- 4706 Andover St. [HAR]
COMMENT OF THE DAY: THE NORTH AND SOUTH BLVD. PHOTOSHOOT BATTLE IS JUST WARMING UP “As a close relative of a Broadacres resident I will report what I know. Yes, the esplanades are privately owned and maintained by the homeowners and the signs are legal. The reason for the signs was the volume of people taking pictures. I have lived there for 15+ years and it has never been this bad. In the evenings you will have 2, 3, or 4 groups of people on each block taking pictures and it’s not just people that are the problem, it’s all of the props (sofa, chairs, tables, GLITTER, lighting) that they bring with them too. As some commenters have pointed out, some homeowners have approached those taking pictures and gotten back a lot of attitude and some form of “This is public property.” Err, well, no it isn’t actually. The signs were a compromise to discourage further pictures and serve as an initial educational campaign. If it backfires or the signs are ignored there will most likely be some sort of security enforced permitting in place or, the nuclear option, buying out the streets from the city and gating the neighborhood.” [BroadAcres Brat, commenting on New Signs Declare Photo Shoots Will No Longer Be Allowed on North and South Boulevards] Photo: Swamplot inbox
WHAT IT TAKES TO JACK A HOUSE “Adam Bakir, a Houston builder and remodeler, does one or two home elevations a year. The job is akin to major surgery. Workers tunnel under the house, Bakir said, then raise the whole thing on jacks—the slab and the house that rests on it. Since Harvey, Bakir has received more than 20 inquiries about home elevation. If potential customers ask for a cost estimate, he’ll tell them: between about $75 and $100 per square foot. ‘If you have a 2,500-square-foot house, which is typical,’ he said, ‘the upper end of it would be about $250,000. The lower end, around $180,000.‘” [CityLab] Photo: Arkitektura Development
COMMENT OF THE DAY: A QUICK ALLEN PARKVIEW VILLAGE RECAP FOR HOUSTON NEWCOMERS “. . . Back in the 1920s, the 4th Ward was Houston’s version of Harlem during the Harlem Renaissance. Racist white city officials did not want a thriving African American community right next to a rapidly growing downtown and demolished a huge section of the community to build public housing (the decisive blow to the 4th ward would be extending the freeway through the community, effectively cutting it off from downtown). APV was designed by MacKie & Kamrath and was intended to be public housing. It ended up as all white housing for veterans. Eventually, African Americans moved in as whites moved out and headed to the suburbs. In the ’70s, as the City was booming again, City officials wanted to demolish APV as it, and much of the rest of the 4th ward, was falling into disrepair. Every single move after that was just controversy on top of controversy. The City was accused of moving Vietnamese immigrants into APV to dilute the number of African Americans who opposed demolition. Then, there was a big master plan project proposed to redevelop the entire area, a court case over demolition of APV and designation of APV and the Fourth Ward on the national register of historic places. In the end, more than half was demoed and replaced with new apartments in 2000. The original MacKie & Kamrath designed buildings are architecturally and historically significant. But, like the history of the 4th ward, Houston’s transient population knows very little about the trials and tribulations behind APV. So, it is an easy target to troll for hate on preservationists.” [Old School, commenting on Comment of the Day: An Alternative Plan for the Site Next to Allen Parkway Village] Illustration: Lulu
COMMENT OF THE DAY: AN ALTERNATIVE PLAN FOR THE SITE NEXT TO ALLEN PARKWAY VILLAGE “. . . In an ideal world, I think that the City should’ve recognized that there was an opportunity for the HHA to acquire this site and work with a private-sector master developer to completely demolish the existing complex and integrate government housing into a much more intensively developed project on this extremely high-profile site. Doing so would’ve bypassed some of the issues that they’ve since encountered with the adverse SCOTUS ruling. It wouldn’t have been cheap, but it would’ve also tastefully incorporated government housing into a project that could have mitigated the externality of APV on the areas around it and established an open street grid. Doing so would’ve made everything around there and along the Buffalo Bayou much more desirable and accessible, and leveraged the tax base upward over a large area. However, that also wouldn’t have been uncontroversial; some people think that the original Allen Parkway Buildings are architecturally significant enough to warrant their preservation. In any case, that ship probably has sailed. . . .” [TheNiche, commenting on Your Best Look Yet at the Shiny Highrises Fitting Between Allen Parkway Village and the Federal Reserve] Image: Tianqing Real Estate Development/DC Partners
