade. Overall, the city did a good job of coordinating multiple travel modes into the Hennepin/1st Ave. project. Two-way traffic on these streets will be good for downtown businesses by making the area more accessible and slowing down traffic. It will also help to reduce overall vehicle miles traveled by reducing the need for "cruising" that is created by one-way streets (i.e. when cars must travel several blocks in order to navigate the necessary series of one-way streets to reach a destination). If the bike lanes can be made to work as intended, bikers will have an overall net gain in downtown infrastructure; the loss of dedicated lanes on Hennepin is made up for by the new lanes on 1st Ave. and the overall benefits of the project.
In general, the bike lanes of 1st Ave. are well-designed. When cars park in the correct location, they create a solid barrier between the bike lane and the moving car traffic. Unfortunately, this benefit is removed during rush hours, when the parking lane switches to a second lane of moving car traffic. It probably would have been a better idea to just make that lane a parking lane all the time. This would reduce confusion created by the complicated signage and would provide protection to cyclists during the periods in which bike and car traffic are heaviest.
The proximity between the parking lane and the bike lane does create a potential problem with "dooring." As you can see in the picture to the right, parked cars tend to squeeze into the bike lane, so that when a passenger-side door is opened it will extend several feet into the bike lane, creating a hazard for bikers. A minor physical barrier, such as a small concrete curb or bollards would help to make sure parked cars do not cheat into the space reserved for bikers. Painted bike lanes would also help to reduce confused drivers know where they are supposed to park.
The major downside of t
his project is that Hennepin Ave. will become a challenging place for bikers, especially during rush hours. The right lane on either side of Hennepin is intended to be a bike/bus/right-turning car lane. Given the amount of bus traffic on this corridor, I dont think this concept will work very well. Bike/bus shared lanes work well on streets with limited bus traffic (see image from Paris at left). They do not work so well on streets with heavy bus traffic, such as Hennepin. Even after express buses are removed from Hennepin when the Marquette/2nd Ave. busway project is completed, Hennepin will still be home to the 4, 6, 12, and 61 buses for its entire stretch through downtown, as well as the 3, 7, 14, 16, 50, and 94 buses between 4th and Washington. The 4, 6, 12, and 61 buses have peak frequencies of 10 minutes, 4 min., 15 min., and 15 min. respectively. This averages to a bus every 2 minutes in each direction on Hennepin (after express bus traffic is moved, but not including the stretch between 4th St. and Washington). While this will be less bus traffic than there is now, it will still be enough to make the bus/bike shared lane concept difficult, because bikers will too often have to deal with this:(image from Twin Cities Streets for People)Ideally, in the future we will come to a point where car traffic is reduced and calmed to the point that biking is safe and efficient on all downtown streets. Until then, the 1st Ave. bike lanes are a nice new amenity. And once express buses are moved back to Marquette and 2nd, Nicollet will once again be open to bicycles during rush hours, providing another north-south route alternative through downtown. While improvements could be made, the overall effect of the 1st Ave/Hennepin two-way conversions is a net positive for transportation in downtown.
For further reading:
Twin Cities Streets for People
Net Density
Bike Love forum
City of Minneapolis project website
For further reading:
Twin Cities Streets for People
Net Density
Bike Love forum
City of Minneapolis project website
Thursday, October 22, 2009
Amtrak Studies Restoration of North Coast Hiawatha
Amtrak recently studied implementing new passenger rail service in four long-distance corridors, including the North Coast Hiawatha route between Chicago and Seattle. The studies were required by last year's Passenger Rail Investment and Improvement Act, and thus do not necessarily indicate a serious likelihood that the service will be implemented in the near future.
The proposed service would mostly follow the route of the original North Coast Hiawatha, which was discontinued in 1979. The route parallels the existing Empire Builder service, including two sections where the two trains follow the same route (Chicago to Fargo and Sandpoint, MN to Spokane, WA). If implemented, the service would double the amount of daily Amtrak trains to the Twin Cities with service to Chicago and Seattle. The route would also provide much needed long-distance travel options for areas of southern Montana and North Dakota that have very little access to air travel.
Proposed North Coast Hiawatha service (red) and existing Empire Builder (blue)
(major station stops listed; map from Amtrak)
Significant challenges stand in the way of implementing restored North Coast Hiawatha service, in particular the estimated $1 billion in capital costs required (mostly for track improvements). The service would also result in a $38 million annual direct loss due to operating costs, including a loss of $8 million annually from Empire Builder revenues due to passengers switching from that line to the North Coast Hiawatha. Thus the implementation of the service would require a significant public subsidy. However, the line would attract significant ridership (about 360,000 annually) and despite the financial loss, would have above-average farebox revenue recovery among long-distance Amtrak routes.
