Walking Around the Next American Neighborhoods

World War II changed America in profound ways. It created Rosie the Riveter, the Baby Boomers, the GI Bill, personal wealth, the Interstate Highway System, automobile ownership, cheap gas and home heating oil and, ultimately, suburban developments. 

After the war, many Americans drastically changed where they lived and how they commuted. Families left cities and small towns for suburbia and abandoned Main Street for shopping malls. They stopped taking trains and trolleys to work and became dependent on automobiles for their livelihood. Walking to church, school, the corner store, the bus stop or a doctor’s office became a memory of a bygone time – or has it?

Just like the post-WWII era transformed the American landscape in the 20th century, another movement, called New Urbanism, is creating new American communities for the 21st century.

New urbanists are planners, developers, architects, investors, interested citizens, community activists and local officials who are rethinking the way communities in the suburbs and cities are developed. New urbanist communities are walkable.  In fact, a walkable, sustainable neighborhood is a core principle.

Urbanist communities have a distinctive town center and a defined outer edge. Ideally, they offer denser and diverse housing, recreational activities, shops, schools, places to worship, transportation alternatives and job opportunities – all within five minutes or a quarter mile walking distance. New Urbanism promotes more lifestyle choices for city dwellers and suburbanites and brings back walkability to all types of communities.

So What’s “New” in Urbanism?

New Urbanism isn’t exactly “new.” For many Americans who grew up in small towns or city neighborhoods (prior to the mass exodus to suburban subdivisions and strip malls) urbanist principles sound strangely familiar.

Urbanists are creating or retrofitting neighborhoods with pedestrian-friendly sidewalks and more narrow, interconnected tree-lined streets. Urbanist communities are designed to calm traffic and encourage walking, bicycling and neighborhood socializing in playgrounds, pocket parks or public squares.

Houses have front porches and are built closer to the street, depending on the location. Garages are in the rear, accessible by back alley entrances. Parking lots are behind buildings rather than in front of them. Homes are built to offer a variety of sizes, styles and price ranges including large single family houses, townhouses, condominiums and apartments. Urbanist developments include, if possible, a mix of shops and offices much closer to the street. There is better access to public transportation or community walking and bicycle trails.

Focusing on walkability and finding more efficient ways to commute provides an alternative to American car-dependency. Because many employers are not located within walking distance or near mass transit, the average commuting time for Philadelphia area residents exceeds one hour per day. A study by the Delaware Valley Regional Planning Commission noted that between 1980 and 2000, the number of vehicles in the Philadelphia region grew 37 percent while population grew 7 percent.

Today, most people are fully aware of rising gas and oil prices and the effects on their pocketbooks. And there are national news reports, almost daily, about the American obesity epidemic often related to the lack of simple exercise -- like walking.

As people and local governments grow increasingly concerned about sprawl, the housing market, traffic congestion, auto-dependency, lack of exercise and rising fuel costs, New Urbanism offers an alternative. It is a 21st century paradigm to address today and tomorrow’s market and lifestyle needs.

New Urbanism Out in the ‘Burbs

“In the post-war period, mass manufacturing and an engineering mentality seeped into urban planning,” notes Jason Duckworth, vice president of Arcadia Land Company of Wayne. “As a result, a lot of decisions in terms of land use promoted efficiency as opposed to livability and walkability.”

In the decades that followed, especially the 1990s, the zoning and development trends were to  build on minimum lot sizes of one or two acres that gave housing subdivisions a ‘rural’ look and feel, notes Duckworth.

“These developments run completely counter to promoting a sense of community and walkability,” says Duckworth.  “I think there’s a place for that kind of housing, but unfortunately what we’ve done is short-changed the market for those who prefer to have a more neighborly, walkable place to live.”

Arcadia Land Company, one of the leading urbanist developers in the country, has been instrumental in building or advocating for projects that adhere to the principles of New Urbanism. In the United States, there are over 200 new urbanist developments either complete or under construction according to The Congress for New Urbanism (CNU). CNU is the leading organization for the movement and was founded in 1993 by architects promoting its principles of walkability and sustainability in design, development and construction.

Arcadia’s founders and professional staff are the movement’s disciples. The company lists many notable urbanist projects as part of its portfolio. One example includes the award-winning coastal town of Seaside on Florida’s panhandle. Founded in 1981, Seaside is considered the first new urbanist development in the country.

“Arcadia Land Company was started in the early 1990’s because not only did we believe in these values, but we also thought it was an untapped market,” explains Duckworth. “There are a lot of people who want a new, big modern comfortable house, but also want the design qualities of older boroughs and towns.” Other demographic cohorts, such as Empty Nesters, Late Boomers, the Jones Generation and the Millenials or iGens, are rediscovering (or just realizing) the advantages of walkability for local conveniences, socializing and connective energy.

Arcadia is also building Bryn Eyre, a new town on 3,200 acres in Morgantown, Berks County near the Pennsylvania Turnpike. Bryn Eyre’s design will resemble “traditional Pennsylvania towns.” It will offer homes, jobs, schools, churches, restaurants, shopping, a town center, parks and open space, all within walking distance.

