Archive | Featured

Commuter Rail, Urban Infill Stations, and Shuttle Train Rapid Transit


DMU train in Luxumbourg. Photo (cc) bindonlane

This post was submitted Greater City: Providence reader Peter Brassard. If you’ve written something you’d like us to consider posting, please contact us and let us know.

Rhode Island’s commuter rail service as currently conceived may not be conducive to encouraging ridership. Distances between existing and proposed stations are too far. Much of the focus has been on extending the system further into low-density suburbs. For Rhode Island commuter rail to succeed, more needs to be done to take advantage of existing walkable urban neighborhoods that have a high potential for passengers. Some of these areas have large amounts of commercial/industrial space or development opportunities. Due to Downtown Providence expansion, the rail system will be challenged, as long as there’s no internal downtown high-frequency transit, such as the proposed Core Connector, to directly link rail passengers to the far reaches of downtown.

Rhode Island’s commuter rail doesn’t capitalize on density variations and neighborhood assets of the Providence area. If Rhode Island’s commuter rail functioned as a rapid mass-transit system, besides increasing the number of passengers, it would help to revitalize and expand development opportunities for neighborhoods along the rail line. The implementation of medium frequency shuttle train service within the Rhode Island instate rail corridor would offer predictable headway times at regular intervals that could operate in addition to MBTA commuter and Amtrak trains. Air and intercity train travelers, commuters, and the general public would greatly benefit from this level of service.

A variation to a commuter rail or shuttle train is the German S-bahn or French RER or San Francisco’s BART. An S-bahn type system is usually the same as commuter rail in suburban areas, but differs when it’s within the central urban core, where it has characteristics of a subway or metro. Usually stations within the core zone are located close together at quarter- to half-mile subway station distances and schedule headway times typically fall somewhere in the middle of commuter rail and subway schedules. Depending on the city, central core rail infrastructure can be underground or at grade utilizing existing rail corridors. A hybrid of a shuttle train and an S-bahn might be best for Rhode Island.

Continue Reading →


What Cheer/What Jeer 2010

What Cheer/What Jeer was originally supposed to be a monthly, or a quarterly thing, but you know what, it is a lot of work putting a list like this together, so it has become an annual thing. So join us as we take a look back at 2010, What Cheering the good and What Jeering the bad.

whatcheerProvidence River Pedestrian Bridge

Whether you love it or hate it, Providence will soon be getting a new pedestrian bridge over the Providence River. Design firms large and small from around the world entered the competition that led to the winning design. And the competition got people around the city interested in transportation and design.



Last year we declared that 2010 would be “The Year of RIPTA” and not to be too smug about it but, we were kinda right.

In December 2009 RIPTA and the City of Providence released the Metro Transit Study, which drew a lot of attention to its proposal to run a streetcar line through Providence. This year, RIPTA embarked on their Core Connector Study, the first step toward bringing streetcars back to Providence. In June, U.S. Sec. of Transportation Ray LaHood visited Providence and was very excited about our future plans. RIPTA also took delivery of a new fleet of hybrid buses and trolleys in October. This year also saw RIPTA unveil a 5-year plan for the future of transit in Rhode Island. Finally, RIPTA hired a new CEO, Charles Odimgbe. It is early days yet in Mr. Odimgbe’s tenure, so it remains to be seen if he’ll be What Cheered or What Jeered next year.

Certainly all was not good for RIPTA this year, 2010 saw the continuation of an annual tradition wherein RIPTA’s budget falls short resulting in the agency looking to cut routes and/or increase fares. This year they went with increasing fares yet again. Here’s hoping the incoming Governor and General Assembly can work to address the issues surrounding RIPTA’s budget.

Continue Reading →


What’s going on with the Dynamo House?


More than any other, that is the question I get most asked about. Anything happening with the Dynamo House?

I tell people I know it is firmly planted on the Planning Department’s agenda, the Mayor seems to be concerned about it, but the economy blows. Well, Providence Business News had a little more info yesterday.

Harbor East Development Group LLC is looking to take control of the project from the beleaguered Struever Bros. Eccles & Rouse. Like Struever, Harbor East is Baltimore based; they were originally an investor in the Dynamo House project.

The $150 million project has been beset by numerous setbacks, with the latest being the financial implosion of Stuever Bros. We’ve written about Struever’s financial woes before.

The power plant was originally donated to the Heritage Harbor Museum by Narragansset Electric in 1999 and the entire building was to be devoted to the museum. As it became clear that Heritage Harbor could not fund a museum of that size, private investors were brought in to work with them. Eventually settling on a plan that included approximately 150,000 square feet of office space and an Aloft brand hotel.

