Archive for the 'Urban Policy' Category

Philly: For Market West, the Density is in the Details

Published April 17, 2012 Urban Philadelphia , Urban Policy Leave a Comment
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With the addition of nearly 1,000 high-rise residential units coming online over the next 18 months, the urban landscape of Market Street West is expected to dramatically shift.  Construction on the 2116 Chestnut building is well underway, a 34-story residential tower that will bring over 300 units.  The former AAA building conversion at 21st and Market Street is also progressing nicely and will soon add 275 apartments to the area.  Finally, a 236 unit, 14-story tower is expected to be built at 19th and Arch Streets.  These projects, coupled with the recent success of the nearby 43-story Murano condominium tower prove this part of town is quickly becoming one of the most sought after for residential living in urban Philly.  For urban enthusiasts and developers alike, these projects are very exciting for the future of Center City.

These developments signify positive progress for Market West for a number of reasons.  Certainly this part of town is in desperate need of more diverse land uses to inject vitality and energy during evening hours and weekends.  But also, high-rise residential living is in short supply compared to its rowhouse counterpart and world class cities like Philly ought to provide a larger variety of living options to attract diverse residents.

READ MORE HERE…

Pro-Walkable Communities Non-Profit Gets It’s Legs

Published September 19, 2011 Urban Policy , Urban Washington D.C. Leave a Comment
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As part of an ongoing series to promote the non-profit Every Body Walk, I wanted to bring attention to their exciting Campaign Launch Week to be held in Washington D.C. this week from September 19-23, 2011.  As I have covered before, Every Body Walk is an online educational campaign aimed at getting Americans up and walking by encouraging increased exercise as well as supporting walkable communities.  Their first annual campaign week will include a number of events, speakers, and activities all aimed at raising awareness to the health and community benefits of getting people to walk more on a daily basis.

This is a cause I whole heartedly support and a topic I have written about extensively in my ‘Car Free in Indy’ series on urbanOut and am thus excited to see large non-profits sprout up like Every Body Walk.  And it is doubly exciting to see them put significant energy behind their message, something that will be showcased in the campaign launch week when a number of experts and advocates in related fields are brought together to move the conversation forward on walkability issues in the United States.

While this is in no way an exhaustive list of every event or rally, below is a highlight of key happenings during Every Body Walk’s Campaign Launch Week:

Every Body Walk! Launch Event and Reception – Monday, September 19th

This event will officially kick off the week and begin the outreach campaign to encourage people to walk more in their daily lives.  The reception will include introductions from Every Body Walk spokesperson Bob Sallis and key partners including the Brookings Institute, Smart Growth America, Rails to Trails, Let’s Move, among others.  During this time, an introduction to Every Body Walk’s mobile app and a video from Will Ferrell’s company Funny or Die will launch.

EBW! presents: Summit on Walking – Tuesday, September 20th

Activists, scientists, doctors, foundations, community organizers, school teachers, researchers, human resources experts, economists, city planners, parents – all have one thing in common: the desire for walkable cities and neighborhoods to create lives that blend life and work in harmony.  This summit will discuss these issues and tie them to varying angles around the health benefits of walking.  Experts in the field, many of whom are participating in the short films and upcoming documentary film to the same topic will be participating.  This includes Rails to Trails, District Department of Transportation, Brookings Institute, Let’s Move, Safe Routes to School and more.

Documentary Film Screening and Reception – Thursday, September 22nd

The official Every Body Walk! Documentary will debut on Thursday of the Campaign week with a 30-min advance screening along with 60 minutes of conversation on walking.  This event will feature Dr. Regina Benjamin, Surgeon General, representatives from the Brookings Institute, the DOT, Smart Growth America, America Walks, and moderated by Rob Sallis from Every Body Walk.

EBW’s Campaign Launch Week, sponsored by Gerber Rigler, is happening thanks to numerous public and private partners, including Discovery Networks, Funny or Die, DC Blogs, DOT, Rails to Trails, Brookings Institute, America Walks, Trust for Public Land, Friends of the Highline, City Parks Alliance, Let’s Move and the corporate brands of FedEx, Toyota, Puma, Walmart and Verizon among others.

For more information on EBW! Week, check out their website here for coverage as well as specifics on the time and place of events and speeches.  It is sure to be a very interesting and educational week for walkability in the United States and something I am excited to both promote and be a part of.

Every Body Walk

Published August 1, 2011 Urban Policy 1 Comment
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At this point, most Americans have heard of the country’s struggle with obesity and unhealthy lifestyles.  No statistic highlights this problem better than America’s increasing obesity rates: in the 1980’s only one state had obesity rates above 20%; today 49 states do.  Time and time again, the blame for this goes to fast food and dietary control matters, with little mention of urban planning policy and how that plays into the issue.  Many urbanists believe there is in fact a direct correlation between this public health crisis and urban planning, citing the decrease in walkable community development and increased reliance on the automobile as reasons people lead increased sedentary lifestyles and are becoming more obese.

Fortunately, this connection has really began to catch on in planning circles as seen in new urbanism developments across the country and the residential growth of central cities across America.  And now, national non-profits are starting to push for more responsible urban development, promoting that angle a way towards decreasing the nation’s soaring obesity rates by allowing people to walk not just for pleasure, but as a means of transportation and for running daily errands.  One group that is starting to let its voice be heard in this national conversation is Every Body Walk, a non-profit dedicated to getting America up and moving, one way or another.