Farebox recovery for long-distance Amtrak routes
(from Amtrak)
For further reading:
More on the Amtrak studies from The Transport Politic
Amtrak North Coast Hiawatha Study
The proposed service would mostly follow the route of the original North Coast Hiawatha, which was discontinued in 1979. The route parallels the existing Empire Builder service, including two sections where the two trains follow the same route (Chicago to Fargo and Sandpoint, MN to Spokane, WA). If implemented, the service would double the amount of daily Amtrak trains to the Twin Cities with service to Chicago and Seattle. The route would also provide much needed long-distance travel options for areas of southern Montana and North Dakota that have very little access to air travel.
Proposed North Coast Hiawatha service (red) and existing Empire Builder (blue)
(major station stops listed; map from Amtrak)
Significant challenges stand in the way of implementing restored North Coast Hiawatha service, in particular the estimated $1 billion in capital costs required (mostly for track improvements). The service would also result in a $38 million annual direct loss due to operating costs, including a loss of $8 million annually from Empire Builder revenues due to passengers switching from that line to the North Coast Hiawatha. Thus the implementation of the service would require a significant public subsidy. However, the line would attract significant ridership (about 360,000 annually) and despite the financial loss, would have above-average farebox revenue recovery among long-distance Amtrak routes.
Farebox recovery for long-distance Amtrak routes
(from Amtrak)
For further reading:
More on the Amtrak studies from The Transport Politic
Amtrak North Coast Hiawatha Study
Wednesday, October 21, 2009
Hiawatha exension/Northstar pre-revenue service
From the Twin Cities Transit blog: Northstar commuter rail and the Hiawatha LRT extension to the new ballpark station have both begun pre-revenue service. Northstar trains will be testing their ability to operate on the proposed 51-minute trip schedule from Big Lake to Minneapolis. Hiawatha trains will be testing operations on the short extension from the old terminus at Warehouse District station to the new Ballpark station.
This has little implication for transit riders for the time being, except that passengers boarding Hiawatha line trains at Warehouse District will now have to wait on the station platform for the next train to arrive, since during testing trains will continue on to Ballpark station instead of dwelling at Warehouse station in between trips.
I was able to walk around downtown and sneak some pics of the operations:
Hiawatha trains at Ballpark station
Northstar trains at Downtown/Ballpark station
Hiawatha train pulling into Warehouse District Station. Painted striping and different colored paving will help with preventing drivers from driving onto the track area.
Hiawatha line service to Ballpark Station opens November 14th.
Northstar commuter rail service begins November 16th.
This has little implication for transit riders for the time being, except that passengers boarding Hiawatha line trains at Warehouse District will now have to wait on the station platform for the next train to arrive, since during testing trains will continue on to Ballpark station instead of dwelling at Warehouse station in between trips.
I was able to walk around downtown and sneak some pics of the operations:
Hiawatha trains at Ballpark station
Northstar trains at Downtown/Ballpark station
Hiawatha train pulling into Warehouse District Station. Painted striping and different colored paving will help with preventing drivers from driving onto the track area.
Hiawatha line service to Ballpark Station opens November 14th.
Northstar commuter rail service begins November 16th.
Monday, October 19, 2009
Photo of the Week
This week's photo is a shot of the Foshay Tower, one of the first skyscrapers West of the Mississippi.
photo credit: josh haroldson
photo credit: josh haroldson
Monday, October 12, 2009
Support Your Local Brewers
Nice story from KARE-11 on the Surly Brewing Company:
Next time you head to the bar, instead of Guinness or Stella pick up a Surly or a Summit, and know that more of your money will be staying right here in the Twin Cities.
Next time you head to the bar, instead of Guinness or Stella pick up a Surly or a Summit, and know that more of your money will be staying right here in the Twin Cities.
Friday, October 9, 2009
Top 100 Urban Thinkers: #1: Jane Jacobs
Planetizen, an online community for urban planning related issues, recently conducted a poll to rank the top 100 urban thinkers in history. A number of my personal urban planning heroes were ranked in the poll, including Jane Jacobs and Andres Duany, who were ranked 1 and 2, respectively. In honor of the contributions these figures have made to cities, I plan on doing some short profiles of some of those who were ranked highly on the list, starting today with my idol, Jane Jacobs.
