Nine months ago engineers found cracks in two structural beams holding up the relatively new Salesforce Transit Center, a $2.2 billion regional bus and perhaps future rail terminal in downtown San Francisco. A $6 million investigation of all the structural components found the center is safe. While metro buses are still being re-routed, the 5.5-acre rooftop park designed by PWP Landscape Architecture will open again July 1.
According to an article by San Francisco Chronicle architecture critic John King in Planning magazine, the new Salesforce Transit Center, which replaces an outdated regional bus terminal, is the culmination of the broader 21-block Transit Center district plan, a redevelopment effort for a previously commercial and light industrial zone south of Market Street and the Financial District. The plan killed two birds with one stone: it both created a new, dense mixed-use neighborhood that can accommodate 6.5 million square feet of new office space and 4,400 new apartments, including affordable ones; and generated the land sales and developer fees needed to pay for the multi-billion-dollar terminal.
The development has resulted in a number of new skyscrapers, including the 1,070-foot-tall Salesforce Tower, the tallest building in San Francisco and one that Salesforce paid some $100 million over 20 years to put its name on; 181 Fremont, which, at 55 stories, is the tallest residential building on the west coast; and One Rincon Hill, two 50-story-plus residential towers. In addition to a 190-unit, 8-story affordable housing complex at Folsom and Beale streets, a new 392-unit tower by architect Jeanne Gang will reserve approximately half of the units for sale at “120 percent of regional income level, which means a couple making $114,000 would be eligible,” King wrote.
The transit center, which links up with the Salesforce Tower, is managed by the Transbay Joint Powers Authority and designed by a multi-disciplinary team including Pelli Clarke Pelli Architects, PWP Landscape Architecture, Atelier 10, BuroHappold engineers, and artist Ned Kahn. The center was pre-configured to handle a subterranean high-speed rail station, but progress on that front is stalled indefinitely as California governor Gavin Newsom and then the Trump administration pulled funding. There are plans underway to build a $6 billion tunnel to connect the transit center to the Caltrain regional train system, but there are also concerns about the new station’s projected capacity.
Transit and cost woes aside, the park on its roof is a marvel of engineering and adds a major new amenity to the area. In an interview, Adam Greenspan, ASLA, a partner at PWP Landscape Architecture, said the design team was determined that the terminal “not be like Port Authority” in New York City, a grim space people want to get through as soon as possible. The park made ample room for rooftop skylights and opaque glass surfaces that can be stood on, which bring natural light streaming down through to lower-level bus platforms, shops, and restaurants.
Greenspan said the 5.5-acre park is about one block wide and about 3-4 blocks long, a space equal in size to Union Square, Yerba Buena, and South Park, the other nearby green spaces, combined.
Amid green roofs, there are meandering paths, play areas, cafes and restaurants, hilly lawns, plazas and an amphitheater for free community exercise and art classes, and intimate chill-out nooks.
Green infrastructure systems capture stormwater and recycle greywater from the building in rooftop wetland gardens.
An art piece by Kahn includes linear fountains that jet in response to the flow of buses below.
Like the High Line in NYC, the Salesforce Transit Center features unusual mixes of plants to draw you in and keep your interest. Here, they are grouped into botanical exhibitions such as the fog garden, the Australian garden, and the Chilean garden, which features the strange and charming Monkey Puzzle tree, a spiky evergreen and “living fossil” native to Argentina and Chile.
PWP also ensured multiple forms of access — there are stairways, elevators, and an accessible gondola that take visitors from the street to the park and back.
Like PWP’s new Jewel Changi terminal in Singapore, the Salesforce Transit Center Park shows the way to the future, successfully making the case for integrating high-quality green space into future large-scale transit projects, particularly those in dense cities.
