Tag Archives: Pedestrian Pockets

Developers need a new strategy

Developers need a new strategy

Dwayne Hunn

Article Launched: 03/25/2007 11:05:29 PM PDT

Marin Independent Journal

HERE WE GO AGAIN. Roughly every decade, the county updates its general plan.  Not many pay attention.  Those who do usually have a perceived problem with something in it.

If you build homes or commercial space, you pray you don’t have a project in Marin.

Why?  Because in Marin, developers can’t win for losing.

Developers propose building substantial affordable and workforce housing, whose marketability they prefer, and what happens? A political fear machine scares elected officials who further slash housing densities. Developers are forced to build mega-estates, with just a few deeply subsidized workforce units. Then, the public blames them for the lack of affordable housing.

Developers are willing to work with those of us who develop workforce housing and push for mixed-use European villages along the rail line, but are rebuffed by groups parading as environmentalists. Had rail-oriented mixed-use developments been built at Vintage Oaks, Hamilton and the St. Vincent’s School for Boys-Silveira Ranch sites (seemingly losing to the illogical minuscule-development myopics) our freeway would be less congested, workforce more balanced, train ridership solidified and, in our interconnected world, oil addiction a little less deadly for our troops.

What’s a winning strategy for developers? It’s similar to what the Bush administration needed for Iraq.

Developers need to build a coalition of landowners, affordable housing advocates, businessmen, etc., and build a vision that captures hearts and minds. After getting some media attention, the vision must be good enough to capture the belief of the too-busy, but still thinking, activists of both counties.

That is doable with a comprehensive development scenario that truly delivers good development, not merely mouths it. Unfortunately, when you have public officials overly influenced by scaremongers offering falsehood and simplicities, you do not develop smart, healthy programs.

Scaremongers have won most Marin battles by twisting facts and ignoring logical, visionary answers, while scaring politicians and citizens into buying into shortsighted nonsense.

What is some of the nonsense that scaremongers have foisted on too-busy people and politicians?

– That each new general plan has too much population growth, developable land, affordable housing and commercial space,

– That each general plan must be dramatically reduced so as to save our quality of life. This is said in California’s oldest median-age county where about 88 percent of its land is protected, only about 5 percent can have some development, and population growth has averaged about 3/10th of 1 percent per year for the last three-plus decades.

– That the Bay Area Association of Governments unfairly calls for too much affordable housing because Marin doesn’t have enough developable space.

– Therefore, the answer is to do less of everything in this new general plan update.

Consequently, each successive general plan fails to reach its goals. Then, the next general plan lowers it goals for previously unmet affordable housing, population, land use, transit oriented development, etc.

The scaremongers have developed a self-fulfilling decreasing development loop that hurts neighborhood, city, county, state and nation by scaring Marin residents into buying a small-minded view of how one of America’s wealthiest counties should be.

Developers, of course, are not faultless. They continue to fail to provide a vision of environmentally sensitive developments that feed mixed-use rail-oriented villages that should have been built for decades along North Bay rail lines.

By failing, they failed to build an army of supporters. Had they articulated that vision, in conjunction with supporting unobjectionable to all in-fill development, developers might reverse their long Marin retreat, and maybe save Baghdad. Oops, wrong battlefield.

Had pedestrian-pocket developments been built over recent decades, fewer would buy into scaremongering about “quality of life, my property values, parkingÉ”

If developers had built the vision and army, there would be fewer complainers sniping at the general plan’s social and housing benefits. Oh, yeah. Had that happened, Marin would be cutting our oil-trafficking addiction and reducing the underlying pretext for bleeding our troops in Baghdad.

wonrerase?

Dwayne Hunn consults on land development projects and is Executive Director of People’s Lobby, sponsor of the American World Service Corps Congressional Proposals.

‘Smart’ planning needed in Marin                        

Marin Voice, Marin Independent Journal

Published May 15, 2001 (unedited version)

DWAYNE HUNN

Recently strategy/economic consultant Stephen Roulac spoke on Marin’s Economic Future to a Marin Community Development hosted public gathering.  He concluded that Marin’s # 1 priority must be bringing back rail. Then the IJ editorialized about the need not to forget the train as a means to address Marin’s land use instigated traffic mess. Then the Chronicle published a Texas Transportation Institute study listing San Francisco-Qakland commute as the 2nd worst in the nation and stated, “cities will have to judiciously invest in new roads, public transit, affordable housing along transit corridors…”

Several years ago local government commissioned a Calthorpe Associates Study that concluded Marin and Sonoma needed and can justify a train. Fifteen years ago Peter Calthorpe and I did local radio shows trying to educate people on the benefits of building European style communities along the large parcels adjacent to the existing rail line.  These villages would more effectively address affordable housing, traffic, resource conservation, and open space then would downzoning developments into auto-dependent suburban sprawl communities.  Peter gave up on Marin.  He moved his home and office to Berkeley where he designs projects through out the nation for developers and cities concerned about using the earth’s limited resources efficiently.