Every Body Walk’s main mission is to encourage every American to walk at least 30 minutes a day.  Their campaign arose because more than 70% of adult Americans currently lead sedentary lifestyles. This is having a direct impact on the overall health of our country, which spends $2.5 trillion annually on medical care.  An estimated 80% of that figure is spend on treating chronic conditions that can be prevented or treated by regular walking habits.

Thus Every Body Walk was born, an online educational campaign aimed at getting Americans up and walking.  A walking hub, www.everybodywalk.org, features news and resource on walking, health information, walking maps, how to find walking groups, a personal pledge form to start walking as well as a place to share stories about individual experiences with walking.  Plus, they are currently developing a mobile app for keeping people on track to walk more in their daily lives.  For urbanists out there, the site is a great one-stop shop for learning about America’s most walkable cities, neighborhood walk scores, and organizations and blogs who promote walkable communities and urban development.

To stay up-to-date on everything Every Body Walk, follow them on Twitter (@everybodywalk) or visit their Facebook page.  They are spearheading a truly ambitious campaign and one of particular importance, not just for the physical health and well-being of our populace, but also the well-being of walkable communities in America.  So please get the word out on Every Body Walk, a great cause worth supporting.

Census Reveals People Increasingly Desire Walkable Neighborhoods

Published March 1, 2011 Urban Indianapolis , Urban Policy 3 Comments
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As many Urban Indy readers are well aware by now, the 2010 Census information for Indiana was released, giving the general public a statistical snapshot of the state’s economic and demographic standing. Indiana is one of the first states to have their 2010 numbers released, with many other states coming online throughout the duration of 2011. Certainly, this is an exciting time for urban planners, geographers, economists, and any other data junkie who gets as excited to study and sift through new Census data as others do the Super Bowl. The reason for excitement surrounding new Census information lies behind the significance and political ramifications the ‘event’ brings. As an added bonus, the Census shows us micro and macroeconomic trends, migration shifts and gives us insight into population growers and showers.

For Indiana, the 2010 Census information delivers on excitement, teaching us a number of lessons that are sure to have political and monetary ramifications for the next ten years. One lesson that planners in particular are sure to be excited about is the revelation that people increasingly desire walkable urban neighborhoods.

When you begin to analyze the population trends in Indiana and zero in on the Indianapolis Metropolitan region, you can’t help but notice a sea of red census tracts in the center of the region surrounded by a sea of blue tracts. This color pattern indicates the region’s urban core continues to bleed population out to suburban and exurban areas in the form of sprawl. But look a little closer and two glimmers of hope, census tracts 354200 and 351600, prove that all is not lost in the fight against suburban sprawl. Tract 354200 encompasses the Northeast Quadrant of downtown Indianapolis, an area centralized around Mass Ave, a mixed-use corridor known for its art scene, restaurants, and walkable neighborhoods. The other glimmer of hope, Census tract 351600 includes the Fall Creek Place neighborhood, an area that has seen dramatic gentrification, investment and densification in recent years.

Interestingly, these two census tracts make up arguably the city’s most walkable, densely populated neighborhoods and offer quality of life characteristics not found elsewhere. Amidst a sea of red, these two neighborhoods have managed to buck the trend and grow (quite substantially) in population over the past ten years. So why are these areas growing while the rest of Indianapolis’s urban core loses population? The answers seem to be characteristics that Mass Ave and Fall Creek Place have in common (of course) which are: walkability, access to cultural institutions, unique sense of place and the ability to offer a truly urban way of life. When looking at other census releases across the country similar trends have been identified, indicating that Indianapolis is seeing what the rest of the nation is seeing: the continued rise in popularity of walkable areas that offer urban lifestyle opportunities.

Marion County as a whole (the central core county of Indianapolis) has grown over the past ten years, most of which occurring on the County fringe areas outside of the urban core. And when compared to the region’s collar, suburban counties, Marion County is a growth laggard, seeing an increase less than 5% while growth leader Hamilton County saw a greater than 50% population increase. With suburban sprawl continuing unabated and Marion County lacking the greenfields necessary for suburban expansion, central Indiana’s core county has to start taking proactive measures to curb the outward population growth trends in Central Indiana.

Since suburban development is not a substantial or legitimate option in Marion County, a differing product has to be offered that is a proven competitor with the suburban model. This is where the 2010 Census and its associated ‘exciting’ lessons come into play. The Indiana Census has revealed that walkable, urban neighborhoods like Mass Ave and Fall Creek Place are the product that people increasingly desire. This is the urban form that needs to be replicated if Marion County wants to stand a chance at curbing the current population trends that favor collar counties.

A more ‘urban product’ features an improved mass transit system, urban land use planning, increased density, heightened urban design regulations, and neighborhood identity. Pushing these types of initiatives will prove difficult, as dramatic change is almost always met with hesitation and fear. But to do nothing will prove detrimental in the long run and the urban core’s population will continue to hemorrhage. Excitement aside, we must learn from the Census, see the successes around Mass Ave and Fall Creek Place and begin developing and offering similar quality of life characteristics Countywide.

