Category: Design

Governor Baker’s official response on Casey Arborway looks like the final word

Matt Lawlor 3 Comments

And the manner of the response could bode well for how our commonwealth’s new administration views major projects in urban areas

By necessity, WalkUP Roslindale’s focus is primarily on Roslindale Square and its immediate vicinity. But what is now happening with Casey Arborway — the MassDOT project currently underway to demolish the old Route 203/Casey Overpass at Forest Hills and replace it with a network of at-grade streets — also matters a lot. There is no denying that the construction has made the area more difficult to navigate in the short term: the area right now is a mix of permanent and temporary roadways and paths and demolition of the old overpass is ongoing. Ultimately, once completed, Casey Arborway promises a more connected, accessible, and livable Forest Hills for everyone.

For those who have followed the project for the last several years as it wound its way through the public process, the most regrettable outcome has been the bitter split among many politically active players in Jamaica Plain over the wisdom of MassDOT’s decision to go with the at-grade network over reconstructing or replacing the overpass. Since the decision was originally announced in March 2012, Bridging Forest Hills, the anti-at-grade group, has managed to hold itself together even as the project has moved forward through design, final approvals, selection of the contractor, and even commencement of construction this spring. The last move the group made was a petition and direct appeal this spring to Governor Baker to halt the project and consider a new direction. Putting aside the practicalities of doing that at this late stage, we all know stranger things have happened and so those on both sides of the issue were still waiting with some interest to see how the governor would respond.

And so he now has. The text of the email from the governor’s office was recently posted at BFH’s website and it does indeed look like the final word. In a brief but substantive response worth reading in full, his deputy chief of staff touches principally on the level of inclusion and robustness of the public process and the way the project evolved over time. In terms of looking forward and thinking about how MassDOT will evaluate their urban projects in the future (such as the Allston Interchange/Beacon Yards project, about which Renee Loth wrote in today’s Globe), the key passage for me is this:

The at-grade option was advanced because it ranked the highest for all forms of mobility, livability, and long term maintenance costs.

Those 3 criteria — mobility across modes, livability, and long-term maintenance costs — are pretty good measures if you’re looking to boil things down. For way too long we allowed one of those criteria and one mode within it to control decision-making. The Casey Arborway represents a new direction that I hope is replicated more often at all levels of government.

South @ Walter Clearly Heating Up — Time to consider Live/Work Units?

Matt Lawlor Leave a comment

Add another ingredient to the mix at what is becoming a hot corner: Green T Cafe just announced they are moving into the former Christos Market space on the corner of Walter and South streets. Some limited activity had been noticeable a few weeks back, but over the past weekend a dumpster materialized (was quickly filled and already replaced) and work appeared to be starting in earnest. The news popped up on the LANA NextDoor group as well as the Keep Roslindale Quirky facebook page, and on Green T’s own website/facebook page. Timing sounds like this fall/winter. This is a big change – the location has been vacant for several years and we have been in desperate need for a neighborhood coffee shop for almost as long.

Green T’s impending arrival signals that there is retail potential at this corner. Further to the recent post about the proposed residential development across South Street, I would suggest again that there is a meaningful basis for more commercial activity at this corner (again, just down the street from where I have lived for 15 years), not less. And one way that the South Street developer might straddle the fence would be to include one or two live/work units on the ground floor street frontage of the building. I suspect, without researching the question, that live/work units at that location (and probably almost everywhere else in Boston) would require a variance from the existing zoning. But the advantages in affordability, flexibility of use and allowing the building to evolve with changing circumstances would be significant. Something to consider here and possibly elsewhere in Roslindale where retail might work but hasn’t been proven yet or has been dormant for an extended period.

City hires new Active Transportation Director!

Matt Lawlor Leave a comment

This is big news if you’re in favor of walkability throughout our city.

Stefanie Seskin has just been named as our new active transportation director.

