Zoning Our Way to HOA Insanity

I’m big on local. Not because I hate Walmart and 3,000 mile Caesar salads but because, as I see it, communities built on interdependent systems are better suited to taking on the challenges and opportunities presented by time.

That’s why, when it comes to the decisions that most directly impact day-to-day quality of life, I tend to advocate for smaller, more local, more responsive increments of control. Things like neighborhoods, NPUs, districts, and towns.

The world around us, whatever form it takes, comes to reflect the priorities of the people setting policy, making rules, and allocating funds. The more those people understand the nuances of context and maintain a shared stake in the outcome, the better things tend to be.

Sort of.

Community Reputation: Actions speak

“Don’t dance, drink, smoke or chew, or go with girls who do.”

If you grew up in the south, it’s a good bet you’ve heard this one before. In short, reputation is a precious thing. You may show up in church in your Sunday best but, if your actions every other day paint a different picture then, well, that’s the impression that sticks.

Actions, especially over time, speak the loudest.

I’ve always found this reality fascinating in the aggregate. That is, what happens when all these people of countless reputations start living together, making the day-in-day-out decisions that add up to community? Reputation then transcends the actions of any one individual and comes to reflect collective actions, which no one person controls.

Ottawa: Lessons from great Canadian urbanism

Ottawa celebrates Canada’s cultural mosaic, its urbanism full of delight and engagement. As with most North American cities, its oldest neighbourhoods have positive lessons for urban design today. This is because much of what makes Ottawa character delightful is illegal in the development bylaws that govern its more auto-centric outskirts. On a recent visit, I was inspired by Centretown, The Glebe, Sandy Hill, Byward Market, Lowertown, New Edinburgh, Rockcliffe Park, and of course, Parliament Hill.

Get Your Offices into a Walkable Town Center!

Leveraging your Town Center for Economic Development

So far, this series has taken on three of the essential components of a healthy walkable town center: hotels, retail and multi-family residential. But, traditionally, our town centers were not simply a collection of residences and shops. They formed the commercial and civic centers of our towns and cities — an economic development engine that attracted the industries that gave all those homes and shops a reason (and means) for existing in the first place. Of course — and you know the story — as we moved into the suburbs in the post WWII era, we placed our offices into “office parks” in our campaign to separate the activities of our daily lives and reconnect them through compulsory car trips.

Montreal: Lessons from great Canadian urbanism

Ever had a teacher who was so amazing at storytelling that difficult subjects become clear – and riveting? Some of my favourites that come to mind are Professors John Kraus and Robert Garbacz on electromagnetics, and Andrés Duany and Léon Krier on urbanism. The last few days, I’ve spent some time in la belle province, and I’ve felt that the Ville de Montréal is such a teacher.

In Defense of ‘Vibrancy’ (And beer)

So I’m watching Asheville, the closest city to my rural community in western North Carolina, celebrate the announcement that Colorado-based New Belgium Brewing Company will be opening a brewery in the city’s redeveloping River Arts District. And based partly on extensive research with PlaceMakers partner Scott Doyon in the Atlanta Metro’s beer mecca of Decatur, GA – I’m thinking it’s time to address the concept of beer as economic development.

Pedestrian Malls are So 20th Century

I don’t like pedestrian malls. There, I said it. And it’s not because there aren’t some good ones, because clearly there are.

Let me explain. By the mid 60s, America’s race to the suburbs had left many downtowns in tough shape. Once vibrant streets, alive with the sounds of community and commerce, began to find themselves empty and foreboding after 5pm. And not that it mattered either, because the streets themselves — increasingly reengineered over the preceding decade to expedite the daily flow of workers into and out of the city — were no longer a place where any rational person would ever want to be anyways.

Community-Based Economic Development

This week my family enthusiastically celebrates both Canada Day and Independence Day, wishing Canada a happy 145^th birthday, and the US a happy 236^th. We honor the effective portions of the collective community vision that made these two nations great! The oldest continuously occupied settlements in each country are St. John’s, Newfoundland & Labrador, at 429 years, and Acoma and Taos Pueblos, both in New Mexico, at 1,012 years.

Get Your Shops into a Walkable Town Center!

Shops: Everybody Wants ‘Em
Last week we started this series off with Hotels, a sometimes overlooked, value-adding addition to a walkable town center. This week we are looking at one of the essential ingredients of a town center: the retail shops. The retail component of a town center is the most visible component, often defining the character and pedigree of a place. It is also the biggest generator of traffic, an attractor of street life and pedestrian activity, and value-adding convenience for neighboring office workers and residents. But where it gets into trouble is the fact that successful retail spells m-o-n-e-y. It makes bucks for the developers and operators, it is often a key line item on municipal tax roles, and it can bring great value to surrounding neighborhoods. But the problem is that while everybody wants ’em, there is only so much to go around.

Tools for Trickle Up Economics

Several years ago I had the fortune of collaborating with architect Teddy Cruz, artist Joyce Cutler-Shaw, and landscape architect Michael Sears on a study of San Diego’s rich history of creating Visionary Planning documents. Our documents included John Nolen’s 1907 and 1926 City Plans, Kevin Lynch and Donald Appleyard’s seminal 1974 shot-across-our-bow “Temporary Paradise?“, and Adel Santos’ 1993 “Urban Futures” plan to re-urbanize downtown’s East Village. During a work session, Michael was thinking aloud when he said, “… building towards cultural and social value always equates to economic value, while the converse is not as true.”

Spot on.

We’re OK. Ya’ll, Not So Much: Your guide to understanding national polls

Last week brought a barrage of polls about Americans’ attitudes. And despite the spins some of the sponsoring organizations offered, the underlying message is that we seem to be holding steady with our conviction that the farther we get from our own little corners of the world, the less confidence we have in the competence and good will of others.

Here’s a graphic that tells you all you need to know:

The Passion of Place

David Byrne noted in last Sunday’s NY Times that people get hooked on cycling because of pleasure, not health, money, or carbon footprint. “Emotional gratification trumps reason.”

Ben Brown agrees, using Byrne’s “Stop Making Sense” as a blog title on the subject of community engagement and how special interest groups often talk past each other. “Intuition comes first, strategic reasoning second.”

Pub Shed: Mapping your five minute stumbling distance

Having worked in communities big and small across the continent, we’ve had ample opportunity to test ideas and find approaches that work best. Urban design details. Outreach tactics. Implementation tricks. Many of these lessons are transferable, which is why we’ve created “Back of the Envelope,” a weekly feature where we jot ’em down for your consideration.

Most folks with an interest in planning issues are no doubt familiar with the pedestrian shed or ped shed. The idea is simple. Experience has shown us that the average person will walk, without hesitation or undue kvetching, to destinations they can reach in under five minutes — in practical terms, about a quarter mile — beyond which they begin to consider other modes of travel.