Silly, naive me! I thought that since I live on a town-maintained, paved, public way, when it came time for the road surface to be redone (which was about 5 years ago), the town would, um, re-pave it.
But no.
Instead, what appears to have happened is that the old crumbling surface was indeed removed; but then a bunch of crushed gravel/rock/stone was dumped on top of the dirt surface, flattened into it, and left there! And that's it! This is Framingham's money-saving solution to the expense of real road maintenance: Use gravel pushed into dirt instead of spending all that money for actual blacktop.
Indeed, town officials have confirmed that this is how they're leaving roads now in the Pinefield neighborhood. I'm assured that after a few months, it will all "settle" and become an acceptable road surface. Meanwhile, though, too bad for everyone out walking or cycling, as we are pelted with flying gravel and consumed by clouds of dirt and dust every time a car drives by.
It's clear that our government decision-makers didn't give a microsecond of thought to the fact that THIS IS A NEIGHBORHOOD WITHOUT SIDEWALKS WHERE A LOT OF PEOPLE WALK AND BICYCLE FOR TRANSPORTATION AND RECREATION.
Parents of kids who walk to school (or their friends' houses, or wait for a school bus in these conditions) are understandably livid. So am I. I tried to walk the 4 blocks to the hardware store the other day, and it was horrendous. Besides being hit by painful flying gravel, it was difficult to breathe with all the dust being kicked up.
My usually walkable neighborhood has become pedestrian-hostile, and will be for weeks if not months. Yet another example of town officials who think only about automobiles and not about pedestrians and bicyclists.
September 30, 2005
September 28, 2005
What Makes A Great Suburb?
Beyond core issues like good schools, low crime and well-maintained property that you see in real estate ads, it's the balance of private and public space that makes a great suburb.
In hot urban areas like Manhattan, all but the extremely wealthy expect to trade private space (who can afford anything beyond a tiny condo?) for incredible public space right outside their doorways. In rural areas, private space is more affordable. In the best suburbs, there's thought given to creating both nice private space - attractive homes and yards with more room than you could afford in a city - AND surrounding public space.
Where suburbs have been deservedly slammed is when little thought, planning and resources goes into the design and creation of public space. And I don't simply mean "leaving enough open space." I mean creating appealing front yards, streetscapes, shopping areas and parks. Walkable communities will naturally emerge if attention is paid to these things. If you design solely for the automobile, to move traffic at optimal speeds and create maximum acres of parking without thought to sharing space with pedestrians or whether there's a sense of place to these areas, you end up with the hideous aesthetics of Rte. 9.
It's no accident that some of our most appealing suburban centers, such as Concord, were designed well before the automobile - and then NOT redesigned solely to improve auto access. It's still quite possible to drive to and park in Concord if you want to (I worked in that town for awhile, so I know). But the Concord Center streetscape is very appealing to walkers.
Great suburban design is not an oxymoron. Suburbs don't HAVE to look like the Framingham/Natick Golden Triangle.
In hot urban areas like Manhattan, all but the extremely wealthy expect to trade private space (who can afford anything beyond a tiny condo?) for incredible public space right outside their doorways. In rural areas, private space is more affordable. In the best suburbs, there's thought given to creating both nice private space - attractive homes and yards with more room than you could afford in a city - AND surrounding public space.
Where suburbs have been deservedly slammed is when little thought, planning and resources goes into the design and creation of public space. And I don't simply mean "leaving enough open space." I mean creating appealing front yards, streetscapes, shopping areas and parks. Walkable communities will naturally emerge if attention is paid to these things. If you design solely for the automobile, to move traffic at optimal speeds and create maximum acres of parking without thought to sharing space with pedestrians or whether there's a sense of place to these areas, you end up with the hideous aesthetics of Rte. 9.
It's no accident that some of our most appealing suburban centers, such as Concord, were designed well before the automobile - and then NOT redesigned solely to improve auto access. It's still quite possible to drive to and park in Concord if you want to (I worked in that town for awhile, so I know). But the Concord Center streetscape is very appealing to walkers.
Great suburban design is not an oxymoron. Suburbs don't HAVE to look like the Framingham/Natick Golden Triangle.
September 27, 2005
Smart Growth Pitch: Author Randall Arendt
What's true for good photography is also true for good community development: If you have no focus point, your creation isn't compelling, whether it's a picture or a town. That's one of many reasons suburban sprawl has so little sense of place, and is so aesthetically unsatisfying.
Author Randall Arendt recently "showed slide after slide of subdivisions all over the eastern half of the United States. He clicked to one picture of homes scattered over dozens of acres, with no sense of community, because of a large minimum lot size," reports the Lynchburg, Va. News & Advance. Instead, he "extolled the benefits of having smaller lot sizes in exchange for more shared open space in a subdivision. The shared space could be used for an old-fashioned village green, walking trails or picnic areas, he said,"
Urban-sized tiny lots are necessary to create a sense of community. Some of it has to do with good design of the lots, buildings on the lots, streets and community space. But Arendt isn't talking about postage-stamp-sized lots, but a scale where you have 20 homes on 30 acres and keep 70 acres for community use and open space, instead of 20 homes on five-acre parcels.
