With 843 Acres Buffed, Central Park Leader Will Step Down– The New York Times, 6/6/17
“It is easy to forget what Central Park looked like in the 1980s. But Douglas Blonsky, president of the Central Park Conservancy, can see past the lush meadows and fresh streams to a time when the 843-acre park was more beaten-down wasteland than urban Eden.”
Landscape Architect Tends Ideas for Major City Projects– The Chicago Tribune, 6/8/17
“One of the keys to better creative ideas is first knowing what problem your client needs to solve, says Terry Guen, principal, president and founder of Terry Guen Design Associates in Chicago. But that isn’t always clear or simple.”
Seoul is the latest cities to reclaim a piece of aging infrastructure for public use. Last month, South Korea’s capital city opened Seoullo 7017 Skygarden, an inner-city freeway transformed into a pedestrian artery and botanical garden.
The elevated public park was designed by Dutch architects and urban designers MVRDV as a series of gardens with 24,000 trees, shrubs, and flowers. Fifty plant families and 228 species and sub-species are organized according to the Korean alphabet along the pedestrian-only walkway.
Ben Kuipers, lead landscape architect on the project, said the unique arrangement highlights plant nuances. “The species are organized by genus and family. So people can experience the differences between species,” he wrote in an email. “There are small, themed gardens, like the maple garden and the pine tree garden, and a surprising contrast walking from family to family, in Korean alphabetical order.”
Over 600 concrete planters dot the approximately 3,000-foot linear park, which stretches across the city’s central train station and connects the Namdaemun market area to the east and neighborhoods to the west. Each pot has nameplate identifying the plants in both Latin and Korean. At night, the pots are illuminated in blue and white.
“The trees are the stars,” Kuipers said. “We turned the bridge into a ‘walk of fame’ with every tree in a pot like on a pedestal. And every season shows different features.”
With over one million visitors in the first 10 days, Kuipers said the high volume shows the concept resonates. “We wanted to create not just a pedestrian connection, but also a place to visit, be, and meet people. Therefore, we also added ‘activators,’ such as little shops and cafes.”
MVRDV won an international competition in 2015 held by the Seoul Metropolitan Government for the design of the park with their entry, The Seoul Arboretum.
The original freeway, known as the Seoul Station overpass, was built in 1970 at the heart of a city undergoing rapid economic and population growth. The structure was slated for demolition after a 2006 safety assessment determined it would soon be unsafe for vehicular use. Officials ultimately decided to recycle the freeway, incorporating the structure into its plan to make the city more walkable.
“This overpass has special meaning because it represents Seoul’s modernity,” Kim Joon Kee, deputy mayor of safety management for the Seoul Metropolitan Government, told CNN in 2016, as construction was underway. “It was built to relieve traffic congestion and, after 30 years, it became worn down, so we saw an opportunity for the city’s development.”
The name, Seoullo 7017, pays homage to the transformation of the freeway over time. The word Seoullo means “Seoul road,” and the numbers 70 and 17 reference its original constructed and when it reopened to pedestrian traffic, according to The Korea Times.
Implementing such a diverse planting design on an aging freeway structure came with a unique set of challenges. Kupiers explained there was little space for soil for the roots, given the load-bearing limitations and the inclination of the bridge destabilizes the soil. Designers also considered the safety of pedestrians and vehicles, ensuring no branches or trees would fall on the road or railway tracks below.
Furthermore, in a region with hot summers, cold winters, and typhoons, Seoul’s varied climate also posed a challenge. “We decided to create the right conditions for trees, shrubs and plants [by] making huge tree pots. These pots are isolated to prevent freezing and have a drainage, irrigation, and aeration system,” Kuipers explained.
The arrangement of over 600 pots, in varying sizes and depths, adds a distinctive, constructed quality to the design, a departure from the more organic style seen in many landscape designs in Asia, Kuipers said.
MVRDV’s design envisions the skygarden as an “urban nursery.” Kuipers said they plan to use the bridge in combination with the city’s own tree nursery to grow new trees and species, eventually distributing the pots along pedestrian routes in additional neighborhoods.
Seoul is hardly the first city to build an elevated urban walkway. Many have drawn connections between this project and New York City’s High Line. In fact, Seoul Mayor Park Won-soon was inspired by the famous James Corner Field Operations’ project, according to the The Korean Times. Still, the projects differ in their relationship to the surrounding urban fabric and the way they use plants.