COMMENT OF THE DAY: THE ONLY MACKIE AND KAMRATH HOMES LEFT ON THE TIEL WAY LOOP “. . . My husband and I drove around Tiel Way after the storm to check on all the MacKie and Kamraths. There were several homes on the street that flooded — and not just by a few inches but into their second levels. One of the things that make the Kamraths of this era (and really, many high-end midcentury homes) so gorgeous and unique is the abundant use of wood panels for all walls, doors, built-in storage cabinets and seating — everything. But it also makes them particularly expensive and hard to fix after extensive water damage. As Swamplot reported earlier this year, the home at 2 Tiel Way was bought with the intention to restore but had so much termite and water damage it would have cost double to restore compared to a full rebuild price. So that’s what they are doing: rebuilding the same house. . . . It’s a controversial choice but in my opinion it’s the best architectural conservation alternative to demolition. But not everyone has the resources to undertake something like a full architectural rebuild. So while the demo of this house, one of Kamrath’s finest, is certainly a punch in the gut . . . I get it. They probably would have saved it if they could. Tiel Way was the last concentration of MacKie and Kamrath’s great residential works, at one point having 7 homes on the loop. After this demolition we will be down to 2.5: the Gold Brick–awarded restoration at 67 Tiel Way (which thankfully, did not appear to have Harvey flooding issues), Kamrath’s own residence at 8 Tiel Way (definitely flooded, but appears to be safe at the moment), and the rebuild currently in progress at 2 Tiel Way. 48 Tiel Way won’t be the only midcentury treasure lost to Harvey, but it’s certainly one of the saddest to see go.” [Rabbit, commenting on Daily Demolition Report: Tiel Repeal; previously on Swamplot] Photo of 48 Tiel Way: HAR
Included in ProPublica’s effort to identify and map every abandoned munitions facility in the U.S. — especially those that might still harbor toxic waste, residue from chemical weapons, or explosives: Houston’s own San Antonio Ordnance Depot, the original boundaries of which straddle Jacintoport Blvd., just east of Beltway 8 and immediately north of the Houston Ship Channel.
The 4,850-acre former depot and ordnance demolition facility was sold to the Ship Channel’s governing authority in 1964. It counts as one of 62 current or former military installations in Texas still containing hazardous waste, but according to Department of Defense documents is not scheduled to be cleaned up entirely until 2084.
Photos of San Jacinto Ordnance Depot bunkers: arch-ive.org
COMMENT OF THE DAY: ANOTHER WILLOW MEADOWS FAREWELL “Willowgrove is a beautiful street, and sadly, I think we’re going to see several homes come down akin to what we saw & are seeing again in Meyerland (I believe there was another one yesterday). It’s predominately 1960s single-story ranch homes, many custom designed and some of them oversized vs. the rest of neighborhood, below a canopy of oaks that drape the street. It’s terribly sad that what it was before is just gone now. Willowgrove backs up to one of the feeder ravines that breached when the bayou did, and homes on both sides of it — Cliffwood and Willowgrove — took a massive hit compared to the surrounding streets that only had street flooding. The cap on flood insurance, if homeowners had it, wouldn’t cover the value of those homes. I’ve had neighbors ask me, and I genuinely do not know — are those concrete ravines/mini-bayous supposed to drain/connect to Willow Water Hole at some point? Was that already supposed to have happened? If so, what was the delay?” [Heather, commenting on Daily Demolition Report: Lynn Parked] Photo of 10202 Willowgrove Dr. interior (now for sale): HAR
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COMMENT OF THE DAY: NO NEED FOR A TRAIN ON I-10 WHEN YOU CAN JUST PARK-AND-BUS “. . . The train isn’t going to travel that much faster than buses, if at all. Also, buses in the Katy corridor make just one stop at most between the burbs and Downtown (the major route is express from the Park-and-Ride lot direct to Downtown). And people play on their phones on the bus (have you never been on one? the park-and-ride vehicles have nice cushy seats and baggage racks). And unless one’s destination is outside the CBD, no transfers are required; you are likely dropped off within a few blocks of your destination, an easy walk. Furthermore, on the highly used Park-and-Ride routes the buses leave every several minutes; you don’t have to time your arrival, the wait time to depart is minimal. Commuter rail never works like that (though light rail can). The assumption that rail is going to provide superior service simply isn’t true. In fact, it’s likely to be worse service for the patrons than what we have now with the Park-and-Ride buses. Especially since most everyone will have to drive to the station anyway, so no difference there.” [Local Planner, commenting on Was It a Good Idea To Derail I-10?] Photo: Energy Corridor
WAS IT A GOOD IDEA TO DERAIL I-10? Earlier this week Harris County Judge Ed Emmett appeared to pass judgment on one aspect of the Katy Fwy. widening completed almost a decade ago: “We cannot go back in time and undo some poor decisions, but we can learn from those decisions. One of the most glaring mistakes was the failure to convert the abandoned Katy rail line to commuter rail. Think about it, we had a straight shot from Katy all the way into Downtown.” But ripping up the tracks did not render a future rail line along the path of I-10 completely impossible, notes Dug Begley: “Though the rail line was removed, Metropolitan Transit Authority paid for overpasses along I-10 to be built to rail standards, meaning that if the region ever wanted to use the freeway for light rail, that is possible. Larger, commuter, trains, however would not be able to operate in the freeway.” [Houston Chronicle] Photo: cemaxx (license)