Jane Jacobs' presence on this list is quite remarkable, as she had no formal education or training in urban planning or any related field. Rather, Jacobs learned all she did about cities simply by observing the life of New York City from her Greenwich Village home. Her insights were simple and yet pioneering.
Jacobs is perhaps most well known for her critique of mid-20th century urban planning. During this era, entire neighborhoods of America's greatest cities were being completely leveled for "urban renewal" projects. Jacobs was one of the first to recognize the harm that these projects were doing to cities, and the depth of what was being lost. From the New York Times' obituary of Jacob in 2006:
As Jacobs gained prominence from her writings on cities, she would go on to lead grassroots organizing efforts to fight urban renewal projects. In particular, she often clashed publicly with Robert Moses, a powerful New York bureaucrat who pushed through countless mega-projects in NYC, often highways or urban renewal projects which demolished historic neighborhoods. Jacobs' efforts helped to save several beautiful New York places from being demolished for freeway construction, including Washington Square Park.
Without Jane Jacobs, this would have become a highway
Jacobs pointed out that the recipe for a healthy urban neighborhood is simple: density of residences, mix of uses, mix of building type and age, quality public spaces. Mix these items together and you will have a safe, vibrant urban neighborhood--a quality place where it is a pleasure to live. And more often than not, you will end up with a community, where people tend to be connected with their neighbors and support each other.
I will always admire Jane Jacobs for her beautiful insight into the organic functioning of cities, her leadership in the fight to stop urban-renewal mega-projects, and her willingness to share her thoughts in order to inspire people to fight for quality urban neighborhoods. I am proud to borrow her name as I expound ideas that I like to think she would approve of.
For further reading:
New York Times Obituary of Jacobs (a must read, and also the origin of my pen name)
April 15, 2006
"When David Fought Goliath in Washington Square Park", a New York Times book review of “Wrestling With Moses: How Jane Jacobs Took On New York’s Master Builder and Transformed the American City.” This article itself gives a nice brief history of the battles between Jacobs and Robert Moses (who came in at #23 on the Planetizen poll)
Interview of Jacobs by James Howard Kunstler (who happens to be #12 on Planetizen's list) Metropolis Magazine, March 2001
The Death and Life of Great American Cities (1961)
The Economy of Cities (1969)
Cities and the Wealth of Nations (1984)
Anthony Flint. Wrestling with Moses (2009)
Jane Jacobs
Jane Jacobs' presence on this list is quite remarkable, as she had no formal education or training in urban planning or any related field. Rather, Jacobs learned all she did about cities simply by observing the life of New York City from her Greenwich Village home. Her insights were simple and yet pioneering.
Jacobs is perhaps most well known for her critique of mid-20th century urban planning. During this era, entire neighborhoods of America's greatest cities were being completely leveled for "urban renewal" projects. Jacobs was one of the first to recognize the harm that these projects were doing to cities, and the depth of what was being lost. From the New York Times' obituary of Jacob in 2006:
"at a time when both common and inspired wisdom called for bulldozing slums and opening up city space, Ms. Jacobs's prescription was ever more diversity, density and dynamism."Jacobs correctly foretold what would happen to the places created by urban renewal programs: they would be unloved, unused, unsafe dead spaces in the heart of our greatest cities' urban cores. Urban renewal created buildings and open spaces without any regard for how cities and places organically function. Many people thought the designs looked good on paper, but they mostly ended up being cataclysmic failures as far as "renewing" the life of cities is concerned. About the only thing that urban renewal programs accomplished with 100% success was taking poor, yet historic and vibrant neighborhoods and wiping them off the map, erasing entire decades of cities' architectural and cultural history.
As Jacobs gained prominence from her writings on cities, she would go on to lead grassroots organizing efforts to fight urban renewal projects. In particular, she often clashed publicly with Robert Moses, a powerful New York bureaucrat who pushed through countless mega-projects in NYC, often highways or urban renewal projects which demolished historic neighborhoods. Jacobs' efforts helped to save several beautiful New York places from being demolished for freeway construction, including Washington Square Park.
Without Jane Jacobs, this would have become a highway
Jacobs pointed out that the recipe for a healthy urban neighborhood is simple: density of residences, mix of uses, mix of building type and age, quality public spaces. Mix these items together and you will have a safe, vibrant urban neighborhood--a quality place where it is a pleasure to live. And more often than not, you will end up with a community, where people tend to be connected with their neighbors and support each other.
I will always admire Jane Jacobs for her beautiful insight into the organic functioning of cities, her leadership in the fight to stop urban-renewal mega-projects, and her willingness to share her thoughts in order to inspire people to fight for quality urban neighborhoods. I am proud to borrow her name as I expound ideas that I like to think she would approve of.