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The Midwest’s 21st Century ‘Place Proximity’ Asset

Published January 18, 2011 Urban Chicago , Urban Cincinnati , Urban Cleveland , Urban Columbus , Urban Detroit , Urban Indianapolis , Urban Kansas City , Urban Louisville , Urban Milwaukee , Urban Minneapolis , Urban Pittsburgh , Urban Policy , Urban St. Louis 4 Comments
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Richard Longworth’s recent article A New Year for the Midwest is particularly interesting as he dissects what 2011 may bring for many of the Midwest’s rust belt cities and their ailing economies.  While discussing the region’s antiquated manufacturing base and the need for cities to reinvent themselves around a modern economy, Longworth notes: “A history of heavy industry is a handicap in dealing with the modern global economy, but it’s not necessarily fatal. What is fatal, however, is sticking with that heavy industry to the exclusion of seeking newer, more knowledge-intensive industries.”  If we accept that Midwest cities have to change and reinvent themselves in order to survive in the 21st Century, as Longworth suggests here, then the next logical question is: what can they actually do to make this happen?  From Longworth’s perspective of attracting more knowledge-intensive industries, Midwest cities ought to accentuate it’s ‘place proximity’ asset that can do just that and bring people together in more efficient ways.  

As noted urbanist Aaron Renn puts it in his recent piece Century of the City on the site Design Intelligence: “The emergence of city has been driven by the rise of the knowledge economy, in which agglomerations of talent found there are the vital raw materials.”  This assessment on the rise of cities over the past 30 years as drivers of the global economy is one that Midwest cities should understand like the back of their hand.  To put it simply, cities that best bring people together to share knowledge and ideas are the cities that will prosper in today’s city-driven, knowledge intensive economy.  A city’s built form, land use policy and density play an important role in fostering these interactions.  To understand this concept, all one has to do is look towards places like New York City, San Francisco, Washington D.C. or Boston to understand how an appropriate building typology and high living density can intensify human interaction and foster ideas on a scale not seen in sparse, low-density metropolitan areas.

Fortunately for many Midwest cities, their historic development patterns pre-date the advent of the car and thus many of their urban cores maintain traditional, unique forms and density potential that cater to true ’placemaking,’ human interaction and idea sharing seen in the New York’s or San Francisco’s and not in the post-car Houston’s or Charlotte’s.  Cincinnati’s Over-the-Rhine is a perfect example of a pre-car, high-density potential neighborhood that is only now beginning to see the investment it deserves.  If revitalized to its fullest, Over-the-Rhine’s built form alone would better cater to human interactions, knowledge sharing and ’placemaking’ in ways not presently found in Cincinnati.  And by the way, Over-the-Rhine is an architectural gem and offers a unique form and experience not found anywhere in the United States.  Thus, revitalizing the neighborhood is important to maintaining and amplifying Cincinnati’s unique factor as well, something seen as a must in the city-driven modern economy.  It is these neighborhoods that Midwest cities need to invest in at unprecedented levels to better situate themselves for the modern economy.

From an urban planning perspective creating ‘places’ in these areas of cities means transforming land use policies in the core as well as the urban edge, relaxing car requirements for new developments, and above all, promoting stronger transit systems.  And these cities must take a hard look at some of these changes in a serious way right now because, as Renn puts it: “for longer-term success, cities can’t be complacent but need to adopt an only-the-paranoid-survive mindset.”

Much like a city’s built form, a region’s transportation policy and associated network plays an important role in bringing people together and fostering knowledge based interactions.  Fortunately for the Midwest, another characteristic the region can boast is its proximity to itself.  Unlike the southern, southwestern, and western United States cities, the Midwest cities are only separated by 100-300 miles and are easily accessible by car and well-connected by freight rail.  This bodes well for the region’s ability to move physical goods between each metropolitan area as well as to other parts of the country.

To truly leverage this ‘place proximity’ asset for a 21st Century economy, the Midwest has to think beyond the physical transportation of goods and cars and start developing ways to bring together ideas and people to pool resources more effectively.  An efficient way to create a ‘people-place proximity’ asset is to develop a significant network of high-speed inter-city rail throughout the region, something that will allow for people to easily transverse the Midwest in more efficient ways than currently possible.  If we accept the fact that the cities who best agglomerate knowledge and people will be the highest economic achievers of tomorrow, then regional high-speed inter-city rail improvements seems like a no brainer.

In such a system, Chicago would act as the regional hub with links emanating out to the satellite cities of Indianapolis, Milwaukee, Minneapolis, St. Louis, Cincinnati, Columbus, Louisville, Cleveland, and Detroit.   Eventually, Midwest fringe cities such as Kansas City and Pittsburgh could be tied in to further strengthen the network.  These transit improvements benefit each individual city, making it easier and more efficient for new ideas and knowledge to get recycled in their backyard and prevent knowledge stagnation from occurring.   On a larger scale, this bodes well for the entire Midwest as high-speed rail improvements would buck the ‘rust belt’ image, prove the region is serious about reinventing itself for the modern economy, and amplify a major asset that is currently underutilized.

At a time when the likes of Richard Florida and Bill Katz are identifying the global economy as one fueled by metropolitan areas, the Midwest needs to take advantage of the great metropolitan areas they currently have.  On a smaller scale, many of these metropolitan areas have historic urban cores with built forms and densities that are ideal for knowledge intensive cities.  On a larger scale, Midwest cities are in such close proximity to each other that they ought to have stronger transit connections to elevate the ability of knowledge and ideas to flow between each metropolitan area.  If Midwest cities and the region as a whole can find a way to sway public opinion in favor of such ideals and get the region behind advancing the Midwest brand, then I believe the Midwest can become an economic powerhouse of the 21st Century.  The ‘bones’ are there but the urgency among Midwest leaders is not.  Regional leaders must accept that cities and regions are increasingly dynamic and in need of change, investment and re-investment in order to not just compete in the modern economy in the short run but to survive in the long run.  With its strong urban and architectural heritage, the typical Midwest city deserves that chance.