To protect against future super storms and long-term sea level rise, New York City proposed creating a set of landscaped berms around the southern tip of Manhattan, a plan deemed the “Big U.” The city secured some $330 million from the U.S. department of housing and urban development (HUD)’s Rebuild by Design competition in 2014 to kick start the project. After four years of intensive community engagement, the city suddenly switched gears last fall, throwing out those plans in favor of raising the first proposed segment of the Big U — the waterfront park between 25th street and Montgomery Street on the east side — by 10 feet. Instead of berms, the existing 60-acre East River Park will be buried under landfill and its new higher edge will become a wall holding back the East River, which is expected to rise with the Altantic Ocean by 2.5 feet by 2050.
In conjunction with retractable flood gates set within neighborhoods, the park will provide flood protections up to 16 feet above current sea level, protecting 100,000 residents along the east side and the Franklin Delano Roosevelt (FDR) Drive.
The area near this first segment has an interesting history. Famous (and infamous) city builder Robert Moses cleared the area of “slums” in order to create the FDR Drive (then the East River Drive) highway and to its west, affordable housing complexes. To the east of the drive, the shoreline was built up over landfill into the East River, creating new park space and sports fields for the complexes’ residents, who now cross a less-than-ideal caged bridge over FDR Drive to get there.
David called the park itself a “gallery of fences,” separating the various sports areas, with few pleasant green spaces. Salt water intrusion has killed off a number of the trees. And the ones that remain are “reaching the end of their lives.”
The new vision released by the city last fall has been controversial. According to The New York Times, elements of the community feel like they weren’t consulted on the new sea wall approach approved by Mayor Bill de Blasio’s administration.
To raise the entire park up, what’s there now will be covered in landfill, which upsets some long time residents, particularly because the city just spent $3 million to renovate it. There are also concerns about the increased project costs. The original plan with the berms would have cost $765 million, while the new raised park will cost nearly $1.5 billion. Carlina Rivera, a councilwoman from the East Village, told The New York Times: “The new plan represents a fundamental departure from anything the City had discussed. The mayor’s office has failed to provide detailed analyses on why the cost increase is necessary.”
NYC parks and recreation commissioner Mitchell J. Silver told The Times that raising the park up is the only way to save it from sea level rise. City representatives have also said they are moving forward on an accelerated planning and design schedule in order to begin construction next year. They have to or will forfeit the $330 million from HUD.
Flood protections are expected to be in place by 2022. But in a compromise with the community, the city will stagger construction so as to reduce impact on the community that depends on the park and all the vehicle drivers who rely on FDR Drive.
The challenge for the design team has been to integrate the sea wall, retractable inland gates, pedestrian bridges, sports facilities, and social spaces bisected by a highway into one cohesive design.
In the latest and nearly final designs, the team widened the important Delancey Street Bridge and created a continuous, accessible pathway across FDR Drive to the park.
The city and design team kept soccer and football fields, basketball courts, tennis courts, but also added an amphitheater, open lawns, and a playground near the north end. “We created more green space in between the fields, creating parks for non-sports people,” said David. Those green spaces will include more than 50 species of trees, much more than the three species there now, including water-friendly black tupelos and cypresses.
Green infrastructure will be incorporated throughout to manage stormwater coming in from the city and FDR Drive. To accommodate major storm events, the park will also include a cistern with a 40-million gallon capacity. “This is for the super storm that happens once every 50 years.”
Caren Yglesias, Affil. ASLA, a landscape historian and author, now based at the University of Maryland, asked David: “what will happen when the sea levels rise and don’t come back down? What will happen after 2050?”
David said the “park will be effective for a period of time, and many lives will be improved.” But the city and team have really only planned for 2050. “Things are changing rapidly. This buys us more time. There is no great solution.”
Brazilian Modern: The Living Art of Burle Marx, the largest botanical exhibition ever put on by the New York Botanical Garden (NYBG), features the work of creative polymath Roberto Burle Marx, realized through extensive and lush gardens filled with Brazilian native plants and exhibitions of his paintings and drawings. The gardens were designed by Miami-based landscape architect Raymond Jungles, FASLA.
Burle Marx’s instantly recognizable landscapes, paintings, textiles, and jewelry have been the subject of two major museum retrospectives in New York in the past 30 years, but his environmentalism in his native Brazil has been largely overlooked.