“Although the High Line is a great example, Seoullo is different in many ways,” Kuipers said, noting the Seoullo Skygarden’s elevated views of the city and central location at Seoul Station in the heart of the city.
The Wall Street Journal reports that 79,000 people work in manufacturing in the New York City metro area, down from 190,000 in 1990. However, the long downward trend may be ending: manufacturing employment increased by 1,300 over last year.
There couldn’t be a more appealing locale for the rebirth of American urban manufacturing than the Brooklyn Army Terminal, which was built before World War I to support the war effort. In some 4-million-square feet spread over two buildings — each the size of the Empire State building if it was laid flat on the ground — there are 110 businesses, employing 3,500 in manufacturing and distribution.
As seen from the tour, contemporary manufacturing looks much different from the big factories of the past. Small urban manufacturers are making everything from salad dressings and luxury clothes to 3D printed objects and advanced technological parts.
Out of the 3.1 million square feet now online, there is a 90-plus percent occupancy rate, explained Will Stein, an official with NYCEDC. He said an additional 500,000 square feet will soon be operational. “Every New York City Mayor has a project at the Terminal. Mayo de Blasio’s project is this expansion.”
In addition to using the traditional metrics, NYCEDC evaluates possible tenants based on “how many manufacturing jobs they offer, the quality of the jobs, benefits, and opportunities for growth.”
Coming in September is the DIY TechShop, which will feature 3D printers and CNC machines. “It will be like a gym membership. Members can use the machines and other services.”
The Terminal is incredibly accessible. For workers, the subway express stop is a 5-10 minute walk, and there’s a nearby ferry terminal. There are many options for freight transit as well. “We are close to the Gowanus Expressway, and the rail line is connected to the yard.”
Work is underway to make the 100-year-old building designed by architect Cass Gilbert even more sustainable. “We put in energy-efficient windows and solar panels on the roof. We are adding LED lighting throughout the building and motion sensors inside to reduce energy waste,” explained the Terminal’s Dave Aniero.
The building itself has a fascinating history. At the height of World War II, there were some 30,000 workers moving ammunition, supplies, and soldiers out to war. Trains used to come right through the building. A crane that slides along the top of the Terminal would take material out of the trains, drop them in slots that cantilever out, so they could be easily taken into the building, sorted, and then moved via elevator or crane back to the trains. And, during the Korean War, “Elvis was shipped out of here.”
Nearby, there are other manufacturing and distribution centers. The Bush Terminal, a campus of 11 buildings, has about 50 tenants. The 72-acre South Brooklyn Maritime Terminal, now in development, seeks to bring back marine industries. And there’s the 4-million-square-feet privately-owned Industry City, which will combine commercial office and industrial space.
Bush Terminal, which is also managed by NYCEDC, will soon undergo a $136 million upgrade. But already there are some nice amenities: bike lanes bring workers from the campus and residents of the Sunset Park neighborhood to the new Bush Terminal Piers Park, which was built by NYCEDC, designed by landscape architects at AECOM, and is now managed by the NYC parks department.
“It’s really a neighborhood park. We wanted to improve the public space and make it safer,” said Ryan White, also with NYCEDC.
What do these projects have to teach other cities seeking to revitalize their urban manufacturing? A lot. Cluster industrial manufacturing and distribution facilities into districts near existing transportation infrastructure. Reuse warehouses and facilities. Make them attractive, sustainable, and accessible to the public. Spend the extra money on bike lanes, sidewalks, and amenities like public parks. They are worth it.
Now NYC just needs to create more affordable housing for the blue-color workers it hopes to lure back to the city. That’s the missing piece in the city’s strategy.
Planned WWI Memorial in D.C. to Use Pool Concept, Restore Park – Curbed DC, 5/19/17
“This Thursday, the U.S. Commission of Fine Arts (CFA) evaluated the concept plan for the planned WWI Memorial in Washington, D.C.’s Pershing Park, a memorial plaza only blocks from the White House that for years has been neglected.”
MVRDV’s Elevated Skygarden Opens on Former Highway in Seoul– Designboom, 5/22/17
“Weaving its way through the urban landscape of Seoul, South Korea, a new sky garden realized by MVRDV has been built on a former inner city highway. Named ‘Seoullo’, the public 983-meter-long park has been planted with 50 families of greenery, including trees, shrubs and flowers displayed in 645 tree pots, collecting around 228 species and sub-species.”