Currently there is various grant money, state bonds, and historic tax credit money sitting in limbo to go towards funding the project. There are also a gaggle of creditors looking for money for work that has already been done, but was not paid for; putting anyone who takes over the project in a tough position.

The other tough position is making up the rest of the financing. Providence’s office vacancy currently sits at around 21% and the credit markets are what one could call, tight.

Having a big tenant lined up could persuade lenders to open the credit spigots. “We have to [find] a 150,000-square-foot user, or you’re not going to build anything,” [Michael Ricketts, Harbor East’s vice president of development] said.

So we currently stand with a new developer in the process of taking over ownership of the property and control of the project. Funds floating around waiting for the project’s future to become clear (though not close to the estimated $150 million needed). A badly bruised Heritage Harbor Museum still looking to make it work. A franchise agreement for an Aloft Hotel on site. And 150,000 square feet of office space needing a tenant.

If anyone knows anyone who is looking for a 150,000 square feet of office space in Providence, have them call Harbor East.


Providence River Pedestrian Bridge Design Finalists

Last night at City Hall the design finalists for the new Providence River Pedestrian Bridge were unveiled. The designs are on display for public comment at City Hall. They are also online at Flickr (how web2.0 of the city, I like!). Let’s run them down here, but also be sure to visit the links for each design as I am not hyperlinking all that is available to read over on Flickr (and there is a lot!).

WaveNet Bridge

Design Team 1



More renderings and detailed information here.

Pedestrian Bridge

Design Team 2



More renderings and detailed information here.

Three Pier Bridge

Design Team 3



More renderings and detailed information here.

The Uncovered Bridge

Design Team 4



More renderings and detailed information here.

Team 5

Design Team 5



More renderings and detailed information here.

Continue Reading →


Thoughts on the Councilman Hassett hit and run

Atwells Avenue. Image from Google StreetView

First, this goes without saying, but let’s say it because I’m about to get angry. Our thoughts (and I’m sure for those of us that do so, prayers) are with Councilman Hassett and his family and friends, and we hope for nothing but the speediest and fullest recovery for the Councilman and to see him back at work at City Hall soon.

Now’s the part of the post where I start to get angry. First I’m going to get angry at myself. Pedestrian injuries and fatalities are such a common place occurrence around here, and the section of Atwells where the Councilman was hit is among the most common, that I barely think about it anymore. It is simply part of the landscape. Like changing leaves, or students coming back to town.

The Journal reports:

The accident was the second severe mishap on that part of Atwells in five days.

A week ago, Brittany DeQuattro, whose home address the police withheld, suffered leg fractures and severe head cuts on her 22nd birthday when she got out of a parked car and was struck by the eastbound car of a hit-and-run driver in front of 422 Atwells. DeQuattro was hospitalized for a time and Zienowicz said she is expected to fully recover. The incident remains under investigation.

The scene is near the intersection of Atwells and Marcello Street, where a car driven by an off-duty policeman on a rainy night in December 2005 struck and killed a young woman pedestrian. The policeman was not criminally charged.

In October, Ericka Manzo, 25, was seriously injured near 216 Atwells when she was struck by a car driven by an allegedly drunken man as she crossed the street at about 1 a.m. The man was criminally charged in the hit-and-run accident.

People have been talking for years about the need for safety improvements along Atwells, where the speed limit is 25. After the 2005 fatality, the city did install more speed-limit signs.

That list does not include the elderly gentleman who jumped the sidewalk and slammed into the facade of Siena last Tuesday (thankfully no one on the sidewalk or in the restaurant were hurt).

Photo by Jim Beller

It also does not mention the person who was struck earlier this year prompting then Council-candidate Steven Meresi to get Traffic Engineering to install a crosswalk at the western end of Atwells, not far from where the Councilman was struck.

See what I mean? It happens all the time, one eventually gets outrage fatigue and I’m suffering from a severe case of it. I’m tired of being tired of hearing about people being run down in the streets and now I’m angry.

I’m also angry at the rest of the media. Of course the reaction to a City Councilor being struck by a car will be different than a private citizen as far as the media is concerned. More people know the Councilor, so it is a bigger story, we all know what a City Councilor is even if we don’t know the specific person. So it is a big story, OK. But look back up at that list from the Journal, someone in the newsroom could have picked up on that years ago and made a bigger deal of it.