In Brazil and the U.S., recently-elected populist presidents Jair Bolsonaro and Donald Trump have gutted decades of established environmental regulation. Their actions set the stage for the symposium Burle Marx: A Total Work of Art, which kicked off the NYBG exhibition by turning the focus to Burle Marx’s tenacious environmental advocacy.
Burle Marx promoted his environmentalism as cultural counselor to the Brazilian state, a position he held for seven years under a series of repressive military regimes. During this time he gave eighteen impassioned “depositions” in which he argued it was the duty of the state to protect the landscape not as a productive resource, but as a crucial aspect of Brazilian cultural heritage.
The symposium also featured two speakers who knew Burle Marx personally: Raymond Jungles, a self-described member of Burle Marx’s “entourage,” and Isabel Ono, executive director of the Burle Marx Institute and daughter of Burle Marx’s closet collaborator, Haruyoshi Ono. Both recalled touching personal details about their time spent with him, painting a picture of his boundless whimsy and curiosity.
Burle Marx, an avid horticulturist and plant conservationist, was known for his epic excursions into the Brazilian wilderness to search for rare plants to add to his gardens. Jungles recounted eagerly taking the front seat of the van while accompanying Burle Marx on these excursions so that he could listen to his stories as he drove.
When Jungles pulled out a book during some down time on one of these trips, Burle Marx gently chided him: “Raymond, put it away. Out here, we study nature.”
The Living Art of Burle Marx runs through September 29, 2019.
This guest post is by Chella Strong, Assoc. ASLA, a landscape designer with Ecopolitan.
Treasure and Yerba Buena islands are about a mile off the northeast coast of San Francisco. They have a strange history. They were originally part of the city of San Francisco before they were confiscated by the federal government as naval and coast guard bases during World War II. The federal government then sold the islands back to the city government, which in turn created the Treasure Island Development Authority (TIDA) and sold much of the property to real estate developers Wilson Meany, Lennar Urban, and Kenwood Investments.
As San Francisco housing prices continue to skyrocket, the aim is to create 8,000 new housing units on the islands, nearly a third of which will be affordable, transforming these islands into the “next great neighborhood” just 12 minutes by ferry to downtown San Francisco. On the 425-acre Treasure Island, some 300 acres will be turned into public parkland, creating the largest new public green space in the city since Golden Gate Park. This is the kind of grand city-building rarely done in the U.S. anymore.
First, a brief history of the islands: In the 1930s, the San Francisco — Oakland Bay Bridge was constructed, linking downtown San Francisco to Yerba Buena and Treasure Island and then those islands to Oakland.
The very-flat Treasure Island was built up in 1936-37 through tons of imported rocks added over shallow shoals, all in time to become the site of the 1939 World’s Fair, which was officially named the Golden Gate International Exposition. The island later became a municipal airport, where the Pan Am clipper flew to Shanghai. Now, only those passenger terminals and hangars remain, and they are the only historic, protected buildings on the island.
At the onset of World War II, the U.S. government confiscated the island and transformed it into a naval station, an embarkation point for the Pacific theater of war. In the 1950s and 1960s, Treasure Island was the site of the U.S. Navy Naval Technical Training Center (NTTC). And according to the book Gay by the Bay: A History of Queer Culture in the San Francisco Bay by Susan Styker, there was also a dark, cruel episode in the island’s history: a psychiatric ward on the base was used to study and experiment on naval sailors who were being discharged for being gay. The base facilities closed in 1997 through the base realignment and closure (BRAC) program. The federal government remediated brownfields that littered the landscape, opening up the island for residential and commercial development.
In contrast with the flat artificial nature of Treasure Island, the nearby Yerba Buena Island is nature made, very hilly, and rich in native plant and bird life. Once called Goat Island or Sea Bird island, this smaller 150-acre island has a similar history. The U.S. federal government confiscated it and managed as part of the Treasure Island naval base. The island was home to officer housing, including for residence for Admiral Chester W. Nimitz, who was commander of the Pacific fleet in World War II. There is now a U.S. coast guard search and rescue base and clipper boat cove. Across both islands, there are now a few thousand people living full-time.