West 8’s Proposal for NYC’s Largest Private Garden at One Manhattan Square– 6sqft, 5/23/17
“The proposal, designed by urban planning and landscape architecture firm West 8, includes more than an acre of garden space for residents to both work and socialize, boasting indoor and outdoor grilling spaces, ping-pong tables, a putting green, children’s playground, adult tree house, tea pavilion, and an observatory made for stargazing.”
Mud Makes a Comeback in Suburbia– The Houston Chronicle, 5/30/17
“Generations ago, vast swaths of wetlands were tilled for space to grow rice, and a few generations later those rice fields were turned into posh sprawling suburbs, like Riverstone in Sugar Land.”
Take a Look at the Renderings for First and Broadway Park in Los Angeles – Archinect, 5/30/17
“Back in June of 2016, Mia Lehrer + Associates won the competition, beating out Eric Owen Moss Architects, Brooks + Scarpa, and AECOM, to design the two-acre park at First Street and Broadway. After winning the competition, the firm has taken suggestions from the Downtown community, altering their plans for the design.”
As our cities evolve, and what people want from their public spaces changes, should Modernist parks, plazas, and streets be saved? For lovers of Modernism, the answer is always yes. But, in reality, if the public, and their representatives, choose to keep these spaces, many will need to better respond to contemporary expectations. The question then is how can they be “respectfully honored and adapted?,” asked Brad McKee, editor of Landscape Architecture Magazine, in an event at the National Building Museum at Washington, D.C.
First, we better answer: what are Modernist landscapes? For Elizabeth Meyer, FASLA, professor of landscape architecture at the University of Virginia, they are characterized by their use of “spatial free plans, which have intentionally volumetric spaces that are not bound.” These landscapes came out of the functionalism movement, other Modernist arts and design fields, and asymmetrical aesthetics. These parks, plazas, and streets were designed and constructed after World War II and into the 80s. They often feature a juxtaposition of forms, textures, and colors, creating duality between “soft and hard, permanent and ephemeral.”
Modernist landscapes can’t be separated from the economic, political, and social environment that generated them. Many Modernist urban parks and plazas are deeply political, loaded sites. Many are intrinsically linked with the mistakes of urban renewal, in which communities were uprooted, due to racism, and replaced with new “monumental” buildings, infrastructure, and public spaces.
But they also came out stated good intentions, or at least some would argue. The goal behind those moves was to “improve the quality of life for everyone,” Meyer said. President Lyndon Johnson and his 1965 White House Conference on Natural Beauty, which was greatly influenced by his wife Lady Bird Johnson, argued that “everyone had the right to live in decent surroundings.” The American inner city, with its blight and poverty, then became a target for revitalization. The idea was to replace the dysfunction of the old with a modern urban world.
And these landscapes were the result of innovation. Modernist landscape architecture created new forms of public spaces, “hybrid spaces” that mixed plazas, parks, and playgrounds in new combinations, and built public spaces where none existed before. For example, in Seattle, landscape architect Lawrence Halprin turned an industrial site into a park and capped a freeway with another park (see image at top).
Beyond the racist history associated with some of these places, Meyer seemed to argue that Modernism doesn’t really work well at the grand scale of the most ambitious renewal-era projects. “The qualities of these spaces don’t operate when construed just as openness.” Despite the intentions of the designers, the reality is many of these places make visitors feel small and isolated. For example, the expansive plaza around Boston City Hall creates a “sense of exposure and unease, not sensuousness. It’s a difficult place to love.”
As noted urban designer Jan Gehl, author of Cities for People, remarked on Brasilia, the Modernist capital of Brazil, which was created by architect Oscar Niemeyer and planner Lucio Costa: “From the air it’s very interesting. It’s interesting for a bird or eagle. From the helicopter view, it has got wonderful districts with sharp and precise government buildings and residential buildings. However, nobody spent three minutes to think about what Brasilia would look like at the eye level.” These Modernist places are designed as forms first, he argues, then as spaces for humans to occupy second. As such, they aren’t really designed with the needs of people in mind.
