A building in New Port Richey, Florida. Photo via Wikipedia Commons.
On July 30 and 31, 2014, officials and local residents of Pasco County, FL met with representatives from Smart Growth America as part of a free, grant-funded technical assistance program. The workshop aimed to provide Pasco County with tools and techniques to implement plans to revitalize the Harbors, a portion of the U.S. Route 19 corridor that follows the county’s coastline.
Downtown Cheyenne, WY. Photo by Cliff, via Flickr.
Cheyenne, WY is at a crossroads. As the state capital of Wyoming, the city of 65,000 residents has long represented the cultural identity and values traditionally associated with the rural American West. Yet just 90 miles north of Denver, CO, Cheyenne is also a growing participant in the economy of the Front Range region, which includes Denver, Boulder, Colorado Springs and Ft. Collins among other major and mid-sized metropolitan regions in northern Colorado.
“Residents in Cheyenne want to become a part of that growing Front Range economy, while still being rooted in the values of Wyoming,” says Cheyenne’s Planning Services Director Matt Ashby, a member of Smart Growth America’s Local Leaders Council. For Ashby, balancing these two sides of the city is about attracting new investment to Cheyenne while preserving the city’s unique character.
Carroll Creek Linear Park in Frederick, MD. Photo by Sarah Absetz.
Known as “The City of Clustered Spires,” Frederick is the second largest city in Maryland, with a population of 65,000 residents. Located an hour from Washington, DC and Baltimore, MD, the city boasts a 40-block downtown historic district and an unmistakable sense of place.
“Frederick is the second largest municipality in the state, but we still have a hometown feel. This is not just from the architectural character of the town, but also the character and personalities of the residents,” says Mayor Randy McClement, a member of the Maryland Chapter of Smart Growth America’s Local Leaders Council.
The city has a history of revitalization, starting in the 1970s after several major employers had left the city and massive flooding devastated downtown Frederick. The resulting flood control project was designed to double as a downtown park and economic development tool. The first phase of the park project, called Carroll Creek Linear Park, was completed in 2006, and includes pedestrian paths, water features and an outdoor amphitheater. The $15 million project brought a $50 million return on investment to the city, adding 1,500 new jobs and transforming the downtown.
Unless you’re walking to your destination in a busy downtown neighborhood, chances are good that you need parking at the end of the trip. Nowadays, several cities are changing their thinking on parking regulations in response to the growing demand for car-light living.
Typically, parking rules are used to establish the minimum number of off-street private car parking spaces that must be provided in new residential and commercial developments. This helps manage traffic and congestion as new projects and more people come to the area, and it helps keep parking demand from overtaking supply over time. However, the following cities are modernizing their approach and tackling the parking issue in new ways.
A scene from Sunday Streets HTX on Westheimer Road. Photo by Andrew Seng / University of Oregon Emerald via aaonetwork.org
It’s little secret that Houston, Texas, is on the rise. From 2000-2010, Census data shows that the city’s metro population grew by 26 percent to 5.95 million people. In 2013, that number had risen to 6.34 million, and the Houston metro expects to add another 1 million residents by 2020. While this growth is exciting, it also creates new challenges like stress on existing street infrastructure.
Festival Italiano in walkable sub-urban Belmar, Denver, CO. Photo via Flickr.
Walkable real estate is in high demand in America’s large metros, and tomorrow’s most successful cities will be the ones that capture that market—but the walkable places they build may not look like today’s downtowns.
In Foot Traffic Ahead, our June report co-released by our LOCUS coalition and the Center for Real Estate and Urban Analysis at the George Washington University School of Business, we ranked America’s largest metropolitan areas based on their projected future growth in development of walkable places. That list of nascent future walkable real estate hot spots included surprise contenders like Atlanta, Denver, and Los Angeles—far from the usual suspects for such rankings. Meanwhile, some famously walkable cities like Portland, Pittsburg, and Baltimore were projected to fall behind.
The difference owes to walkable sub-urban places, an unconventional category that includes both historic town-center type suburbs and modern transit-oriented developments. In our highest-projected metro areas—from Washington, DC to Atlanta, GA—a large percent of new growth is expected to take the walkable sub-urban form.
In today’s American economy, where so much is imported from other countries, American cities are rediscovering their manufacturing roots. Industry shakeups and the economic downturn demonstrate the vulnerability of cities that rely on single-industry manufacturing sectors like steel and automobiles. But while large-scale industries suffer from lack of resilience, small-scale manufacturing is creeping back into our cities and strengthening our local economies.
Today, though the manufacturing sector makes up just 12% of US GDP, the sector has grown at roughly twice the pace of the country’s overall economic growth since the end of the recession. Manufacturing provides high-wage, low-barrier to entry jobs with the average manufacturing salary roughly $10,000 more than the average U.S. job. Between 2010 and 2012, manufacturing jobs grew by over 400,000—many of them in small businesses. The opportunity for local job growth is great.
Many state DOTs select transportation projects without much coordination with their local jurisdictions. Recently officials in Tennessee decided to do better. Now, key officials from the Tennessee Department of Transportation (TDOT) have reinvented how the department interacts with local communities to create better outcomes for projects across the state while saving taxpayer money at the same time.
In our April profile of TDOT Commissioner John Schroer, we explained how Schroer initiated a “top to bottom” review of the department. Part of Schroer’s vision for TDOT is for state planners to work more proactively with local communities in the early planning and design phases of transportation projects. Schroer then created a new team tasked with changing the way TDOT plans, designs and funds transportation projects across the state.
The figure leading this charge for TDOT is Toks Omishakin, Assistant Commissioner of Environment and Planning. In 2011, Schroer appointed Omishakin as Deputy Commissioner with the aim of better coordinating TDOT’s long-range planning and project management. A planner by trade with a degree in Urban and Regional Planning and previous roles with the Metropolitan Government of Nashville and Davidson County, Omishakin is rethinking TDOT’s approach to community relations and transforming how TDOT plans and consults with local governments across the state.