Demo Watch: 2718 Fleming Avenue in Clifton Heights

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(Note: The Demo Watch section of Broken Sidewalk highlights properties eligible for listing on the National Register of Historic Places that are slated for demolition. These are simply announcements to keep you informed of how your city is changing. Unless expressly stated otherwise, they do not imply any opinion from Broken Sidewalk on the merits of these buildings or their planned demolition.)

A wrecking permit (WR994253) has been requested for a house at 2718 Fleming Avenue in Clifton Heights near the intersection of North Hite Avenue.

(Via Google)
(Via Google)

The 1,314-square-foot shotgun house sits on a 0.17-acre lot and is listed as built in 1910. The property last sold in June 2015 for $45,100. According to listing photos, the house needed some work. The house is owned by Vaughan Enterprises, LLC, which, according to the Secretary of State, was organized by Benjamin Gordon Vaughan in 2011.

Demolition can take place beginning September 1, 2016.

If you’d like additional information about this case, you can contact Mike Beard, Plan Review Supervisor, at 502-574-3321 or Cynthia Johnson, Metro Historic Preservation Officer, at 502-574-2868.

Demo Watch: 112 North 26th Street in Portland

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(Note: The Demo Watch section of Broken Sidewalk highlights properties eligible for listing on the National Register of Historic Places that are slated for demolition. These are simply announcements to keep you informed of how your city is changing. Unless expressly stated otherwise, they do not imply any opinion from Broken Sidewalk on the merits of these buildings or their planned demolition.)

A wrecking permit (WR986462) has been requested for a house at 112 North 26th Street in Portland near the intersection of West Main Street.

(Via Google)
(Via Google)

The 1,024-square-foot shotgun house sits on a 0.05-acre lot and is listed as built in 1910. According to property records, the house is owned by David Wayne Masden and Carol Su Masden. The property last sold in May 1985 for $8,000. The property was later auctioned in May 2015 at a Commissioner’s sale.

Demolition can take place beginning September 1, 2016.

If you’d like additional information about this case, you can contact Mike Beard, Plan Review Supervisor, at 502-574-3321 or Cynthia Johnson, Metro Historic Preservation Officer, at 502-574-2868.

Demo Watch: 1307 Hull Street in Irish Hill

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(Note: The Demo Watch section of Broken Sidewalk highlights properties eligible for listing on the National Register of Historic Places that are slated for demolition. These are simply announcements to keep you informed of how your city is changing. Unless expressly stated otherwise, they do not imply any opinion from Broken Sidewalk on the merits of these buildings or their planned demolition.)

A wrecking permit (WR990477) has been requested for a house at 1307 Hull Street in Irish Hill near the intersection of Pine Street.

(Via Google)
(Via Google)

The 1,455-square-foot wooden camelback shotgun house sits on a 0.12-acre lot and was likely built in the late 19th century. According to listings, the house contains three bedrooms and one bathroom. The property is owned by Clark House, LLC, which, according to the Secretary of State, was organized this past May by Graham Clark, a developer and builder who has built houses nearby. The house sold this past June for $58,000. According to listing photos, the house was in poor condition.

Demolition can take place beginning September 1, 2016.

If you’d like additional information about this case, you can contact Mike Beard, Plan Review Supervisor, at 502-574-3321 or Cynthia Johnson, Metro Historic Preservation Officer, at 502-574-2868.

Demo Watch: 1310 Lexington Road in Irish Hill

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(Note: The Demo Watch section of Broken Sidewalk highlights properties eligible for listing on the National Register of Historic Places that are slated for demolition. These are simply announcements to keep you informed of how your city is changing. Unless expressly stated otherwise, they do not imply any opinion from Broken Sidewalk on the merits of these buildings or their planned demolition.)

A wrecking permit (WR994499) has been requested for a house at 1310 Lexington Road in Irish Hill. The house, perched high atop a cliff on Lexington, is only visible and accessible from Pine Street behind the house.

(Via Google)
(Via Google)

The 560-square-foot house sits on a 0.12-acre lot and is listed as built in 1940. According to Zillow, the property last sold in 1991 for $7,500. According to property records, the house is owned by Silva Viola Wilson.

