Saturday, March 21, 2015

Thinking about Boston's Workforce Housing Growth Zones

Your humble RTUF blogspondent predicted back in December that the Mayor's speech on "Growth Zones" would turn out to be a big deal. And I stand by that prediction. But there is no denying that the details on the Growth Zones have been slow in coming. So, having given the matter some thought and having put some of those thoughts on paper, I was lucky enough that my friends at the Real Estate Bar Association put those thoughts in the current quarterly of the REBA News. You can check them out here at page 2: Getting down to specifics on Boston's growth zones. Thoughts, as always, welcome in the comments section. - MJL

Blog Post No. 2015-2.

Sunday, January 18, 2015

Parcel 24 becomes One Greenway...

...and Chinatown regains some ground

The Photos:

Photo 1: Looking east on Kneeland Street.
Photo 2: Looking south on Hudson Street.

Photo 3: Looking south on Albany Street.

Photo 4: From the parking lot between Tyler and Hudson,
looking northeast.

Photo 5: Harrison Avenue, looking south from Essex Street.

The Location: Approx. 90 Kneeland Street, or the block bounded by Kneeland, Hudson, and Albany streets, Boston's Chinatown.

The Story: One particularly interesting aspect urban life is the changing makeup of the people who populate certain patches of ground in successive waves before moving on and out, sometimes willingly, sometimes not. Much of what is now the southern half of Boston's Chinatown, effectively the area south of Kneeland Street and east of Washington and bounded on the other 2 sides by the Fitzgerald Expressway and the Massachusetts Turnpike Extension, was part of the South Bay/South Cove until being filled in the 1830s. Soon after being developed, the neighborhood experienced a wave of Irish immigration and, then, in relatively rapid succession over the next hundred years, European Jews, Syrians and Lebanese, and finally Chinese and East Asian immigrants. The area today is the southern half of Chinatown, which has long been handicapped by the fact that a substantial swath was taken for the aforementioned turnpike extension and expressway 50 years ago, resulting in multiple highway on- and off-ramps and the trench of the turnpike itself. Parcel 24's location was, before the highway, a regular block bounded by Kneeland, Hudson, Harvard, and Albany, and home to dozens of mid-19th century Boston row houses, similar in scale and character, it seems, to nearby Bay Village.

With the Big Dig's submergence of the highway, Parcel 24 became available for potential redevelopment and Asian CDC, Chinatown's homegrown community development corporation, teamed with New Boston Fund to obtain the redevelopment rights from the state to pursue the mixed-use project that is now dubbed One Greeway. It has been a long road back: Those rights were initially acquired almost a decade ago, but construction of the project was delayed by the Great Recession's real estate downturn and only commenced in late 2013. As can be seen from the photos, One Greenway is another in the wave of new buildings that we here at RTUF have found worthy of note. It puts height at the right place - along Kneeland - meets its key street frontages appropriately and activates them with retail uses, and represents the kind of thoughtful infill development that we need more of.

The RTUF Sketch: The sketch shows that the building shown on the photos above is just the north building of the development, to be followed up a public park and a smaller south building:

A post script: A while back, RTUF took a look at Franklin Street at Arch and called for much less paved space for cars and more space for people (It's really way past time...). The last photo above, of Harrison Avenue below Essex Street, is another such location. Way too much pavement going to waste. Come spring, this would be an ideal location for some traffic barrels, some tables and chairs and a few umbrellas. Definitely underperforming for those of us on foot.

Blog Post No. 2015-1.

Wednesday, December 10, 2014

This could turn out to be a very big day...

...for the cause of walkable urban places here in New England's central city

I'm sorry I missed the Mayor's speech about development issues before the Boston Chamber of Commerce this morning. Seriously. I had a conflict, but had I known what he was going to say, I would have been there. The news that he's finally made Brian Golden the actual, as opposed to just interim, director of the BRA is big enough, but then the Mayor went on to say the following:

Planners talk about “Smart Growth.” But it goes deeper. It’s about our identity. Our values. Our vision. We should show America there’s a better way to grow. A Boston way. Growth should enhance the best qualities of our city. Neighborhoods should reflect our historic tradition and our bold innovation. Our economy should be world-class and inclusive. New buildings should be creative, sustainable, and inspiring.
I want to share with you some new policy initiatives that illustrate how we are shaping our growth around these values.
We start by moving forward one of the key strategies in our Housing Plan: Growth Zones for transit-oriented workforce housing. Boston needs more housing. But there is no one-size-fits-all solution. Every neighborhood has its own character. In some places, density is not only appropriate – it is badly needed.
 It is needed to bring prices back within reach.
 It is needed to spur retail investment.
 It is needed to breathe new life into under-developed streets.
We’re starting with two transit corridors. One Growth Zone will run along the Red Line, on Dorchester Avenue between Broadway and Andrew stations in South Boston. Another will follow the Orange Line in Jamaica Plain, from Forest Hills to Jackson Square. The T stops in these great neighborhoods should be embedded in thriving, healthy, walkable communities. And they will be.
More zones will come. When other neighborhoods see the kind of vibrancy that smart density produces, the conversation about new housing across our city will change for the better.
To borrow a phrase from Charlie Pierce -- Do you see what the Mayor did there? He laid out the the broad vision -- places that are creative, sustainable, and inspiring. He talked about a specific policy initiative: Growth Zones for transit-oriented workforce housing. Then he said the key words -- "In some places, density is not only appropriate -- it is badly needed." 

And then...he named two names:

  • First, Dorchester Avenue between Broadway and Andrew stations on the Red Line, and, then, 
  • Second, the Southwest Corridor between Forest Hills and Jackson Square stations.

 [Brief aside: Your humble blogspondent has previously given voice to the do-over needed on the Southwest Corridor here: Of the Bartlett Square Condos]

Now, the details of Growth Zones obviously need to be fleshed out and fought over and they can't be temporizing or putting off battles to another day or the next project, but I think we'll get to that pretty soon. The big news here is that there are now 2 corridors in existing neighborhoods -- not out in the Seaport/Innovation District, or the Allston Interchange or some other relatively clean slate -- where the City's highest elected official and the one who wields most of the power has said we want and need to see housing growth. We've all known for a long time that luxury condominiums downtown and on the waterfront are nice to look at and without question have improved the streetscape, but you really couldn't know that the tide was turning until the City actually put a stake in the ground and said more intense growth would happen in existing places with lower land costs and therefore a better shot at producing homes and apartments for people with incomes more in line with what most of us can afford. That day has now come.

From this day forward, the goal has been set. We know what the City's direction is. So now, we speak up for Growth Zones that actually promote growth and the right kind of development in the right places. And the Mayor indicated that "More zones will come." Let me be the first to highly recommend my own corner of the world, Roslindale Square, a.k.a., God's Country. The square has tightly woven existing urban fabric and a whole slew of one-story commercial buildings that were once two and three stories and can be again. We have fantastic bus transit service, perhaps the best in the entire region for an outlying location, by virtue of which we experience effectively headway service for the 1 mile trek to or from Forest Hills and the Orange Line terminus (and that stretch is flat enough that meaningful bike infrastructure would make the subway that much more accessible). We have a commuter rail stop on a line on which Saturday service will be restored at the end of this month. And we have an active main streets organization (the first urban main street in the US) that can help the BRA, our local electeds and the rest of the City government lead the conversation for a Growth Zone that will allow us to capitalize on this opportunity at this moment.

I repeat, the day has come, and we have the Mayor to thank for it.



The full text of the Mayor's prepared remarks can be found here.

Blog Post No. 2014-13

Tuesday, November 18, 2014

Whither the Innovation District...

...or the rare occasion on which Robert Campbell goes a bit overboard.

The Place:


Credit: seaportinnovationdistrict.com.