So why preserve these places, some of which don’t work well for people who don’t have helicopters? Meyer seemed to argue that it’s important to keep some Modernist landscapes, because they are a record of an “era of modernization and urbanization.” Neighborhoods where poor African Americans and immigrants lived were bulldozed to make way “large new landscapes.” But also equally as important were the “small spaces” that were inserted into the existing urban fabric and meant to improve quality of life. “They were part of urban renewal efforts, too.”
Modernist landscapes were also the result of design and material innovations, as the field of landscape architecture grew dramatically in the post-war era. Given these spaces can be defined by experimentation, “it’s not surprising that some have failed. Some can’t survive.” But some can and should. As an example, Meyer pointed to the landscape created by I.M. Pei and Dan Kiley between the east and west wings of the National Gallery of Art in Washington, D.C. as a masterpiece.
And she argued that instead of letting these places decline due to lack of maintenance, they should be adapted, especially for climate change. Many of these “experiments for living” can benefit from strategic interventions to make them acceptable and relevant again while preserving their unique spatial designs.
Gary Hilderbrand, FASLA, a co-founder of Reed Hilderbrand, showed his firm’s efforts at respectfully update Modernist landscapes in Boston — the Boston City Hall Plaza, a “whopper,” and the Christian Science Plaza. For Hilderbrand, it’s important to “understand the original design intention and then how to interpret it” for our current era.
For the Boston City Hall, the intention was to create a “sense of monumentality.” Furthermore, the entire government center master plan by I.M. Pei aimed to create a sense of openness and connection between the city and state government offices. “Boston had been a corrupt place for 50 years. They were pitching a new Boston and using the landscape as a recuperative device.”
Clearing city block after block, which had been red-lined for disinvestment, the city government built a new center in the late 1960s.
Hilderbrand said the “problem was the new buildings were too large and the spaces too vast.” While the plaza was envisioned as a civic event space, and has been used as such in the past, it’s now wind swept and barren.
After Mayor Marty Walsh launched an ideas competition that Reed Hilderbrand won, design work has begun to move public functions in City Hall down to the ground level; punch holes for more windows in the looming Brutalist building, which was designed by Kallmann McKinnell & Knowles and Campbell, Aldrich & Nulty; create ramps up to the building; and add 100 trees to the courtyard. “We will increase shade cover from 3 percent to 9-10 percent, treat stormwater, and get people to the door accessibly. This is actually a return to some of the original intentions.”
And Reed Hilderbrand helped persuade the Christian Science Church not to cut a pathway through the 700-foot-long reflecting pool in their 14-acre Christian Science Plaza, designed by Araldo Cossutta of I. M. Pei & Associates and landscape architects at Sasaski Associates. Hilderbrand’s firm created a healthier environment for the 200 original Linden trees arranged in allees and created new sustainable gardens amid the seating along the pool. He said there’s a “compulsion to move around the pool.” It’s another vast space without much shade.
The debate over whether Modernism is good for cities will no likely continue, but some argue that remnants of this singular era in American urban planning and design shouldn’t be destroyed but renewed. Organizations like The Cultural Landscape Foundation advocate for the preservation and adaptation of Modernist landscapes. As McKee noted, “just ‘pickling’ a project,” meaning preserving a project exactly like it was when it was created, “doesn’t work anymore.” Meanwhile, residents of cities decide with their feet where they want to be, and, at public meetings, use their voice to make clear what they want in public spaces.
The High Line Conundrum– Slate, 5/9/17
“Stop me if you’ve heard this one before: A city in the throes of rapid demographic change, where rents are going through the roof, wants to convert an overgrown freight railway into a selfie-ready linear park.”
Making Houston Freeways a Little Less Ugly– The Houston Chronicle, 5/9/17
“Billboards notwithstanding, nothing installed along the freeway can be too distracting, the Texas Department of Transportation mandates. It’s a safety issue.”
In March, the American Society of Civil Engineers (ASCE) released its infrastructure report card, the first in four years. After crunching the data, they gave the U.S. a D+, explained Tom Smith, executive director, ASCE, at the American Society of Landscape Architect (ASLA)’s mid-year board meeting. “We have a lot of infrastructure at the end of its useful life. And we have a $2 trillion infrastructure investment gap over the next decade.”
Given America’s infrastructure is nearly failing, how should we rebuild? And where do we find the money?