For decades, environmentalists world-wide have pushed for increased train and mass transit use to address air quality, resource conservation, and cargo and travel costs.

Back in Marin a handful of people continue controlling groups with environmental nametags who oppose the train, fight housing projects for decades and downzone them into mega-costly suburban sprawl, building resource devouring, auto-dependent exclusive enclaves.

Where did Marin lose its definition of enviromentalism?  It lost it when working people allowed the county’s policy decisions to be dominated by a handful of people with myopic environmental views. Consequently, too often Marin has a NIMBYized (Not In My Backyard) definition for environmentalism.  Marin lost a true environmental perspective when elected officials a decade ago would say to me, “Oh, but I can’t support pedestrian pockets along the rail line, my constituents won’t vote for it.”

Responding, “Well, gee, isn’t one of your responsibilities as a public official to educate the community on what might be in their long term best interests,” didn’t help.  Well, today we suffer the consequences of that short sightedness in California’s oldest median aged county with gridlock, high labor costs, outrageously priced housing and crowded rentals for our hard working, imported workers.

What’s part of the answer?  Involvement by people yearning for more housing who, unfortunately, are stuck wasting hours in gridlock while working a couple jobs and trying to raise a family.  Also needed is leadership, guts, and common sense foresight from elected officials as well as planners and media makers on land use issues.

How government officials force developers to use the land determines how the people who eventually live on it must get around.  St Vincent’s Silveira is Marin’s largest remaining developable piece of land, and it has a rail line running through it that can connect to Sonoma, Sacramento and Tahoe.  Environmentally conscious, far sighted, regionally concerned leadership would make sure that land was used to design a large, oriented to the train, mixed-use development.

What do policy makers continue to hear from the leadership of many of Marin’s s self described environmental groups on St. Vincent’s Silveira?  1) No development.  2) No train stop.  In fact, some of Marin’s misnamed environmentalists got the Marin Supervisors to put a Memorandum of Understanding into the two year St. Vincent Silveira Task Force Study to expressly remove the historical train stop from the site’s existing tracks.

Of course, governmental leaders can take these Task Force suggestions and make them better.  For the long-term benefit of the region – and by reverberation – the world, Marin should change the Task Force’s narrow parameters and help developers do smart land uses on the few big sites remaining.  Smart land uses helps true environmentalists get away from auto-dependently polluting our sky’s lovely birds and the people who share the same air.

Dwayne Hunn  provides solar  photovoltaic net-metering systems for homeowners and businesses and rides his bike to the rail road tracks to throw stones at the weeds covering the ties over which trains used to glide.

 

With no train can we really clean…

Unedited version published in Marin Independent Journal 7-14-98.  Pictures added.

Marin Voice

With no train can we really clean the air?

Dwayne Hunn

Let’s ponder an imaginary debate on the following topic.  “Is the Marin Conservation League good for the world?”

Team Beemers’ Jennifer Comfy, of Marin’s Platitude High, opens the debate as Team Bikers of Oakland’s Tanning Vocational look on with big eyes.

“The Conservation League merges all those individuals and groups who work to ensure that tomorrow’s children have an environment that blooms with flowers,  billows with fresh ocean breezes, cascades with hiking trails and soothes our eyes with scenic vistas.  Without such a league of the environmentally conscious, not only would the greenery of  our lands and blue of our skies fade and darken, but the tranquility of our lives and creativity it provides our minds would dissipate.   Working locally, these courageous environmentalists institute programs that make the universe an extraordinary partaking….”

While shuffling to the podium, the Bikers’ Dirk Maloney responds, “Well, beam me and my crew up to your world, where life’s a beach and everyone bathes in sunshine and stellar lights.    Conservationists devour resources to save you the blue and green in wavy fields, while leaving others to view concrete and asphalt etched by bars and orphanages…

Zane Farr, the supervising teacher interrupts, “Refrain from being personal.   Use factual references to make your points.”