I’m also angry with the City Council and the Mayor. The Journal goes on to write:

Lombardi said he asked Mayor David N. Cicilline’s staff to spend federal aid under the Obama economic stimulus bill on traffic-calming measures on Atwells but was told that the work was “not shovel-ready” and did not qualify. Lombardi insisted that preparation had been made and it did qualify.

“Obviously, [traffic] enforcement would be nice there, too,” he said. “People pick up speed. It’s difficult to see at night.”

It is no secret that the Mayor and Lombardi are not exactly friends. Somehow Steven Meresi, who at that point was just a regular citizen, got Traffic Engineering to install a crosswalk within days of someone else being struck, but Lombardi has not been able to get any serious action in decades in office. Was Cicilline playing politics with people’s lives? Was Lombardi not trying hard enough to rectify a deadly situation? I’ll let you dear reader be the judge.

I’m also angry with Traffic Engineering. The Councilor and the Mayor should not even have had the opportunity to bicker over this issue, Traffic Engineering should have identified the problem (or PPD should have identified it for them), and worked up a solution. If not to engineer roadways so that people are not struck down on a regular basis, then what is Traffic Engineering for? I will be asking the next Mayor to look into Traffic Engineering, determine what their function should be, and urge him to work to make them more effective.

Continue Reading →


All at once, or slow and steady. How to develop the Route 195 land?

Rendering by Kohn Pedersen Fox via The Architect’s Newspaper

Seemingly (and perhaps literally) since before I was born, Boston has been attempting to redevelop the area across Fort Point Channel from downtown. The Fan Pier area and what is now being called, Seaport Square. Over the decades plan after plan has been proposed and approved only to fall through.

To be sure, some development has indeed happened in the Seaport District, the new Convention Center, associated hotels, office buildings, the new home of the Institute of Contemporary Art, the Federal Court House at Fan Pier, and more have all been developed in the last 20 years. And the city still persists in trying to get some large scale masterplan off the ground for the largest parcels that sit between the city’s core and the nascent development that has occurrured more organically so far.

Boston’s Mayor Menino is billing the Seaport District as an “innovation district,” just as Mayor Cicilline is proposing a “knowledge district” on our city’s Route 195 land and through the Jewelry District. The Seaport District is also touted as being a nationally unique opportunity for the redevelopment of so much land so close to an existing urban core, sound familiar?

The Architect’s Newspaper reports on the approval of the latest masterplan, the $3 billion, 23-acre, 20 block, 22 building, 6.3 million square foot Seaport Square project.

Though no architects have been chosen yet, the first phase is slated to start in late 2011 with apartment buildings and an Innovation Center incubator. The Master Plan approach has allowed the city to look at the neighborhood holistically and decide what ingredients were important, such as pedestrian connections and open space. But as anyone who knows Boston will remind you, we’ve been here before, many times over the last quarter century.

While the plan’s approval is encouraging, city officials are wary of getting left with acres of vacant sites should the development stall out. Indeed, Boston Global Investors CEO John Hynes III played a lead role in a condo and office tower on the site of the former Filene’s department store in nearby Downtown Crossing|a project that notoriously stalled after demolition and excavation in 2008. According to BRA director John Palmieri, the authority has since made final approval of developments contingent on a confidential review of project financing.

Though I’m not painting a pretty picture of the masterplanned approach, that is the question for discussion here. With our economy still possibly years from solid recovery, should we spend that recovery period working on a masterplan for the Route 195 land, or do we want a more organic approach, as each parcel is developed, we review it individually, and figure out how best to fit it into what has been developed prior?


Coastway Community Bank on Washington Street

Rendering by Saccoccio & Associates Architects

Back in March Coastway Community Bank first appeared before the DRC to seek permission to renovate the old Washington trust location on Washington Street and move from their Greene Street location. I saw some renderings around that time, Coastway was back at DRC that April, then I heard nothing about it and had pretty much forgotten about it.

Well, this week work started up on the project.

Photo by Jef Nickerson

As you can see, they are doing a pretty major gut job on the building, but my understanding is that what you see in the rendering above will be built within the hollowed out shell of the existing building, so not a total demo. To recall what the building looked like, here’s a photo from late 2008 just after Washington Trust moved out.

Old Washington Trust Bank

It is so long ago that I saw that first rendering that I can’t really recall if this is changed at all from their original vision (I want to say it is). Either way, I think this is an improvement on the existing building for sure and have no problem with it. It’s not knocking my sox off, but I like it.

The building with more glass is more urban-friendly. Really, in an urban building, you want a lot of glass on the ground floor (DRC actually has rules about the amount of glass needed on new construction). The glass let’s the light and activity inside the building translate to the street and help animate and light the street.

