‘Surround rail stations with pedestrian-friendly, green development’

So urges Massachusetts Transportation Secretary Bernard Cohen in an op-ed piece about the restoration of passenger rail service between Boston and Fall River and New Bedford.

While fully funding the $17.2 million planning for the rail project, the state in return is asking 31 surrounding communities to develop a land-use corridor plan that would "guide new development of home and jobs to places that make sense while helping communities preserve precious environmentally sensitive areas." Cohen says communities need to be open to zoning changes to help the South Coast Rail project spark smart growth, not become "a veiled invitation for more [sub]urban sprawl" by prompting new homes on large lots in rural areas that "is eating up farms, fields and forests and eroding the historic villages and cities that help make the SouthCoast so special. . . .

"Clustering people and jobs near train stations helps us make new public transportation cost-effective. The more homes, offices, shops, and schools are spread out, the more people have to drive, and the less likely it is that a train will be convenient."

Good to see planners thinking this way. The state shouldn't be funding a public transit project that simply sparks more exurban McMansions, without developing walkable centers near the train stations that offer residences and retail with appealing streetscapes between them. Hopefully someday the area around Framingham's train station will also include an appealing, walkable streetscape to and from nearby residences and commercial areas. Right now the distance is theoretically walkable, but the streetscape is so offputting that few if any commuters would actually do so.

Silver lining dept.: Will housing and energy challenges help end sprawl?

"The collapse in the housing market and high gasoline prices are bad news for middle-class homeowners left to sift through the wreckage. But if there is consolation to be found amid the rubble, it may be that the inexorable spreading out that has characterized American life since World War II might finally be coming to an end," writes Cornell Law School associate professor Eduardo M. Peñalver in the Washington Post.

American suburban sprawl revved up in the aftermath of World War II, reversing centuries-old development patterns that focused around town centers. Many new housing developments had no local anchor, while neighborhood retail centers were supplanted by strip malls that were impossible to walk to.

However, Peñalver points out that this required low gas prices and "relentless demand for housing. . . . Middle-class Americans, not able to find housing they could afford in existing suburbs, kept driving farther out into the countryside until they did."

Even before current trends, he notes, the density of metropolitan areas, which had been declining since World War II, started nudging back upwards in the '90s. "[H]owever, the now-defunct housing boom and cheap gas kept exerting centrifugal pressure on living patterns, pushing the edge of new development farther out into rural America."

Both the housing boom and inexpensive gas seem to be over, at least for now.

High energy prices won't themselves prompt people to move, he acknowledges, but can be a factor in deciding on a new location when people are moving anyway.

If these trends hold, then providing affordable -- and appealing -- middle-class housing in existing communities is key:

"Accommodating a growing population in the era of high gas prices will mean increasing density and mixing land uses to enhance walkability and public transit. And this must happen not just in urban centers but in existing suburbs, where growth is stymied by parochial and exclusionary zoning laws. Overcoming low-density, single-use zoning mandates so as to fairly allocate the costs of increased density will require coordination at regional levels."

It'll be tough to go through this transition, but we might finally have the opportunity as a culture to step back and take a hard look at "the car-dependent, privatized society that has evolved over the past 60 years," Peñalver says. "We may discover that it's not so bad living closer to work, in transit- and pedestrian-friendly, diverse neighborhoods."

I've long felt that for many people, moving to walker-hostile exurbs was less a lifestyle choice than sole option for attractive, affordable housing. Look at the costs per square foot for housing and land in choice neighborhoods inside 128 and outside of 495 and you'll see what the market values more. In fact, as I blogged about awhile back, almost 9 in 10 people rated a walkable neighborhood as being important to them -- more than large rooms or lots, according to 60,000 people who responded to a Better Homes & Gardens survey. But there are relatively few options available for someone looking for an appealing, walkable suburban neighborhood.

Another reason to get off the phone while you drive

...besides the obvious one that you're a safety menace to everyone around you if you're using your cell phone while driving -- no matter how careful you think you're being while you're talking (let alone text messaging). But now comes word that mobile phone chatters are also slowing down everyone's commute.

"New computer simulations show that chatty drivers — using regular cell phones or even hands-free devices — take longer to complete their trips because they drive more slowly on highways and pass sluggish drivers less frequently," LiveScience.com reports.

"Delays in traffic streams of very small amounts grow into massive numbers when you project it across a highway and across a nation," Peter Martin of the University of Utah's Traffic Lab told Reuters.

Earlier studies have "equated the risk of driving while talking on a cell phone with driving while drunk," Reuters notes.
Get off the phone when you're driving.

Storrow Drive outbound may close to motorists Sunday mornings

So reports today's Boston Globe:

A five-mile stretch of Storrow Drive could be closed to car traffic on Sunday mornings beginning this year, opening the riverside roadway to bicycling, walking, in-line skating, and other recreational uses, under a proposal being considered by state officials.

"The proposal by the Charles River Conservancy would close only the westbound side of Storrow between the Longfellow Bridge and Harvard Stadium, allowing inbound cars to travel into Boston as usual. If the plan is approved by the state Department of Conservation and Recreation, which oversees Storrow Drive, the Sunday closures would take place from April to November from 7:30 to 10:30 a.m., when traffic is typically light."

The move would be great for hard-core exercisers and serious non-motorized sports usage. However, it's not going to do much for others -- who else is out that early on a Sunday morning? The summertime shutdown of Memorial Drive from 11 to 7 am on Sundays has much more of an impact, attracting casual strollers who might be out and about for lunch, dinner, or an afternoon. But obviously, it's not practical to close Storrow Drive to cars the same time as Memorial Drive. Too bad Storrow couldn't close 11 to 7 am on Saturdays.

Public meetings about pedestrian access to transit in downtown Framingham

The Department of Community and Economic Development is holding 2 public meetings about pedestrian access to transit in Downtown Framingham, both on Jan. 3: 4 to 6 pm at the Memorial building in the Blumer Community Room or 7 to 9 pm at TD Banknorth, 74 Concord Street. This was rescheduled from December due to snow.For more information, call 508-532-5455.