In a panel moderated by ASLA CEO Nancy Somerville, Hon. ASLA, Smith argued “we can’t just rebuild our grandparent’s infrastructure. We can’t just add more lanes to the highways. We need to focus on land-use planning, sustainability, and resilience. Autonomous vehicles will also be huge.”
Patrick Phillips, Global CEO, Urban Land Institute (ULI), said compact transit-oriented development could “reduce the need for infrastructure.” He believes infrastructure in the future needs to be more smartly targeted to achieve economic development goals but also improve equity. A focus on inclusiveness can lead to new possibilities and a fairer future.
Rachel Minnery, senior director of sustainability policy at American Institute of Architects (AIA) wants to see new infrastructure investments help deal with climate challenges by improving our resilience. “We have a vast stock of existing buildings” that must be made more resilient. “We need a new era of visionary planning.”
“Parks and green infrastructure should be an investment priority,” said David Rouse, ASLA, research director at American Planning Association (APA), echoing APA’s official position on infrastructure. “Green infrastructure creates jobs. We can’t just recreate grey infrastructure.”
And Roxanne Blackwell, Hon. ASLA, director of federal government affairs, ASLA, agreed, arguing that more investment is needed in “parks and national lands, which are also infrastructure.” National parks in particular are “overburdened,” said Smith, who noted that parks went down in the latest ASCE infrastructure report card. He added: “treating parks as infrastructure is an idea that resonates with people.”
Blackwell also made the case for increasing investments in “active transportation,” a term for infrastructure such as sidewalks and bike lanes, arguing that any major infrastructure investment must be comprehensive, and not just be about repairing highways and bridges.
So how to pay for the many trillions required for new infrastructure?
While states — even red ones — have raised gas taxes, the federal government hasn’t in decades and isn’t likely to in the future. President Trump has called for an increase in private investment in infrastructure through public-private partnerships (PPPs), but Somerville noted that PPPs usually privilege communities that can easily attract private investment. A private-sector led approach can then be expected to be leave poorer communities farther behind.
Phillips said there is “no silver bullet. We need a mix of private and public funds. Other countries are more effective at PPPs than us. Infrastructure can unlock opportunities in poorer neighborhoods. But, if poorly structured, a PPP doesn’t help.”
Minnery thinks the market will shift development and infrastructure investment patterns. Already the credit ratings of cities on coasts, which are most vulnerable to rising seas and storms, are taking a hit. As climate refugees increase in number and head inland, those cities will face pressure to increase development. “We have to think holistically as a nation about what this means.”
Minnery said there’s often a delay at the state level, because of a lack of resources in planning departments. These departments have huge stacks of projects awaiting review. “Planning departments never recovered from cuts after the 2008 recession.” Rouse also noted that if the planned EPA cuts go through, “that stack of project reviews will get even higher.”
He said “successful infrastructure projects are rooted in local visions and strong regional planning.” To move projects forward quickly, communities must have planning infrastructure in place.
Blackwell wondered if more infrastructure project review responsibilities could be devolved to states. Through the FAST Act, federal lawmakers enabled California, Florida, Ohio, Texas and Utah to conduct their own National Environmental Policy Act (NEPA) reviews on behalf of the federal government. The Hill reports that Ohio saved $4.6 million in the first three months of doing the reviews itself.
It has been four years since Washington, D.C. released its ambitious sustainability plan, which called for cutting greenhouse gas emissions by 50 percent; increasing the share of trips made via walking, biking or transit to 75 percent; and making 100 percent of the district’s waterways fishable and swimmable — all by 2032. Since then, the district government has accomplished 72 percent of the things it set out to do. And it has made solid progress on the toughest goals. Already, greenhouse gas emissions are down 24 percent, based on 2006 levels, despite four consecutive years of economic and population growth.
At the launch event of Sustainable DC 2.0, district department of the environment and energy director Tommy Wells, outlined the top 10 achievements made by the city since 2013:
#10: Over 100 partners have pledged to help reach the Sustainable DC goals, including all universities in the district and nearly 100 embassies.
#9: The city now have 80 miles of bike lanes and 420 Capitol bike share stations. Some 16.7 percent of the populace now walks or bikes to work. D.C. is tied with Boston for 4th place in this regard, but Wells is confident D.C. will eventually beat Beantown. “I mean, we have much better weather.”