Bobbing his head, Dirk continues, “A true environmentalist measures his works by how they impact the world beyond the greenery of their county, their hiking trails and their tranquility.  He learns to see beyond a few pretty colors and local scenery when he views the impacts of his efforts.  Thank you.”

“Specifics points, Ms. Comfy,” interjects  Mr. Farr.

“In what is often referred to as Marvelous Marin, we have a richness and beauty of life creditable to the environmental  movement.  Years ago we stopped BART.   Recently we stopped hundreds of beautiful, bucolic St. Vincent’s / Silveira acres from being plied with development, so that our scenic, serene view from Highway 101 will remain.   By disallowing a future train stop and drastically cutting St. Vincent’s developmental potential, we insured minimal nature impacts.  It is such farsightedness that provides for a heavenly, ecologically sound atmosphere.”

“Wonderful vision,” Dirk grumbles.  “While here in Oakland none of your Marin Community Foundation money helps our  serenity.   Yet that money continues supporting Marin’s sereneness deprived environmental organizations.    We support Amtrak and BART to reduce the pollutants your self-imposed congested freeways cause.  Your Golden Drawbridge makes comfortable lives for the rich and famous, while the East Side Bridge relives West Side Stories.   Oakland scrapes for money to make our poverty programs work and spread rail transit, because we want hard working parents to spend as much time as possible with their kids.  Rail-less,  you force hard working families to pollute and commute hither and yon, trading thousands of parental quality hours for  latch-key kiddom.

“You think you’re saving the neighboring pearly mouse and pretty bird, while forcing working folk to exhaust stuff in the air that hurts those same and other critters outside your neighborhood.   The commute time you force on parents increases the likelihood their latch-kids will do time.”

Rolling her eyes, Jennifer retorts, “Conservation, Mr.  Maloney, is not about juvenile delinquency.  It is about saving the environment, so that future generations can enjoy its wonders…”

“Right, Ms.  Comfy.  For you there is no connection and I’m confused…   Someday rest your BMer for a rickety bike adventure on some mean streets or sweat in some poor country, where land use planning for million dollar estates lags far behind putting 1500 calories on tomorrow’s plate.  Then come back and explain to me why your environmental land use crusade to hurt middle class Americans, their kids, and the world’s air is so groovy good for the rest of the earth?”

Mill Valley’s Dwayne Hunn sometimes supervises debates, rides bikes, and gets confused.

“Bad Train….”

All aboard! The future…

Published Marin IJ Wednesday May 15, 1996

Traffic in Marin:  Where do we go now?

Opinion  Marin independent Journal

 All aboard!  The future won’t wait

Dwayne Hunn

In the late 1970s, Peter Calthorpe was an associate of State Architect to-be Sim Van der Ryn, working to establish a Solar Village at Hamilton Air Force Base.   By the 1980s, Peter was on his own, preaching development Pedestrian Pocket communities where people could walk to and from parks, schools, work places and transit options other than the car nestled in suburbia’s omnipresent garage.

Pedestrian Pockets offered the opportunity to develop the community that ethnic neighborhoods of the 40’s and 50’s and Peter Calthorpe’s Sausalito houseboat neighbors had.  Unfortunately, Marin’s presumed environmentalists — and the power structure they supported, wouldn’t listen to concepts that allowed clustered communities of affordable housing to be built on at least 13+ large parcels that then laid adjacent to Marin and Sonoma’s Northwest Pacific Right of Way.

For years, few seemed to pay attention to Calthorpe’s rejuvenated concept or to pay for his services.  Luckily, his Berkeley students helped keep him going until the rest of the country realized the good sense of Pedestrian Pockets and paid him to do them.

In a shrinking world where our lifestyle consumes more than its proportional share, and our lack of community produces an abundance of dysfunctional acts, Pedestrian Pockets design part of the needed solutions.

In 1991 Peter was the keynote speaker for the region’s first Land Use and Transportation Conference sponsored by North Bay Transportation & Management Association, the first such association in Northern California.  Twenty regional leaders participated in the all day conference, where 400 listened and participated with the panels.

On Saturday, a similar conference will be held with Phil Erickson of Calthorpe & Associates serving as a keynote speaker.  Phil will report on a study that Peter has tried to fund for 20 years — a Sonoma/Marin transportation and land-use study.    Twenty years ago those 13+ large parcels were less fettered, with planned or existing expensive suburban sprawl homes entwined amid a morass of costly curbs, gutters and dead end streets.