Now of course we’re talking about a bank here, so the animation will end with bankers hours and will likely be nonexistent most of the weekend. But we can probably safely assume that there will be some lighting at night, both inside and likely on the facade, so it will at least alleviate the dark hole which is the current building.

It is also nice to see landscaping of the parking lot adjacent to the building. That particular arrangement of trees and shrubs could just be the renderist* making the drawing look pretty, but there is a landscape architect (Gates, Leighton & Associates, Inc.) listed on the sign outside the building, so I assume there is some green going in there (and knowing several members of the DRC, I assume that was something they insisted on).

So another bank, ho-hum, but an improvement to the streetscape and another vacant building put to use, I’ll let myself be satisfied with that.

*Did I make up renderist as a job title, or is that an actual thing? One who draws renderings?


A New Vision for Kennedy Plaza

A number of people have been working on this for some time, I’ve been to a few charrettes and meetings, and the vision is pretty exciting, take a look at the videos and express what you think in the comments:

Produced by Friends of Kennedy Plaza and Coalition for Community Development, this video presents a new vision for the Greater Kennedy Plaza in Downtown Providence, Rhode Island. For more information please visit

Image compilation, renderings and voice over by Russ Preston of Cornish Associates, Providence, RI.

I encourage you to use the Full Screen option to better see the drawings and images.


New York\’s Quality of Life Agenda

Yes, yes, I know. Providence is not New York, it is hard to compare. But all of these initiatives are things that can and should be scaled to Providence.

Look at this Times Square statistic again, there was a ten-to-one ratio of pedestrians to cars, yet 90% of the space was devoted to cars. No place in Providence is Times Square, but places like Atwells Avenue, Thayer Street, Kennedy Plaza, Elmwood Avenue, Broad Street, etc. are certainly given over more to cars than to the pedestrians that actually are using the space.

The biggest take-away for me, is that these changes have happened in 3 years. I attend a lot of meetings around the city and I am seriously to the point now where I feel like we have too many meetings, too much public input. We’re taking in circles at this point. When the loudest people showing up to the meetings are the ones that will never be happy with anything, it is no wonder we never get anything done. Of course, it would help a lot if agencies like RIDOT would actually present palatable plans from the get go, and if rules and regulations were actually enforced so we did not all the time feel like we had to come out and fight against things.

That talking in circles and getting nowhere is changing a bit though, the Pedestrian Bridge is on a major fast track schedule, and the Core Connector Study is also moving along rapidly. Both of those projects have external forces making their schedules move. The ped bridge needs to be done within the timeframe of the Iway project, and the Core Connector Study in part has use-it-or-loose-it stimulus money.

Let’s hope our next Mayor, like Bloomberg has done in New York, can present and sell a vision and can engage the people who want to see change, so that the naysayers are not the ones monopolizing public discussion, so we can get some stuff done around here.

Via: Urbanophile


Elmwood Avenue Enhancement Report

From Community Works Rhode Island comes the Elmwood Avenue Enhancement Report . RIDOT has been planning for the rebuilding of Elmwood Avenue, and their proposals were typical RIDOT move as many cars as possible in the least amount of time designs. Community Works and others got out ahead of RIDOT and asked the community what they wanted and came up with this report which incorporates many Complete Streets paradigms and takes into account not just the automobile traffic, but pedestrians, cyclists, school children, open space, and the needs of the residents of the neighborhood.

From Community Works:

As many of you are aware, Community Works Rhode Island has been working with neighbors, elected officials and RIDOT for several years to make sure that the upcoming re-pavement of Elmwood Avenue meets the needs of this community. Starting in 2005, we held numerous public design meetings to create neighborhood-based recommendations for improving Elmwood as our neighborhood main street and historic Avenue. Through our meetings, it became clear that the neighborhood priorities are to make the Avenue a safer place to walk and bike, a more appealing place to do business, and a greener, more accessible route to Roger Williams Park, including “bringing the elms back to Elmwood.”

After much work by our elected officials, especially Senator Juan Pichardo, many neighbors and local organizations and our landscape design consultant L+A Landscape Architecture, we are pleased to release the final report of recommendations that was created out of this lengthy process. This report was delivered to RIDOT this week. Community Works Rhode Island will continue to advocate for the recommendations of the report as RIDOT moves forward with their design process for the Avenue, and asks for your support in distributing the report to the larger community and advocating for the recommendations.

Community Works Rhode Island thanks all of you who participated in the process over the years, and looks forward to continuing to work together to transform Elmwood Avenue.

