Reinventing the suburbs one greyfield at a time

For the past year, the Congress for the New Urbanism (CNU) has been attracting attention for producing evidence that greyfield malls can become walkable neighborhoods. New research, now available in CNU’s report Greyfields No More, shows that many redeveloped malls also happen to be transit-oriented developments, or TODs. For years, CNU members have promoted TOD, but actual sites for such projects can be hard to come by. The research on greyfield redevelopment that CNU has been engaged in since 1999 reveals that greyfield sites offer the magic combination of developable land and transit. Obstacles to TOD A TOD site requires two elements: a reliable transit line and developable land. Most transit lines run through areas where little land is available, or where existing uses are hard to change, due to resistance from residents and existing businesses. On the other hand, many areas rich in developable land are not served by transit. Greyfields offer relief from this dilemma, because they are large properties in need of redevelopment and often adjoin existing transit lines. CNU researcher Lee Sobel of CB Richard Ellis’ Miami office investigated 15 greyfields, most of which were once regional malls, and found that all of these successful revitalizations incorporated mass transportation (see table below). In some cases, such as Paseo Colorado in Pasadena, California, the old mall was served by transit. These transit hubs tend to remain active even as the mall fails. In other cases, such as CityCenter Englewood in the suburbs of Denver, the redevelopment included plans for enhanced transit service. In Englewood, the regional Rapid Transit District, or RTD, is building a light rail stop and an eight-bay bus transfer center on the site. Our background research showed that failing malls tend to have locations that make them suitable for TOD. While today's most successful malls often have direct freeway access, greyfield sites are generally smaller, and are located on suburban arterials. This detracts from their utility for regional retail, but makes them available for TOD. Arterials make good bus routes, while the large sites allow most of the site to be on quieter streets. There are obvious synergies between new neighborhoods and mass transit. These greyfield redevelopments are designed to be walkable neighborhoods, where many of a person’s needs are met within the project. Transit riders who visit the projects appreciate the convenience of finding workplaces, shopping, and civic space all within walking distance. Residents of the projects are able to survive with fewer cars, as they can walk to local businesses and take transit to some regional destinations. CNU will continue to explore these synergies in the next phase of research, and at the Miami Beach Congress in June. Order your copy of Greyfields No More today at CNU.org or by calling (415) 495-2255.