The Article: This is another in our series of reviewing what certain key regional media outlets (usually The Boston Globe) are saying about the urban scene (a.k.a., They-report-it-and-we-give-it-the-once-over). This time around we're back to weblog inspiration Robert Campbell, who recently took on the evolving state of urban design affairs in the Innovation District and found it sorely lacking in Innovation District needs a human touch. There's a fair amount of truth in what Campbell says, but from my perspective we need to remember that, for all of the faults identified, we're trading 50+ years of surface parking use for much, much improved urban fabric and the district is only partially built out. Reserving judgment is almost always the better path. And the reference to office parks in suburban Dallas feels unnecessary and gratuitous - there is plenty of office park terrain right here in eastern Massachusetts to provide a point of comparison. Perhaps the most far-reaching and ultimately non-recoverable mistake was allowing the street network to be dictated by then-EOT on an effectively superblock/suburban arterial model that puts the really fine-grained urban fabric of places like Beacon Hill or the North End out of reach. Campbell is also right about the highlights (especially Independence Wharf and the park at D Street) and the real lowlight, which is Seaport Boulevard, the district's main drag. Giving Seaport Boulevard a better treatment than overwide travel lanes and concrete paved medians would be a huge step in the right direction and one that should be taken sooner rather than later.

Blog Post No. 2014-12.

Monday, October 27, 2014

City Hall Plaza starts its needed downsizing...

...and the MBTA finally starts on a Government Center Station headhouse that meets its location



Act 1: The former headhouse,
now demolished.
Act 2: The new headhouse,
under construction.



Act 3: The new headhouse,
as it will look upon completion.


The Location: City Hall Plaza, Boston, MA.

The Story: We've visited this location for the weblog before, advocating for rotating, temporary installations back in April 2010, thinking about more aggressive street re-introduction later that year (since the plaza obliterated a very tight piece of urban fabric half a century ago that has its own restoration logic, even though it is virtually impossible to achieve), and countering revisionism about City Hall itself in 2012. Having finally concluded, I think out of necessity, that a massive re-do isn't feasible, the new administration finally decided earlier this year, with the help of Utile Architecture + Planning, as its main planning consultant, to openly opt for a kind of tree-led downsizing of the plaza's blank and badly dysfunctional slate. You can see the overall gameplan here:


Credit: Utile; Architect's Newspaper.

And the effort, interestingly, is being led by the replacement of the hideously god-awful, bunker-like, 1960s-era Government Center station headhouse with a new glass headhouse and pavilion that is much more substantial in all dimensions, and will provide a real sense of arrival/departure when completed in early 2016. To go into and out of the old headhouse on a regular basis, or even only occasionally, was to know, deep down, just how unimportant rail transit was to a city and commonwealth that, to speak plainly, absolutely relies on rail transit to keep it from seizing up completely on auto congestion. It gave you almost a palpable sense of sadness.

It appears that this initial phase will include the "bosques," or groupings of trees, shown along Cambridge Street and adjacent to the headhouse as well as the new stairway-eliminating ramps and wider sidewalks at the intersection of Cambridge and Court Streets. Eventually, several additional bosques are planned to help create a more manageable, intimate central gathering place. I'm usually not one to suggest that just dropping in some happy trees to hide your urban design mistakes, whether new or old, is a good idea, but I do believe I have finally found a use for landscape urbanism. If you look closely, I think you can also see that there's an intent to surreptitiously restore Cornhill Street on the right-hand side. Now that's the kind of thing that warms a still-recovering transportation planner's heart...

Special credit to the piece by Alex Ulam posted to the Architect's Newspaper website with a date of March 5, 2014. Thanks, Alex.

Blog Post No. 2014-11.













Wednesday, September 3, 2014

Just because it's happening in New York...

...doesn't mean it's bad or shouldn't happen here

Your faithful blogspondent grew up, as is well-known by this time to RTUF Nation, down to the south. That is to say, in New York, the big, bad city of broken dreams and shattered romances. Among the surprises of living in Boston for the last 17 years (since coming north to obtain a law degree at what must be Pope Frank's favorite JD mill in the Commonwealth), perhaps the most suprising thing is the depth of the anti-New York reflex in this town. I get it about the Yankees (to begin with, who wouldn't loathe George Steinbrenner simply on sight?), and certainly the Jets, but it extends to virtually everything and is not even properly classified as a reflex. It is a deep-seated aversion, like discussing the theory of evolution among certain fundamentalists, or trying to get my friend Frankie-bell Galvin to agree that the sun rises in the east after he's heard President Obama just said the same thing. It's subconscious, it's visceral, it cannot be reasoned with, but, on the plus side, it tends to hurt only the benighted.

