It really is all connected. Contemplate. Discuss.
SOURCE: Institute for Transportation & Development Policy, via Streetsblog.
It really is all connected. Contemplate. Discuss.
SOURCE: Institute for Transportation & Development Policy, via Streetsblog.
We brought everyone’s attention to this meeting about a week ago and gave our thoughts about ways the revised 9-unit, 18-space proposal could be improved, based largely on the reaction from the group at the LANA meeting earlier in the month. Seems like the development team was listening.
And now to our report, very briefly: This was, all in all, a downright cordial meeting, well run by Dan Murphy from the Mayor’s ONS. I would say that the overall sense in the room was:
Certainly some attention still needs to be paid to the overall design, which feels too by-the-book (and from not that great a book), and the vehicular access could use some thinking about how to better manage the exiting and entering of vehicles. The discussion at the end focused on further process – it sounds like the developer will file revised plans with ISD soon and start the Board of Appeal’s zoning relief process, which will likely take on the order of 3 to 6 months to get through, to be followed by BPDA Design Review. WalkUP Roslindale will look to submit a comment letter in connection with the Board of Appeal hearing. We will share it when we have it ready. In the meantime, thoughts are more than welcome in the comments.
It’s been almost 2 years, but the 874-878 South Street proposal that was the subject of a WUR long-form blog post in July 2015 is finally returning with a revised proposal.
The meeting has been scheduled for Tuesday, March 28, at 6:30 pm at the Roslindale Community Center. Flyer for meeting here.
Based on what was said by the property owner and his attorney at the LANA meeting a week or so ago, it sounds like the proposal will be for 9 residential units with 18 off-street parking spaces. For those keeping score at home, that’s a reduction from the original proposal of 6 residential units and an increase of 3 off-street parking spaces. Revised plans were not available at the LANA meeting, though they will reportedly be available this coming Tuesday.
For the record, I continue to live 2 blocks from this location. From my own perspective and given this location within walking distance of the commuter rail station and Roslindale Square, the revised unit count is lower than it should be and the number of off-street parking spaces is at least 4 spaces too many. I would really prefer a 1-to-1 space to unit ratio at this location. While I recognize some neighbors see this issue differently, on-street parking issues at this location and along the stretch of South Street and the intersecting streets toward the commuter rail are relatively minimal, except on Sunday mornings. Increasing the parking space count here may prevent there ever being an issue from this development related to on-street parking, but it will tend to increase vehicle traffic by encouraging car ownership by development residents and, to the extent automatically included with each unit, will increase the cost of each unit in the development. Accordingly, in addition to wanting to see the revised design, I will be interested in a discussion of the parking space count, how the revised plans locate those spaces on the site, what kind of space is left over, and how much consideration is or isn’t being given to bicycle parking and encouraging bicycling and walking as well as zipcar and transit use.
We are delighted that the Boston City Council’s Committee on Parks, Recreation & Transportation has announced a series of public discussions, in partnership with Northeastern University Professor Peter G. Furth, on several critical topics. These discussions will be held in the Iannella Chamber on the 5th Floor of City Hall, and also livestreamed at http://www.cityofboston.gov/citycouncil/live.asp. Come in person to be part of the conversation, and please spread the word! Kudos to City Council President Michelle Wu for taking the major leadership role to make this happen.
Earlier this week, we offered testimony at a Boston City Council hearing on parking issues. Although the connection between walkability and parking policy may not be immediately obvious, because parking uses up billions of dollars of some of our most valuable urban real estate and has a substantial cascading effect on all forms of transportation, it stands at the core of any effort to move our neighborhood and our city toward walkability and sustainability.
Our comments were also sent by letter; the text is reproduced below, full version available as a PDF.
If you have time to click on this link at grist:
read the intro, and then watch the short video — I believe that’s a 4 minute time commitment in total — you’ll find it worth your while. An excellent summary of what makes a place walkable, how it’s achieved, and what it’s good for. Enjoy and then get out there and get to it!
Everyone is encouraged to attend the upcoming community meeting on the proposed new development at 20 Taft Hill Park, next to the municipal parking lot just north of the Square. Per the BRA, which will be hosting the meeting, essential details are as follows:
Date: Wednesday, October 21, 2015
Time: 6:30 to 8:00 pm
Location: Roslindale Community Center, corner of Washington and Cummins
Information on the proposal as submitted by the developer can be found on the BRA’s website HERE.
Basic project numbers shown there are as follows:
Five things to consider/watch for in the meeting and in discussions over this project:
We’re pleased to announce WalkUP Roslindale has submitted its first comment letter, providing some feedback on the proposed 100 Weld Street development. 100 Weld has been at least a bit controversial because of its scale (17 units replacing a defunct former gas station). While the proposed development is imperfect (concerns articulated in our letter, text reproduced below), we believe on balance the increased density and revitalization of vacant space benefits Roslindale–residents and business-owners alike–and housing is sorely needed in and around Boston. See below for our complete analysis.
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 accomodate 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:
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.
The photos below are looking up Conway Street from its intersection with South Street directly adjacent to the commuter rail stop. Recently, I’ve noticed that signs have gone up seeking to encourage drivers to slow down, and even more recently a crosswalk has been painted after the street was repaved. Both interventions are visible in the photos, which I took this evening on the way home. My own personal observation is that these are well-intentioned steps taken by the city and/or residents on the street to deal with a real problem — drivers at this intersection tend, far too often, to ignore the stop sign at Conway/South coming down the hill, and they drive too fast. Apropos of the title to this post, I also wonder why there’s on-street parking only on one side of Conway at this location. The paved street width here is about 26′, about the same width as Fairview Street (one block over, about 25′ in width) and, to the naked eye, most other streets on Peters Hill. I would posit that one reason there’s excessive speeding on this street is that there’s parking only on one side of the street (as opposed to Fairview and most every other street I can think of in the immediate vicinity), leaving a too-wide driving area that signals to those behind the wheel that the way has been cleared for them to comfortably exceed the default speed limit of 30 mph. I would further posit that allowing for on-street parking on both sides of the street would signal to drivers that they must proceed on this street with caution and at a rate of speed at or below that posted speed limit. With only a single lane in each direction, cars going in opposite directions on the street have to yield to each other in order to safely pass, and they must therefore drive more slowly. This is a condition that generally works quite well throughout Peters Hill and elsewhere in the city. Comments welcome, especially from Conway residents following WalkUP who may have insight on why Conway is set up this way today.