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Texasota last won the day on October 21 2012

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  1. Multiple caps y'all. The cap I was referring to would have been essentially an expanded version of what is proposed here - a pedestrian/cycling connection from Andrews to about half a block north. Scale and detailing will be important here, but it's still a restoring a connection that the freeway had previously destroyed.
  2. I really wish some decent architect would offer their services at a cut rate to these affordable housing projects.
  3. Happy to see the 14' outside feeder lanes replaces with real elevated bike lanes!
  4. Some of the Downtown Management District's renderings teased us with a full cap, but a bridge is better than nothing.
  5. I think you're underestimating just how massive that surface lot is. Even with these two buildings, it is absurdly huge. Now I know there's a difference b/w what this development actually needs and what the City will require, but it looks to me like there's plenty of parking even for the City's obscene requirements.
  6. I really don't think that's the idea, but where would less than a 5' sidewalk be preferable? A shared street/woonerf? Otherwise, if you are going to have separate sidewalks, 5' really does need to be the minimum. I would really hope exceptions are only made for the buffer zones between the clear sidewalk and the curb, and *only* if there's just not enough space (like on Harrisburg) because the street was widened but there are still a few 0' lot line buildings. Ultimately I want to see the lane narrowed and some of that clawed back for pedestrians of course.
  7. Probably pretty close to the rendering. It's speculative, but I think they did a good job estimating the original lite pattern.
  8. I don't really think it's useful to use "urban" as a shorthand at this point; it has too broad a range of meanings. In terms of a hierarchy of uses, Montrose is actually pretty close to a traditional urban neighborhood, with most retail on major corridors and a few minor examples scattered around (particularly at intersections.) I am genuinely curious how you would interpret neighborhoods with a similar hierarchy in more conventionally "urban" cities, like most rowhouse neighborhoods in DC, Philadelphia, etc. Are Fishtown or Capital Hill not "urban" because they have a hierarchy of uses? Your definition really only applies to narrow sections of most cities - Center City Philly (narrowly defined), Downtown DC (which has relatively little residential). One of the big differences in post-war American suburbs is that the number of commercial corridors is far fewer. Montrose is what, maybe two miles between the bayou and 59? Over that distance, you have the following east-west commercial corridors: W Dallas W Gray Fairview (off and on) Westheimer W Alabama Richmond So yes, concentration on corridors, but at least one corridor is always less than a 5 minute walk away. As opposed to, for example, Cypress Creek Parkway. The nearest parallel commercial corridor is miles away for much of its length. Plus, even just *crossing* Cypress Creek Parkway is a nightmare compared to Westheimer or even Richmond.
  9. Montrose is not a real street grid? What? I agree that Montrose BLVD needs a lot of help, but, as someone who has lived on both sides, I guarantee you can (and I have!) live easily without a car. I also think you're just stating things as fact with pretty minimal evidence. You might be right that people living AT the Allen will usually drive everywhere, but, since it will also have retail, I do think people from surrounding neighborhoods will walk or bike there. You're ignoring cycling access, which is a major factor for both Montrose and the Heights. I also don't agree that single family neighborhoods automatically = "not urban". Townhouse/rowhouse neighborhoods are the obvious example, but even traditional Montrose neighborhoods are more complicated than you imply. Montrose is full of duplexes, triplexes, small apartment buildings, garage apartments etc. When I lived on Kipling, it appeared from the street as a detached single family home on a large lot, but it was in fact a duplex with a garage apartment with three units. It may not always look it, but Montrose is actually one of the neighborhoods I've lived in where having a car was least necessary. It's really only necessary for leaving the neighborhood, and even then, having a bike makes a lot of places easily accessible.
  10. I actually don't agree on Regent Square. Given its location, it will be pretty easily walkable and bikeable. It's not perfect, but it's a lot better than most examples of "drive-to urbanism" simply by virtue of being next to an existing, relatively dense neighborhood. Its major streets are W Dallas and Dunlavy! Even the Allen isn't so bad- its biggest problem is that the surrounding developments aren't very porous, but its proximity to Buffalo Bayou Park, the (hopefully soon-to-be built) bike lanes on Dallas, high frequency bus line on Dallas, and Midtown and Montrose, it's really not that isolated.
  11. I completely agree, but that's even more of a problem with Alley Parkway Village (the affordable housing). It's completely fenced with very few entrances.
  12. That's better than pushing affordable housing out into the middle of nowhere though. I'd rather see affordable housing next door to luxury towers. Besides, there are plenty of market-rate two and three story townhouses in the immediate area as well.
  13. definitely an upward trajectory, but still far from reaching its potential. Besides, the city has changed (and grown) a lot since it was a Chevy dealership.
  14. It's really not that bad as long as you approach it from the south or the west, which is easy enough to do if you know the various cross streets.
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