An Urban Transit Plan for Indianapolis

Published August 30, 2010 Urban Indianapolis , Urban Policy 4 Comments
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Earlier this year, the IndyConnect plan was released that set a vision for Indianapolis’ mass transit future.  From the onset, I have been critical of the plan’s suburban orientation and its focus on commuter rail.  While such improvements are certainly needed and heavy and light rail should be a part of the IndyConnect plan, what I believe is missing is urban transit options such as urban circulators that cater to non-commuting travel and allow for urban and transit-oriented development to occur along the lines.  For a detailed critique of the IndyConnect plan, check out this post, and for specific ideas on urban transit improvement ideas, check out this post.   

If Indianapolis is to become a bigger and better version of its current self, the city must provide a world-class transit system that caters to multiple users, not just suburban commuters.  On top of that, developing a mass transit system around peak hour use (rush hour) is as efficient as Wal-Mart planning parking lots for peak use (day after Thanksgiving).  Thus, a plan focusing on urban transit that caters to trips occurring at all hours of the day (trip to the grocery store, bank, haircut, other daily needs) instead of 2 hours a day would increase the likeliness of the system’s success and be a better investment for taxpayers. 

After talking about this topic for the last six months and complaining to all willing to read or listen, I have finally taken the time to put together a plan for an urban transit system in Indianapolis.  The plan below outlines a 6 phase, long-term approach to implementing an urban transit system in Indianapolis.  Essentially, these are the routes I believe will best capitalize on what urban Indianapolis has to offer, on where urban redevelopment can easily occur, and on where high density populations currently exist.  As always, click the image for a larger view of the plan.   

 

Phase 1 – Downtown Loop_Meridian St. – South St. – Delaware St. – Michigan St.

I believe an urban transit system should start here because a downtown streetcar loop would act as a base for all urban transit to build on.  Plus, there is great development/redevelopment/infill potential along Delaware Street, nearby Alabama Street, and around South Street.  Also, this loop will connect the active southern half of downtown with the underutilized northern half of downtown and all the great public spaces located there.  Finally, the incredible amounts of conventioneers and tourists downtown year round provides an immediate ridership base.

Phase 2 – North Meridian St. Extension_from Michigan St to 38th St.

North Meridian is perhaps the most urban, densely built corridor in Indianapolis outside of downtown.  There is a lot of potential for dense, mixed-use development and infill along North Meridian Street up to 38th Street.  Also, numerous institutions including the Children’s Museum of Indianapolis is located along the corridor.  Thus, a streetcar line off the downtown loop and extending up to 38th Street would be perfect for North Meridian Street and allow the corridor to develop into an urban thoroughfare with transit oriented development.   

Phase 3 – Mass Ave to N. College Ave. Extension_Mass Ave. to College up to Broad Ripple

This leg of the urban transit system would most likely be light rail or a high-speed streetcar.  Along Mass Ave. and N. College Ave. there exists great potential for infill development in areas where people desire to live.  Plus, this extension would connect downtown to Broad Ripple, urban Indianapolis’ two largest regional centers.  A route along College Ave. would allow the numerous commercial nodes located here to develop into significant transit oriented development centers around light rail stops. 

Phase 4 – IUPUI Loop_Michigan St. – University Blvd. – New York St. – Delaware St.

A streetcar loop through IUPUI would tap into a large population base that is highly likely to use mass transportation.  Thus, this loop would allow IUPUI to become a more urban-oriented campus, shed its commuter campus label, and see significant infill urban development along Michigan and New York Streets. 

Phase 5 – Fountain Square Extension_Virginia Ave. to Shelby St.

A streetcar extension to Fountain Square along Virginia Avenue would tap into an urban population base that is likely to use mass transit.  Plus, there is a significant amount of infill development potential in and around Fountain Square, an increasingly desirable area to live that is in need of high density residential development to reach critical mass.  A streetcar line connecting the Square to downtown would allow for such development to occur. 

Phase 6 – 10th St. Extension

A 10th Street streetcar extension would be the final phase of an urban transit system for Indianapolis.  This extension would serve some of the city’s higher population density areas.  Plus, the corridor presents a significant amount of pedestrian oriented commercial redevelopment potential that would be easily developed around a transit system.  Finally, a streetcar line along 10th Street would take advantage of the current attention, progress, and energy along the corridor surrounding the Super Bowl Legacy Project.  A streetcar could be marketed as a continuation of the ongoing revitalization of the Near Eastside.   

I look at this plan as a conversation starter, something that is draft form, something that can act as a platform for an urban transit system in Indianapolis.  Hopefully these types of ideas can be refined, polished, and eventually be included in the IndyConnect plan as a priority transportation improvement.  I truly believe urban Indianapolis and the city’s future would be better for it.

