DJC Green Building Blog

It’s time to redesign our neighborhoods

Posted on March 5, 2013

The following post is by Kathleen O'Brien:

After participating recently in the King County Sustainable Cities Roundtable to discuss “Beyond Net Zero: Resilience, Regeneration, and Social Justice" Ron Sims agreed to an interview for the Daily Journal of Commerce's Green Building Blog.

Q. As the King County Executive, you worked to promote sustainable development through policies, such as the green building and low impact development demonstration ordinances. And, as the Deputy Secretary of HUD, you got to see first-hand how communities across the country are addressing the issue of sustainability. From these vantage points, where do you think we should be focusing our energies?

Ron Sims

A. The neighborhood.  A well designed neighborhood correlates directly to a good quality of life. And that means things like community gathering places and safety, such as from crime, pollution; access to nature, such as street trees; and more transit options, such as walkability, and bike lending stations.  It's easier to create new neighborhoods with these features than it is to redevelop existing neighborhoods, but we have to incentivize reinvestment that incorporates these design features for truly sustainable communities.

Q. How would you propose going about doing this?

A. I've never seen a developer turn down density bonuses in return for more bus stops, low-income housing, etc.  We need to get creative and open the door to more thoughtful mixed development, including residential options. We can tie some of this to demolition in an area. But we need to plan further out.  We need to ask the question: "What should this neighborhood look like in twenty years?"

Q. Sustainability advocates hold that sustainable development incorporates not simply environmental health, but economic vitality, and social equity, as well. Sometimes this gets lost in the development timetable. How can we do a better job of maintaining the prominence of all three legs of the stool as we try to practice what we preach in the field?

A.  I repeat: We need to begin planning long term to take advantage of opportunities as they come up, and to have a roadmap in place.  It's by redesigning existing neighborhoods to be healthier, safer, greener that we'll be addressing social equity, and the health of our economy.  Right now, energy efficiency is "hot." But new technologies and new neighborhoods are still the domain of the well-to-do. It hasn't gone viral. If we really worked on existing neighborhoods, we'd be addressing issues faced by the poor and culturally diverse.  You know, you can predict health and longevity rates by zip code.  Neighborhoods should and will still have their personalities, their "feel,"  but every neighborhood should have the basic green features I mentioned earlier.

Q. Is there a leverage point that sustainable advocates can focus on to bring about better neighborhoods and a better quality of life for all?

A. There's actually two.  Most people are unaware, but at HUD we learned that the most significant cause of mortgage defaults in this past recession was the cost of transportation --  it amounted to 42% of income. This was often in excess of the 34-36% of income of the average mortgage. If someone lost a job that required them to have a car, they were still left with a car payment. So better transportation planning (including infrastructure improvements) would help.  Energy costs was another big chunk of the reason for defaults -- 28-30%, so the emphasis on energy efficiency is good.

Q. With the specter of climate change-related disasters becoming more real, there has been a greater focus among sustainability advocates on "resilience" in the face of catastrophes. Disasters seem to bring out both the best and worst of us. How do we prepare and use the opportunity to course correct for the greater good?

A. I'm repeating myself, but it's to plan, plan, and plan again.  We learned a lot from the Nisqually Earthquake; we were able to apply what we learned when 9/11 happened.  After the earthquake we decided we needed to build a structurally and technologically sound center that could function independently.  We learned to plan for the "worst" case -- and not the best "reasonable" case.  We had to plan, memorialize in writing, and train.  Going forward, we need to take climate change and related disasters into consideration when we are re-designing our neighborhoods -- particularly the infrastructure side of things.

Q. Last question: What advice would you give young green building professionals and public sector advocates who are looking to be leaders in the kind of sustainable transformation  you are talking about?

A. People think change is easy. I like to say, we are running a marathon, but because we've run out of a lot of chances, we need to do it at a sprinter's pace.  Will this be rewarding every day? No it won't be. Will it be a long path? Yes it will be.  If you believe that what you are doing serves the greater good, some day (not now) you will be able to take a deep breath, reflect on what you've been able to accomplish, and say WOW.

Kathleen O'Brien is a long time advocate for green building and sustainable development since before it was "cool." She lives in a green home, and drives a hybrid when she drives at all. She continues to provide consulting on special projects for O'Brien & Company, the firm she founded over 20 years ago, and provides leadership training and mentoring through her legacy project: The Emerge Leadership Project.

 

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Northgate – what exactly is light rail’s urban development responsibility?

Posted on November 30, 2011

On Nov. 17, the DJC published this article I wrote about Sound Transit's Northgate light rail station. The Northgate station is one of three that will be part of Sound Transit's North Link light rail extension, running from the University District to Northgate Mall. The Northgate station is the only one that it above ground. Because of this, and a number of other factors, it is also the most complex of the three. It is designed by Hewitt.

