Situations change and the plans we’ve made to deal with it have to change, too. But the new plans should be at least as good, at least as effective for dealing with the situation, as the originals. Which is the unsettling aspect of Boston’s current revisiting of past decisions about what to do with Sullivan Square, at the Somerville end of Charlestown’s Rutherford Avenue.Read more
My father told me that “fixing a mistake is usually a lot more difficult and expensive than doing it right the first time.” He was right. And the Seaport District’s multiple shortcomings are a case in point – in terms of transportation and nearly every other dimension of sustainable livability. The area is self-destructively dependent on car-based mobility for both in/out commuting and internal circulation. The roads do not embody the city and state’s commitment to Complete Streets. Transit options are woefully missing and, even worse, the available transit facilities are embarrassingly inefficient. But more generally, the place is a steel and glass desert, excludingly expensive; a daytime-only enclave lacking most of what could have been done to make it a real neighborhood. It is, unfortunately, a classic example of what happens when government doesn’t plan for the public good – when it becomes so desperate to attract business that it ceases to shape the market and allows individual firms to develop space in ways that go no further than their own immediate, profit-driven needs.Read more
AN OPPORTUNITY FOR EQUITABLE DEVELOPMENT: Boston Needs To Give As Much Attention to the Low-income Fairmount/Indigo Corridor as to the High-Income Seaport
The Seaport has everyone’s attention as city and state agencies scramble to make up for the hard-to-believe absence of a Master Plan to guide the big-money area’s development into a functional neighborhood with parks, transit, stores, schools, bicycle facilities – just about everything beyond offices, restaurants, and condos too expensive for anything besides speculative flipping.
But given Mayor Walsh’s commitment to equity, to improving conditions for all Bostonians regardless of income, it’s surprising and disturbing that more attention hasn’t been paid to one of the city’s biggest equalizing opportunities – the 9-mile Fairmount/Indigo Corridor, especially the Fairmount Greenway component. This inattention is especially disappointing because there are many high-impact actions that can be accomplished at extremely low cost that would visibly improve conditions in a nine-mile stretch through many of the city’s low-income and non-white neighborhoods.
True: the Fairmount\Indigo Line has been upgraded and in-city service started (although fares to Readville are still out of scale with appropriate transit amounts and the inability to use Charlie Cards makes payment very confusing). But even though the city has played a role, the rail and the stations are state projects. What’s clearly a city responsibility is the Fairmount Greenway Project – a walking, bicycling, and family-friendly play-in-the-street route meandering through adjoining residential neighborhoods parallel to the rail tracks.
Years of community meetings organized by the Fairmount Collaborative and the Fairmount Greenway Task Force have devised and approved an extensive set of ideas for the street route and key parcels. The plans include creative designs for inexpensive improvements as well as grand plans for major projects. But with few exceptions, already overburdened city agencies have not been able to do more than provide verbal support and small actions – and it should be clear by now to everyone that they won’t do any more (perhaps, given inadequate funding and staffing levels, they can’t do any more) unless the Mayor explicitly makes this project a strategic priority. The Greenway needs to be prominently written into all the long-range plans the Administration is currently preparing – from GoBoston to Imagine Boston 2030 – but even more important, the many quick-easy-cheap ideas need to be funded and accomplished. Soon.Read more