5 Big Ideas for Innovating Indianapolis

Published August 13, 2010 Urban Indianapolis , Urban Policy 1 Comment
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Innovation is something cities ought to be doing more of – fact.  Innovation is especially important in the Midwest, a region known for smugness and a ‘good enough’ attitude – fact.  This point is best highlighted by noted urban strategists Aaron Renn and Carl Wohlt in their piece: “The Midwest’s Creative Winter“:  “…the Midwest brand is held in low regard in many quarters. At some point perception becomes reality, as people don’t even put the Midwest on the list for a relocation or business expansion decision. It becomes a great gaping hole in mental geography of global investors. . . . “

On his blog, the Urbanophile, Renn harps on this topic over and over again and I couldn’t agree more – in order to compete with other places, cities must innovate new ideas, new designs, and new standards.  The Cultural Trail in downtown Indianapolis is a great example of innovation.  Essentially, the trail is an urban multi-modal path that connects Indianapolis’ downtown cultural districts along a beautifully landscaped, easy to understand system.  Not only has this project been extremely innovative as far as public-private partnerships, planning policy, or green infrastructure goes, but it also connects Indianapolis’ downtown cultural districts and highlights them for out-of-towners and downtowners alike.

Innovation in Indianapolis is nothing new, as the city is known for developing new ideas for downtown.  The branding and marketing of the Wholesale District downtown and creating a market niche around cars, Colts, and conventions have proven to be innovative ideas that have stood the test of time.  The Cultural Trail follows this tradition, and along with numerous other projects simultaneously going on throughout the city, will be completed just in time for the 2012 Super Bowl to be held in Indianapolis.  So after the big game, after the spotlight is off Indianapolis, will the city continue innovating new ideas for urban Indianapolis?  One can only hope, as there is still a lot that can be done to correct or enhance Indy’s urban core for a better, more sustainable (environmentally, socially, and physically) future.  Outlined below are 5 big ideas I have for the city that I think will go towards improving the city while continuing Indianapolis’ innovative tradition well after 2012.        

 Downtown Open Space Plan

I believe downtown Indianapolis’ strongest and most under-utilized asset is its open spaces.  Monument Circle and the War Memorial are beautiful and should be seen by anyone visiting the Circle City.  If Indianapolis can define themselves around vibrant, beautiful open spaces and public life in general, they will most certainly differentiate themselves from their Midwest counterparts.  The following points briefly outline my thoughts on this idea but for a complete rundown on the details, check out this article: Comprehensive Public Space Plan Needed for Downtown Indianapolis. 

  • Monument Circle needs reworking, complete with ground level retail improvements in surrounding buildings and an eventual pedestrian-only status;
  • The War Memorial Plazas need to be programmed with regular activity, the surrounding area needs to be rezoned to allow for complimentary uses, and Meridian and/or Pennsylvania needs to be narrowed allowing for a better pedestrian atmosphere;
  • The parking lot at Meridian and Jackson Place should be redesigned as a public plaza;
  • Pan Am Plaza should be redesigned and integrated into the new Georgia Street design;
  • Convention Center Plaza needs to be opened up to the urban fabric to allow for easier use and access; and
  • Scotty’s Plaza should be reoriented to rid the current questionable public/private status and be programmed with live music/outdoor entertainment options.

Monument Circle Pedestrianization

If done correctly, pedestrianizing Monument Circle would perhaps be the most innovative idea ever implemented in Indianapolis.  Where else in the Midwest can you find a piazza-esque pedestrian only public plaza in the heart of downtown?  This would set the city apart from its counterparts and set the bar for quality public spaces in the Midwest.  The following points briefly outline my thoughts on this idea but for a complete rundown on the details, check out this article: Monument Circle: Is It Ready?

  • The city needs to work with building owners that directly front the circle and transform the ground level space into pedestrian retail that spills out onto the Circle;
  • The Circle needs more programmed activities and on a regular basis, not just for special events;
  • If it doesn’t already, Monument Circle needs a management group that oversees events, programming, maintenance and security.  Essentially, they would be in charge of programming the space and raising money and finding sponsors to fund such events; and
  • Changes outlined in the first three bullet points need to be a part of an overall design overhaul of the Circle.  Change needs to take place all at once to create increased excitement and energy in the district.    

Neighborhood Center Development Throughout City

Urban Indianapolis has great regional centers: Broad Ripple and downtown.  What the city lacks are neighborhood business districts that encourage walkability, pedestrianism, and neighborhood identity.  The following points briefly outline my thoughts on this idea but for a complete rundown on the details, check out this article:  Midwest Urban Forms Present Varying Opportunities, Challenges. 

  • Coupled with urban transit improvements, neighborhood business districts could be immediately developed or enhanced along College Avenue, Mass Ave, and 10th Street, and in Irvington, Fall Creek Place, and Fountain Square;  
  • Potential business districts should be identified and developed.  16th Street around the intersections of Delaware and Alabama is a great example of this; and
  • When thinking long-term, existing identifiable neighborhoods without neighborhood business districts (Meridian Kessler) should identify potential locations for such activity and work towards actual development.   

Lift Ridiculous, Anti-Urban Regulations

In my opinion, some of the current urban design guidelines for downtown Indianapolis encourage homogenous streetscapes, creating predictability and monotony in a place that ought to celebrate the ‘human touch’ and allow for diversity and eclectic environments.  Some of the regulations, such as those on outdoor seating and signage, devastate urban vitality and an interesting street life.  Indianapolis ought to be encouraging urbanity whenever possible, not discouraging it through over-regulation.  For a complete rundown on my thoughts regarding this topic, check out this article: Regulating Urban Centers to Death. 