You can read the City’s announcement here, and BostInno’s short take here (it’s the second item). The prior administration’s kind-of analog position was the bike czar, which Nicole Freedman held for 7 years. Nicole did a great job, but much more can and now will be done to expand on the concept of “transportation” beyond specific modes (walk, bike, transit, car) and their designated advocates. Two quotes lifted from the press release:

First, from the Mayor:

“Boston is an active city and we are continuing to invest in our pedestrian and bike infrastructure, encouraging residents to think creatively about how they get from point A to point B. Stefanie brings leadership and talent to this new position, and I thank her for her willingness to serve.”

And from the new Director:

“I am excited to take on this new position as Active Transportation Director for the Boston Transportation Department, and I am grateful to Mayor Walsh and Commissioner Fiandaca to be given this opportunity,” said Seskin. “I love seeing so many people who already walk and bike around the city, and I look forward to working with residents to make Boston even more walk- and bike-friendly.”

So, we have a brand new official ally at the city. No excuses now for not speaking up and letting our local government know what we want to see. What can WUPR suggest to our new active transportation on ways to make Roslindale more walkable?

Follow up on 874-878 South Street — Installment 1 — Pre-filing community meeting

Matt Lawlor 2 Comments

Summary

Monday’s initial pre-filing community meeting on this proposed project — as yet unnamed — is now in the books. LANA board members observed more than once that the turnout was much heavier than is typical for their summer meetings. Almost everyone (other than the LANA board and a further exception that I will discuss below) was there for this project, expressing responses ranging from approval to rejection and qualifying questions/statements in between. Renderings of the project as presented at the meeting are not available electronically. If they do become available, I will update this post.

Generally speaking, if done right, this is the right kind of project for this location and should win support from those connected with WalkUP Roslindale. It is an easy walk from the site to the Roslindale Village commuter rail station and the square with its super market/bakeries/specialty food stores/restaurants, etc., and excellent bus connections into the Orange Line at Forest Hills. After several decades of decline or stasis, Boston’s population is growing again and we need more housing units to accommodate those who want to come here. We should welcome this opportunity to both do our part for our city and to bring more people close to the center of our community and support our main business district. This is not to say that there are concerns here — they are discussed below. But my own strong inclination is to support this proposal and encourage its improvement through the upcoming small project review/zoning relief process.

The Project as Proposed

Boiled down to basics:

  • Project site is located in the LC (Local Convenience) subdistrict of the Roslindale Neighborhood District (Article 67 of the Boston Zoning Code)
  • Demolition of the existing 4 storefronts and 2-family residential at the rear
  • All existing tenants (commercial and residential) are at-will/month-to-month
  • 15 off-street parking spaces at the ground/first story level
  • 15 residential condominium units on 3 levels above (all units are 2BR/2BA, approx. 1000 square feet (SF) in area)
  • Vehicular access would be over the existing curb cut and along the existing driveway from South Street at Walter Street
  • There would be no commercial space in the project as proposed
  • Two units would be required to be affordable per the city’s inclusionary zoning policy
  • Project will undergo Boston Redevelopoment Authority (BRA) Small Project Review (for projects 15 units or more but not considered a large project — entails design review of the project)
  • Variances required from the Boston Board of Appeal (per my notes) for this proposal are for Floor Area Ratio (FAR) (ratio of building size to lot area) (approx. 2.5 vs. 0.5 allowed), building height and stories (40’8″ vs. 35′ and 4 vs. 2 1/2), side yard width (5′ v. 10′ (abutting residential subdistrict width of 10′ applies)), and parking spaces per unit (1 per unit as opposed to 2 per unit for market rate and 1.5 per unit for affordable in a project of this size)

Concerns Raised

A fairly typical range of concerns was raised at the meeting, including urban design/architectural style (flat roof, flat front, not much detailing shown), height and bulk of the structure, affordability of the market rate units and whether additional affordable units can be provided beyond the two required, potential parking impacts (raised principally by those who appeared opposed to the project, with the assertion being that despite the transit-oriented and walkable location, there would be more than 1 car per unit, so the overflow parking would have to occur on on-street parking spaces that are perceived to be scarce; there was disagreement with this perception from a number of speakers at the meeting), and how much support there was for non-auto modes of travel (e.g., bicycle parking).  I personally raised the issue of the proposed elimination of commercial space at this location, but got almost no support in the room and a response from the developer/property owner that commercial really doesn’t work at this location (I acknowledge it has been limping along for the entire time I’ve lived here, though I think a single storefront or perhaps even a live/work unit or two should still be considered).