According to Chris Meany, a partner at Wilson Meany, the process of developing the island started in earnest in the 2000’s. After a decade-long “mind boggling” negotiation process, Mayor Gavin Newsome agreed in 2009 to pay the federal government $105 million for Treasure Island, while the federal government retains some 40 acres for U.S. Department of Labor Jobs Corps facilities and a section of Yerba Buena Island for the U.S. Coast Guard. In 2005, the first land plan was developed by the city and a team of developers at Wilson Meany, Lennar Urban, and Kenwood Investments. The plan included a development rights swap between Treasure and Yerba Buena islands in order to protect 75 percent of the richly bio-diverse Yerba Buena from development and concentrate denser housing on Treasure island.
For the new communities on the co-joined islands, the city and the developers aimed for sustainable and resilient design excellence. This involves creating public transit access; orienting communities to reduce wind; building sustainable and resilient housing, parks, and promenades; and creating a massive park that can adapt to rising sea levels.
Leo Chow, a partner with SOM, said Treasure Island is a beautiful place with access problems. Right now, visitors can either drive, bike, or take the bus over the Bay Bridge — just one route. A new ferry terminal in development on Treasure Island will add an important option and take people to and from downtown San Francisco in 12 minutes. At the new ferry landing, people can also hop on a bus or access bicycle lanes. “It will be possible to circumnavigate the island by bike.”
The new commercial and residential eco-districts are oriented on a “parallelogram grid” to maximize sun exposure but reduce the impact of high winds coming off the bay.
The commercial district will include a retail corridor in the historic airport terminals and hangars. Residential communities themselves will be compact developments, 90 percent of which will be a 10-15 walk from the primary ferry and bus terminal.
Amid the new housing, there will be smaller, shared streets that privilege pedestrians and bicyclist instead of cars, leading to pocket parks and coastal parks, promenades, and bicycle pathways.
Neighborhoods themselves will mimic San Francisco’s urban feel — the “white, gold city.” Architects will follow rigid design standards calling for white buildings. “It will be a light-colored city against rich nature.”
Kevin Conger, FASLA, a founding partner at CMG Landscape Architecture and an integral part of the design team for the islands, said the public spaces were designed with both the 15,000-20,000 full-time residents and the many thousands of expected visitors in mind.
The public spaces had to be thought of as an “attractive destinations for the whole city — a city-wide waterfront park and a regional open space destination, with sports fields, a 20-acre urban farm for local food production, and natural areas, along with facilities for kayaking, sailing, and bicycling.”
CMG thoughtfully designed all the landscape infrastructural systems to be multi-purpose, too. The green spaces ensure that the island manages 100 percent of its stormwater run-off but also create habitat for wildlife. An island waste water treatment plant funnels reclaimed water to wetlands and is used for irrigation. “The goal was to close all these cycles in a self-contained eco-district.”
The large parkland was designed to accommodate future sea level rise as well. “We purposefully set-back developments 350-feet from the shoreline, so we may protect the community now and accommodate further future adaptation.” In the area called the wilds, which is filled with adaptable wetlands in an inter-tidal zone, the park will naturally recede or retreat as waters rise. The designers anticipated sea level rise out beyond 2070, and future adaptation needs are covered in the long-term budget.
Overlaying the ecological elements is a public art master plan, which puts 100 percent of art in the public realm, “increasing the cultural value of the parks.” Conger believes art is an important ingredient in a walkable public realm — “it’s so critical to reward pedestrians with a high-quality walking environment.”
Over on Yerba Buena Island, where CMG devised a comprehensive wildlife habitat management plan that creates “natural landscape patches,” connected habitat for birds and plants. Some 75 percent of the island will be reserved for parks, beaches, and 5 miles of walking and bicycling trails.