"There is a quality even meaner than outright ugliness or disorder, and this meaner quality is the dishonest mask of pretended order, achieved by ignoring or suppressing the real order that is struggling to exist and to be served. "
-Jane Jacobs
For further reading:
New York Times Obituary of Jacobs (a must read, and also the origin of my pen name)
April 15, 2006
"When David Fought Goliath in Washington Square Park", a New York Times book review of “Wrestling With Moses: How Jane Jacobs Took On New York’s Master Builder and Transformed the American City.” This article itself gives a nice brief history of the battles between Jacobs and Robert Moses (who came in at #23 on the Planetizen poll)
Interview of Jacobs by James Howard Kunstler (who happens to be #12 on Planetizen's list) Metropolis Magazine, March 2001
The Death and Life of Great American Cities (1961)
The Economy of Cities (1969)
Cities and the Wealth of Nations (1984)
Anthony Flint. Wrestling with Moses (2009)
Wednesday, October 7, 2009
Megaregional Transit
Christof Spieler at the Houston-based Intermodality blog recently wrote a post documenting megaregional transit systems in the United States. "Megaregional transit" essentially refers to how systems of commuter rail and regional passenger rail combine in megaregions of multiple large metropolitan areas combine to form large areas of interconnected train service. Spieler includes maps of several of the country's megaregions, allowing an interesting visual comparison of the extent rail service and the frequency of service provided in different regions. For example, see Spieler's map of the Upper Midwest below:
click for larger version
(map from Intermodality)
Notes on Spieler's maps:
-the orange lines on these maps are commuter rail lines which connect suburban locations with the urban core of a metropolitan area
-The black and gray lines are intercity passenger lines, which tend to connect large cities to each other, stopping at smaller towns on the way
-The thickness and shading of these lines indicate the frequency of service provided on that line (thicker lines shaded darker have more more frequent service)
-The small numbers next to each rail line indicate the number of trains per day which serve that section of the line
-Cities marked by yellow dots have urban rail systems such as subways or light rail transit. Next to each such city is information in yellow font which provides information on the number of daily trips provided by that city's urban rail transit system
Rail transit is severely lacking in the Upper Midwest. Outside of Chicago, non of the megaregion's large cities have extensive commuter rail systems. Intercity rail tends to be infrequent, mostly consisting of long range trains running 1-3 trains in each direction per day. Thankfully, Minneapolis has at least one commuter rail line on the map...the Northstar line to Big Lake which opens later this year.
Compare the Upper Midwest to the Northest Corridor:
click for larger version
(map from Intermodality)
We've got a lot of catching up to do.
click for larger version
(map from Intermodality)
Notes on Spieler's maps:
-the orange lines on these maps are commuter rail lines which connect suburban locations with the urban core of a metropolitan area
-The black and gray lines are intercity passenger lines, which tend to connect large cities to each other, stopping at smaller towns on the way
-The thickness and shading of these lines indicate the frequency of service provided on that line (thicker lines shaded darker have more more frequent service)
-The small numbers next to each rail line indicate the number of trains per day which serve that section of the line
-Cities marked by yellow dots have urban rail systems such as subways or light rail transit. Next to each such city is information in yellow font which provides information on the number of daily trips provided by that city's urban rail transit system
Rail transit is severely lacking in the Upper Midwest. Outside of Chicago, non of the megaregion's large cities have extensive commuter rail systems. Intercity rail tends to be infrequent, mostly consisting of long range trains running 1-3 trains in each direction per day. Thankfully, Minneapolis has at least one commuter rail line on the map...the Northstar line to Big Lake which opens later this year.
Compare the Upper Midwest to the Northest Corridor:
click for larger version
(map from Intermodality)
We've got a lot of catching up to do.
Sunday, October 4, 2009
Photo of the Week
This week's photo comes from Houston, TX, where a section of the city's sole LRT line passes through a fountain:
(photo credit: .imelda)
A very clever way to incorporate a minor amenity into the LRT track alignment.
Bonus photo:
(photo credit: jmecklenborg)
(photo credit: .imelda)
A very clever way to incorporate a minor amenity into the LRT track alignment.
