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Tuesday
Feb142012

A Geeky Valentine's Day Ode to Planning

The fabulous Steve Mouzon talks of "lovable places," those neighborhoods or areas of town where you just love to be. But lovable places don't just happen. They need a Cupid.

That Cupid is, of course, Small area planning. Know it or not - most of us are under Cupid's spell. Any swooning over a Transit Oriented Development, or absolute joy over stunning downtown redevelopment has its roots in some sort of plan that knitted the whole thing together.

Cupid was the one who got the developer to the table, aimed a bow, and Voila - a seamless facade that makes you go "oohlala." Cupid brought all the landowners to the table to make parking the least prominent feature for a new downtown. Cupid's bow went "snap" and suddenly the walk from one block to the next is a sublime experience. My old house in Clarendon has no fewer than four small area plans stacked atop one another to make a leafy suburb and great urban place all at once. Be still my heart.

Happy Valentine's Day.


Sunday
Feb122012

A-Park-olypse Sarasota

I have a soft spot for angled parking.   Maybe it’s the way more spaces are “found” in downtowns, or that parallel parking seems overly-complicated compared to the simple nature of yanking a shifter into “R” once, and only once.  For that reason, I supported the downtown merchants’ opposition to replacing angled parking with parallel spaces - that is until about 9 am last Thursday. 

That’s when I attended a presentation by SRQ Media Group on its recent Downtown Consumer Study (the must-read powerpoint is here).   The survey was conducted before the latest parking brouhahas erupted – metered parking, adorning a garage with (gasp) murals, and now a proposal to replace angled parking with parallel parking to increase sidewalk widths.  

As the February 9th breakfast presentation unfolded, Ms. Angled Parking’s “Aha” moment came from this observation: Downtown has a very low attraction rate exclusively for shopping: 8.5%.  Before we can fully appreciate this statistic, let’s consider a couple of points about parking and downtowns:

  • The sidewalk widening would be of most benefit to restaurants in the form of more outdoor dining.
  • From the presentation, 91 % of people come mostly for dining.  The Farmers Market is also a big draw.
  • While parking and garages are often viewed as downtown vibrancy killerers, for Sarasota it is essential.  Approximately 80% of Sarasota respondents came from outside downtown.  Add in tourists, and downtown Sarasota’s market is anything but local.
  • Our new, year-old parking garage added 743 vehicle parking spaces, 20 motorcycle spaces and 80 bicycle spaces in the same block where owners are most upset. 
  • Finally - the restaurants will have to rely on more than sidewalk width to achieve a fully functioning downtown.  A recent study found "a more critical factor (than street geometry) is the concentration of business activity in a compact commercial center." 

Instead of focusing so much energy on one block of Main Street, we should instead figure out how to move from a downtown where survey respondents come “for dining” to one where locals, visitors and workers are downtown equally for working, dining and shopping.

It seems like a there couple of key points.  First, we need to, at least in the short term, pay more attention to matching diners and Farmers Market patrons to the ability run other errands downtown.  We have a hardware store, banks, health food stores, opticians, services and a new Staples opening soon.  What does a marketing campaign to get all your trips taken care of downtown look like? We need to convince Joe from Palmer Ranch that he can get that hammer while his wife gets the veggies. Second, it's worth noting that Miami Beach has gained a lot of attention by celebrating, not whining about, its garages. Our own garage was recently included in an articleon the trend of parking garage architecture as sculpture.  Finally, the SRQ survey breaks down how people get information on downtown.  Instead of letting the medium drive the message, there seems to be really good information to help targeting or shape further studies needed.

Sarasota is holding a Parking Forum on February 23 from 5:30 pm to 7 at Selby Library where meters, pricing, and other topics are sure to come up.  For more information about the forum, please contact the Parking Services Management Department: 941-954-7057.

Thursday
Feb092012

WSLR show today on biking and the Legacy Trail

Here are links
Studies on bikes and economic development - bikes belong.org

Friends of the Legacy Trail - http://www.legacytrailfriends.org
Tour de Parks on March 25!

