new jersey geographer

Kate and I recently visited her family in Estero, an unincorporated portion of Southwest Florida. While staying at her parents, we decided to take a walk over to the mall across US 41. Kate’s parents live in a “gated community,” a pod of residential development connected to the transportation network by (usually) one access point that is secured by an electronically controlled gate.

Now, there’s not many places to walk within the confines of the community. Most of these residential developments have a communal recreation area, typically containing a pool, tennis courts, and a clubhouse. Some, like the gated community my brother-in-law lives in, split the clubhouse in two and arranged the buildings to resemble a mini-Main Street, only about 150′ long. Due to the close proximity of the clubhouse and the cost of parking, there is usually only enough parking at the clubhouse for a few guests. Despite this, there are no sidewalks within many of these gated communities. It’s clear that you are to walk to the clubhouse, but rely on the car for all other trips.

So, back to the walk itself. You can follow along using a map of the pictures on Flickr.

We leave her parents' condo and begin walking down the asphalt towards the gate.

Approaching the gate. You'll notice that the gate only prevents automobile access.

The trampled grass clearly shows the demand for pedestrian access to US 41.

Now, once you make it up to US 41, you’ll find a typical (4 feet wide, plain concrete) residential sidewalk, however it’s set 10 feet from the roadway and slightly below grade. This is done because US 41 is a very wide, high speed county arterial. The majority of the retail within Lee County is on US 41. It’s the epitome of the new suburbs – all land uses carefully divided through Euclidean zoning, accessible only by car.

See? We're pedestrian friendly!

Detail of the Lee County Bike Map. Red denotes "dual facilities."

The Lee County Bike Map lists this section of US 41 as having “dual [cycling] facilities,” those being a sidewalk and a paved shoulder.We did pass one person utilizing the sidewalk as a bike path. This was the only other person we saw outside of a car. Cycling makes sense – given the distance between stores and residential developments, using a bike increases your range considerably. Walking two miles (or more) might be considered ridiculous for those with access to a car, however biking two, three, five or miles in Florida can be considered recreation. Encouraging cycling to work, the convenience store, etc. would help Southwest Florida reduce VMT and congestion by getting single-occupancy vehicles off the road. Despite “dual facilities” the physical configuration of the streetscape makes all forms of travel besides the personal automobile seem dangerous and inhospitable. There’s no pedestrian oriented signage, no signal prioritization, no shade or shelter and barely adequate sidewalks and crosswalks.

Cross at your own risk. The walk sign lasts about 3 seconds. The walk across at a casual but brisk pace takes around 10 seconds. The curbcuts are ADA accessible, but the timing of the light itself would cause problems for those with physical disabilities.

Once you cross US 41, there's no sidewalk to get into the shopping center. You're walking there? Who walks? What's wrong with you?

Just like the gated community across the street, this pod of retail development is connected to the world by asphalt and accessed by car. Coconut Point does have a residential component and unfortunately Simon took down the website they had up with a great map and detailed renderings, so I can’t point to you a nice package of evidence that they thought at least some of the project through. The interior walkways throughout the “lifestyle center” are actually pretty nice.

The interior walkways are wide, with a planting strip.

Too bad you cannot easily get to the more friendly pedestrian pathways without a car. The single use pods of commercial residential development set a mile or two apart inhibit easy pedestrian access. The mini-center within Coconut Point is a step in the right direction for future land development in Florida, however considering how much of the area has been built out, it will take serious planning and a change in the collective vision of Southwest Florida before we see true center-based development.

When you look at the maps produced for the NJ State Plans, you can see a not-so-surprising trend.

State Plan maps spanning 70 years.

Encourage development in and around our cities. Preserve areas of environmental importance, such as the Highlands and Pinelands. Plan accordingly for agriculture.

I’m always surprised when environmentalists and developers claim that a proposed plan or regulation will have severe ramifications one way or another. The current course on which we are traveling has been set a long time ago. We still march towards statewide build out, while simultaneously preserving thousands of acres of farmland and open space.

That being said, we still need to plan to ensure that on a micro level to ensure that development is encouraged where appropriate and that the environs protected or reserved for later growth. The 2009 New Jersey State Plan is currently available from the Office of Smart Growth’s web page for informational purposes only. The public comment period will likely begin in June. However, you don’t have to wait until June to take a look at the draft final plan and map. I’ve also made the draft final map available on NJ State Atlas.

What was initially a concept project has ballooned into a movement promoting an open, candid discussion about local architectural issues. Architecture 5¢ is an attempt to get the public talking about architecture. I think this is a great idea – I feel the average person does not understand the roles architects, planners and engineers play in their lives everyday. Architecture should not be a practice reserved only for college graduates apprenticing at a firm.

Planners must make a push in this direction. Planning has to be approachable. We’re far less appreciated than architects and our work much less tangible. (Architects point to a building. What do we point to?) We know our work is important (and thankfully our clients know this, too) but that’s not enough. Planning is the key to uniting the individual buildings into a greater urban fabric.

