It’s been my pleasure as founder, of the Oxnard Community Planning Group (OCPG), to participate in the good work of the OCPG and to build and maintain this website. The OCPG brought the Downtown Oxnard Vision Plan Charrette to Oxnard (thank you Dao Doan and the CNU-CA) and has produced events like the 5th Street Tactical Urbanism (Aurelio Ocampo and the OCPG) and Jane Jacobs movie (produced by myself with assistance from Heritage Square and the Oxnard Historical Society).
I now wish to further the work by continuing to support the good work of the OCPG – while starting a new website and blog: www.OxnardRenaissance.org – and the Oxnard Renaissance newsletter.
For some time now I have wanted to create regularly scheduled small by-invitation forums for Oxnard based planning issues and the OxnardRenaissance website/blog and newsletter will now focus on these events.
Here is a list of some of the specific issues Oxnard Renaissance will focus on and explore in 2018:
Revitalizing Oxnard Boulevard (The City has no current plans to revitalize Oxnard Boulevard)
Infill and small-scale mixed-use development housing and development in the Central Business District (CBD) and other appropriate Oxnard locations (City Zoning and Development Standards incentivizes sprawl and make infill housing [small-scale mixed-use] impossible) (Large developers are currently being incentivized at the expense of small-scale mixed-use development in Oxnard today) and (City needs to incentivize and encourage mixed-use development downtown and in other appropriate locations)
Oxnard Development Standards are out of date and prevent small-scale mixed-use development in the Central Business District (CBD) and other Oxnard locations
Architectural Review in Oxnard to encourage quality building design throughout the City and in the Central Business District (CBD). Currently, in the Central Business District (CBD) the Downtown Design Review Committee (DDRC) will not deny a project from local architects, regardless of the quality of the architecture. This is how it is today in Oxnard, and I know because I was appointed to the DDRC early in 2017. Also, one set of drawings, the design, is submitted to the DDRC and then another set of drawings are submitted for a building permit that may or may not include the DDRC findings, because there is no process to be sure that what is submitted for a building permit – has been reviewed by DDRC staff to assure compliance with DDRC findings. OxnardRenaissance is working to bring better design and better architecture to Oxnard.
Oxnard Development Standards and Design Guidelines (Oxnard is not working on updating Development Standards or Design Guidelines as of Nov 2017 – there may be movement no real work being done.) (Currently there are very minimal design and consistent theme guidelines to make Oxnard a unique and attractive place. And what limited guidelines there are the DDRC ignores as a matter of course.)
Economic Development issues in Oxnard
Oxnard as a truly walkable and bikeable place for people to enjoy our city
Planning department is understaffed (Currently Oxnard has ⅓rd the number of planners per capita than other Ventura County cities)
Oxnard Downtown Manager announced by the City Manager at the Nov 28, 2017 City Council meeting (I hope to work with the downtown manager to strengthen all aspects of making Oxnard’s downtown into a place where people want to walk and shop and where well designed small-scale mixed-use buildings will be supported and incentivized in downtown Oxnard)
Thank you and hope to see you at OxnardRenaissance.org where the above work will be continued, Roy Prince
In celebration of the upcoming CNU 25.Seattle, Public Square is running the series 25 Great Ideas of the New Urbanism. These ideas have been shaped by new urbanists and continue to influence cities, towns, and suburbs. The series is meant to inspire and challenge those working toward complete communities in the next quarter century.
“Neighborhoods should be compact, pedestrian-friendly, and mixed-use,” and “many activities of daily living should be within walking distance,” according to the Charter of the New Urbanism. A quarter century ago this idea was not common planning practice, and new urbanists needed a way to measure a compact neighborhood to organize plans and communicate to the public. The answer was the “pedestrian shed,” a distance that can be covered in five minutes at a normal walking pace—typically shown on a plan as a circle with a quarter-mile radius.