A Complete Urban Circulator (Streetcar) System

The previous four ideas are all topics I have covered in-depth in past urbanOut posts.  A fully developed streetcar system for Indianapolis is an idea I haven’t fully vetted and not yet written about.  I have called for urban transit options in the IndyConnect plan in past posts, something I think should be the plans first and foremost priority.  Check out those articles:  IndyConnect: In Need of Urban Transit Options and IndyConnect: In Need of Urban Transit Options (Part II). 

In the following week, I will post a full article on where exactly a new Indianapolis streetcar system should go, but for now, the following bullet points summarize how I feel about urban circulators and streetcars in general: 

  • Urban circulators (streetcars) focus transit on a neighborhood level and propel urban development in ways that commuter lines and buses do not;
  • Because rail is a fixed form of transit, economic development and people follow the route instead of the route following the people.  This allows for greater control of land use planning, increases transit oriented development opportunities, and thus encourages pedestrianism and neighborhood identity.
  • A complete rezoning of the land along urban circulator routes needs to be coupled with rail construction.  The rezoning needs to encourage density and diminish car reliance for residents.  This will encourage transit ridership and allow for more vital, active urban districts to be created along the route.
  • Urban Circulators are built around people’s everyday activities and cater to a person’s typical trips to the grocery, bank, to get a haircut, etc.  These trips make up the majority of people’s every day trips and are thus essential to provide a form of transit for.    

Just one of these ideas could ensure Indianapolis does not live up to the current “creative winter” environment that Renn and Wohlt suggests is plaguing the Midwest.  If one or more of these ideas see the light of day and are implemented in Indianapolis in the coming years, I think the city can continue its innovative tradition all the while creating a better, more sustainable urban Indianapolis that competes in the 21st Century.

Comprehensive Public Space Plan Needed for Downtown Indianapolis

Published August 3, 2010 Urban Indianapolis , Urban Policy 2 Comments
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News broke this past weekend that Indianapolis officials are looking at ways to inject new life into some of downtown’s premiere public spaces.  Ever since Indianapolis officials nixed the idea to close Monument Circle to traffic back in June, interest has increased in using the space for events and activities.  Everything from arts organizations, cultural boosters, and advertising companies has recently expressed interest in using the Circle for special events.  City officials hope to take this renewed interest and energy and put together a plan for organized activities on the Circle on a regular basis, all in time for Summer 2011.  According to Jen Pittman, the city’s director of marketing, new event possibilities will include concerts, art exhibits, picnics, and community fairs.  And while traffic changes could be part of the plan, banning cars from the Circle won’t initially be included in the mix. 

The city also hopes to use the renewed interest in the Circle as a way to showcase downtown’s less-utilized public spaces, namely the War Memorial spaces between Meridian and Pennsylvania streets.  According to Brian Mader, president of the local chapter of the American Institute of Architects, the city hasn’t officially decided the role of each of these spaces, but believes there is a lot of opportunity to go around. 

I find this announcement a positive turn of events in the ongoing debate over the future of Monument Circle.  As urbanOut readers know, I have been asking for the Circle to be programmed with regularly scheduled events similar to that of Fountain Square in Cincinnati.  Check out those postings here, here, and here.  Equally promising is the announcement that city officials are looking to implement programmed activities in the War Memorial open spaces, spanning from University Park on the south to the American Legion Mall on the north.  Once again, I am excited about the prospects of truly utilizing these spaces in better ways, as I recently wrote about this very topic and noted the need for more events and activities for these spaces as well.  Check out that posting here. 

Monument Circle and the War Memorial spaces are all located north of Washington Street, the dividing line of north and south in downtown and throughout Indianapolis really.  While these public spaces deserve the attention they are about to get, a plan for public spaces on downtown’s south side is needed as well.  As it stands today, there is a serious lack of high quality public spaces south of Washington Street, something that is unfortunate given the amount of activity Circle Center Mall, the convention center, the South Meridian Street bar scene, and Conseco Fieldhouse brings to the area. 

Conventional planning tells us to create spaces where people congregate, where people are, and where they want to be and in downtown Indianapolis, this tends to be south of Washington Street.  So while the city is busy programming the north downtown public spaces, south downtown needs a public space plan as well.  In my opinion, such a plan would showcase spaces and places that can hold small programmed activities that aren’t quite right for the Circle while still catering to the everyday activities of traditional users.  If such spaces are maintained and fostered, the current pedestrian realm will be significantly enhanced and a more dynamic urban environment will be created.    

Outlined below are 4 current spaces that, given a redesign and/or refocus, can become small urban spaces for the lively south downtown scene. 

Parking lot at Meridian and Jackson Place

This space sits at one of the busiest pedestrian intersections in downtown.  Plus, the lot is already used for various purposes during downtown events and festivals.  This lot should be turned into a full-time public plaza and given a fresh design including new hardscapes, landscapes, public art, and outdoor seating to allow people to enjoy the space year round.  People are already congregating at the intersection, so why not enhance that activity and create a pedestrian plaza that functions as a true public space? 

Pan Am Plaza

While the current space layout is less than ideal, the new Georgia Street redesign provides a great opportunity to also incorporate a redesigned Pan Am plaza that interacts with the public realm and enhances pedestrian activity along Georgia Street.  Such a redesign would include the destruction of the existing structures currently blocking the plaza from Georgia Street, lowering the space to street level, and repairing or removing the existing fountain (among numerous other changes).  As a result, the space would be perfect for winter outdoor ice skating and could be used for conventions that may need such space for events.  Its visual and physical proximity to the parking lot on Meridian that I discussed above could also create a space by space connection in which each plaza’s activity enhanced the others and causes spillover effects. 