Working with the San Francisco department of the environment, the team has already removed invasive species and propagated many thousands of native plants from seeds and then planted them back into the island.
There are three major components of the redesign: reorganizing the spaces of the garden to meet the need for more event space, reopening the underground tunnel that connected the garden and the museum under Jefferson Drive, and creating new stacked stone walls. The reorganization and stacked stone walls would greatly shift away from Collins’ design.
Sugimoto’s design breaks the garden into three distinct sections, which the CFA called “lawn, pool, and grove.” The West Garden, or lawn, and the pool will house new forms of sculpture and provide spaces for performance art, while the East Gallery, or grove, will showcase the museum’s existing collection of bronze sculptures.
Melissa Chiu, the director of the Hirshhorn Museum and Sculpture Garden, thinks this will allow the museum to better accommodate the increasing scale of 21st century art and growing popularity of performance art.
The reflecting pool, which was in the original design for the site by architect Gordon Bunshaft, will be enlarged to accommodate a performance platform. The design team proposed four options for the pool. NCPC vice-commissioner Thomas Gallas preferred alternative option 1, which integrated the existing pool, at a depth of 6 inches, with a larger pool, at a depth of 3 inches, and the performance platform. NCPC also asked for an option that retained the original dimensions of the reflecting pool found in Bunshaft’s design. CFA had reservations about the new design of the pool as well, critiquing the “generic quality and functional limitations in creating a flexible performance space.”
Restructuring the garden with a reworked system of ramps will allow for greater accessibility for wheelchair users and families with strollers. In Collins’ redesign, the only accessible entrance from the National Mall is on the north side of the garden. A visitor needing the ramp entrance coming from the museum would have to go around to the other side of the garden.
The new plan creates a ramp system that starts from Jefferson Drive, greatly increasing the accessibility of the garden. The ramp system would snake around the West Gallery before providing access to the rest of the garden. Many NCPC commissioners thought that increasing accessibility was important.
Reopening the tunnel running between the museum and the garden contains its own set of challenges. The passageway still exists, having been turned into ARTLAB+, a learning center for teens to engage with the latest technology. The tunnel was closed, in part, because it felt unsafe to visitors, who subsequently didn’t use it. The original opening into the plaza wasn’t large enough to light the length of the stairs.
The new design proposes enlarging the opening to the edge of the historic plaza stairs, an option NCPC commissioners thought was an appropriate balance to make the space feel safer and retain the historic character of the plaza. Based on solar angle studies, this would allow light to reach the bottom of the stairs and, when paired with a new stainless steel wall cladding, will brighten the length of the tunnel. Sugimoto based the shape of the wall cladding on a mathematical formula, a technique he has used before for sculptural work.
The introduction of stacked stone walls received the most push back from the commissioners, although not for historical reasons. Sugimoto seeks to create a hierarchy of walls so that all of the proposed or reclad walls will be shorter than the existing exposed aggregate concrete walls. Almost all of these walls are meant to define rooms in which sculptures can be exhibited.
Commissioner Mina Wright felt that, although the new walls were successful in creating display rooms, they would be too busy and potentially distract from art work displayed in front of them. Vice-commissioner Gallas mirrored these concerns, although directed at the largest wall that would serve as a backdrop of the performances of the reflecting pool. He expressed concern that the wall was over sized and less successful at creating a room because it spanned across multiple sections of the redesigned garden.
CFA also directed the design team to continue to study the stone stacked walls to ensure they acted as a backdrop for the work rather than a distraction. TCLF opposes the stacked stone walls because they believe they would diminish the legacy of Collins’ design.
The existing plan is subject to a Section 106 review, a stipulation of the National Historic Preservation Act of 1966 (NHPA). Every federal agency has to assess the effects of proposed changes to historic resources. Furthermore, public values need to be considered when determining the historical significance of a project. In the case of the Sculpture Garden, this is complicated by a classification called the period of significance (POS), which for the Hirshhorn complex ends in 1974. The POS is set by the Smithsonian and determines the explicit time frame that should be considered for historical significance.