If the built environment is appealing and human scale, the theory is that most people will walk at least five minutes rather than get in a car. The idea is embedded in a thousand new urban plans and incorporated into zoning codes now. Although the quality of the built environment can expand or shrink the distance people will walk, the quarter-mile pedestrian shed remains an influential and useful idea for designing neighborhoods and building complete communities. Public Square editor Robert Steuteville interviewed urban planner and architect Elizabeth Plater-Zyberk of Duany Plater-Zyberk & Company, co-author of Suburban Nation, and urban planner Jeff Speck of Speck & Associates, former director of design of the National Endowment for the Arts and author of Walkable City and co-author of Suburban Nation, on the subject of the 5-minute walk and what that means to cities and towns across America.
Both of you co-authored, along with Andres Duany, the book Suburban Nation that introduced America to the neighborhood and the pedestrian shed. Can you tell me how planning and development has changed as a result of this idea?
Plater-Zyberk: When we first started talking about walking, everybody was saying, “Oh, nobody’s going to walk anywhere.” We knew about the BART (Bay Area Rapid Transit) studies in San Francisco, which had surveyed people and discovered that the 5-minute walk was a reasonable expectation for transit. Peter Calthorpe and others have said a 10-minute or more walk is okay for transit. But when the new urbanists were honing in on this, it was not contemporary knowledge. We had never heard of the 1929 regional plan for New York or that 5-minute diagram [by Clarence Perry]. We discovered that much later and it was a kind of confirmation. But I would say these were rediscoveries. Many of the historical experience that we now call on, including maybe even the terminology pedestrian shed, had to be rediscovered because it was lost to most planning and design knowledge.
Speck: By the time I first started working at DPZ, which was the summer of ’87, you guys had incorporated the five-minute-walk into your planning. So by the time of my first encounters with you all, it had been established, and you were aware of the 1929 (Perry) diagram.
Plater-Zyberk: Yes, but the first few years, all of that was being rediscovered. Now, how has it affected the planning since then? People have put that dimension of a five minute walk or some pedestrian shed distance into zoning codes. You might have less parking required if you are within a certain distance of a transit line or stop. It’s always in discussion. Is this a single circle with one node, or is it running along the line of transit? A leader in the talks about pedestrian distance, Walk Score, has emerged. And although it’s not changed the world entirely in great geographic measure, it’s definitely become part of the overall goals of making better urbanism. And I would say most planning now makes some reference to pedestrian sheds in goals and regulations.
Speck: I’ll be even bolder than Lizz and say that this idea, which was first popularized, or most effectively popularized, by Lizz and Andres [Duany], is now one of the foundational concepts in planning. I just want to distinguish between planning theory that is taught in school and how most of America and most of the world is still being built. The planners have figured it out but, of course, the challenge now is the great disconnection between what planners know and what developers are building, which is still mostly wrong.
Do all urbanists agree now on the five-minute walk, or is there disagreement there?
Speck: There might be nitpicking around the edges, but I don’t think there are any urbanists or planners who would question a comfortable walking distance measure as a means for structuring community. Would you agree, Lizz?
Plater-Zyberk: I think anybody who’s concerned about the scale of urban design and community beyond one building at a time could agree that this is a good goal.
This may be jumping ahead a little bit, but you’ve mentioned it, Jeff. Why hasn’t this had more of an impact on the America that you see as you drive around?
Speck: Well, that’s been our discussion for so many years. All the professions that work together to create the American-built environment have certain conventions. And every profession has written into its practices, or at least used to, the organization of the landscape around Euclidean zoning—large areas of single-use with nary a thought to pedestrian access. So it’s a huge ocean liner to turn around, and no one expected it would happen quickly.