The report looks at the street as a whole, but divides it into seperate areas with different needs. The southern end is the “Bikeway to the Park” with seperated bike lanes and enhancements to the roadway to slow highspeed traffic and allow for a better environment for cyclists and pedestrians, with an emphasis on making a pleasant experience for people heading to Roger Williams Park.

In the area around the Knight Library and Gilbert Stewart Middle School there is a “Hyper Zone” which makes large scale interventions to slow traffic and increase the safety of children in the area. Techniques such as raised cosswalks, textured pavement, and corner bump outs are recommended.

A pedestrianization scheme is recommended for Columbus Square (the area where Reservoir Avenue splits off Elmwood). Northbound traffic on Reservoir would be diverted to Adelaide Avenue making a right angle intersection with Elmwood instead of the highspeed race to make the green light and merge which happens now (we’ve all done it). Atlantic Avenue, immediately south of the triangular park, would be closed to traffic and pedestrianized, making the park connect to the block to the south and having it now function as a usable public space, and not as a glorified traffic island as it is now. Other pedestrian enhancements are recommended.

As is the case in Olneyville, Elmwood and South Elmwood are neighborhoods with a low level of car ownership and a high level of transit use. The current configuration of Columbus Square is all about the car and even the retail in the area is auto oriented, if not shops that sell things for cars, or sell actual cars, they are shops set back from the street with massive parking lots not at all catering to the many people in the community who arrive on foot. A better pedestrianized Columbus Square will encourage retails to cater to pedestrians and will attract new development that is suitable to the neighborhood.

I encourage you to download the full report and review it for yourself. It is a good template for other street redesigns in the city. If you support the report’s recommendations, especially if you live in the study area, be sure to contact RIDOT and let them know.


East Providence, Village on the Waterfront

Rendering from Village on the Waterfront LLC

ProJo reports that the East Providence Mayor and City Council are WICKED excited about the prospect of a $167 million condo, marina, commercial development on that city’s waterfront.

“Are you kidding me,” said an excited Mayor Joseph S. Larisa Jr. “This is the single greatest private economic development project in the history of East Providence. At the end, we will have an absolutely, tremendous project that frankly, no one else is willing to do. [The Chevron Corp. and Village on the Waterfront group led by Providence Realty Investment LCC] know the recession will end at some point soon, hopefully, and they want to be poised to have a project up-and-running that will be great for the city and, of course, great for them.”

“This is the best thing that has ever happened for the city,” Councilman Bruce DiTraglia said.

BEST THING EVER! I don’t want to burst anyone’s bubbles, the leaders of East Providence are certainly aware of the number of proposals that have gone nowhere on the East Providence waterfront, and certainly, they are aware that the economy… well it kinda sucks right now.

On the other hand, the developer is Chevron, yes that Chevron. If anyone has money to make a development like this happen, it would probably be an oil company. The site being developed, or more accurately, redeveloped, is the company’s former “light product terminal.”

View Village on the Waterfront in a larger map

The East Providence Waterfront Commission’s page describes the development like this:

Chevron has entered into a cooperative agreement with Village on the Waterfront LLC to transform Chevron’s former light products terminal on Veteran’s Memorial Parkway into a mixed-use community called “Village on the Waterfront.” The 26-acre site will have 600 residential units contained in townhomes, condominiums and apartments with 40,000 sf of commercial uses, including a restaurant, shops, office space and a fitness center. Ten percent of the housing units will be affordable housing, as required by Waterfront District regulations.

There will also be a kayak beach and rental store that will be open to the public, along with all open space, trails, and a proposed fishing pier. Waterfront Drive will be extended south through the site, as will a spur to the existing East Bay Bike Path. Construction is expected to begin in 2011: the project will be constructed in five phases over nine years.

The project was approved by the commission last year, the reason it is in the news now is that the city has approved a financial arrangement with the developer including a TIF.

The Village will be built in 4 phases, with the first phase projected to start in 12 to 18 months and to take 12 months to complete. The first phase encompasses mostly infrastructure, site remediation, water, sewer, electric, extending Waterfront Drive, and development of the commercial structures and some residences. East Providence Planning Director Jeanne Boyle told the Journal she expects the project to be complete in 8 to 10 years.


Natural Food grocery sought for West Side location

Image from WBNA

The WBNA has issued a Request for Proposals for a natural food grocer in their new building at 1577 Westminster Street.