But it is better late than never for Marin and Sonoma counties to use their remaining land to support uses that enhance the environment through more sustainable developments that allow for beneficial reuse of the rail line with passenger and freight traffic.

Thanks to narrow-minded planning, Marin rates at the bottom of the Bay Region’s nine county list when its labor market independence is ranked.  In Marin, 70 percent of county workers live here versus Sonoma’s comparable 94 percent.  In Marin, 59 percent of employed county residents work here versus Sonoma’s comparable 82 percent.   In Marin’s construction transportation, communications and public utilities industries, inbound-commutes hover near 50 percent versus Sonoma’s 10 percent.

Let’s hope Marin will waste no more time in providing land uses that will help make the rail line more economically viable. Even before Pedestrian Pockets are built, the existing rail line can help reduce environmental impacts.  Consider:

  • As development moves forward on Bel Marin Keys, Hamilton Field and St. Vincent/Silveira, wouldn’t it be more environmentally beneficial to import needed fill and building materials by train rather than by road hammering, pollution belching trucks?

And when you consider how much more fuel efficient trains are than cars, and how they, too, add to community building:

  • Wouldn’t Marin’s true environmentalists want to start setting the environmental and community standards for other parts of the country that have the same opportunity we have?

Dwayne Hunn, who lives in Mill valley, was Executive Director of the North Bay TMA and now works on land use, transportation and political issues as well as with Excel Telecommunications.

 

Big Green must see big picture

Marin Independent Journal   Wednesday, May 10, 1995

 MARIN VOICE

DWAYNE HUNN

 T 00 MUCH GREEN power? No, not enough true green power.

Most people don’t have time to become knowledgeable about environmental issues. They let only a few set the agenda for, and define, green power. They live in communities where they have little control over design. From the immigrant era through the Depression, when financial power and resources seemed limited, many designs gave us neighborhoods where amenities were within walking distance and neighbors lent eggs over fences.

Then came a war. Winning, we found we bad plenty of re­sources. We designed our living spaces accordingly, around the car, isolated from vibrant com­munity interaction.

Today, we import about half our oil, and a slug of our nation­al debt lies ignored in that bill. Today, the middle class seems to be shrinking and the poor growing. Consequently, the economics of greenback and people power is striking back at green leaf and mouse power.

If Marin and its 88-percent protected space are a microcosm of superbly organized Green Power, then Marin shares in provoking attacks that true envi­ronmentalists are about to suffer. Consistently, Marin’s established environmental movement has deft­ly used its network and media access to foist ruses involving density, traffic, open space, view corridor and neighborhood character to block the following:

  • Housing developments that would provide a fair number of moderately priced residential units and instead forced the building of a few pricey, ex­clusive units.
  • Healthy pedestrian-pocket communities near rail lines that enhance the economic viability of returning to environmentally sensitive trains and provide almost enough high-quality, affordable condos ~and townhouses to finally put two Marin cities in compliance with state housing laws.

Is that healthy Green Power? If Marin ‘a environ­mental power structure does not show opposition from the get-go, it bides its time with delays, calls for studies, etc., with no concern for the developer’s land, staffing costs or needs of the long-distance commuting middle class. Too often the developer,

trusting the faith of environmental­ists, believes he has addressed their concerns, only to rind that a last-minute attack leaves bun broke, exhausted or ready to accept whatever the supposed environmental group will allow.

What’s allowed seems good in the short run for the island of Marin, but in the long run it harms re­gional and global environmental and economic needs. Marin’s Green Power needs more true envi­ronmentalists such as the Greenbelt Alliance, which looks at the larger picture.

Marin’s environmental power structure sees little reason to work with businesses, councils and devel­opers toward a win-win solution that benefits mice, people, economics and the environment. Suppose a. developer took a large low-land parcel, proposed en­hancing a mouse habitat around an existing pond and then proposed a mixed-use development that provided affordable housing, a tax base, park, open space and view.

What would likely happen? The power elite, in­stead of working with the developer for the best regional win-win possible, would probably demand, “Since this was wetland 60 years ago, it should be returned to such today!”

Ah, for the way things were before we had 250 million Americans, before budgets needed balancing and we didn’t know Newt Gingrich could preach and teach.

