A congregation of relocated trees — many of which have been plucked out of the way of the bus lane work going on along Post Oak Blvd. in Uptown right now — was spotted this week by a Fifth Ward resident checking out the former KBR site along Clinton Dr. CityCentre developer Midway is gearing up the process of rebranding its new old campus along the industrial stretch of Buffalo Bayou as East River; early marketing materials now floating around say they’ve collected some 300 trees from the Uptown work and are saving them for later redeployment in and around the 136-acre development, as part of parks and streetscaping.
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Save the Trees for Later
COMMENT OF THE DAY: HOW HOUSTON’S PARK(ING) PROPONENTS SHOULD TAKE IT TO THE STREETS “While I understand, generally, the sentiment behind this initiative, I think in Houston it may be a little misguided. If we want a more walkable environment, with fewer buildings set back behind parking lots, we actually need more on-street parking spaces (to both accommodate business patrons arriving by car and help buffer pedestrians on the sidewalk), and fewer off-street ones.” [LocalPlanner, commenting on The SUV-Sized Parks Parked By City Hall Will Expire in About An Hour] Photo of Park(ing) Day: Allyn West
FINDING THE RIGHT WORDS TO TALK THROUGH HOUSTON’S RELATIONSHIP WITH SIDEWALKS Taking together a recent rash of of essays complaining about Houston’s walkability, public transit, and sidewalk situation, Joe Cortwright over at City Observatory offers some thoughts on why it might be harder for city planners to buff up the city’s walking infrastructure than focus on its car standards: planners, both locally and nation-wide, don’t have as many ways to measure unpleasant walking experiences, or sufficient language to describe them. Cortwright writes that the anecdotes and narratives put forth by Houston’s frustrated would-be walkers are “rich and compelling in their detail, but lack the technocratic throw-weight of quantifiable statistics or industry standards to drive different policies and investments in our current planning system. [ . . . But] this isn’t simply a matter of somehow instrumenting bike riders and pedestrians with GPS and communication devices so they are as tech-enabled as vehicles. An exacting count of existing patterns of activity will only further enshrine a status quo where cars are dominant. For example, perfectly instrumented count of pedestrians, bicycles, cars in Houston would show — correctly — little to no bike or pedestrian activity. And no amount of calculation of vehicle flows will reveal whether a city is providing a high quality of life for its residents, much less meeting their desires for the kinds of places they really want to live in.” [City Observatory] Photo: Flickr userbpawlik
WHAT HAPPENS WHEN YOU DECIDE TO REDO THAT DOWNTOWN FREEWAY PLAN IN YOUR SPARE TIME Tory Gattis reports in an update to his weekly column that TxDOT is looking over the alternative Downtown freeway plan put forth by Houston-based blog Purple City last week — to see if it can pull any ideas from it. The report, created by a semi-anonymous Houston-based engineer, includes detailed schematics, along with contextualized critiques of TxDOT’s most recently publicized version of plans to rework the interchanges of I-10, I-45, and 59 around Downtown. The Purple City plan appears to have a lot to offer: It would keep the Pierce Elevated as managed express lanes, while exploring options to make its street level pedestrian- and development-friendly. The alternative plan would require less right-of-way acquisition than TxDOT’s and eliminate left-hand exits. There are also bits about developing a new bus rapid transit line between Bellaire and UH, adding a a parallel bikeway network, and expanding the Downtown street grid. The 13-page report is available here; there’s also a scaled schematic of the entire plan. [Houston Strategies; Purple City; previously on Swamplot] Aerial schematic of (rotated) Downtown freeway alternative proposal: Purple City
COMMENT OF THE DAY: THE MISSING LINKS “A great comment and right on the money. Houston also needs to take the reins of community building instead of letting developers drive that bus. Subdivisions/neighborhoods are currently created by private developers without any thought to how they relate to adjacent communities, resulting in islands of development unconnected to each other in any meaningful way. How many times have we seen major roads come to a dead end because there’s a subdivision/office park/whatever right in the way? Houston’s lack of long-range regional planning (and no, I don’t mean zoning) is now coming home to roost, and I only hope it’s not too late to change direction. . . .” [roadchick, commenting on Comment of the Day: Houston’s Primary Unit of Measure] Illustration: Lulu