#8: The East Capitol Urban Farm, a three-acre facility that offers access to healthy food and job training. The district has a total of eight urban farms, more than 60 community gardens, and 120-plus school gardens. These efforts and others have helped make 82 percent of the district population food secure.
#5: The district now has the most energy star-certified buildings and the most LEED buildings in the nation on a per capita basis. And for the first time, D.C.’s new comprehensive plan includes a sustainability section.
#4: D.C. is ahead of its goals in planting enough trees to reach a 40 percent tree canopy by 2032. The District is now at 38 percent, up 2 percent in the past year when 14,000 trees were planted, which together would cover 800 football fields or two National Malls. Wells gave a shout-out to Casey Trees, ASLA, and American University for helping to accelerate progress.
#3: The Anacostia River is now cleaner than it has been in years, in part due to the 2.7 million square feet of green roofs that help keep stormwater out of the river. Wells was confident the Anacostia can be swimmable and fishable by 2032, “maybe even 2025.”
#2: Sustainable DC ambassadors and volunteers. The district department of energy and the environment has trained over 125 people to go out into their communities and help make the case for sustainability.
While D.C.’s renewable energy goals take us in the right direction, Hawaii has announced it will aim for 100 percent renewable energy, and Vermont, 75 percent. Portland, Oregon, also recently announced its intention to reach 100 percent renewable. Maybe it’s time for D.C. to up its game a bit?
In a panel after Wells’ announcement, Greater Greater Washington founder David Alpert moderated a panel with former D.C. planning director Harriet Tregoning, Nature Conservancy urban conservation director Khalil Kettering, and Black Women Bike founder Veronica O. Davis, exploring how sustainability relates to resilience, inclusiveness, and health and well-being, and where D.C. needs to go next.
Tregoning said a key issue was D.C. and other big cities are no longer “producing middle class jobs; they are just creating jobs at the high-end — knowledge workers — or at the low-end in restaurants or retail.” She has a plan to resolve this: “If 5 percent of D.C. buildings were retrofitted each year, that would create more middle class jobs and grow the housing and construction economy.” Efforts like these are needed more than ever, particularly given the U.S. shed 89,000 retail jobs since the beginning of the year, and cities like D.C. are “automating the low-end jobs that used to be done by people.”
Davis focused on the need more thoughtful inclusiveness efforts, arguing that educational programs aimed at encouraging African Americans in Ward 7 and 8 to use Capitol bike share have been patronizing. “We’ve been doing bike share for years. It’s called: ‘Let me hold your bike while you go into the store.'” She also said training and education on sustainability isn’t needed in many instances, because African American residents in D.C. are really already living in a sustainable manner, walking or biking to work, or using the Metro.
And Kettering zoomed out to look at the systems-scale, arguing that when looking at sustainability, cities need to look at human health and well-being, housing, and transportation together. The relationship between all of the elements that go into sustainability are “constantly evolving. There are layers of issues and benefits” changing in tandem.
D.C. still has many challenges to overcome in its effort to become truly sustainable. According to a recent report, it’s the 17th most segregated city in the country. In 2013, some 18.9 percent of the population lived below the poverty line, putting D.C. among the top six states and territories of the country with the highest concentrations of poverty. And the poverty rate east of the Anacostia got even worse after the recession.
For Tregoning, the problem is that the federal government, even prior to the Trump administration, has told basically told cities “you are on your own,” so there is even “less federal support.” Given the market “doesn’t create fairness and equity,” cities have to be deliberate in creating policies that can. Mayor Muriel Bowser has increased investments in affordable housing, but some argue the city’s efforts don’t go far enough.
Ending poverty on the east side of the Anacostia will take a sustainability plan that delivers on new green jobs. Sustainability and equality must be considered two sides of the same coin.
Team Behind New York’s High Line Will Develop Plan for Georgetown C&O Canal– DCist.com, 3/17/17 “Georgetown Heritage announced that urban design and landscape architecture firm James Corner Field Operations will take the lead on creating the ‘Georgetown Canal Plan,’ which will reimagine the neighborhood’s national park—its mile-long section of the Chesapeake and Ohio National Historical Park.“
Dominique Perrault Reimagines the Île de la Cité in Paris – The Architect’s Newspaper, 3/22/17
“One of two islands in the Parisian Seine, the Île de la Cité is largely known to tourists as little more than the location of such popular destinations as the Notre Dame Cathedral and the Sainte Chapelle—a fate that belies the island’s 2,000-year history as the center of Paris.”