Dwayne Hunn, a MW Valley writer, worked as a People’s Lobby Steering Board member on the Clean Environment Initiative of 1972.

 

 

Pedestrian Pockets II

Mill Valley Herald  April 7–13, 1993
Dwayne Hunn

Last week’s interview with Architect Peter Calthorpe touched on some of the economic consequences of short-sighted land use policy. This column touches on some political and policy problems.

We have no technological problems with providing the answers. Architects and engineers can design cost efficient housing and transit solutions. Build it and they will comeapplies as well to the heavy on the brown mustard, hot dog eating baseball fan, as to the American desiring enjoyable and affordable housing and transportation. The snobbish estate dweller, however, doesn’t want one blade of grass touched in his Fields of Green to allow Joe Sixpack to live nearby.

Houseboat liver Calthorpe’s architectural work hinges on the belief that:

“We need to design communities and housing for a more diverse cross section. We need to think about affordability in terms of transportation as well as mortgage and rental costs. This all adds up to design that is more integrated– mixed-use, walkable communities where every trip doesn’t have to be in an automobile.”

This week’s column refers to the decade long 101 Corridor Study Plan which, wounded from its Transit Tax defeat in 1990, stumbles along. That plan concluded that Rail/Highway & Bus/Highway transit alternatives would yield the most effective transit solutions for Marin and Sonoma counties.

Rail and Pedestrian Pocket developments offer an invigorating symbiotic mix for what ails our nation today. The diversity and self-sufficiency offered in Pedestrian Pockets is given environmentally sound travel mobility when built adjacent to a rail line. Being able to move from one PP to another, or to a shopping center while viewing patches of open space in between, or to work in the big city–offers economy, free time and pleasure– three gifts lacking when strapped behind a freeway wheel.

 What hinders Pedestrian Pockets implementation?

Main hindrance is inertia. Inertia of: existing zoning regulations, existing vested land use designations, a financial community which feels safest repeating last year’s products, and developers who only want to deal with their isolated site rather. than regional concerns. And, quite honestly, the inertia of envinonnienta1ists who see their role in resisting any development rather than defining and advocating an ecological pattern of growth for an entire region.

The sum total of this inertia is what propels a pattern of growth which we know is bad for the environment, costly to communities, individually and socially stressful, and quite frankly, esthetically repugnant to most. But we do it anyway.

How do PPs fit with the 101 Corridor Committee’s two preferred alternatives Rail/Highway and Bus/Highway?

A difficult question. I believe ultimately a healthy pattern of growth for a region will require and sustain light rail. If the BART study’s 40% utilization can be generated by PPs, this demand could only be satisfied by light rail. But it is a bit of the chicken and egg problem — how do we get there from here? If PPs are built without light rail, they would generate too much auto traffic. Without PPs, light rail would have a very low ridership and need to be heavily subsidized.

It is the transition time that is tricky. One scenario would use the right-of-way for express buses and carpools while the PPs are developing. When they mature and the ridership is high, a light rail should be installed. The danger, of course, is that it would never be installed and the pressures to turn the bus way into an auto expressway would be great. Although less efficient in the short run, I favor the light rail as a way of committing our growth to this compact transit oriented future configuration.

If we look 20-30 years down the road, we know we have to make such an investment. Even though it seems expensive now, it will be just more expensive later. I recently read that the CEO of Exxon expected to be out of the oil business by 2010 because US oil reserves would be depleted by then. We must plan our communities with that perspective in mind.

 How much of Marin and Sonoma’s projected population do you believe could be housed in PPs?

Anywhere from 50-70% of the Association of Bay Area Governments’ projections could fit in viable sites for both counties. The numbers are much lower for Marin because we have only a few viable sites left. Sonoma, however, has a great capacity for this type of development. The Marin sites along the North West Pacific right-of-way are limited by their adjacency to wetlands. Sonoma really doesn’t have this limitation north of Petaluma.

So the concept is not to eliminate all of our single family subdivisions and office parks, but merely to create a land use pattern that offers an alternative to people in businesses seeking more convenient accessibility and more affordable options.

Does Marin still have time to do this?

Unfortunately, in Marin these sites are dropping by the wayside as they develop oriented toward the freeway or lower density single use activities. The fabric of these developments should be diverse–townhouses, condos, elderly and young, in-law and rental units. We don’t need to build isolated, segregated apartment blocks. We should be integrating our needs for private ownership with the need for affordable rental, housing for elderly and college students by allowing in-law apartments in our communities.

