Mill Valley Herald March 15--21, 1993
Meandering by Dwayne Hunn
Pedestrian pockets
This Is the first of a
series, of columns on land use and transit problems facIng the North Bay, as well as the nation. Whether you live
In San Rafael, Novato, Ross, Mill Valley or a big city, the way we use our most
basic resource--the land-- affects
you, your loved ones and the environment. If you have comments, address them to
Letters to the Editor or to the columnist.
Across much of our nation short-sighted land use and transit
planning burdens us with traffic congestion and longer commutes. In a failing
economy, when the. full cost of car ownership is added to the cost of
insufficient affordable housing not dependent on a car for work, the sum soon
adds homeless, cardboard shacks and Safeway carts to the streets.
With one clogged artery running through its verdant body.
Maria County frustrates workers pumping the North Bay’s economic life blood.
With its penchant for downzoning developments to allow only pricey estates,
Marin has a dearth of affordable housing. Each feeds off the other, sapping the
diversity that provides quality and economic security to life.
Like the human body, what you put into the region’s body
determines Its health. As one of the richest counties in the world, Marin fools
itself by believing only exclusive estates and lack of diversity make a healthy
economy.
Answers exist. Answer-givers live in our backyards. But
politics and lack of visionary leadership, keep the answers out of town.
Sausalito architect Peter Calthorpe has been offering us an
answer for more than 10 years, yet Marin politics has stopped him from doing a
Pedestrian Pocket answer In his backyard. Recognized nationally, he is one of the members of the St. Vincent’s-Silveira Design Competition
Review Board, which is looking across the nation for land use answers for one
of Marine most significant pieces of land.
Marinites concerned about traffic, the environment and a
jobs-housing balance should know the. benefits of Pedestrian Pocket development.
The next three columns as. drawn from updated Interviews I did with Peter
Calthorpe for our North Bay Transportation Management Association’s 1990 Land
Use Conference.
What are
Pedestrian Pockets?
A simple and old strategy that builds communities around a
mix of jobs, housing and recreational
activities. Our traditional towns were designed around pedestrians to provide a
mix of walking, biking, mass transit, auto use and recreation. Recreating that
mix Is the goal of pedestrian pockets. Beyond transportation, however, the goal
of the pedestrian pocket (PP) concept is to cluster development and thereby
save valuable open space and environmentally sensitive lands.
Hand in hand with transportation and land use objectives
rides the Issue of affordability In housing end its corollary - a healthy
regional economy. it has been shown time and time again -- regions which do not
balance jobs with appropriate and affordable housing lose their economic base.
The loss occurs In both public services and in overall market place activity.
Pedestrian pockets go a long way toward creating diversity and opportunity for
affordable housing by creating more affordable life styles, as well as by
reducing housing development casts.
PP’s three goals are: 1) support alternative transportation
without denylng the car; 2) cluster
development to preserve open space/ag land and sensitive areas; 3) provide a
development pattern which Is efficient and, thereby, affordable to a, broader
range of citizens.
Physically, the PP is bounded by a .not-so-arbitrary 1/4
mille walking radius from the town’ center, which should include neighborhood
retail, jobs and a transit station. Within the 14 mile, which is equivalent to
about 100 acres of land, there could be 1,000 to 2,000 units of housing and up
to 3,000 jobs. Beyond the simple mix and clustering of activities Is a critical
design factor-- design for the pedestrian.
In most of our suburban growth we seemed to have lost the
talent for designing spaces, streets and plazas which are comfortable and
enjoyable to walk in. It Is not enough to just have a destination within
walking range. We must also begin to rediscover the scale and quality of our
traditional pedestrian world. For example, a store or transit stop may be
within walking distance, but if you have to cross a four-lane arterial and
acres of parking to get there few people take the trouble. Therefore, the
essential ingredient for a PP becomes a mix of uses and activities that results
In a highly refined pedestrian environment. This pedestrian environment must
also allow for free access of the auto in all areas.
Why did you
develop the Pedestrian Pocket idea for the NWP right-of-way?
I had been working on the concept of ecological and
sustainable communities for many years. Its so doing, It became apparent to me
that no matter how efficiently or ecologically Isolated communities or
stand-alone towns were designed, they would fail because It was unlikely that
people would live and work in the same place.
So it occurred to me that we needed
a corridor of sustainable communities that were linked, so that people
could get from one to the other without having to use their car. The North West
Pacific right-of-way offered such an opportunity.
A very important study just completed on BART has documented
that 40 percent of people who live and work within five minutes walking
distances of a BART station, use BART. Only I percent of those who live outside
of that five minute walking radius use BART. This Is significant because BART
stations are not even designed to be walked to. They are designed for the car.
In a Pedestrian Pocket one may have 3,000 job opportunities,
but if the NWP right-of-way were developed with a series of PP's, one
could have 60,000 job opportunities within walking distance of the transit
line. Those numbers allow one to conclude that transit would become usable and
convenient. So the guiding block of the concept has to be a transit corridor.
What’s the
benefit of PPs to Marin and Sonoma?
The benefit would include: reduced traffic on 101, land use
patterns would support and make viable a mass transit system, the preserving of
open space and the opportunity to provide more affordable housing and more
desirable job location. It’s becoming apparent that many businesses would
rather locate in mixed use areas than in isolated office parks. They understand
that areas In which people can walk for their midday errands are desirable.
They also understand that a region which has a good balance between affordable
housing and jobs provides them a better work force.