Why New Englanders Are Going Wild for Fire Pits – The Boston Globe, 3/30/17
“Even though our summer season is short, New Englanders have embraced the concept of outdoor rooms, raising the bar with comfy seating, weatherproof rugs, and even artwork on their patios. Another California-born trend has recently made its way east: the fire pit.”
Senior living communities can either be car-dependent and isolated, or an urban or suburban “destination for experiences,” with proximity to transportation, services, arts and culture, restaurants, shopping, and personal development opportunities. Which community would you want to live in? The answer was clear in a session at Environments for Aging in Las Vegas.
According to Michael Hass, managing partner, Drive Development Partners, who is also a member of the Urban Land Institute’s senior housing council, from 1990-2009, senior living communities, mostly geared towards the World War I-era “silent” generation, were all about providing “a sense of security, peace of mind, ‘safety in numbers,’ and belonging.”
But in 2009, occupancy across the senior living industry dropped. This was a key year, the first year baby boomers (those born between 1946 and 1964) became consumers of these places themselves, not just shoppers of these facilities for their parents. Their views on the traditional places could be summed up with: “I’ll never live in a place like that.”
Starting in 2009, senior living developers saw new demand among some of the oldest baby boomers for communities with “flexibility, choice, a unique variety of experiences, and spending opportunities.” They don’t want the self-contained campus, “35 acres in a cornfield.” Hass said: “They want an individualized experience, not the same formal dining room every day.”
Sean Thomson, senior living director, CR Architects, said a new model is needed to reach the 75-million-strong boomers, and walkable urban communities could be it. Walkable urbanism is in demand among all age groups, but is particularly appropriate for seniors.
A report from the George Washington University school of business found that “walkable urbanism is gaining market share.” Furthermore, there is a 90 percent premium for walkable office space, 71 percent premium for retail, and 66 percent premium for multi-family housing.
A 2013 report from Fannie Mae found senior communities with a WalkScore above 80, which means they are walkable, had a “relative risk of default that is 60 percent lower.” Those communities with a WalkScore below 8, which deemed them totally car-dependent, had a “risk 121 percent higher.” As Thomson explained, “walkable communities have a real human impact, but they also have real financial results.” Places with WalkScores in the 60 and 70s have some services in walking distance, but those with scores of 90-plus are ideal.
The ideal walkable senior community is basically found in dense European and Asian cities, or New York City. Imagine an apartment complex in a highly walkable environment, open to the surrounding neighborhood, with ground floor shops, cafes, and restaurants, and close to multi-modal transit opportunities, parks, plazas, self-storage facilities, and co-working spaces. Instead of all these services provided within an isolated campus, they are distributed through the surrounding neighborhood.
Thomson said an urban environment can provide better quality and a higher range of restaurants than any isolated senior community can. Embedding a senior community in a neighborhood also enables that inter-generational contact, social integration, and intellectual engagement so critical to “successful aging.”
Thomson summed up the benefits of walkable urbanism for seniors: “you don’t have to build the amenities; they are already there.”
To make these kinds of communities happen will take some creative housing development strategies. Senior housing developers can partner with medical groups, physicians networks, hospital districts, religious institutions, fitness or wellness companies, or become parts of existing mixed-use developments. “Senior living developers are almost never the top bidders so they need to be part of mixed-use projects, attach themselves to bigger projects.”
In revitalizing second-tier cities, senior housing developers have a real chance, particularly if they piggy-back on mixed-use developments where it’s advantageous to have a set of new fixed-income resident buyers all in one place. “Senior living communities can become an asset to a community.”
Senior housing developers can remake under-performing hotels or extended-stay hotels, or B and C class multi-family housing. “They can partner instead of acquire.”
Also, Thomson can even see universities and colleges building nearby housing for retired alumni who want to return to the area.
They created a vision of a 2.5-acre urban senior development with medical facilities, spa, club, street-facing “fast, fresh” restaurants, shops, a playground, grocery store, and housing for 100-200 residents. “It wouldn’t be adult daycare, but a place where people enjoy themselves.” Perhaps this model could be deemed senior or grey urbanism?
When asked where this comprehensive vision is actually happening in the U.S., both Thomson and Haas said “some elements are happening incrementally, but not all together.”