Published Marin IJ Wednesday May 15, 1996
Traffic in Marin:
Where do we go now?
In the late 1970’s
Peter Calthorpe was an associate of
to-be State Architect Sim Van der
Ryn, working to establish a Solar Village at Hamilton Air Force Base. By
the 1980’s, Peter was on his own preaching for developing Pedestrian Pocket
communities where people could walk to and from parks, schools, work places and
transit options other than the car nestled in suburbia’s omnipresent garage.
Pedestrian Pockets offered the opportunity to develop the community that ethnic neighborhoods of the 40’s and 50’s and his Sausalito houseboat neighbors had. Unfortunately, Marin’s assumed environmentalists, and the power structure they supported, wouldn’t listen to concepts that allowed clustered communities of affordable housing to be built on the 13+ large parcels that then laid adjacent to Marin and Sonoma’s Northwest Pacific Right of Way.
For years, few seemed
to pay attention to Calthorpe’s rejuvenated concept or pay for his services. Luckily, his Berkeley students helped keep him going until the
rest of the country realized
the good sense of Pedestrian
Pockets and paid him to do them.
In a shrinking world where our
lifestyle consumes more than its proportional share, and our lack of community
produces an abundance of dysfunctional
acts, Pedestrian Pockets design
part of the needed solutions.
In 1991 Peter was the
keynote speaker for the region’s
first Land Use and
Transportation Conference sponsored by
North Bay Transportation & Management Association(TMA), the first such TMA
funded in Northern California. Twenty
regional leaders participated in the all day conference to which 400 came to
listen and participate with the panels.
This May 19th a similar
conference will be held with Phil Erickson of Calthorpe & Associates
serving as a keynote speaker. Phil will
report on a study that Peter has tried
to have funded for 20 years -- a
Sonoma/Marin Transportation and Land Use Study. Twenty years ago the 13+ large parcels
were less fettered with planned or existing expensive suburban sprawl homes entwined amidst a morass of costly curbs and gutters and dead end streets.
But it is better late than
never for Marin and Sonoma
counties to use their remaining land to support uses that enhance the
environment through more sustainable
developments that allow for beneficial
reuse of the rail line with
passenger and freight traffic.
Thanks to narrow minded
planning, Marin rates at the bottom of the Bay Region’s 9 county list when its
Labor Market Independence is ranked. In
Marin 70% of county workers live here versus Sonoma’s comparable 94% . In Marin 59% of employed county residents
work here versus Sonoma’s comparable 82%.
In Marin’s construction transportation, communications and public
utilities industries in-commutes hover near 50% versus Sonoma’s 10%.
Let’s hope Marin will waste
no more time in providing land uses that will help make the rail line more
economically viable in the future. Even before Pedestrian Pockets are
built, the existing rail line can help reduce environmental impacts. Consider:
·
As
development moves forward on Bel Marin
Keys, Hamilton and St. Vincent/Silveira, wouldn’t it be more environmentally
beneficial to import needed fill and
building materials by train rather than by road hammering, pollution belching
trucks?
And when you consider how
much more fuel efficient trains are than cars, and how they, too, add to
community building:
·
Wouldn’t
Marin’s true environmentalists want to start setting the environmental and
community standards for other parts of
the country who have the opportunity we have?
Dwayne Hunn was Executive Director of the North Bay TMA and now works on land use, transportation and political issues as well as with Excel Telecommunications.
(Unedited version.)