West Side group seeks natural foods grocery to partner

Big incentives for “right fit” grocer or co-op in newly constructed, green retail space

Providence, Rhode Island – October 4, 2010 – The West Broadway Neighborhood Association (WBNA) seeks proposals and is offering substantial incentives for a healthy, affordable, natural grocery store or food cooperative to occupy the ground floor retail space of its newly constructed building on Westminster Street.

On a site that was once a vacant and blighted auto shop, the sparkling new mixed-use building at 1577 Westminster Street is the result of collaboration between the WBNA and SpurwinkRI, two organizations that came together with the express purpose of creating a place that would contribute positively to the community.

“The community has been integral to this project from its inception. The WBNA held a design competition, and neighbors chose the winning design,” said Kari Lang, Executive Director of the WBNA. “But the crucial focus of the project came when the community repeatedly asked for a local, affordable and natural grocery store. It became imperative to address that need by opening the ground floor to a local food co-op or small business owner.”

To help meet the financial needs of a startup grocery business, the WBNA secured a three year Community Impact Grant from the United Way to attract and provide incentives to an urban local food cooperative initiative in its new space. The grant enables the neighborhood group to offer rent subsidies, solar panels, and other perks, as well as funds towards refrigeration equipment and an Outreach Coordinator for the chosen applicant.

“We are thrilled to have a grant from the United Way that allows us to offer substantial supports to a grocery so that it can become a strong, stable business,” said WBNA Treasurer Jean Poehler. “Speaking as a former small business owner and advisor of business plans, this truly is a tremendous opportunity. And the buzz is palpable – neighbors are thrilled that, by early next year, they can walk to buy affordable, natural food.”

By its occupancy date early next year, the building is sure to give back on many levels. The structure is not only designed with green materials and with architectural sensitivity to its historic neighborhood, but also contains the mission and purpose of its two nonprofit owners. SpurwinkRI is to provide affordable housing to individuals with disabilities on the upper floors, while the WBNA serves the needs of the community on the ground floor by bringing a healthy, affordable, natural food grocery or cooperative to its retail space.

The 1577 Westminster Street project has become the centerpiece of the WBNA’s “SWELL” campaign that supports local food systems and community economic development. “SWELL” is an acronym for “Shop, Work, Eat and Live Local,” and is at the heart of the group’s request for proposals. The group seeks a grocer or co-op that carries Rhode Island and other local products and that would be open to the public as a full service grocery store.

For a copy of the Request for Proposal please contact Kari Lang at the WBNA at or 831-9344. Proposals are due on Oct. 28, 2010.


Amtrak’s Next-Gen High Speed Rail vision by-passes Providence

Update 07/11/2012: Amtrak has released an updated vision for the Northeast Corridor which happily does not by-pass Providence. Read the report. (.pdf)

Amtrak released A Vision for High-Speed Rail in the Northeast Corridor [.pdf] today. The Vision is as of yet unfunded, would not be complete until 2040, and the alignment analyzed for this report would by-pass Providence (there’d be a station in Woonsocket though).

A number of possible alignments were initially analyzed for their potential to meet these goals.

New York City to Boston

In the New York City-to-Boston segment, the study team examined a variety of potential alignments, including a “Shore Alignment” paralleling the existing NEC; a “Long Island Alignment” heading east of out New York and traversing Long Island Sound; and “Highway” alignments paralleling all or portions of major interstate highways, including I-84, I-90 and I-91, through Connecticut and Massachusetts. It is important to note that virtually all of the alignments considered pose a variety of construction and environmental challenges. It was beyond the scope of this study to analyze all potential alignments in significant detail. However, a representative alignment was chosen for analytical and costing purposes. This “Analyzed Alignment,” as shown in the figure, parallels the existing NEC from New York to just north of New Rochelle, then follows a combination of highway, rail and overland routes through Connecticut and Massachusetts, before rejoining the existing NEC south of Rt. 128 in Massachusetts and paralleling it into Boston. A route substantially paralleling the existing NEC between Boston and New York was not chosen for initial analytical purposes because of a combination of capacity constraints on MetroNorth’s New Haven Line between New Haven and New Rochelle. Curvature restrictions and design requirements to meet environmental concerns on the Amtrak-owned “Shore Line” from the Massachusetts state line to New Haven would make it extremely difficult to meet the travel time targets of approximately one hour and 30 minute service.

Now, this is a preliminary report, and nothing has been engineered or officially picked yet, so it is not exactly time to panic about being bypassed. Also, this is a plan for a 240mph corridor between Boston, (Woonsocket??), New York, and Washington, plus other cities; highspeed rail of somesort, just not as fast, would still run between Boston, Providence, New Haven, and New York City.