Mixed-use zones, where you have jobs and retail, must be the center these developments. Our current land use policies segregate our land uses, we must get away from that. Diversity is the idea. Ground floor  retail. Second floor apartments.

Most popular office parks are now integrating retail and services. In the East Bay a lot of the areas that are being focused toward carpooling understand that if they want people to carpool they have to create a pedestrian environment for their mid-day and afternoon trips.

 

Interviewing Angelo Siracusa — Bay Area Council boss

Marinscope / Mill Valley Herald  March 29–April 4, 1993
 Dwayne Hunn

In 1966 he began working for the Bay Area Council (BAC). Today he runs it. In 1973 he moved to Sausalito, and his Berkeley girlfriend followed. In 1983 Angelo and Diana Siracusa bought their Hawk Hill home overlooking Tam Junction.

If you enjoy an engaging speaker who pulls few punches and knows his subject, listen to him when you can. Until then, read this.

What does the Bay Area Council do?

BAC is a business supported membership organization that engages in public policy issues that have an economic and social dimension. We are involved in housing, transportation, job training, economic development and growth management.

Our economic perspective is through the eyes of business so some in the environmental community dispute whether we act in the public interest. We believe we do. Housing affordability, for example, is a public interest issue, effecting peoples’ livelihood as well as corporate location and business expansion.

How has BAC’s agenda changed over the last 20 to 30 years?

Oddly, not very much. When the Council was first formed almost 50 years ago, we were almost exclusively an economic development, growth-oriented organization concerned about promoting post-war growth.

For the past 20 years we have been close to the stuff that is affected by and affects land use. For a while, when the Association of Bay Area Governments was doing the Bay Area Management Plan, we were more deeply involved in environmental questions. We are now in environmental issues largely because of the relationship between air quality and transportation.

Oddly enough, almost 20 years ago we were deeply involved in regional planning when then Assemblyman Jack Knox introduced regional planning and governance bills. Now they are back at the top of our agenda. Recently, we were significantly involved in the development and legislative work of SB 797 which would have created a regional growth management for the Bay Area.

Prior to the 1962 ballot election on whether to issue $792 million to construct 75 miles of the BART system, San Mateo and Marin dropped out. Why did Marin drop out?

Marin dropped out for the same reason Marin resists transportation today. They thought transit would be growth inducing.

They may have hid under the argument of the Golden Gate Bridge’s inadequate engineering capacity to handle fixed rail, but the real reason was the attitude that exists today. That is Marin doesn’t want a transit system that would generate what transit systems should generate–higher density development close to transportation corridors.

How would BART or a light rail system through the North Bay effect land use?

Tough to say. When we were first thinking about BART in the Bay Area, the Mayor of Toronto gave us a presentation showing how well theirs works. His slide presentation showed clusters of high density activity around their subway stations. Unfortunately, or fortunately, depending on where you stand, Toronto has a metropolitan system that was able to force not just transit decisions but related land use decisions. We don’t have that in the Bay Area. Here a city or a county can say, “Even though there’s a transit station here, we don’t want to change the land patterns.” The transit station’s existence should promote development there. Instead, the will of the local government too often stymies that sensible land use.

Do you think increased rail systems development would increase the development of Sausalito architect Peter Calthorpe’s Pedestrian Pockets?

Calthorpe’s PPs is really founded on the notion that you can get a home to work environment. A jobs-housing balance creates less of a necessity for either highways or transit. Therefore, I don’t see a necessary causal relationship between PPs and transit.

The Calthorpe idea, which I strongly endorse, is “let’s create a physical, psychological and economic environment where a person can and will want to live and work in the same general area.” That “will want to” is very important.

What’s one thing you’d like Marinites to think more deeply about?

Their narrow view of their own self interest. We all want open space next to us and less traffic. It’s part of our view of quality of life. Yet that can be a very narrow, parochial, selfish view. Marin is the worse example of that.

Marin’s density pattern is appallingly low. Density can be good for the environment — although others will disagree. There is nothing wrong with protecting the dairy lands of West Marin, but I don’t buy anti-development arguments surrounding Hamilton Field or Silvera (Ranch). We need to have the jobs-housing balance that sensible development at those sites can provide.

I’m unhappy with Marin’s extreme NIM­BYism. Yet I can understand it. All of us believe that our view of the environment is the world view of the environment, but Marin’s predominant view isn’t environmentalism. It’s extreme NIMBYism.