Another project, Woodmont in Huntingdon Valley, Montgomery County, is under construction. It uses traditional neighborhood design elements on 49-acres for its 101 single-family homes built by several of the region’s leading builders.

Woodmont has what Duckworth calls “placemaking elements.” Woodmont’s homes have large front porches. The neighborhood has pocket parks, a corner coffee shop, retail and office space, wide sidewalks, walking trails, old-fashioned street signs, preserved hedgegrow and mature trees, garages accessible by alleys behind most of the homes, a playground, and streets designed to prevent anyone from driving too fast. The entrance to Woodmont is on Byberry Road, directly across from walking trails maintained by the Pennypack Ecological Restoration Trust.

“The true test of a walkable community is if you have a lot of trick-or-treaters,” jokes Duckworth, who lives in a walkable neighborhood in Narberth with his wife and two children.

It would seem that many suburban communities would welcome new urbanist development as opposed to the proliferation of auto-dependent conventional housing subdivisions and office and retail strip malls. Quite the contrary.

“Believe it or not, this kind of community is basically illegal in Pennsylvania,” notes Duckworth,  
“in fact you have to get new zoning ordinances or a few dozen variances or waivers.”

It took Arcadia Land Company over seven years to get the Woodmont project approved by the municipality.

“Most builders don’t have the patience for that, nor do the landowners. We were fortunate to work with our landowner to get the time to change the zoning to do this community. But without the time, this would be like every other suburban development that you see going up in Montgomery County,” says Duckworth. “Unfortunately, you have to change the law, township by township, to allow these communities to happen. And that is really the great shame. A lot of people recognize that these communities have great advantages.”

New Urbanism Back in the ‘Hood

New urbanist developer and Philadelphian, Sam Sherman, used to build conventional suburban subdivisions in Pennsylvania, Delaware and New Jersey. But by 2003, he left suburbia behind and reversed directions. Sherman went back to the City of Philadelphia, established Sam Sherman Associates, LLC and partnered with New Urban Ventures to rebuild neighborhoods using new urbanist principles.

“We call it ‘New Urbanism,’” notes Sherman, who lives in Center City and doesn’t own a car (he uses PhillyCarShare). “But it is a movement back into a traditional development model that existed in this country until about 1950.”

By the early 1950’s, the suburbs became a better economic choice for many Americans mainly because of inexpensive fuel and gas, car ownership and better highways.  Cheap energy made the suburbs flourish; however, that trend is changing thereby fueling the new urbanist model.

Cities are also changing, especially Philadelphia. It is already “walkable” and it has the advantage of an extensive mass transit system. It is also taking strides to entirely change its outdated zoning codes and ordinances, which is imperative for the success of New Urbanism developments in the city.

When CNU held its 15th annual convention in Philadelphia last May 2007, Sherman, a CNU board member, addressed a planning committee prior to the conference.  He described Philadelphia’s revitalization and its plans to change the zoning codes after a new mayor is elected.

“I’m proud to say that Philadelphia will be taking the zoning code that exists in our city and throwing it out,” Sherman announced. “We will be re-writing our zoning code and I can tell you that new urbanist sensibilities and design principles will be incorporated into that new code.”

Almost immediately after assuming office in January 2008, Mayor Michael Nutter kept his campaign promise and appointed all new members to the Zoning Board of Adjustment.

Sherman, who is president of the Philadelphia Building Industry Association, is serving on Mayor Nutter’s transition committee for restructuring the Department of Licenses & Inspections. He is also on a committee to develop policy for the city on promoting sustainable development and a post-carbon economy.

Meanwhile, Sherman’s first new urbanist project in the city, Spring Arts Point, has shown immediate signs of success. Spring Arts Point is a combination of townhomes, condominiums, live/work units (translation corner store) and planned street-level retail space. Sherman notes that in city urbanist projects, there is also an added “third space,” for example, a coffee shop, bookstore or public green. The goal is to bring people out in the neighborhood and build community.

Just a few years ago, the Spring Arts Point neighborhood was vacant and blighted. Today, the residences built in its first phase of development are sold out.

“What we’re doing is bringing back those time-tested planning and design techniques that worked so well in years past and people are buying it,” notes Sherman.

Spring Arts Point is located on North 10th and 11th Streets between Wallace and Mt. Vernon Streets, two blocks north of Spring Garden Street.   It received several awards for its design, density, walkability, community input, diversity, affordability and access to parking and public transportation. Awards included the 2005 Delaware Valley Smart Growth Alliance award and the 10,000 Friends of Pennsylvania 2006 bronze award. “Spring Arts Point is considered a new urbanist development,” notes Sherman, “but we’re only building what was here. If you look at an aerial photograph of this neighborhood before urban renewal we’re putting back what was here.”

Historically, American cities were very similar to today’s new urbanist model. But urbanist developers in the city, like their suburban counterparts, face the same difficulties with zoning issues.

“What was here in the past was zoned out of existence,” explains Sherman. “To build an urban neighborhood in Philadelphia, you can’t do it by right. The zoning code was changed in 1962 to directly compete with what was perceived to be a better development model in the suburbs. That is why when you come into Philadelphia you see strip shopping centers and front-loaded parking lots. It was a direct knee jerk reaction to the perceived success of the suburbs.”

