In my last post, I gave the background for a land-use
conundrum that has arisen in Petaluma. The
regional rail authority, SMART, is reportedly pursuing a land swap that would
accelerate development of a second train station in Petaluma and of transit
oriented development adjoining the first Petaluma train station. Both are fine goals. But the swap would put the second station at
the urban fringe, a location bothersome to local urbanists.
Today, I’ll
fill in more of the site and regulatory background, along with reintroducing an
urbanist concept that speaks directly to the concern. In my next post, I’ll conclude with my
personal conclusions and philosophical insights.
The new site
for the second station is within, but immediately adjoining the Urban Growth
Boundary, the current legal barrier to further urban development. A UGB can be realigned, but the process is
slow and onerous.
Even importantly,
the site adjoins a Community Separator, a set-aside area that is intended to be
permanently excluded from UGBs in order to maintain rural lands between cities. Over time, it’s expected that the UGB will
move as the City of Petaluma needs more land.
But however much expansion might be desired, the Community Separator is
intended to remain forever off-limits.
(The photo
is of the Community Separator from an office window a short walk from the proposed
train station. Note the train tracks in the
foreground.)
The result
is that that station location, a former lumber yard that has been vacant and
awaiting a new use for a decade, may provide a readily available site for transit
use, but is trapped in a corner with little adjoining room for related
development. To the west and north are expansive
office parks. To the east is the
Community Separator that is a permanent barrier to future development.
It’s only to
the north that a small strip of developable land remains, between Old Redwood Highway
and the railroad tracks. And even that
land is outside of the UGB, so is likely to remain barred from development for
many years. (The site can also be viewed
here.
The station site is where the three parallel sheds are located, near the
middle of the map. The land east of the curved
rail alignment is in the Community Separator.
And the light industrial and sales land uses north of the site are
outside the UGB.)
Those who view
the world through drivable suburban spectacles may argue that developable land
isn’t needed around the station, that the downtown station will provide a
walkable urban setting for those with that preference, and that the only
function of the second station should e to provide parking for those who would
drive, which the newly proposed site accommodates well. (Although even the drivable suburban devotees
may pause at having the station at the far north end of town, resulting in more
traffic on busy McDowell Boulevard and undersized Ely Road.)
But the
bigger concern should be the continual reports from surveys of potential homebuyers,
especially among the younger segments of the population, that they want more
walkable residential options. It’s a
topic about which I most recently wrote here. With a transit station being a logical focus
of a walkable setting, siting a transit station where only limited residential land
is available, and even that land requiring a UGB realignment, would be a land-use
decision that doesn’t address the long-term needs of the community.
One of the
underlying theories of urbanism, the concept of transects, also shines a light
on the shortcomings of the possible station location. The transect theory, which is borrowed from
biology, argues that cities, like biological communities, are more stable and
functionally effective when they transition gradually and logically between
areas of different function and intensity.
In biology,
a transition might be from a surf line to a sandy beach to a grass-covered
coastal dune to a coastal forest.
In land-use,
the transition is usually depicted as from natural land (Transect 1 or T1) to
rural agricultural land (T2) all the way to the most intense urban uses (T6).
Train
stations, with their parking and/or transit oriented development adjacencies, should
probably never occupy any Transect below T4.
The downtown Petaluma station is adjoined by T5 and T6.
But the
Community Separator on the far side of the rail tracks from the proposed station
site is realistically a T2, if not a T1.
So we would have a T4 use immediately adjoining an area of T1/T2. Mother Nature wouldn’t do that and perhaps neither
should we.
Balanced
against all of these concerns is the reality that the newly proposed site is available
for immediate development, unlike the site that was formerly proposed for the second
station. Also, the site adjoins office parks
to which workers could perhaps travel by train.
As a legitimate goal for urbanists is a functioning and productive
transit system, the second site therefore has attractions to the urbanist mind.
The question
becomes whether to accept a flawed land-use pattern in exchange for a train station
that will be available more quickly, following the dicta of not letting the
perfect become the enemy of the good, or to insist on waiting until a train
station site becomes available that would result in a better land pattern.
In the next
post, I’ll offer the result of my mental balancing on the question, along with
some related musings about the relationship between transects, UGBs, and Community
Separators, the “coherence” promised by the title of these posts.
As always,
your questions or comments will be appreciated.
Please comment below or email me.
And thanks for reading. - Dave Alden (davealden53@comcast.net)
No comments:
Post a Comment