Bonus photo:
(photo credit: jmecklenborg)
Saturday, October 3, 2009
Stone Arch II denied approval...again
The proposed Stone Arch II development just across the river from downtown Minneapolis was denied a zoning appeal by the Minneapolis City Council on Friday. The proposed mixed-use building with 96 apartment units would require a zoning change, as current zoning would only allow 56 units on the site. The requested zoning change has been repeatedly denied by the Planning Board and City Counil, despite the fact that numerous other projects in the area have been granted similar requests in recent years.
proposed Stone Arch II development site at 6th SE and Main
In an earlier post titled "When Misguided Concerns Hamper Smart Growth" I argued that projects like Stone Arch II are exactly what Minneapolis needs more of--dense, mixed use buildings in walkable neighborhoods with access to transit. Unfortunately, all too often such development projects are denied approval because neighborhood groups and/or politicians think they are "too tall" or "too dense", or in this case because they have their own idea of what should go on that land. Such concerns stand in the way of Minneapolis becoming a more vibrant, sustainable, and safe city. And in this case, they may cost the city millions of dollars if the developer moves forward with a lawsuit, as he has threatened to do.
Star-Trib article: here
proposed Stone Arch II development site at 6th SE and Main
In an earlier post titled "When Misguided Concerns Hamper Smart Growth" I argued that projects like Stone Arch II are exactly what Minneapolis needs more of--dense, mixed use buildings in walkable neighborhoods with access to transit. Unfortunately, all too often such development projects are denied approval because neighborhood groups and/or politicians think they are "too tall" or "too dense", or in this case because they have their own idea of what should go on that land. Such concerns stand in the way of Minneapolis becoming a more vibrant, sustainable, and safe city. And in this case, they may cost the city millions of dollars if the developer moves forward with a lawsuit, as he has threatened to do.
Star-Trib article: here
Northwest LRT update
The Hennepin County Regional Railroad Authority (HCRRA) is in the process of completing an Alternatives Analysis for the Bottineau Transitway, a proposed transit corridor linking downtown Minneapolis with locations to the northwest. Preliminary results of the AA study appear to identify LRT route A-C-D1 as the highest scoring route alternative. This route (see maps below) travels from Maple Grove to downtown mostly via an existing rail corridor, with a short section along Olson Highway (MN-55) as it enters downtown Minneapolis, where it will then link in with existing LRT tracks on 5th St.
"A" alignment from Maple Grove (map from HCRRA)
"D1" route alignment (map from HCRRA)
While the D1 alignment would be cheaper and faster than the other Minneapolis alternatives, it largely fails to serve many areas of transit-dependent populations in north Minneapolis. Unfortunately, none of the other north Minneapolis alignments are very practical--all require running LRT down existing streets which would require removing significant amounts of street parking, car lanes, or both. For example, the D-2 alignment on Penn Ave. (a major north-south thoroughfare) would reduce car traffic on that street to one southbound lane. These street alignments would also require LRT vehicles to travel at significantly slower speeds than on the D-1 alignment.
This situation is perfectly suited for a subway section, which could allow the line to serve north Minneapolis while at the same time preserving swift travel time and preventing the complications associated with on-street alignments. Unfortunately, stringent federal cost-effectiveness requirements essentially prevent this option from even being seriously considered, as it would be too expensive to be "cost-effective."
One positive note from the study results is that LRT appears to meet cost-effectiveness requirements. There was some concern that ridership on this corridor would be too low to justify choosing LRT over BRT, but the study predicts about 20,000 daily riders for LRT by 2030, which should be good enough to get funding approved.
Preliminary AA results available here
"A" alignment from Maple Grove (map from HCRRA)
"D1" route alignment (map from HCRRA)
While the D1 alignment would be cheaper and faster than the other Minneapolis alternatives, it largely fails to serve many areas of transit-dependent populations in north Minneapolis. Unfortunately, none of the other north Minneapolis alignments are very practical--all require running LRT down existing streets which would require removing significant amounts of street parking, car lanes, or both. For example, the D-2 alignment on Penn Ave. (a major north-south thoroughfare) would reduce car traffic on that street to one southbound lane. These street alignments would also require LRT vehicles to travel at significantly slower speeds than on the D-1 alignment.
This situation is perfectly suited for a subway section, which could allow the line to serve north Minneapolis while at the same time preserving swift travel time and preventing the complications associated with on-street alignments. Unfortunately, stringent federal cost-effectiveness requirements essentially prevent this option from even being seriously considered, as it would be too expensive to be "cost-effective."
One positive note from the study results is that LRT appears to meet cost-effectiveness requirements. There was some concern that ridership on this corridor would be too low to justify choosing LRT over BRT, but the study predicts about 20,000 daily riders for LRT by 2030, which should be good enough to get funding approved.
Preliminary AA results available here
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