He also urged narrower tree-lined streets in residential areas, to discourage speeding traffic. Such streets are much more likely to be used by pedestrians.
Arendt wrote the book, Rural by Design: Maintaining Small Town Character.
Author Randall Arendt recently "showed slide after slide of subdivisions all over the eastern half of the United States. He clicked to one picture of homes scattered over dozens of acres, with no sense of community, because of a large minimum lot size," reports the Lynchburg, Va. News & Advance. Instead, he "extolled the benefits of having smaller lot sizes in exchange for more shared open space in a subdivision. The shared space could be used for an old-fashioned village green, walking trails or picnic areas, he said,"
Urban-sized tiny lots are necessary to create a sense of community. Some of it has to do with good design of the lots, buildings on the lots, streets and community space. But Arendt isn't talking about postage-stamp-sized lots, but a scale where you have 20 homes on 30 acres and keep 70 acres for community use and open space, instead of 20 homes on five-acre parcels.
He also urged narrower tree-lined streets in residential areas, to discourage speeding traffic. Such streets are much more likely to be used by pedestrians.
Arendt wrote the book, Rural by Design: Maintaining Small Town Character.
September 24, 2005
No-Auto Developments
CoolTown Studios is touting a new development with "miles of pedestrian-only streets" as a way to "have our cake and eat it too" - create neighborhoods where you don't need to have vehicular traffic because entrepreneurs are working at or near home. But I think it's a mistake to consider miles of pedestrian-only streets as how we want to create pedestrian-appealing urban environments.
Yes, having residential garages in alleys out back instead of facing the street is a great idea. And I'm all in favor of creating neighborhoods where people don't have to drive everywhere! But truly vibrant pedestrian-appealing environments can have motorized vehicles as well. The key is proper design.
You want to make sure that there's good screening between sidewalk and street. You shouldn't have TOO many lanes of traffic - and if there are multiple lanes, you need an attractive median to create an attractive, boulevard ambiance. Of course you need good crossing areas that feel appealing and safe. And, no, you don't want to have traffic whizzing by too quickly.
But take a look at places like Newbury Street or Commonwealth Avenue in Boston's Back Bay neighborhood (and in parts of Brookline). Those are outstanding examples of how vehicular traffic coexists with thriving, vibrant pedestrian activity. You don't need to create no-auto environments to do that. "Pedestrian-friendly development" does NOT mean "auto-hostile development."
Yes, having residential garages in alleys out back instead of facing the street is a great idea. And I'm all in favor of creating neighborhoods where people don't have to drive everywhere! But truly vibrant pedestrian-appealing environments can have motorized vehicles as well. The key is proper design.
You want to make sure that there's good screening between sidewalk and street. You shouldn't have TOO many lanes of traffic - and if there are multiple lanes, you need an attractive median to create an attractive, boulevard ambiance. Of course you need good crossing areas that feel appealing and safe. And, no, you don't want to have traffic whizzing by too quickly.
But take a look at places like Newbury Street or Commonwealth Avenue in Boston's Back Bay neighborhood (and in parts of Brookline). Those are outstanding examples of how vehicular traffic coexists with thriving, vibrant pedestrian activity. You don't need to create no-auto environments to do that. "Pedestrian-friendly development" does NOT mean "auto-hostile development."
$340M Downtown Redevelopment Plan For Kansas City
"An ambitious proposal to transform a dreary 12-block section of downtown’s east side into a cozy neighborhood anchored by corporate offices is expected to begin in earnest today," the Kansas City Star reported yesterday. "If successful, an underused swath of surface parking lots and scattered buildings northeast of City Hall will be redeveloped into a project with 1,183 housing units, 87,200 square feet of retail and 213,000 square feet of office space that backers hope will house a new headquarters for J.E. Dunn Construction Co."
The East Village redevelopment plan would keep "the more historic and commercially viable buildings in the area," the paper notes.
There are some extremely nice pedestrian-friendly touches in a drawing of a street in the plan.
Buildings are up at the sidewalk but not crowding the sidewalk - they're human-scale, leaving enough room for walkers but not too much (massive open swathes of concrete don't do much for pedestrian life, as Boston's City Hall Plaza demonstrates). And the building fronts are architecturally interesting - it's not all just one long flat wall, but broken up by bay windows and such. That variety of building shape helps make a place pedestrian appealing, such as Boston's Newbury Street and parts of Beacon Street in both Boston and Brookline.
The East Village redevelopment plan would keep "the more historic and commercially viable buildings in the area," the paper notes.
There are some extremely nice pedestrian-friendly touches in a drawing of a street in the plan.
Buildings are up at the sidewalk but not crowding the sidewalk - they're human-scale, leaving enough room for walkers but not too much (massive open swathes of concrete don't do much for pedestrian life, as Boston's City Hall Plaza demonstrates). And the building fronts are architecturally interesting - it's not all just one long flat wall, but broken up by bay windows and such. That variety of building shape helps make a place pedestrian appealing, such as Boston's Newbury Street and parts of Beacon Street in both Boston and Brookline.
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