The recent trend towards incorporating charrettes or visioning sessions is a step in the right direction. However, we must make our work (in draft and final form) as open and available as possible. Workshops and public hearings should be a part of every project. Planners need to excel at outreach and get the people and stakeholders involved to the greatest extent possible. GIS can aid in outreach efforts through coordination, presentation and as a feedback channel. We need to be at the forefront of all development projects, from major redevelopment down to streetscaping. If we don’t get the public involved, not only will we produce less effective planning documents, in their eyes we’ll be just another professional group billing a town.

Digital Urban has a writeup of one of the newest, perhaps most exciting feature to be added to Google Earth. Historic aerial photography! For many places around the globe, you now have access to previous aerial photography, as far back as 1950 in some places. I’ll have to take a look into what Google has for New Jersey; are the 1930s aerial photographs available in Google Earth?

Atanas sent me a link to this article on Wired about the Open Planning Project. I think the Open Planning Project is a great group and GeoServer is a cool application, however I think Wired missed the point. They quote Thomas Wright, the head of RPA: “99 percent of planning in the United States is volunteer citizens on Tuesday nights in a high school gym.” This simply is not the case, and it is unfortunate.

Planning should be a stakeholder-driven process. Charrettes and workshops should be conducted for every local “big issue” and Vision Statements and Plans should be formulated for every town. Be it an incorporated municipality or a locality within a township – every “place” should have a vision. In New Jersey, we’re not at that point yet and we need to make a considerable, coordinated effort to see visioning performed in towns with some regularity.

I think the need for “Open-Source Planning” is real. It is attainable with the technology we now have. The Internet helps democratize the planning process by allowing for greater access to information. The Internet is another avenue for gathering public opinion and performing outreach. Unprecedented public involvement is now possible through the Internet. Despite the gains we’ve made through technology, we cannot rely on software alone to make the planning process more open. We need people (and governing bodies and bureacracies) to embrace openness. Only then will we have “open-source planning.”

I realize Wired is going to focus primarily on the technology, however there are considerable efforts being made now in the planning & GIS circles to make these planning efforts more open. These efforts are people-driven, not software-driven. You can put up as many interactive maps as you like, if there aren’t concerned citizens in a town, no one’s going to see them.

Over on Digital Urban, Professor Michael Batty discusses the limits of city growth. I had the opportunity to meet Professor Batty after a talk he gave at Rutgers.

Automobile manufacturers are cutting back on production as they cannot sell what they have on hand. This results in the staging areas at the ports becoming crowded with new cars that have nowhere to go. I find this ironic (in the Alanis Morrisette kind-of way) in that the icon of mobility and freedom is now a immobile burden. How will the car dealers handle this back log? I sure hope it involves a man in a cowboy hat with a loud tie screaming that “everything must go!”

Seriously, I do hope that the industry realizes that bailouts are not a sustainable method of survival. They need to adapt to changing markets and lifestyles. And they should all be working to that goal, because I believe that the first one to the ring will be the only one to survive.

In my previous post, I mentioned the Central Railroad of New Jersey. The Blue Comet is likely the most memorable service from that fallen flag. Running from the Communipaw Terminal in Jersey City, across southern Newark Bay into Elizabeth, then down the Raritan Bay shore and the coast to Whiting, and then on to Winslow Junction, the Blue Comet provided quick, reliable service to Atlantic City. The line was legendary and any one that grew up in South Jersey with even a passing interest in rail has heard of the line. It’s often lauded by rail fans as an example of the Golden Age of Rail – dining car service, long (but comfortable) trips spent relaxing in style. It’s a sign of what we had and lost.

I’m sure someone will point out that the Aces Train is not the Blue Comet, likely dismissing it as a pale imitation. Aces does have a lounge car and cars different from the rest of NJ Transit’s rolling stock. It does manage to go through three states (NY, PA and NJ) but its route is surprisingly only 10 miles longer than that of the Blue Comet. Aces Train makes it all the way to New York Penn, while the Blue Comet required an initial ferry trip. The Blue Comet also made a new extra stops (Elizabeth, Shrewsbury, Whiting and more) than the one-stop-at-Newark Aces.

If rail fans want to see the golden age of rail return, they need to get out and embrace this line, whether they actually patronize the line or not. The introduction of services like Aces (run by public corps like NJ Transit and Amtrak, no less) are a sign that recreational rail patronage, once again, is a real possibility.

The Blue Comet and Aces Train in Google Earth

With the recent signing of the Permit Extension Act, permits and smart growth designations have been extended through to July 2010. However, certain areas will be exempted from the extension. This will have an effect on State Plan Centers and Smart Growth Areas. Once the effects of this legislation are updated in the GIS data, the HMFA Locator, Location Assessment Tool and NJ State Atlas will be updated.

Planning Magazine, a monthly periodical from the American Planning Association, has published a great write-up on the use of GIS in planning. You can read it in the July 2008 issue or online.