Plater-Zyberk: I would add or maybe stress one component of that, which is the scale of economic activity that has emerged as a result of the prevalence of automobile mobility—the big box, the number of brands that rely on drive-ins, fast food, and so on. The scale of the economy is really a very difficult counterpoint. That said, I have spent a bit of time in France in recent years and it is interesting to see big box developed on the outskirts of the walkable city. So there is an understanding that there are places where daily life goes on and you can walk to work and school, and then there are areas for trucks and giant roads. It’s one or the other, not the mess we have tended to allow in the United States.
Speck: We have a development industry that’s made principally of people who are either single-family housing developers, multi-family housing developers, retail strip developers, big box developers, office park developers, and the like. And if you give one of them a piece of land, no matter how big the piece of land is, they’re going to develop what they know how to do. And to no small measure, it’s been the dissection of the development industry into these branches that has made it very hard to get the development industry to start doing mixed-use again.
Plater-Zyberk: You might call it the tyranny of specialization. CNU has talked about specialization and the fact that that it generates bigness.
Do you just give up on things like big box stores, or can they be incorporated into the pedestrian shed?
Plater-Zyberk: Well, Saks Fifth Avenue in New York City is a big box. It’s a multi-story big box. They took the whole block. And I think that’s one of the best examples of the fact that big box stores used to be part of the city. Market Street in Philadelphia had four department stores, and other stuff in between. I guess New York is pulling them back in, the Walmarts and the Targets.
Speck: Yeah, that’s the urban model. Then there’s the suburban model which DPZ helped develop, and you see it in play at Kentlands, where you have big boxes that are accessed from the highway in an automotive way, and accessed from the town in a pedestrian way—and you better believe that folks who live in Kentlands are walking to the big boxes on the edge of town. The question is how do you handle the integration of the building into the streetscape that approaches it? And new urbanists have developed ways to do that.
Do you think that people who have the most influence over the built environment, the planning commissioners—the city councils, the developers— do they now understand the concept of a pedestrian shed? Is it something that has sunk in?
Speck: Many planning commissioners particularly in smaller communities have no training in planning whatsoever, and many developers have no training in planning whatsoever. To the degree that they’ve never really studied planning or made an effort to learn best practices. No, they have very little idea about it, but there are, of course, many who do.
Plater-Zyberk: So let’s say it’s not a household word. But whenever we give Suburban Nation to a newly elected person, for instance, they come back and say, “Oh, yeah, I get it.” So it’s not a rocket-science idea, but it hasn’t permeated. And that’s primarily because most people don’t think about the built environment; they’re just victims of it, and they take it the way it comes.
How is this idea used in current planning and how it can be applied most effectively in the future?
Plater-Zyberk: There’s two aspects to it. The pedestrian shed is essentially a dimension or a description of an area that enables pedestrian accessibility. But that’s not just measuring dimension in quantity, but quality. How frequent are the intersections? How mixed are the uses? What are you accessing? Is the central focus the destination, or it is where you’re starting from—your house, for instance?
Speck: In my experience, it’s only the new urbanists who, when confronted with a large area of land, their first step is to start drawing pedestrian sheds as a foundational way of organizing property. When I begin a planning effort, I make that move to lay circles on the acreage, like we did at Cornell, outside of Toronto, to create neighborhood units that break the landscape up into constituent parts. And I find that people are really surprised to see that and they say, “Oh, what a great way to organize property.” But I honestly don’t think that that has permeated the planning culture yet. I don’t think this concept of dividing large properties into neighborhoods as a foundational move is practiced that far beyond the new urban circles, no pun intended.
Plater-Zyberk: Now that was a very important point, Jeff. I think this correlation between pedestrian shed and neighborhood is important because that describes the quality of what’s going on inside the pedestrian sheds. I would add that it might be useful to think about it in terms of new places and old places. Jeff’s description of laying the circles on the paper is the way a greenfield project might be laid out; you structure it according to neighborhoods that are circumscribed by pedestrian sheds. And there may be a larger town center shed that several neighborhoods aggregate to. Of course, we’ve always been involved in remaking places too. And when you remake urban places, you often find that there was a pedestrian shed and maybe it’s fallen apart. The built environment is deteriorated. But when you look at the infrastructure and the buildings that are there you can rebuild that pretty easily. And then there’s suburban sprawl that we built during the last century. You can come in and identify the places where you might be able to retrofit and make a compact pedestrian focus area and the single-family sprawl will remain around it. Very often that’s an office park or shopping center or something that’s under some coherent ownership that it can be remade. So you could talk about it in terms of new places, pre-existing cities, and then how do you repair the structureless suburbs.