“The city tried to turn itself into the suburbs and ‘de-densify,’” he adds. “Hence, the mass transit ridership went down and went into a financial tailspin. In Philadelphia we finally figured out that the urban form is what is selling. We’re only trying to put back what worked before and what held its value.”

Take the ‘A’ Train

In August 2007, the Delaware Valley Regional Planning Commission (DVRPC) published a study entitled, “On Track: Progress Towards Transit-Oriented Development in the Delaware Valley.” Transit-oriented development (TOD) promotes mixed-use development that is pedestrian and bicycle friendly around train stations or other accessible public transportation.

The study notes that while the Philadelphia region has a much more extensive and varied transit system than most other major metropolitan areas, it is an asset that is overlooked, underutilized and underfunded. For example, SEPTA has 153 regional rail stations, 52 subway stations, 75 light/trolley stations and 126 bus routes and paratransit. In this region, New Jersey Transit has three Atlantic City rail stations, 20 River Line stations, many bus routes, 13 PATCO rail stations and 10 AMTRAK stations.

Nationally, public transportation usage has trended upward. From 1995 to 2005 use of public transportation increased 25% due to the retiring baby boomers, more single people, and smaller households. A national study conducted by Reconnecting America’s Center for Transit-Oriented Development for the Federal Transit Administration shows that the demand for compact housing near transit will more than double by 2025.

The study, Hidden in Plain Sight: Capturing the Demand for Housing Near Transit, published in 2004, noted that in the Philadelphia region, approximately 500,000 households or 20 percent, are located in “transit zones.” These households are within a half-mile radius of existing or planned transit stations. By 2025, the demand for housing in transit zones is expected to be 29% or over 820,000 households. The Philadelphia region ranks fifth in the top 10 metropolitan areas for potential demand for TOD housing in 2025.

Smart Growth in Your Community

Communities and municipalities across the United States are implementing “Smart Growth” strategies for planning and development.

Smart growth discourages sprawl and encourages the revitalization of urban areas, city and suburban infill, mixed-use development and land conservation. It also promotes environments that are pedestrian-friendly and accessible to mass transit. Smart growth aims to assist communities with long and short-term strategic plans to update zoning codes and discourage traffic congestion, disconnected neighborhoods and blight. Smart growth principles challenge the post-World War II urban planning model that emphasized automobile-dependency and detached housing and retail subdivisions.

Locally, several organizations offer smart growth planning tools to the city and its surrounding townships, boroughs and municipalities. For more information, visit the Delaware Valley Regional Planning Commission at www.dvrpc.org or the Delaware Valley Smart Growth Alliance at www.delawarevalleysmartgrowth.org.

Take the Steps: Learn About Walkable Communities

To learn more about walkable communities, take the first steps by understanding the language and acronyms often used by planners, developers, architects and local governments. Here are some commonly used terms for New Urbanism and Smart Growth planning:

Brownfields: Sites that are underutilized or not in active use, on land that is either contaminated or perceived as contaminated.

Greenfields: Newly developed commercial real estate on what was previously undeveloped open space.

Infill Development: Infill projects use vacant or underutilized land in previously developed areas for buildings, parking and other uses.

Mixed-Use: Development that is created in response to patterns of separate uses that are typical in suburban areas necessitating reliance on cars. Mixed-use developments include residential, commercial and businesses located in one area.

Neo-Traditional Development: A traditional neighborhood where a mix of different types of residential and commercial developments form a tightly knit unit. Residents can walk or bike to more of the places they need to go and municipal services costs are lower due to the close proximity of residences.

NIMBY (“Not In My Backyard”): An acronym for the sentiment that exists among some people who do not want any type of change in their neighborhood.

Sprawl: Development patterns where rural land is converted to urban/suburban uses more quickly than needed for new residents and businesses. As a result, people become more dependent on automobiles.

Sustainable Development: Development with the goal of preserving environmental quality, natural resources and livability for present and future generations. Sustainable initiatives work to ensure efficient use of resources.

Transit-Adjacent Development (TAD): Development that is physically near transit but fails to fully capitalize on its proximity and promote ridership and economic and community development.

Transit-Oriented Development (TOD): Development that is mixed-use, pedestrian-friendly and promotes transit ridership. Through redevelopment, TADs can become TODs.

Traditional Neighborhood Development (TND): Development that reflects historic patterns of town planning, for example, pedestrian-friendly, gridded, narrow streets with town centers. Emphasizes reduced dependency on automobiles or fragmentation of the landscape. Encourages preservation of natural resources and historic or community structures. Usually requires modifications to existing zoning and subdivision regulations.

Sources: Delaware Valley Regional Planning Commission (DVRPC) www.dvrpc.org
Congress for the New Urbanism (CNU) www.cnu.org
Smart Growth Gateway www.smartgrowthgateway.org
Delaware Valley Smart Growth Alliance www.delawarevalleysmartgrowth.org

 Photo: Laura Kicey