This all came forcefully to mind recently when I had the opportunity to sit down with some fellow tactical urbanism proponents and a former city official and brainstorm about where and how Boston might find the way to turn some of its excess, underused and unsightly public space into vibrant urban spaces and plazas. The conversation wound its way around to a brief discussion of one key tactical urbanism tactic -- the overnight public plaza within an existing street right of way that ultimately matures into a permanent public space. As it so happens, perhaps the highest profile and most successful of this kind of TU intervention has been Times Square in New York. Basically, virtually overnight several years ago, NYCDOT's then-commissioner, Janette Sadik-Khan, moved forward, on land her agency controlled within the existing street right of way of Broadway, and shut down auto traffic on the iconic thoroughfare from 42nd to 47th streets, allowing auto traffic only on the cross streets. To someone on foot, tourist and native alike, this was a no-brainer. To go to Times Square before this change was really to be in Times Traffic-Islands-Narrow-Sidewalks because the pedestrian-available parts of the square had been systematically squeezed back over the course of the automobile era to the point where the ratio of the space for cars to the space for people was grotesquely out of whack. Something had needed to happen to reverse this ratio for many, many years. Rather than do nothing until the final plaza could be built, Ms. Sadik-Khan, to paraphrase Boston's own Mel King, identifed the mess, found the broom in her hand to be more than sufficient to get meaningful change going, and started sweeping.

Now, five years on, the permanent installations and art work are well underway or already on the scene and Times Square feels much, much different. And it's all due to a willingness to use low-tech, low-capital cost, temporary interventions to show what can be done, demonstrate and actual experience what can be and build a constituency around permanent change for a place. What a shame that one reaction during the discussion was deeply reflexive -- what good is anything from New York? -- and also tragically emblematic. It would be a shame of epic proportions if Boston misses this wave just because the folks who dress in black 3.5 hours to the south have done it first. And, yes, I'm looking specifically at you, Franklin Street at Arch Street - NYC Phobia can't save you forever!!

View 1 - South on Broadway, across the block between
42nd and 43rd streets.

View 2 - North on Broadway, across 7th Avenue
to the Cohan statue in Duffy Square.
Blog Post No. 2014-10.

Saturday, August 2, 2014

We are living in the golden age of good beer in this country...

And your faithful blogspondent visited Tree House Brewing, yet another strong signal of this fact, a week ago out in Monson, MA. Here are the pix:

Photo 1: Tree House is now located on Koran Farm in Monson, MA.
Photo 2: The brews are dispensed from a small tasting and swag shed across from the silo.
This was the line at around 10:30 am, with opening at 11 am.
Photo 3: The varieties available differ, I believe each weekend.

Photo 4: Inside the shed, dispensing at the far end.
Nationally, beer consumption continues to fluctuate narrowly in volume from year to year, but craft brews such as Tree House make up a greater share of that sideways volume every year, like clockwork. I hesitate to read too much into this particular piece of data in terms of broader trends. But it is now clear that at least in the beer market, Americans have firmly opted for quality over quantity. Why drink gallons of mass produced, low-quality, shipped-from-God-knows-where and brewed-God-knows-when beer, no matter how cheap, if you can enjoy a couple or three very tasty, high-quality brews that reflect great craft and thoughtfulness in their preparation and were made, just a couple of days ago, by the guys doling them out to you over the counter on a beautiful Saturday morning? Life is just too short to drink Beer X because of its amusing ad campaigns. I would further suggest that this is of a piece with the movement toward locally-grown food and, dare we say it, living in more walkable settings that trade larger homes for better connectivity. And, at least as far as beer goes, we even have poor, maligned Jimmy Carter to thank for part of it since he signed the law that legalized homebrewing on the federal level (45 years after Prohibition had been repealed) and there appears to be little question that homebrewing as a movement led to the craft beer industry we know today.

One final note in the interest of full disclosure: Tree House has a personal connection to this blog since Mrs. RTUF went to high school with Dean Rohan, one of the owners. That said, they brew excellent beer and have been on a meteoric trajectory, starting only a couple of years ago in a garage in next door Brimfield, now relocated to the farm in Monson, and soon to be in a brand new, larger building near the silo that will allow for greater production and on-premises consumption in addition to just tastings. Take a visit if you're in the area. It's worth the trip.

Blog Post No. 2014-9