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View Diary: Sunday Train: Rescuing the Exurb from its Design (42 comments)

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  •  BART to the East Bay (15+ / 0-)

    is beginning to create these kinds of neighborhoods. Check out Dublin CA. The demand for BART is huge -- often the parking lots around the newest stop are filled by 8 am.

    One big problem: no one is buying the condos. They all still want to buy homes further away from the BART stations.

    Second big problem: there's a lot of opposition to extending BART.

    •  What kind of mixed use development is at the ... (7+ / 0-)

      ... street level in the eighth-mile radius around the BART station, between the BART and the parking?

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      by BruceMcF on Sun Jul 29, 2012 at 05:39:43 PM PDT

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      •  I can't say what is there in Dublin but, (6+ / 0-)

        Fremont, Hayward is typical downtown/strip mall use, car lots, that sort of thing.

      •  Zero (5+ / 0-)

        It's giant parking lots, on both sides. Plus, the bus stops are gratuitously far from the station. The whole thing precludes any kind of urbanization. Granted, the station is on the median of I-580, a gigantic freeway.

        Cool serpentine station roof, though.

        Government and laws are the agreement we all make to secure everyone's freedom.

        by Simplify on Sun Jul 29, 2012 at 11:52:54 PM PDT

        [ Parent ]

        •  There you go ... (7+ / 0-)

          ... two strikes against it, but its not a game a baseball, and one strike of that size and you're out:

          (1) You can't build a suburban village in the middle of an Expressway ... that's why its preferable when building local transport in a expressway Right of Way to build on the edge instead of the median, and swing the station out to where it can have development around it. And expressway alignments are better used for intercity rail transport than for local rail transport.

          (2) All day parking lots should not be right next to the station. Right next to the station should be a small kiss and ride drop-off, but there should be space between the station and the park and ride lot, so that people are walking past opportunities for development. Pushing the nearest point of all-day parking lots away from the station entrance allows valuable infill development opportunities around the station, and allows the same space to be devoted to parking without a parking space sea.

          So this would be a station access retrofit challenge, before it can be turned into a location that is suitable for a suburban retrofit. One side or the other needs conversion into a transit oriented development. It may well be that getting that done against the entrenched habits of thinking of BART likely requires the Suburban Village development to be proven in some smaller states in order to get enough property developers in California pushing the state to lean on BART.

          One advantage that the Bay Area has is that it is cheaper to retrofit station access than it is to build an all-new transport corridor. So if this were to get rolling, it would likely be self-financing from the capital levy on development permitted by the easement beyond local zoning restrictions.

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          by BruceMcF on Mon Jul 30, 2012 at 05:07:22 AM PDT

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