Kelo
Since there was an hour’s worth of free time prior to boarding the ferry boat, the blogger had the opportunity to visit portions of the waterfront area of New London. This shoreline community re-ceived a lot of publicity due to the recent landmark land use court case in the Supreme Court. The notable case of Kelo vs. City of New London is intriguing on a number of levels with reference to eminent domain taking of land. As a municipal planner involved in redevelopment, this case had a number of implications for future development in existing built up "grayfield" areas in suburia.
New London is a small port city of 25,671 inhabitants. Its history is rich with traditions, customs, and notable events. In the recent past, the economy of the area was greatly influenced by the defense related establishments that were involved in submarine development. Today, the emphasis has switched to more involvement in the tourist related industry including two large gambling resort establishments less than twenty minutes away along with high tech and office centers.
The city is attempting to improve its waterfront and adjacent areas as exemplified in the above picture. The question becomes whether eminent domain taking for economic development purposes was totally proper. The concept of urban renewal utilizing eminent domain taking conjures up of massive destruction of existing neighborhoods and the forced relocation of its inhabitants. The example of the demise of the West End of Boston is an infamous example of the social destruction of a neighborhood. Many of Jane Jacobs ideals were based on the need to need to preserve great cities such as New York from these catastrophes. On a suburban level, the implementation of eminent domain would be considered an “urban evil” and an anathema to the ideals of suburban living. The challenge will be changing this established process to possibly a more humane approach and yet accomplish the greater goal of improving the well being of the community by stimulating economic development .
The Elusive Butterfly
Upon landing on Long Island, it was this blogger's goal to find a rail transit stop area that epitomized proper land use development and intensity. The elusive butterfly was not caught on this trip. Starting of the end of the main line on Long Island, this blogger visited a number of sites and could not find a site that matched the scale and mix of development that would be an example for third tier suburban communities. A pleasant by-product of the trip was listening to two Long Island radio stations, one of which announced individual resident birth days while the other station was characterized by a talk show that discussed future development around one the below noted rail stops with a local government official.
Many planners talk about density of population around transit stops. Their mantra is "critical mass, critical mass, critical mass." Not one of them fully understands the implications of imposing a very high density of population in housing of over twenty dwelling units per acre in a community that has existing levels of .5 to 5 units per acre. Changes of this nature are considered earth shattering by many of these inhabitants and an affront to their well-being.
The blogger’s first stop was Greenport, New York. This community of 2,048 inhabitants is situated adjacent to the water and has a number of amenities including a picturesque downtown and a ferry boat connection to Shelter Island to its south.
The Elusive ButterflyUpon landing on Long Island, it was this blogger's goal to find a rail transit stop area that epitomized proper land use development and intensity. The elusive butterfly was not caught on this trip. Starting of the end of the main line on Long Island, this blogger visited a number of sites and could not find a site that matched the scale and mix of development that would be an example for third tier suburban communities. A pleasant by-product of the trip was listening to two Long Island radio stations, one of which announced individual resident birth days while the other station was characterized by a talk show that discussed future development around one the below noted rail stops with a local government official.
Many planners talk about density of population around transit stops. Their mantra is "critical mass, critical mass, critical mass." Not one of them fully understands the implications of imposing a very high density of population in housing of over twenty dwelling units per acre in a community that has existing levels of .5 to 5 units per acre. Changes of this nature are considered earth shattering by many of these inhabitants and an affront to their well-being.
The blogger’s first stop was Greenport, New York. This community of 2,048 inhabitants is situated adjacent to the water and has a number of amenities including a picturesque downtown and a ferry boat connection to Shelter Island to its south.
The second stop along this Long Island Railroad line was Southold, New York. Southold has a population of 20,599. Its station has very limited parking any automated ticket machines. As you can see in the picture on the right, the appearance of the land uses was far from optimal.
The third stop was Mattituck, New York. 
Mattituck has a population of 4,198. It has 
a very nice compact downtown which is integrated with the rail station. The train stop is set next to a historic period center center with gas light and brick sidewalks. The scale is pedestrian oriented and of all the sites visited, this site comes closest to matching the goals of the blogger in terms of a model suburban train stop. The two pictures below depict the connection of train stop and downtown area.
Mattituck has a population of 4,198. It has 
a very nice compact downtown which is integrated with the rail station. The train stop is set next to a historic period center center with gas light and brick sidewalks. The scale is pedestrian oriented and of all the sites visited, this site comes closest to matching the goals of the blogger in terms of a model suburban train stop. The two pictures below depict the connection of train stop and downtown area.
Proceeding inland, the next stop was Riverhead, New York. Riverhead has a population of 27,680 and is characterized by its ethnic population, country government buildings, and its large outlet mall. The train station was notable and the station was situated near the downtown and the government buildings.
My next to last stop was Medford, New York. Medford has a population of 21,985. This community was less traditional than the other stops. The stop was somewhat difficult to access off the arterial roadway yet was was adjacent to a number of non-pedestrian oriented businesses. Of note was the sheltered station depicted in the picture.
The last stop was Central Islip. This stop was located in a community of 31,950. It is surrounded by intense one story development. This station is typical large regional park and ride stop with few amenities.
At this point, the blogger stopped examining other rail stations. On a positive note, many of the small stations had a well integrated system of intermodal linkages including buses, jitneys, automobiles, and pedestrian connections.
My next to last stop was Medford, New York. Medford has a population of 21,985. This community was less traditional than the other stops. The stop was somewhat difficult to access off the arterial roadway yet was was adjacent to a number of non-pedestrian oriented businesses. Of note was the sheltered station depicted in the picture.
The last stop was Central Islip. This stop was located in a community of 31,950. It is surrounded by intense one story development. This station is typical large regional park and ride stop with few amenities.
At this point, the blogger stopped examining other rail stations. On a positive note, many of the small stations had a well integrated system of intermodal linkages including buses, jitneys, automobiles, and pedestrian connections.
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