This is basic to the way new urbanists approach planning. Could you talk about some of your current projects and how the pedestrian shed relates to that project and is influencing what’s happening there?
Speck: I would say that, as Liz suggested, when you’re working in an existing place you have to respect the existing neighborhood structure. Discovering the underlying neighborhood structure can be eye-opening. I remember when we were looking at Syracuse we found neighborhood structure in some of these inner city neighborhoods that have been undermined and almost obliterated by auto-centric development. And a big part of what we did was to let people know where their neighborhood centers were so that policy could be oriented around understanding where those centers are.
Plater-Zyberk: DPZ has been working with some hospital systems to help them plan their property. They often own pieces of property outside their main buildings. The Presence Health system in Chicago, for instance, had two close-by hospitals, and everyone got in their cars to go from one to the other. We showed them that the two pedestrian sheds from their front doors intersected, and if they made improvements in the path between them that people really could walk back and forth, and that they could use those parking lots to make a piece of city that would connect them better. Also, two shopping malls in suburban Salt Lake City, Cottonwood and University Mall, were in the midst of a classic suburban vehicular intersection. We showed them how to remake those malls and their surroundings by adding a mix of uses within the pedestrian.
It seems incredibly hard for people to get the concept of a pedestrian shed when you are in the suburbs, where everything is on an automobile scale. How do you get people to understand that when you’re working in the suburbs?
Plater-Zyberk: This is where the illustrations for new urbanist ideas are so important because people can’t visualize it at all. The first drawings that started to convince people to try something new were done by Charles Barrett, bless his heart, he is no longer with us. The kind of charm and hope that those drawings represent are such an important part of what we do. It’s not the diagram—that circle with the arrow from the center to an edge—that will never convince anyone. But the beautiful illustrations, the idea that the architecture might be great, that the street will be appealing, the sidewalk will be wide, there will be trees, and you can take your child out by the hand, or walk a dog on your way somewhere, is what tugs at people’s hearts. (Note: See the illustration by Steve Price at the top of this article)
They can picture themselves within a pedestrian shed, doing something?
Plater-Zyberk: That’s exactly right.
Speck: The biggest challenge that we face in the suburbs is that it’s not really a pedestrian shed unless it’s accessing mixed use. And, for most of us, a town square at the center, perhaps with some sort of civic structure, even if it’s nothing more than a barbeque shack, isn’t enough to achieve the lifestyle changes that the New Urbanism hopes to provide for humans living in its places, and we always say that, at the bare minimum, you want to have a corner store, and the corner store depends on a certain number of rooftops. I heard once from (planner and retail expert) Bob Gibbs, you’ve got a thousand homes to make one corner store function. To get that density in a 160-acre pedestrian shed has been the fundamental challenge to New Urbanism.
Plater-Zyberk: If there aren’t enough houses for the corner store, then your neighborhood—this pedestrian shed—may join another one. And there may be a kind of congregation of them around a village center or town center that is supported by multiple neighborhoods.
This may seem like a strange question, but as we are speaking, a new president is being inaugurated. So do you have any thoughts on the new administration, Donald Trump, federal programs, and whether this relates to planning on the neighborhoods scale?
Speck: As someone who worked in the federal government, there’s only a limited way in which the federal government has ever exerted much influence on the details of planning. But when it has, like with the Hope IV program, which is based entirely on urbanist principles, it certainly had a profound impact. You’re not going to see those sort of programs under this sort of administration. But more to the point, the latest talk is about abolishing all transit funding which, of course, is going to be entirely disruptive to any notions of walkability.