New general store on Legacy Trail - corner of Colonia and Church - soft opening on Valentines Day

Sarasota County Areawide Transit - SCAT
http://www.scgov.net/scat/

Bus Tracker - http://scattrack.scgov.net/bustime/home.jsp

Friday
Jan272012

Stopping Florida Sprawl – It's Not Just Small Area Plans

Under Florida’s new Growth Management Act, fixing sprawl is one thing, stopping is something altogether different.

This article appeared in the January 25, 2012 edition of the  Orlando Sentinel under the headline “Ruling: Giant Farmton development not 'sprawl' under new law” (hat tip – Greater, Greater Washington):

“Farmton, a city of 23,000 homes proposed for a remote tree farm in Volusia and Brevard counties, isn't urban sprawl, according to an administrative law judge's ruling in the first case to test Florida's watered-down growth management law….

Among the key rulings, Maloney decided that Farmton doesn't meet the new definition of sprawl because the law allows such growth if the plans also show ways that the impact is being limited. The new law lists eight factors that limit urban sprawl. If the plan includes at least four of the factors, then the proposed development isn't urban sprawl.  Maloney ruled that Farmton met seven of the eight anti-sprawl factors.”

Farmton Tree Farm is located on the map below under pin "A."

What?  The changes to the Growth Management Act basically modified the definition of sprawl, and added a bizarre new checklist of how development (any development) could qualify as “not sprawl.”  The law can be found here, beginning, Line 1447.

The definition of sprawl reads:

(I) Promotes, allows, or designates for development substantial areas of the jurisdiction to develop as low-intensity, low-density, or single-use development or uses.

(II) Promotes, allows, or designates significant amounts of urban development to occur in rural areas at substantial distances from existing urban areas while not using undeveloped lands that are available and suitable for development.

(III) Promotes, allows, or designates urban development in radial, strip, isolated, or ribbon patterns generally emanating from existing urban developments.

(IV) Fails to adequately protect and conserve natural resources, such as wetlands, floodplains, native vegetation, environmentally sensitive areas, natural groundwater aquifer recharge areas, lakes, rivers, shorelines, beaches, bays, estuarine systems, and other significant natural systems.

(V) Fails to adequately protect adjacent agricultural areas and activities, including silviculture, active agricultural and silvicultural activities, passive agricultural activities, and dormant, unique, and prime farmlands and soils.

(VI) Fails to maximize use of existing public facilities and services.

(VII) Fails to maximize use of future public facilities and services.

(VIII) Allows for land use patterns or timing which disproportionately increase the cost in time, money, and energy  of providing and maintaining facilities and services, including  roads, potable water, sanitary sewer, stormwater management, law enforcement, education, health care, fire and emergency  response, and general government.

(IX) Fails to provide a clear separation between rural and urban uses.

(X) Discourages or inhibits infill development or the redevelopment of existing neighborhoods and communities.

(XI) Fails to encourage a functional mix of uses.

(XII) Results in poor accessibility among linked or related land uses.

(XIII) Results in the loss of significant amounts of functional open space.

The list of “not sprawl,” defined as meeting at least four of the following eight, is:

(I) Directs or locates economic growth and associated land development to geographic areas of the community in a manner that does not have an adverse impact on and protects natural resources and ecosystems.

(II) Promotes the efficient and cost-effective provision or extension of public infrastructure and services.

(III) Promotes walkable and connected communities and provides for compact development and a mix of uses at densities and intensities that will support a range of housing choices and a multimodal transportation system, including pedestrian, bicycle, and transit, if available.

(IV) Promotes conservation of water and energy.

(V) Preserves agricultural areas and activities, including silviculture, and dormant, unique, and prime farmlands and soils.

(VI) Preserves open space and natural lands and provides for public open space and recreation needs.

(VII) Creates a balance of land uses based upon demands of residential population for the nonresidential needs of an area.

(VIII) Provides uses, densities, and intensities of use and urban form that would remediate an existing or planned development pattern in the vicinity that constitutes sprawl or  if it provides for an innovative development pattern such as transit-oriented developments or new towns as defined in s. 163.3164.