The article centered on the station's design, and was based off a Seattle Light Rail Review

ST PowerPoint Template
Panel meeting I attended. The panel, which reviews the station's design, had a lot of criticism that is detailed in the story. Their main point was that the structure wasn't living up to its responsibility in helping to transform the neighborhood.

This is from the story:

Julie Parrett, who is on the review panel and the Design Commission, said this station is unique because the area around it is going through a transformation. Northgate was built for cars and a more suburban lifestyle, but today there is a city-wide effort to make it a place that works for pedestrians, residents and the surrounding community.

Thornton Place, she said, has helped set a standard for new development and the station can reinforce that. She said she doesn’t view the current design as helping shape a new Northgate.

“These are buildings and projects that are going to last for 50 to 100 years and we can’t forget that,” she said. “They do have a civic responsibility and right now, I feel like this building is really turning itself inward and not reaching out and not thinking in a conceptual way what its role (is) as a precedent or precursor in this area."

After publication, Ian Hernandez, a friend of mine, posted this comment on my personal Facebook page:

"Speaking of, great article on the North Link Northgate station the other day! Some of those panel comments crack me up - it's like they think that Thornton Place somehow turned that area into a shining jewel of urban transition, when it's really still just a bunch of crapshacks bordered by a giant movie theater and ugly parking garage."

Image courtesy Sky-Pix
Big, boxy Thornton Place certainly isn't perfect but it's better than the empty parking lot that used to be there. At least the space now offers movies and a few retail and eating options. Whether you like it or not, it's there. The question is what happens next and what is the light rail station's responsibility in helping to guide that change?

When I went to the last Northgate station open house, the audience members seemed generally pleased with the station design and some even commended Sound Transit for its work. The Light Rail Review Panel was quite critical, but it looks at the project with the eyes of people who have a responsibility of curating the city's future through projects and urban development.

Here's what's sure: The Northgate area is changing and light rail will be transformative, no matter what it looks like. Given these two things, how much does the station's design really matter? Does it need to serve as a bridge to the future or does it just need to be there? In a perfect world, what would you like to see the station look like?

Also, as a sidenote, this station will have restrooms unlike the ones at Brooklyn or Roosevelt.

Also, if you're really intersted in this topic, go to this open house on Dec. 8 at Aljoya Senior Apartments (a part of Thornton Place). Sound Transit says it has drawn up a "few options that show future urban design and development possibilities for this area south of the mall."

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Vancouver B.C. questions traffic options after Olympics

Posted on March 3, 2010

Over at HugeAssCity on Publicola, Dan Bertolet has a great overview of Vancouver, B.C.'s transportation experience during the Olympics, then connects that to Seattle's current replacement of the Alaskan Way Viaduct debacle. It's an interesting overview, though I have to say the post's comments are possibly even more interesting....

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Is it better to take a jet to work than a train?

Posted on June 9, 2009

When reporting on environmental topics, I do my best to avoid thinking I know the solutions to any eco problem. Here's why: environmental topics are tricky. Just when you think you know something is bad for you, it turns out to be good. Just when you think you've found the solution to a problem, it turns out your solution has a whole host of other problems.

Here again, is another example of that trickiness: a study by researchers at the University of California, Berkeley, did a full life-cycle analysis of emissions generated by different modes of transportation. And guess what? The study found that in some cases, riding the train could be just as bad or worse for the climate than riding a plane.

Could this really be more efficient than a train?
Now even though I avoid thinking I know the answer, my internal monologue immediately did a double-take. Or, more clearly, said, "NO WAY!"

This article, from NewScientist via the Environmental News Network, does a nice job of summarizing the information.

The researchers looked at 11 different modes of transportation - like the car, train, bus or plane - and then looked at emissions considering aspects like building and maintaining the vehicles and infrastructure, in measuring their effects on the climate.

According to the actual study, "Most current decision-making relies on analysis at the tailpipe, ignoring vehicle production, infrastructure, provision and fuel production required for support... We find that total life-cycle energy inputs and greenhouse gas emissions contribute an additional 64 percent for on road, 155 percent for rail and 31 percent for air systems over vehicle tailpipe operation."

YIKES!

NewScientist explains the train vs. plane item: passengers on the Boston light rail, an electric commuter train, were found to emit as much or marginally more than those on a mid-size and large aircraft. This is partially because 82 perent of electricity in Massachusetts is generated by burning fossil fuels.

Occupancy also turned out to be a deciding factor. The researchers found that traveling 1 kilometer on a nearly empty bus during off-peak hours emits eight times more per month than taking the same bus at rush hour. Busses with only five passengers were less efficient than cars, including SUV's and pick-up trucks.

Interesting, huh?

To read the study, click  here.

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