Nevertheless, the pedestrian shed has survived many eras and planning ideas. It should survive the next four years, don’t you think?
Plater-Zyberk: It will survive. Fortunately, there’s so much literature now that the profession will not lose track of it again the way we did in the last century. We’ve kept it alive in so many ways through building and through literature.
Speck: One of the helpful oversimplifications that I say in my presentations is that the five-minute walk was developed historically. You’re getting it from Jericho on, and it was only undermined by the advent of suburbia where we introduced automobile-based zoning. But in fact, if you look at the towns in the early 20th century, that the new urbanists are always pointing at for its successes, such as the Coral Gables, and the Shaker Heights, and Beverly Hills, and all these amazing developments that some refer to as the apex of American planning, none of these really have a five-minute walk pedestrian shed at their core. They have concentrated retail areas and huge areas of residential land. And I think one of the great achievements of New Urbanism is to take the other tremendous intelligence from those plans, the other great techniques that are present in those plans, and combine them with the neighborhood unit, which actually is missing in most of them.
Plater-Zyberk: I like to focus on the things that worked that we can use. Even if you don’t have the corner store but if you have something that’s defined by its edges and some kind of central place, a neighborhood, even it isn’t highly mixed-use, it still gains a sense of community, identity, and the potential of interdependence among a group of people that is beneficial. There’s a great deal of hope with regard to the retail component. A new generation of entrepreneurs, in places like Detroit and Miami, are looking for walkable places to [open businesses]—whether it’s the coffee shop or the beer joint or a restaurant or a gallery or whatever they’re doing. I think there’s an ever-growing economy of small business that will look to old city places or to remaking of suburbs. The physical organization of pedestrian sheds in neighborhoods speaks to this generation in the way that setting up a business in a suburban shopping center does not.
Note: CNU intern Benjamin Crowther helped to produce this interview and article.
Robert Steuteville is editor of Public Square: A CNU Journal and senior communications adviser for the Congress for the New Urbanism.
Within the last half-century, some 30 million buildings have degraded cities and reduced landscapes. Must we tolerate this comprehensive disaster in exchange for the, perhaps, three thousand great buildings that great architects have produced? Such a win-loss ratio is as unacceptable in architecture as it would be in any other field. We are compelled to intervene and have found that codes are the most effective instruments of reform.
We must code because the default setting in contemporary design is mediocrity and worse. Those who object to codes imagine that they constrain architectural masterpieces (their own, usually). But great buildings are few and the more likely outcome is kitsch. Codes can assure a minimum level of urban and architectural competence, even if in so doing they constrain certain possibilities.
We use codes because those who are charged with designing, supervising and building communities tend to ignore education and avoid exhortation, but they are accustomed to following codes. It was the achievement to the mid-century generation of planners to have embedded codes in the political and legal process. We must take advantage of this.
We code because ours is a nation founded on law. We prefer to work within known rules rather than be subject to the opinion of boards, politicians and bureaucrats.
We code because bureaucracies cannot be (have never been) dismantled. They will however, willingly administer whatever codes are in hand. This has a potential for reform more efficient than education.
Codes are currently pervasive. Replacing them with a void is legally unsustainable. It is for us to re-conceive the codes so that they result in better places to live.
We must code so that the various professions that affect urbanism will act with unity of purpose. Without integrated codes, architects, civil engineers and landscape architects can undermine each others intentions. Without integrated codes, the result of development is never more than the unassembled collection of urban potential.
When architects do not control the codes, buildings are shaped by fire marshals, civil engineers, poverty advocates, market experts, accessibility standards, materials suppliers and liability attorneys. Codes written by architects clear a field of action for typological and syntactic concerns.