Convention Center Plaza

This space currently acts as the ‘green getaway’ in southern downtown Indianapolis, with numerous plantings, trellises, and a fountain to boot.   But in order for people to actually use it, a redesign is needed that opens the space up, increases visual connectivity with the street, and destroys the feeling of insularity and the unwelcomed look the space currently gives off.   

Scotty’s Plaza

This space has perhaps the best opportunity to truly become a dynamic urban space on the south side of downtown.  While not technically a public space (at least not to my knowledge) the plaza just outside of Scotty’s Brewhouse is a perfect place for an urban plaza.  Uses currently spill out onto the space, a pedestrian realm exists on all sides, and pedestrian traffic here is high.  What is needed is a redesign that removes the spaces ambiguity (is it a public space, or is it private?), opens the space up, removes the excessive planters that currently block the space from the street on the north side, and allows for more seating and possibly small outdoor music events. 

This plan for Indianapolis’s southern downtown public spaces does three things: works with existing open space, takes advantage of existing pedestrian traffic patterns, and attempts to create less monumental, more intimate urban spaces that are flexible and functional.  If ideas like these are implemented and a plan for the south side of downtown is implemented, than the existing urban realm will be enhanced and a truly vibrant urban atmosphere will be created.  While Monument Circle and the War Memorial open spaces will attract the regional population and tourists for showcase events, these small urban spaces can be more versatile, as they can be used for smaller programmed and convention related events while enhancing everyday activity of those who live, work, and play downtown.  Ultimately, this should be the goal of an overall plan/events plan (something that is needed) for all of downtown Indianapolis’s public spaces.

Indianapolis: ‘Modern Parking’ Plan for Broad Ripple an Oxymoron

Published July 27, 2010 Urban Indianapolis , Urban Policy 16 Comments
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Late last week, news broke that merchants in Broad Ripple, Indianapolis’s ‘urban village 6 miles north of downtown, officially asked the city for a public parking garage to be built in the village to help ease current parking woes.  For the past year or so, Indianapolis has been attempting to ‘modernize’ parking by allowing people to pay meters with credit cards, leasing meters to private firms, and trying to increase revenue from garages and surface lots.  And recently, Ryan Vaughn, City-County Council president, threw his support behind the desires of the Broad Ripple merchants and would like to fold the requested parking garage into the city’s parking modernization plan. 

This developing story got me thinking once again about the mass transit system, or lack thereof, in Indianapolis.  Why is the city continuing to try to find ‘creative’ ways to solve parking problems in places like Broad Ripple and downtownby building or upgrading new parking facilities while ignoring other fixes such as improving bus and rail transit to Broad Ripple?  While Indianapolis is concerned about modernizing parking facilities for Broad Ripple, a 21st Century America is building modern rail transit, the transportation option of the future.  As it stands today, 34 Canadian and American cities already have operational streetcars and/or light rail transit systems.  These cities include:

  • Baltimore
  • Boston
  • Buffalo
  • Calgary
  • Camden/Trenton 
  • Charlotte
  • Cleveland
  • Dallas
  • Denver
  • Edmonton
  • Houston
  • Kenosha
  • Little Rock
  • Los Angeles
  • Memphis
  • Minneapolis
  • Newark
  • New Orleans
  • Northern New Jersey
  • Philadelphia
  • Phoenix
  • Pittsburgh
  • Portland
  • Sacramento
  • St. Louis
  • Salt Lake City
  • San Diego
  • San Francisco
  • San Jose
  • San Juan
  • Seattle
  • Tacoma
  • Tampa
  • Toronto

    • To hammer home the point that rail transit is gaining popularity in the states, consider this fact: in 2008, every one of the ten rail initiatives that were on the ballot nationwide won.  Or how about this fact: Every city that has opened a light rail or streetcar line in this country after 1980, with the exception of Buffalo which opened a line in the early-1980′s, is still planning for or building expansions. 

    This proves that not only are current rail transit systems successful and found in numerous  and diverse places throughout the country, but many other places are continuing to implement rail at increasing rates.  So if other communities are utilizing rail to solve their parking and congestion problems (and enjoying enormous economic development benefits as well), why is Indianapolis and Broad Ripple focusing on mediating theirs with more auto-centric solutions?  To be fair, there is the IndyConnect plan, something that is currently being touted around the city. If implemented, rail transit will become a reality in central Indiana, a move forward I would applaud.  Unfortunately, the current plan completely ignores Broad Ripple and would not help solve their parking problems or congestion issues.  Plus, as I have said before,  the current plan is largely commuter and suburban based and seems to ignore the needs of an urban population.  My question and plea to the city is this: can we please stop trying to find ways to make it easier for people to drive, park, and commute, and find ways to make it easier for people to use public transit and get around the city and reach destinations like Broad Ripple? 

    Yes, parking policy reform is needed, but what the city ought to be focusing on for Broad Ripple, Indianapolis’s ‘urban village,’  is increasing urban transit service and options to the village and not using public monies to build a parking garage for a mode of transportation that is anti-urban and anti-pedestrian.  Increasing parking spaces in Broad Ripple will only attract more cars in the village and won’t solve current parking problems.  As cars increase, pedestrianism decreases and Broad Ripple will lose its village feel.  The true ‘modern’ approach to the village’s parking problems is increasing urban transit service and options. 

