Typical pedestrian rail crossing |
Coming up in
days is a public hearing in Santa Rosa on a proposed Jennings Avenue pedestrian
crossing of the railroad tracks. The
hearing is worth the attention of those who support walkable urbanism. But urbanists should also be concerned about
the extended process that led to the hearing, a process conducted under rules
that result in tortuous advances and a too frequent reliance on the automobile
as the default solution.
I’ll write
first about the automobile dependence.
Among the
many problems that the drivable suburban paradigm has bestowed upon us, such as
climate change and municipal financial dysfunction, is a decision-making
process in which proposed solutions are too often reliant on the automobile.
Concerned
about the noise of a manufacturing plant interfering with the quiet of residential
neighborhoods? Put the industrial zoning
at the urban fringe, buffered from homes, with the unavoidable result that employees
will all drive there.
Unsure about
making repairs to aging and overcrowded schools? Combine several schools into a new supersized
campus at the outskirts of town, with provision for the drop-off for the
children who now must be delivered by car.
Unhappy with
the occasional traffic jam in the downtown core? Add traffic lanes even if the additional
pavement saps the pedestrian vitality of the district.
Three
perceived problems. Three heavy-handed automobile-oriented
solutions, none of which are urbanist and all of which promulgate the drivable
suburban paradigm.
Even worse,
these solutions, as ill-conceived as they are, are usually the result of an
increasingly burdensome and lengthy process that is designed to spit out the
least objectionable answer rather than the best solution. I usually point to CEQA as the prime villain in
the process, but the state and local approval processes that run parallel to the
CEQA process are scarcely better.
To be clear,
I don’t object to the increased environmental and public participation elements
of the CEQA and parallel processes. But
I’m deeply concerned with the time they require and the often unsatisfactory and
auto-oriented results.
Today’s case
in point, that illustrates both the automobile reliance and the slow process, is
the proposed Jennings Avenue pedestrian crossing in Santa Rosa, near the coming
Guerneville Road SMART station. The
crossing is currently enmeshed in the CEQA and approval processes.
The
automobile connectivity of Jennings has long been severed by the railroad tracks. But for many years the opportunity to clamber
over the tracks and to save a detour of more than a half-mile was irresistible
for pedestrians and bicyclists heading to the nearby junior college, elementary
school, or regional mall. Daily counts
of more than a hundred crossings were noted.
As long as
the tracks were unused, the casual trespassing wasn’t an issue. But with freight use of the tracks now
reestablished and with SMART revenue service beginning later this year, the Jennings
Avenue crossing moved into the spotlight, with one of the first steps being fences
that blocked the access and forced many to rely on cars for trips that had
previously been completed on foot.
Walkable
urbanists responded to the closure and quickly noted the need for a pedestrian
crossing, designed like the one shown in the photo. But the rules of the California Public
Utility Commission weren’t ready to accommodate that solution.
The CPUC
interpreted their precedent as a no net gain standard, requiring closure of
another approved crossing before allowing an approved crossing at
Jennings. When the crossing to be closed
was identified in another neighborhood, the residents and business owners in
that neighborhood quickly objected, some even retaining attorneys to argue their
side.
A pedestrian
overcrossing at Jennings was suggested as a workaround. But the estimated cost was $8.2 million, with
the likelihood that the city would lack the funds for maintenance and the probability that many pedestrians and
bicyclists would object to the long climb and descent, instead cutting the
fence and continuing to cross the tracks at grade. Perhaps luckily, the construction funds never
became available.
Eventually,
a CEQA EIR was initiated, with its hundreds of pages of project descriptions,
comments, and responses, adults arguing as children continued to be blocked by fences
denying them the freedom of crossing the tracks and expanding their world.
Both within
the EIR process and outside of it, the neighbors voiced comments in support of
the pedestrian crossing.
“My friend
and I live on opposite sides of the tracks, and we like to visit each other’s
homes often. We are climbing over the
fence because we don’t want to walk a half-mile to see one another.”
“The new
fence requires cyclists from west Jennings to ride on Dutton, which is a very
busy street, to reach Coddingtown; the bike/pedestrian pathway along the SMART
Tracks no longer works for them.”
“For years
we have walked across the tracks to get from our home to the Coddingtown
shops. It’s safer to cross the tracks at
Jennings than walking along Dutton to Guerneville Rd. The sidewalks along Dutton expose us to a lot
of turning traffic, and drivers seem unaware of pedestrians.”
Despite the strong
neighborhood support for the crossing, the process still moved forward at a
stultifying pace. But a milestone has
been reached. After years of preamble, the
CPUC will hold a public hearing on Monday, February 1 at the Helen Lehman
School, 1700 Jennings Avenue, Santa Rosa.
The hearing will begin at 7:00pm.
I intend to
be there. Whether or not I speak, I’ll
be there in support of the pedestrian crossing.
But my bigger issue will continue to be the time it took us to get this
far. And the extent to which car travel became
the default solution during the process.
It’s often
said of the criminal justice system that “Justice delayed is justice
denied.” And it’s true. Someone who lives under a cloud of pending
prosecution for three years before being exonerated has still lost three years
during which the full vitality of life has been denied.
The same can
be said of land-use actions. A good solution
three years hence is worth less than a good solution today. Imagine a sixth-grader, beginning to spread
her wings and to experience the world beyond parental oversight. Perhaps the wing-spreading includes walking
to school by herself, including a careful crossing of the railroad tracks.
Now imagine that
the crossing is denied to her for several years as adult battle under their
arcane rules, during which time her parents continue to give her rides to
school. By the time the issue is
decided, she has lost that first breath of walkable independence and instead remained
car-dependent. Personal growth has been
lost and may never be reclaimed. A
potential urbanist has been stunted.
If the
Jennings Avenue crossing matters to you, please attend on Monday. But even more importantly, if you’re troubled
by the process to which this matter has been subjected, continue to work toward
changing the rules to allow more expedient solutions and to default less often
to the automobile as a band aid.
In my next
post, I’ll write about the “last mile” problem, the Achilles heel of transit
systems. People may have an interest in
using transit for daily activities, but can be deterred if there is a difficult
final link between the transit stop and their destination. There are many solutions to the last mile
problem, from transit-oriented development to improved walkability to allowing
bikes on transit. The staff at Petaluma
Transit has been working to address the problem with well-targeted bus
routing. Their ideas will soon be rolled
out for public comment. I’ll give
details when I next write.
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