Pink and green lines, new Next-Gen Highspeed rail, service Bos-DC in under 4 hours. Blue line, existing regional and Acela routing. Yellow line, Next-Gen route, Acela-like speeds Boston to NYC (stopping in Providence) and Next-Gen speed south of NYC.

However, it is never too soon for our Governor, Mayor, Congressional Delegation, and everyone else to start working to ensure that we’re on that line.

If the highspeed line were routed south to Providence then west to Hartford it would finally establish the mythical Providence-Hartford connection that was canceled out of the Interstate Highway plan.

Thinking about how a line to Hartford would branch off our current section of the Northeast Corridor (presuming that the existing Providence Station would be our highspeed rail station), a branch along Route 6 out of Olneyville makes sense as the starting point for the Providence-Hartford line. This Next-Gen Highspeed route is still 30 years from reality, but we should not do anything now to preclude it. As we look toward re-engineering the 6/10 interchange for example.

Nothing against Woonsocket, but if we’re going to lay new track (which is what this plan calls for) between Boston and Hartford, it would be ridiculous for it to serve Woonsocket, but not Providence.

View the entire report here. [.pdf]


Some observations from Alexandria, Virginia

Last weekend I was in Alexandria, Virginia. My hotel which was mega-cheap and right next to a Metro station was out in the exurbia hell next to the Beltway surrounded by surface parking, but not too far away was Old Town. While walking around the King Street area I snapped a few photos.

CVS without a drive-thru!

CVS in Alexandria, VA

I was very confused by this CVS, it appears to not have a parking lot or a drive-thru. How do people shop there!?!

Adopt a Block

Adopt a Block in Alexandria, VA

Seems like a simple concept.

More Shops

Alexandria, VA

Wondering where the shops are?


Alexandria, VA

Wondering where and how far away the waterfront is, the Metro Station..? This is not the prettiest sign, but it works.

Public hearing notice

Alexandria, VA

Wondering what is up with that building, wondering when the city is holding hearings about it?


Rumor: RISD to demolish Farnum Hall

Image from Google StreetView

This post is marked as a rumor because I have not been able to independently verify it yet, but it is not a surprising development.

ArtInRuins posted the info on their Facebook page the other day.

Farnum Hall is located on Congdon Street not too far from Prospect Park.

RISD Facilities closed the building a couple years ago due to its condition. My understanding is, aside from the fact that it was used as a dorm and then art studios which was pretty hard on the interior, the building is actually suffering foundation issues. Word around campus was that it is slowly sliding down the hill.

Image from Google StreetView

It is a very handsome yellow brick courtyard style buidling, a type that is actually rather rare in Providence, and undoubtedly worthy of saving. I do fear however that the foundation issues may be insurmountable.

RISD was hit hard by the recession and has a backlog of maintenance projects for existing buildings, so it seems unlikely that they would build anything on this site for quite some time. The major issue if (likely when) this building comes down will be the pressure from faculty and staff on the RISD campus for more on-campus parking. The building already has parking on two sides and the presure to turn the entire cleared lot over to parking will be overwhelming.

RISD is also land poor, almost all of its existing property has buildings or parking on it. The students lack on-campus spaces for outdoor recreation and that has been a perennial issue brought up by student government. So here’s hoping the students can get the basketball courts and other outside amenities they’ve been seeking and that those needs trumps the parking needs.

Disclosure, I used to work at RISD


Providence Journal seeks demolition of historic Brownell & Field Co. Building

Photo from Providence Preservation Society

The Providence Business News reports that the Providence Journal is seeking permission to demolish the 1907 Brownell & Field Co. Building located at 119 Harris Avenue.

The building is listed on the Providence Preservation Society’s 2010 list of 10 Most Endangered Properties.

The Brownell & Field Co. and Terminal Warehouse Co. buildings represent a typology that faces development challenges in this economy. They are both located in areas where they remain one of the few historic structures of their kind due to the demolition of other warehouses and industrial complexes.

The Brownell & Field Company Building is part of the Provisions Warehouse Historic District. Brownell & Field and two adjacent buildings, Standard Wholesale Liquors Co. (1937) at 115 Harris Avenue and Turner Centre System Building (1923-26) at 135 Harris Avenue, are the only buildings remaining in that district. Brownell & Field is also part of the city’s Industrial & Commercial Buildings District (ICBD).

The building is a three-story, flat-roof, lozenge-shaped, brick industrial building with close proximity to the railroad tracks. The building’s trapezoidal plan is a response both to the rail lines that directly served the building, with access for loading and unloading along the north wall adjacent to the tracks, and to the vehicular traffic that had access to loading bays on the west elevation.