The Farmton ruling gives us the first real life case of how the new law works with the toggled sprawl/not sprawl definitions. Other aspects of the rewrite seem to have crept into the ruling as well, for example, the new "fairly debatable" standard.  Word on the street is that this legislative session will see attempts to further weaken the Growth Management Act.   Is Farmton the wave of the future, or smart locking in of entitlements before the backlash kicks in? 

Friday
Jan272012

Fixing Florida Sprawl - It's not just Transportation Concurrency

Last year, there was much lament over the gutting of Florida’s Growth Management Act, the 1985 law consistently hailed as a model for state smart growth planning.   But if it was so great, how come there is even more lament over Florida’s sprawl?

Others better versed in Florida planning have written on this topic.  Most critiques single out one policy at a time, namely transportation concurrency, or present lists of suspected policies and processes.  These are, of course, necessary discussion frames; for the most readable introduction to the topic, see the April 2008 edition of Research in Review (Florida State University) article “Pain in Paradise: Florida’s Failed Fix-All.”  The article contains links to the best in the business and I recommend studying up.   For a great synopsis of transportation concurrency, see “Rethinking the Florida Transportation Concurrency Mandate,” by Tim Chapin et al, from Florida State Univeristy.

However, if we are to correct course to develop and redevelop better communities, then we a fresh look not only at individual policies, but also at the various planning scales.  Growth management in Florida basically focuses on two scales: the (1) comprehensive plan for cities/counties, and (2) individual projects.  Regional planning is not as strong as the Act’s language might suggest.  “Developments of Regional Impacts” or DRIs are overwhelmingly single owner, large projects, not regional planning.   

Now let’s look at these planning scales another way.  Florida planning has traditionally focused on two scales that are set by boundaries: jurisdictional and project level.  These are two necessary scales, but used alone, produce a landscape built on “pods.”  It is hard to get a grip on how various cities and projects connect together when the mind jumps quickly to managing within borders.   Suburban discontent, alas, tends to emanate from dysfunctional flows: traffic, water, money. 

 

This is why planning built on flows is so important.   It seems like smart growth leaders have picked up on the importance of flows and regional planning, so let’s turn to what I think is the most important – yet least appreciated - planning tool: small area planning.

Planners in urban areas use this scale every single day, but it’s a given to the point of being unacknowledged.   Great transit oriented development is based on how pedestrians flow around mass transit station areas.  Sub-watershed plans are essential in matching management practice to local water flows.  Because efficient land use relies on sharing amenities like parking, streetscape, parks and the like, small area plans facilitate getting more out of smaller, yet linked, parcels.  Small area plans that link the built and natural landscapes tend to be adopted over time as communities mature, which may explain why they are more common in urban communities.

Many suburbs are at key maturation points, though may resist the introduction of new planning layers.  Neighborhoods naturally react when they see a plan that includes their subdivision with commercial development.  Even if no land use changes come into play for residential areas, the border of the subdivision is understood to be the small area plan.   

Developers have been programmed to be enemies of each other, not collaborators, often using the very smart growth tools we invented to get better results against one another.  In Florida, transportation concurrency forces a death match over road capacity.  The best description I have ever heard is that in suburbs, concurrency is like an all-you-can-eat buffet, where the first guy in line’s best strategy is to take all the chicken wings and leave the scraps – and the bill – to everyone else.  In California, developers are using the state’s Environmental Quality Act (CEQA) in an effort to stall the competition.  Smarter growth and great redevelopment rely on cooperation among landowners, a topic that needs more examination.

Most importantly, paying for this level of planning will be difficult.  Traditionally, local governments have paid for comprehensive planning within jurisdictions and developers pay for project planning when they are ready to move dirt.  So who pays for the new, inclusive and predictive in-between planning layer?

This post is the first of many that will examine the importance of small area plans, their power, and the suburbs.   It is the most powerful sprawl retrofitting, traffic subtracting, energy saving, water efficient, quality of life enhancing tool out there.  Fixing sprawl in Florida will rely on sub-Comprehensive Plan level planning, and last year's rewrite includes a new sector planning tool.  It's a start.