    One great non-rail idea comes from Kevin over at UrbanIndy where he says the city ought to run a regular circulator bus in the evening from Glendale Mall to Broad Ripple and back via Kessler and Broad Ripple Avenue. As he points out, Glendale Mall has an abundance of parking spaces and would likely welcome the increased exposure and traffic.  This could also increase exposure for IndyGo, allowing people to use transit who otherwise wouldn’t go near a bus, solve a significant amount of parking problems, and not increase the car presence in the village.  I think this is a great immediate fix that ought to be looked at as an option before building a public parking garage. 

    With that said, the best long-term idea that I continue to champion is to build a streetcar or light rail line along College Avenue to connect downtown to Broad Ripple.  As I’ve said before, this connection seems obvious and a no-brainer: the two areas are urban Indianapolis’s premier entertainment and shopping districts.  A light rail or streetcar connection would capitalize on these place-based assets, allow a higher number of people to frequent each place and go towards solving the parking problems that currently plague each district – especially Broad Ripple’s.  The rail line should be included in the IndyConnect plan to ensure Indianapolis truly has a ‘modern’ transit system similar to other cities in this country.  Simply solving Broad Ripple’s parking problems with a ‘modern parking’ plan seems to be a bit of an oxymoron these days. 

    It will be interesting to see how this parking garage situation in Broad Ripple pans out.  If the city does give the go-ahead and the village does get their parking garage, I at least hope the structure is designed well and doesn’t tower over the neighborhood.  But hopefully the city will rethink this policy decision and instead focus on increasing transit options and increasing pedestrianism in the village.  This is the true ‘modern’ approach to the current parking problem and something the city needs to be doing in order to keep up and compete with the ‘modern’ American city of the 21st Century.

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    The Planner as a Visionary

    Published June 29, 2010 Urban Indianapolis , Urban Policy 1 Comment
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    I recently had the opportunity of partaking in an architectural illustration workshop in Manhattan, (cough) Kansas.  In all, there were about 25 professionals and a few students from across the country who attended – all landscape architects or architects.  And then there was me, the lone planner/urban designer who was more interested in talking about city policy than hardscape pavers.   So needless to say, my mindset and way of thinking didn’t quite fit in with the rest.  Plus, the workshop focused on designing, drafting and rendering detailed, small spaces – something I had a difficult time doing since I naturally gravitate to bigger scales at neighborhood or city levels.

     For me, zeroing in on a courtyard or plaza was difficult at first as I wanted to create a vision and design an entire district, not just a small component of it.  Eventually, I was able to change my mindset enough to focus in on designing a specific space and thus ignoring the macro effects I was causing.  With this necessary mind shift for the workshop, I quickly realized the benefit of thinking on a macro level over the micro level I had just adopted: you are able to set a vision for an entire space, community, or city that you can’t do if you’re bogged down in the details of the details.  This experience made me realize exactly where planners and urban designers should be – on the forefront of every project or policy, setting a vision for the architects, landscape architects, or community leaders to adhere to when they design specific spaces or buildings or set specific policies.  Sure, they have their own visioning process to follow, but it is the planner and urban designer who sets the ultimate vision for macro scale projects, whether it be through policy or community design. 

    This realization made me think of my planning theory classes in graduate school where we discussed the varying roles of planners in the professional world.  Many theories exist as to the proper ‘role’ a planner ought to play.  Some of these include the planner as a mediator, the planner as an advocate, the planner as a communicator, and the planner as an educator.  One theory that struck my interest was the planner as a visionary, an idea that exudes ideas or greatness, leadership, and stewardship.  Perhaps this is why the idea struck a chord with me, but nonetheless after having spent a year working in the planning and urban design profession, I truly believe the planner ‘s first and foremost responsibility ought to be vision setting.  Unfortunately, as it stands today, I believe planners have been relegated to the role of ‘processing,’ focusing more on the process of the plan instead of the result.  This needs to change and in a big way.    

    Thinking with a visionary mindset and developing ideas from this standpoint requires the planner/urban designer to have a diverse background, large skill set, and varying interests.  Essentially, we as a profession need to know a little about a lot in order to appreciate the varying factors that can affect an environment, a system, or a place.  From this macro scale, we can then begin to brainstorm ideas and set a vision for the future of a city, community, or place.  From the onset, we have to think big and understand what ‘can be’ instead of merely seeing ‘what is.’  This way, we can develop a true vision and ensure that all detail-oriented work done down the line by architects, landscape architects, and community leaders is done in coherent ways, makes sense, and meets specific criteria of an overall region, system, or community, rather than on a case by case basis. 

    In Indianapolis, I see the need for visionaries in the ongoing debate about how to improve Monument Circle.  Now is the time for big and bright ideas and an understanding of what is going on in the urban design and public space world around us.  If we can create a grand vision for the Circle that is compelling and intriguing, the public and business community will be more likely to stand behind future efforts, resulting in a successful implementation and outcome.  Hopefully city planners can step up to the plate, put their ‘visionary’ hats on, and come up with great ideas for the future of Monument Circle.  After all, it’s my opinion that this is the true role of the planner and something that ought to be encouraged more often, as opposed to ‘process planning’ that the profession has become bogged down in.

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