The Journal will be seeking permission to demolish the building at the Monday meeting of the Providence Historic District Commission. The Commission meets at 4:45pm at 400 Westminster Street, 4th Floor. Providence Historic District Commission Meeting Agenda [.pdf]

PPS told the Providence Business News:

The society charged that the Journal neglected the building’s upkeep and was now using its poor condition as justification to tear it down.

“As the owners have failed to show plans for a higher and better use of the site, we see no compelling basis on which to grant demolition,” the society said.

In an interview, the society’s Preservation and Advocacy Coordinator Kathleen Philp said the organization was urging the Journal to retain the property. She said if the state restores the historic preservation tax credit program, the site could become more valuable.


Why a Monorail is Better than a Streetcar

This post was submitted Greater City Providence reader Peter Brassard. If you’ve written something you’d like us to consider posting, please contact us and let us know.

A monorail is a better choice than a streetcar. The construction costs for a light monorail are similar to streetcars, but operational costs would be roughly 70% less. It is true that both conventional bus transit and Bus-Rapid-Transit (BRT) have the least expensive upfront costs with operating expenses roughly 30% less than that of streetcars. [Comparison] Streetcars as with other rail modes (light-rail or commuter rail) will bring new jobs and new real estate development, which conventional buses will not.

portland streetcar

Portland, OR streetcar, Photo (cc) Adams Carroll from Flickr

RIPTA and the City of Providence will be holding public hearings, during the week of September 19, to get community input on the Providence Core Connector Study. The circulator project is intended to improve traffic movement throughout Downtown to better integrate the Jewelry District, the 195 surplus land, and Downcity. It would also facilitate the implementation of the “starter streetcar” system that will connect College Hill, the train station, and the South Providence Hospital District.

Due to the ongoing physical expansion of Downtown and the continued development of the medical biotech industry in the city, a new internal Downtown transit system is becoming increasingly necessary. When commuter rail service is re-established from points south, parts of Downtown will be too distant from the train station. It’s unreasonable to expect commuters to walk to jobs in the Hospital or Jewelry Districts from the train station. Along with a connection to College Hill, the proposed starter streetcar system will begin to address Downtown’s current transit deficiencies.

One of Mayor Cicilline’s original reasons for proposing streetcars is that they would demonstrate a serious commitment to transit and the city’s development. His assertion can be backed up by decades of data that confirms when U.S. cities have installed rail transit it acts as a catalyst to increase jobs, real estate development and values, and tax income, as well as, attracting new businesses and increasing population near stations. [Transit 2020 Economic Development (.pdf)] Conventional bus systems don’t have that impact. Capital Center where the majority of Downtown development has occurred over the last 10 years was due in large part because of its adjacency to Providence Station with commuter and intercity trains, is a local example of this positive rail-economic effect.

Is RIPTA’s and the city’s choice of streetcars simply following a national trend? Just about every city in the country right now is enamored with and attempting to build streetcars or light-rail systems. Many of these cities are the same ones that so enthusiastically dismantled their preceding streetcar systems in the 1940s and 50s, another trend. What other transit methods might be available to provide affordable high-quality service beyond traditional buses that will have a positive economic effect? Over the last several years this website and writer have advocated for the re-introduction of streetcars in the City of Providence. With the upcoming hearings it might be worth examining the proposed streetcar choice by comparing it with other transit modes along with potential costs.

Continue Reading →


Rally for Grove Street School (Sept. 11)

Channel 10 video from February 2007.

Grove Street School
Community Rally

Saturday, September 11th – 10:00am
Grove Street School, 95 Grove Street

Come learn the history of this school and how you can help save this endangered historic building. Bring your camera and camera phones to take photos for SeeClickFix.

Sponsored by the West Broadway Neighborhood Association and the Providence Preservation Society.

You may recall, because I keep bringing it up, that Federal Hill resident, Assistant City Solicitor, and candidate to succeed Steven Costantino in the General Assembly, Michael Tarro and his family own this building, and Mr. Tarro has repeatedly ignored all court rullings, right up to the state Supreme Court, ordering that the building be fixed.

Assistant City Solicitor Illegal tore down building Breaks laws in the city he is paid to be an Assistant Solicitor in Ignores court orders to fix said building Wants to be a lawmaker

Grove Street School
Feb. 4, 2007

Grove Street School
Aug. 9, 2010

Grove Street School
Aug. 9, 2010

Grove Street School
Aug. 9, 2010

Grove Street School
Aug. 9, 2010