Do you think the 11 cities in Marin have dif­ferent attitudes regarding these problems?

No doubt about it. The political philosophies of southern and northern Marin are terribly dif­ferent. As it turns out, NIMBYism happens to transcend political philosophy. Even conservatives who love the market place and property rights can be as exclusionary as extreme environmentalists. So while they are different, it’s as difficult to get things done in Novato as in Mill Valley.

When you are on the social circuit, maybe at Marin parties, are you…

I’m the outcast. Yeah, I’m not too popular.  A lot of people think I state my beliefs with respect to other communities but not Mill Valley. My beliefs are also true for Mill Valley. We should develop different kinds of density patterns even in my hometown.

Somebody wanted to build a home in my neighborhood, and somebody else passed a peti­tion to not allow it. I testified on behalf of the developer. Not because I liked the developer, but because that person had a right to build there. An infrastructure existed. Homes were already there. Development did not change the character of the community.

Could hearing characters like Angelo Siracusa improve Marin or just hurt the gray stuff between exclusive ears?

Neighborhoods at St.Vincent’s-Silveira?

Mill Valley Herald  March 29–April 4, 1993

Meanderings  by Dwayne Hunn, 

Final interview series on Pedestrian Pockets.

 If you are interested in various Pedestrian Pocket designs, visit St. Vincent’s Design competition on display through April, sponsored to provide the city with development ideas on one of Marin’s most significant remaining pieces of land.

Eight years ago Peter Calthorpe’s business was struggling. He was struggling to get people to listen and build the old fashioned way—with neighborhoods embedded in Pedestrian Pockets (PP). Remember the neighborhoods—playing in the street, biking to a neighborhood park, returning a coke bottle to the Mom and Pop store—for pennies or a stick of licorice?

Sometimes the best quality of changing, growing, adapting is in returning us to where we began. In a shrinking world where ideas, change, competition and dollars fly ever faster, shortsightedness and political selfishness can damn a nation’s development if her most basic resource—land—is used wastefully.

Today Calthorpe continually appears in print and has appeared on network nightly news. His Sacramento Laguna West Development, about 1,000 acres for 10,000 residents with bungalows from $20,000 to custom homes at $400,000, is the nation’s largest Pedestrian Pocket. Nonetheless, not enough people understand the importance inherent in moving the political process that stymies this common sense land use approach which fosters economic security and a healthier life.

At least, however the idea of community centered development woven together by narrow streets, front porches, easily identifiable civic buildings and walkable thoroughfares has moved beyond idealized discussion into market reality. Even housing market analyst and owner of Market Perspectives, John Schleimer, reversed his critical PP market beliefs based on the results of his survey of 619 homeowners at Laguna West and three other “neo-traditional” neighborhoods in Florida, Washington D.C. and Memphis. Those homeowners were willing to pay a “premium” because they felt their homes would appreciate more than the traditional suburban neighborhood.

Here in Marin it remains to be seen whether the debate over the need for Pedestrian Pocket development reaches the level of sense. Marin’s environmental movement, long controlled by a handful of politically astute, so-called environmentalists, has been opposed to PPs. If some fresh thinkers, concerned about community, affordability and environmental sensitivity ever get into the inner sanctums of these organizations, an interesting debate over true environmental issues might ensue.

Are PPs working anywhere else?

They work all over Europe where the traditional towns are mixed use communities in which rail transportation provides a healthy alternative to auto use. In Canada there are regions that have directed growth into transit oriented communities. In Marin, prior to the Golden Gate Bridge construction, we had many fine models that grew around rail stops. These town centers, such as Mill Valley, are among the most desirable places to live because of their mixed-use qualities.

If you were a planner in charge of the remaining land in Sonoma and Marin, what would you have cities, counties and developers do?

Zone for mixed use growth along the North West Pacific rail corridor. In some cases, this would merely mean transferring development rights from one part of a site to another.

For example, take the St. Vincent site. Presently San Rafael has St. Vincent’s thousand acres zoned for low density housing spread over a large portion of that land, along with some commercial uses. This development could be clustered into a 100 acre of mixed-use adjacent to the rail line leaving the wetlands and beautiful rolling hills as open space. None of the development would be visible from the freeway. The community would gain valuable open space, transit ridership would be reinforced and the land owner would still be allowed a reasonable level of return for his property.