Gordon Bunshaft was the architect of the Hirshhorn building and the original designer of the Sculpture Garden, which was completed in 1974. The garden was entirely exposed aggregate concrete, making it miserably hot during the D.C. summer. The sunken garden was only accessible from a series of stairs, making it inaccessible to visitors in a wheelchair. Public backlash was harsh, and a redesign of the garden was committed to by 1976.
Enter Lester Collins, who at this point was a well-known D.C.-based landscape architect. He worked with the character of the garden, incorporating plants and trees for shade as well as introducing a ramp from the North entrance, off of the National Mall, that was the beginning of an accessible route through the entire garden. As TCLF puts it, “the redesign aimed to afford every user a dignified arrival and a comparable spatial experience.” The space became enjoyable to spend time in, a place to contemplate art and the gardens relation to the larger museum. At the time of its unveiling in 1981, even Bunshaft felt the redesign was “sensitive and well-proportioned.”
But the POS doesn’t extend to include this addition, only the original Bunshaft design. The Section 106 review only has to account for designs within the POS. The TCLF has two fights ahead of them, extending the POS set by the Smithsonian and then ensuring the new design doesn’t interfere with the cultural resources of Collins’ design.
Because of the limitations of the POS, the Hirshhorn Museum and Sculpture Garden and by extension the Smithsonian, currently has every legal right to change the garden to better meet its perceived needs. Both NCPC and CFA found that the configuration of the garden has been subject to changes based on use and accessibility concerns throughout its lifetime. The proposed redesign is a new layer in its history. Neither commission took the Section 106 review as a limiting factor during the conceptual design phase of the review process.
Charles Birnbaum, FASLA, founder and CEO of TCLF, who is a strong advocate for Collins’ original design, posits that “if the Smithsonian deems a work of landscape architecture that is part of its material collection culturally insignificant that sends a dangerous message about the worth of landscape architecture more broadly.” Others have joined TCLF in opposition to the redesign, including Docomomo DC, a group aimed at promoting Modernist works, and District of Columbia Historic Preservation Office (DC HPO), who were a part of deciding the POS time frame for the Hirshhorn.
Only the conceptual phase of the project has passed the CFA and NCPC, meaning there are at least two more rounds of approval with each commission. During the intervals of this meetings the Section 106 battle will continue, as only the first step out of four has occurred. The second consultation meeting for the Section 106 review is tentatively scheduled for July or August of this year.
All parties involved agree that something needs to be done to revitalize the garden, but the debate focuses on what and how much should be changed. The Hirshhorn museum currently holds the upper hand. But the debate is far from over and will only become fiercer the closer it comes to a close.
There are some 16,000 golf courses in the U.S. In the last decade, about 800 have closed. In 2009, about 30 million Americans played golf. In 2016, just 20 million did, a 30 percent decline in less than a decade. Americans are simply too busy to play 9 or 18 holes. And the demographics for golf and the culture surrounding the sport have fundamentally changed.
Since 2010, around 20 defunct golf courses have been transformed into public parks. According to Eric Bosman, an urban designer at Kimley-Horn and Associates, who organized a session at the American Planning Association (APA) conference in San Francisco, underused courses were once entirely converted into subdivisions. But now, more “communities want them to become nature parks or preserves.”
“In the 90s and 00s, there was the Tiger Woods effect. Golf became ‘every man’s sport.'” Despite Woods’ recent amazing win, that effect has dissipated. The average age of viewers of golf tournaments on TV is older than 55, and the audience is 87 percent white.
“The demographics for golf is fading away. Golf courses are no longer the place for business deals. This is because people have to practice or they will embarrass themselves” on the fairway — and not many people have time for that. For younger generations, “golf is now about social, interpersonal connections.” But they are less tied to the sport because “they didn’t grow up with it.”
So many communities suffer from a dearth of green space. The average golf course is 150 acres. Problem meets solution. And “where else are you going to find so much open space?,” Bosman rhetorically asked.