An additional concern raised in opposition to the project was that the LC zoning from which so many variances would be required is part of a neighborhood-wide Roslindale strategic planning/rezoning effort that was completed in 2007. Accordingly, to paraphrase how the argument went, there should be no deviating from that zoning because it reflects the neighborhood’s established preference, which was, it is said, to (1) preserve the existing density and character of this LC subdistrict and, more importantly, the surrounding 2F-5000 (“Two Family-5000 Square Feet”) residential subdistrict, and (2) channel development like this project to the commercial district in Roslindale Square. This specific point was raised from the outset by Wayne Beitler during the LANA Board’s Q&A and then by Carter Wilkie in the open discussion. This is not surprising, since both Wayne and Carter were members of the advisory committee that worked with the BRA on the rezoning a decade ago. While I appreciate the hard work they did on that committee and what they have both done generally to make Roslindale a better place, it is time we had a frank discussion about what our current zoning does and does not do, and how it needs to change for the better through the upcoming Imagine Boston 2030 planning process.

The Fundamental Disconnect of Our Current Zoning

Focusing first on the 2F-5000 residential subdistrict in which all of the Longfellow Area except the LC subdistrict has been zoned, it is critical to realize that “2F-5000” is itself a misnomer. When you look at the dimensional table for this subdistrict under Article 67 (the Roslindale Neighborhood Article), it’s actually a minimum of 5000 square feet (SF) in lot size for the first dwelling unit, and then a further 3000 SF for the second unit. So, it’s really a “1F-5000/2F-8000” zone. Now, consider for a moment that the most common lot size in the neighborhood is actually closer to 4500-4800 SF in area. For example, the lot for my single-family house is 4600 SF in area, and the lot sizes for the existing 2 families on my street are 4900 SF, 4340 SF, 5150 SF, and 4600 SF. In other words, the zoning that was adopted in 2007 means the majority of us are non-conforming at the most basic level.

This is not insignificant since any infill development (think of the scattered “double-lots,” many of which don’t meet the 5000 SF threshold) would have to meet this ill-fitting standard, and non-conformity applies also to additional dimensional aspects of the typical developed lot in the neighborhood, such as side yard widths (required to be 10 feet on both sides for detached structures – my house and every house on my block has at least one side yard that is narrower than 10 feet – most houses in the subdistrict do), rear yard setbacks, FAR, you pretty much name it. In addition, the parking requirement is 2 off-street spaces per unit throughout the entire Roslindale district (not just the 2F-5000 zone), with only limited exceptions right in Roslindale Square and for affordable units. I have a single space on my lot. Several of my neighbors have 1 space or no spaces at all. Overall, then, the zoning for our neighborhood, ostensibly meant to “preserve” us, actually treats us, with few exceptions, as legally not within the vision of what the neighborhood “should” be. In practice, this means that the existing zoning requires almost any change in the neighborhood’s built environment to go through the zoning relief process.

An object lesson in exactly this issue was in fact given at Monday night’s meeting. The first item on the agenda was a single-family home owner on Walter Street who was before LANA to seek support (or at least non-opposition) for his proposal to add a dormer to the upper story of his house to allow for a second full bathroom. He needed relief because the existing house, which appeared to be similar to almost every other house in the Longfellow Area, is non-conforming and the dormer would exacerbate that non-conformity. Thankfully for him, he appears to get along well enough with his immediate neighbors that this small change is not an issue. But the question has to be asked as to what kind of land use regulatory system would routinely require this level of process for such a small change?