We code because unguided towns and cities tend, not to vitality, but to socioeconomic monocultures. The wealthy gather in their enclaves, the middle-class in their neighborhoods, and the poor in the residue. Shops and restaurants cluster around certain price-points, offices find their prestige addresses and sweatshops their squalid ones. Some areas uniformly gentrify, while viable neighborhoods self-segregate and decay. This process occurs in historical cities no less than in new suburbs. Codes can secure that measure of diversity without which urbanism withers.
We make use of codes as the means to redistribute building design to others. Authentic urbanism requires the intervention of many. Those who would design all the buildings themselves produce architectural projects – monocultures of design – but they are not involved in the practice of urbanism.
We must code so that buildings cooperate towards a spatially defined public realm. This no longer occurs as a matter of course unless coded to be otherwise. The demands of parking and the arbitrary singularity of architects tend to create vague, sociofugal places that undermine the possibility of community.
We must code so that private buildings achieve the modicum of visual silence which is a requisite of an urban fabric. Conversely, codes must also protect the prerogative of civic buildings to express the aspirations of the institutions they accommodate and also the inspiration of their architects. This is the dialectic or urbanism.
We code to protect the character of specific locales from the universalizing tendencies of modern real estate development.
We code because the location of the urban and the rural is of a fundamental importance that cannot be left to the vicissitudes of ownership. Codes and their associated maps address the where as well as the what.
We must code to assure that urban places can be truly urban and that rural places remain truly rural. Otherwise, misconceived environmentalism tends to the partial greening of all places; the result being neither one nor the other, but the ambiguous garden city of sprawl.
We must code so that buildings incorporate a higher degree of environmental response than is otherwise warranted by conventional economic analysis.
We must code so that buildings are durable, and also mutable, in proper measure. This is crucial at the long-range time-scale of urbanism.
Without codes, older urban areas tend to suffer from disinvestment, as the market seeks stable environments. The competing private codes of the homeowners associations, the guidelines of office parks, and the rules of shopping centers create predictable outcomes that lure investment away from existing cities and towns. Codes level the playing field for the inevitable competition.
We must prepare the new private association codes of developers because it is they who have built our cities and continue to do so. The profit motive was once capable of building the best places that we still have. Codes can assist in the restoration of this standard.
We code in defiance of an avant-garde culture that prizes the alternating extremes of unfettered genius and servility to the zeitgeist. There are positions between. Urbanism intrinsically transcends the limits set by our time. We know that it is possible to affect the current reality and we accept the responsibility.
We code because we are not relativists. We observe certain urbanisms that support the self-defined pursuit of happiness (the stated right of Americans). We also observe other urbanisms that tend to undermine that pursuit. Through codes we attempt to make the first a reality.
We prepare codes because it is the most abstract, rigorous and intellectually refined practice available to a designer. And because it is also verifiable: by being projected into the world, codes engage a reality that can lead to resounding failure. In comparison, theoretical writing is a delicacy that survives only under the protection of the academy.
We code because codes can compensate for deficient professional training. We will continue to code, so long as the schools continue to educate architects towards self-expression rather than towards context, to theory rather than practice, to individual building rather than to the whole.
We look forward to the day when we will no longer need to code.
Andrés Duany is an architect, urban designer, planner, and author, has dedicated more than three decades to pioneering a vision for sustainable urban development and its implementation. He is a founder of CNU.
Trees should be planted either in swales (on primarily residential streets) or in tree wells (on Main Streets). Do not listen to “urban foresters,” who insist that trees must be planted in landscape beds large enough for their mature drip lines.
Street trees are essential for strong Walk Appeal almost anywhere in the US, which makes them a fundamental part of the public frontage, which extends from the property line to the edge of the street. We’ll talk about other public frontage parts later, but street trees are so important that they warrant their own discussion. Two things will be apparent when we look at street trees and other public frontage parts: First, none of this is rocket science; simple rules of thumb cover most of these parts. On the other hand, it’s shocking how often a city, a Department of Transportation, or a developer gets them wrong… so do what you can to get people informed in your city or town.