Recent projects have transformed links that either follow a traditional layout, which means they flow in a linear or L shape over 18 holes, or a modern layout, with “big rectangular blocks of land, where golfers play 9 holes up and then 9 holes back.” Whether traditional or modern, homes are often found on the edges or even middle of courses.
The 237-acre Orchard Hills Park in suburban Cleveland was transformed from a golf course into a park with a 3.6-mile walking trail and restored streams, meadows, and wetlands. “It’s picturesque and now a popular wedding destination” (see image at top).
In Belgium, Wisconsin, a 116-acre course was purchased by the Ozaukee Washington Land Trust and transformed into the Forest Beach Migratory Preserve. Its club house became a community center. Trails through the habitat areas, which include five constructed wetland ponds, range from 0.25 miles to 1.5 miles.
The Highlands in Grand Rapids, Michigan, a 121-acre course co-managed by the Land Conservancy of Western Michigan and Blandford Nature Center, offers hiking and cross-country skiing along with looped trails ranging from a half mile to 10 miles.
The focus of the rest of the panel was on the Milton Country Club in Milton, Georgia, a wealthy suburb of about 40,000 people with a strong equestrian culture. In 2017, the city purchased the bankrupt 137-acre club for $5 million, a major piece of the $25 million green space bond the city issued, which is also financing an expansive 52-mile-long trail network to connect schools and parks. Remodeling the former golf course, which will include removing golf cart trails and adding new amenities, will likely cost $17 million and take up to a decade.
Bosman and landscape architect Mack Cain at Clark Patterson Lee approached the challenge of remodeling the course by first working with community leaders to establish guiding principles: “honor the rural character, build off existing plans and studies, design safe and attractive spaces, and value all voices.”
Before hosting any public meetings, they met with the homeowners around the former course, who will now have a public park in their front yards; the equestrian community; and the green space and trails committee of the city government in order to identify primary “divergent opinions.”
Through a series of open houses and public workshops, they found the community was most concerned about increased pedestrian and vehicular traffic to the new park. Most of the residents around the course purchased their lots for the view. “Only about 35 percent of golf club homeowners typically play golf,” Bosman explained. These residents are concerned about finding the public in their yards. A draft plan calls for spending $960,000 on fences and planting walls of trees in other areas to protect privacy (and property values).
Cain said that beyond the increase in public and vehicular traffic, the community was focused on maintaining existing programs like the pool and tennis courts at the club house; celebrating and restoring nature; balancing trail, horse, and bicycle use in the new park through extra-wide paths; ensuring safety at the trail connections with roads; distributing access points and moving parking off-site; and building partnerships between the landowners and the city.
Trails will be designed for different purposes: a 2.2-mile-long trail made of porous granite will offer access for pedestrians, those in wheelchairs, and road bicyclists, while another trail for equestrians and mountain bicyclists will be made of soft, natural surfaces.
Wetlands and meadows will be restored. Cain said there will also be an environmental education component, using the landscape as a “lab for natural succession.” The tennis courts and pool are now open to all local residents, while the club house is being redeveloped as a community center and more sports amenities are added.
She said former golf courses are an “equestrian’s dream come true,” but much work was done to make these trails friendly to horses and reduce conflicts with neighbors. Riders on horseback can look over most fences, so trails will be moved away from homes to maintain privacy. “Horses can slip and fall on paved surfaces and curbs,” so they are creating natural surface trails for them. Steep inclines will be regraded to reduce accidents.
Trails will be 8-feet-wide because that is the minimum width for two horseback riders to pass each other. Paths will curve because that gives visual cues to users. “They can see if a bike is coming up.” Bridges will have at least a 54-inch rail and be able to support over 1,000 pounds of weight.
Lastly, Hancock designed “poop zones” at the beginning of trail. “Horses mark their territory and use smell to figure out if they have come back to a spot.” Knowing this, horse parking and staging areas will be separate from where pedestrian and bicyclists enter the park.