The same mismatch of the current zoning with existing use and development, let alone what we might want, occurs in the LC subdistrict in which the South Street project is proposed to be located. The most obvious mismatch is the 0.5 FAR, with which I suspect none of the properties currently comply and which, if it were really to be complied with, represents a fundamentally dispersed, low-density suburban vision for this area. Furthermore, if the saving proposition of the rezoning was supposed to be that Roslindale Square was rezoned to accept more development, that didn’t actually happen. The two projects that have been done – the 3-story commercial building that replaced the old abandoned gas station, and the substation/funeral home redevelopment – both required zoning relief in the form of variances. In other words, the zoning for the square was so good that it had to be varied from to do two projects that the community wanted. Should they also have been told that the zoning was relatively new and they would have to live with it?

To summarize, we have what amounts to “zoning by variance” and it has been quite effective at slowing the pace of change. That may have worked in a period when Boston’s population was declining or remaining flat. It does not and cannot work when population is increasing, as it is today and appears poised to do for the foreseeable future. This is why the Mayor’s housing plan is so important to support and why Imagine Boston 2030, the citywide planning process that is just now getting going, is to important. We can no longer afford to treat any part of Roslindale as totally off limits to change, as if there were a growth boundary around the square and that is it. The square is great, but it can be better for everyone, and it won’t be better unless we welcome new neighbors within walking distance of its amenities.

What comes next?

I would expect that the developer/owner comes back to a further pre-filing meeting, whether it’s before LANA again or in a stand-alone format. If they’re willing to do that and show they’re listening by making improvements to their proposal, that would go a long way toward securing the support they’ll need. If they don’t, they’ll still be coming back to the neighborhood for their small project/zoning relief public meeting(s) and we will see what they’ve heard and not heard. Beyond that, everyone connected with WalkUP Roslindale needs to pay as much attention as we can to the Imagine Boston 2030 process when it gets rolling. We can’t let the opportunity to break out of the “zoning by variance” bind pass us by.

Divas, Dagwoods, and Object Buildings

Matt Lawlor Leave a comment

Friends, Robert Campbell once again dispensed timely wisdom from the Globe a few days ago. If you care about Boston’s built environment and real potential pitfalls in the current boom, take a peek. Campbell observes:

Let’s think about that by looking at two basic types of urban high-rises. I’ll call them the Diva and the Dagwood.

The Diva, self-centered, is a tower that ignores everything around it. It stands, or rather poses, like an opera star on an empty stage. A Diva is usually set back from the street, behind empty space in the form of a lawn or plaza. Developers often praise such a space as a gift to the pedestrian, but that’s hogwash. A plaza isn’t there for the people, it’s there to show off the Diva, or at best to fulfill some bureaucrat’s square-foot calculation of required open space.

No matter how elegantly they may be paved or planted, urban plazas are boring, windy, and little used, especially in weather like ours. The Prudential, back before its Arctic plazas were filled in with shopping arcades, was a good example. The Federal Reserve Bank, next to South Station, is another. It’s a handsome, eloquent Diva tower behind a plaza that has the charm of a recently abandoned battlefield.

As far as the public is concerned, cities aren’t made of buildings and plazas, anyway. Cities are made of streets and parks. From the point of view of urban design, the buildings are there to shape those public spaces and feed them with energy.

The critique goes back to Louis Sullivan in the early days of skyscrapers and a time when the problem was too much stylistic dressing on tall buildings, as opposed to too little. Broadly considered, the lesson for those of us who support smart development is that we should be careful about what we support and demand sensitivity to context in all things. Robert calls buildings that don’t do this “divas” to make non-technical folks get the point, but the better and more accurate term is “object buildings” – buildings that are willfully unconcerned with their surroundings, meant to be seen only in isolation like a piece of sculpture. In cities, such buildings are toxic. If they don’t kill their locations,  they live off them parasitically. While we (hopefully!) are unlikely to see skyscrapers like those Campbell discusses here in Roslindale, the central thesis of his piece argues for careful infill that provides for step by step succession as to density and height as opposed to great leaps. We will have ill-served ourselves if we end up with a slew of “object” buildings in this wave. We would be better off sitting this out entirely.