Why should we plant street trees?
There are many reasons to plant street trees (most of which will be in a later post), but the two most obvious ones are closely intertwined: Walk Appeal and sustainability. In most of the US, a street without trees is a street where people rarely walk, and therefore almost always drive. This is bad for our towns, our wallets, and our waistlines.
Street tree types
If you’re not in a US state with a Canadian border, you really need street trees to shade the sidewalk. And if you’re North of New Orleans, those street trees should be be deciduous so they drop their leaves in winter so you can walk in the relative warmth of a winter sun. From New Orleans southward, shade is helpful throughout the year because it can be warm throughout most days of the year.
The type of street tree varies according to where you are in town. Along a Main Street, trees should be taller and more vertically-proportioned, so that when they’re mature, their lowest branches are 12-16 feet above the sidewalk so they don’t block business signs. Also, Main Street buildings typically pull right up to the street, so trees that are more vertically-proportioned don’t grow so hard up against the upper levels of the Main Street buildings. On a primarily residential street, the trees can be lower and spread more broadly because the buildings (mostly houses) are set further back from the street. The lowest branches only need to be a bit above the head height of a tall person.
Street tree spacing
Street trees should be planted roughly every 15-30 feet along a Main Street and every 25-50 feet along a primarily residential street. Start by planting a street tree at every property line. If the Main Street shops are really narrow (less than 15 feet wide) plant the trees on every other property line. If they’re really wide (more than 30 feet wide), plant the trees every 20 feet or so, but don’t plant them in front of the shops’ front doors. If you do, some shop-owners will sneak out at night and poison the trees.
The Florida DOT had no clue about this basic rule when they rebuilt Alton Road on South Beach, so this is exactly what happened again and again. It’s a lose-lose deal for the business owners, because while killing the trees keeps their signs more visible, the sunburned sidewalks are not a place most people want to walk for most of the year. That’s why Alton Road today is by far the least-walked commercial street on South Beach. And this is in a place where 45% of the people don’t even own a car (because they don’t need them) and most of the tourists don’t rent cars as well. In other words, the Florida DOT through their ignorance killed a lot of real estate value on Alton Road. And yes, Alton has several glaring flaws that will take a lot of work to fix, but the street trees could have been done correctly, and at no additional cost.
Residential street trees planted every 25-50 feet along a street require only one tree on every property line on most residential streets in traditional neighborhoods. If the street is populated with narrow townhouses, it may require only one tree on every other property line whereas parts of the neighborhood with large lots (more than 50 feet wide) require two trees per lot.
Planting street trees
Trees should be planted either in swales (on primarily residentail streets) or in tree wells (on Main Streets). Do not listen to “urban foresters,” who insist that trees must be planted in landscape beds large enough for their mature drip lines. Their grand lie is legendary… if what they said were true, canopy streets like Meridian Avenue on South Beach would be impossible. They are terribly wrong about this, and need to be called out on it. These are street trees, after all, not forest trees. Primarily residential streets may have swales up to 5 feet wide and of indefinite length, whereas primarily commercial streets may have tree wells 5 feet square or smaller.
YES, “urban foresters” can specify trees that are unsuitable as street trees and will die on an urban street. Yes, they can specify planting conditions that will cause their self-fulfilling prophecies to occur. But hopefully, you live in a town where at least one good landscape architect knows which tree to plant and how to plant it so that it thrives for centuries. Go to Charleston, South Carolina… this isn’t just possible, but is commonplace.
The Imperial Building is part of a community-wide commitment to the revitalization of the downtown urban core and provides the neighborhood with affordable housing, retail and restaurants, underground parking, a rooftop garden, and a new grocery store. For more information about this project, visit www.dpsdesign.org/what-we-create/imperial-building.