    Some environmentalists fear that PPs development and rail transit may impact the wetlands. What is your response?

The wetland areas are critical issues mainly in northern Marin and south Petaluma. Much of the rail corridor is to the north as will be much of the growth. Therefore a lot of the PP development should take place in areas away from the wetlands.

In Marin there are few viable sites for PPs. In these sites development in the wetlands should be avoided. Once again, clustered development would provide the means to preserve the open space permanently by exchanging the development rights in the pocket for permanent open space easements on the wetlands and other important open space areas.

What is needed to move the PP concept to the next stage?

Some model PPs that the environmental and financial community can look at and judge. We are now working on opportunities along the new rail line in San Jose and in Sacramento. If these are built they would generate the concept and test its results. These two cities with their existing light rail systems are in an advanced position to test the idea.

In Marin and Sonoma the next step must be for the 101 Corridor Committee to study a transit option which forces transit oriented land uses. If such a study proves the case, we would have the basis for moving ahead with financing for transit and land use studies in each county and municipality. But such a regional unifying study has to be a prerequisite.

Rail/Highway alternative best with development “pockets’

News Pointer September 7-13, 1988

One point of view

DWAYNE  HUNN Community Contributor

The 101 Corridor Commit­tee has been meeting since 1986. It is now finalizing cost estimates for either rail/highway or bus/ highway construction that will take the 101 corridor into the 21st century. Their consultants’ esti­mates show rail/highway having higher capital but lower operat­ing costs. The bus/highway has lower capital but higher operating costs. The result is that both are estimated to cost about $1 billion dollars. That money could be obtained by ratifying a 1 cent sales tax in Marin and a 1/2 cent sales tax in Sonoma.

Chief consultant to the 101 Corridor Study, Bob Harrison, succinctly sums up years of research and discussion when he says, “The costs are about the same. What’s important is how you want the corridor to develop In the future.”

Three reasons make me hope the train/highway option is our choice.

1) By continuing to over-rely on the automobile, America dis­regards good logic that tells us to not rely on Middle East oil and to seriously begin dealing with our atmospheric degradation., Car­bon dioxide produced by the in­ternal combustion engine is one of the big villains in destroying our ozone level.

2)America should lead, not be led, in the high tech manufac­turing areas of the 21st century. The United States not just, Japan, France and Disneyland, ought to be noted for effective, efficient long-lasting trains..

3) Marin is one of America’s most beautiful counties. From almost anywhere in the county, one can ride his/her bike for five minutes and be in open space agricultural reserve or a national park. Only a little of the 19% of land that can be developed re­mains to be developed, and much of that land lies adjacent to the101 right-of-way and just hap­pens to butt up to the North West Pacific right-of-way. Already apartments, business centers, and residential units are planned along the eastern side of Marin’s portion of the 101 corridor that runs from San Rafael to points further north.

Many argue that we should stop all that development. In America that means buying the land at fair market value, which is not feasible. Many argue that we should downzone what is pro­posed — reducing tax revenues for the involved cities and forcing the prices of the allowable homes up even higher. This produces
more suburban sprawl and con­tinues our over-reliance on the automobile.
Hopefully, Marin will not be burdened with years of debates and delaying tactics over how the eastern portion of 101 should be developed, it only delays the needed tax revenues, allows pro­ject costs to escalate and continues the inefficiencies that long commutes promote.

What is planned by devel­opers of the eastern portion of 101 are a series of development “pockets.” Can this develop­ment movement be joined Into something that is positive for all concerned?

Yes, with some coordina­tion. These pockets could be developed in a Mariner that would fall within the efficient land use patterns that are propos­ed by Sausalito architect Peter’ Calthorpe in his “Pedestrian Pockets.” Such development could also serve as the start for pocket developments all the way up the existing railroad line.

Calthorpe’s “Pedestrian Pockets” call for dense, mixed use development within a 1/4 mile of the railroad right-of-way with, large open spaces surrounding the development. A series of such developments through Marin and Sonoma’ would allow increased opportunities for people to live and~ work at one of the mini-neighborhood pockets. This would increase the likelihood that they would hop a train to go to and from work, as well as to shop and socialize. The proposal Is so logical, efficient and sensible that it is bound to cause debates, ar­guments and lost opportunities.

Dwayne Hunn is a member of the Board of Directors of the Canal Community Alliance and’ is Assistant Executive Director of Novato Ecumenical Housing.