Demolition can take place beginning September 1, 2016.

If you’d like additional information about this case, you can contact Mike Beard, Plan Review Supervisor, at 502-574-3321 or Cynthia Johnson, Metro Historic Preservation Officer, at 502-574-2868.

Breaking: Spalding University puts demolition of SoBro’s Puritan building on hold

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Today, Spalding University announced via Twitter that it is putting the demolition of the Puritan Uniform Rental Building at Second and Breckinridge streets on hold. Here’s the full statement from Spalding:

While the permit has been issued, Spalding has put the project on hold. In recent years, we have rescued nine vacant and underutilized buildings. We have renovated these buildings and have increased office, laboratory, classroom, dining, and residential spaces in our South Broadway neighborhood campus by more than one third. We have expanded our built environment from 407,124 square feet to 614,510 square feet for an increase of 207,946 square feet of renovated space. We will share more information with our neighbors and community as it develops.

We applaud Spalding University and President Tori Murden McClure for holding off on demolishing the structure. We’ll bring you more updates as they become available.

Meeting planned to discuss Methadone clinic proposed in Downtown Louisville

Baymark Healthcare has proposed renovating 10,000 square feet of a two-story structure at 708 Magazine Street in Downtown Louisville into a methadone clinic. Barmark’s Dominic Spano and building owner Brian Chase have filed plans (16CUP1033) with Metro Louisville Planning & Design Services for a Conditional Use Permit to operate at the site.

A methadone clinic treats those who abuse heroin and opioids. According to Metro Louisville, “Methadone is a synthetic opiate and when taken orally, it blocks the effects of heroin, morphine and other opiates such as OxyContin. Methadone also prevents the withdrawal symptoms that occur when opiate use is discontinued. A properly prescribed methadone dosage does not sedate or give a ‘high’ to an individual stabilized on this medical treatment.” It’s a federally controlled substance.

Heroin addiction has been a persistent problem in Louisville. Following a dispute last year over a methadone clinic proposed in the Bon Air neighborhood, Metro Council asked the Planning Commission to make a recommendation about where methadone clinics are best located. On March 17 this year, the Planning Commission deferred discussing the topic (16AMEND1000), pushing it to their next meeting on April 21. The item was removed from the agenda before that meeting and remains listed as open on the city’s website.

According to Jeff Noble in Councilman Brent Ackerson’s office (Ackerson was one of the sponsors of the Methadone ordinance), that’s because the commission brought in experts and the Jefferson County Attorney’s Office to help craft the changes. A request for comment from Councilman Ackerson was not returned by this publishing.

“The Planning Commission has been reviewing a number of significant issues in recent months, including the placement of treatment centers in our community,” Josh Abner, communications director at the Jefferson County Attorney’s Office wrote Broken Sidewalk in an email. “The County Attorney’s office is advising the Planning Commission and our intention is that a report to Metro Council, along with any requisite public review period, would be complete within the next six weeks.”

Louisville has two methadone clinics, according to a WDRB report from last November: a city-run facility in the Park Hill neighborhood and a private facility in St. Matthews.

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(Google)

Few details on the Seventh Street and Magazine Street plan were included with the application, other than a note that no changes are planned for the exterior of the building. The structure at 708 Magazine covers over 111,000 square feet over two floors. Several other health-related businesses operate at the address.

A neighborhood meeting to discuss the project has been scheduled for 6:00p.m. on Monday, August 15 at the Louisville Western Branch Library, 604 South 10th Street.

“We would like to show and explain to neighbors this plan so that we might hear what thoughts, issues, and perhaps even concerns you may have,” Nicholas R. Pregliasco, an attorney with Bardenwerper Talbott & Roberts, wrote to neighbors. If you cannot attend the meeting, you can get more information from Pregliasco by calling 502-426-6688 or Kevin Young, a representative from Land Design & Development, by calling 502-426-9374.

Spalding can now raze SoBro’s Puritan building for a parking lot

(Note: Spalding has since announced that this demolition is on hold. Read more here.)

Today, Friday, August 5, Metro Louisville Codes & Regulations can issue a wrecking permit to Spalding University to raze two more historic properties in the SoBro neighborhood. The small private school plans to level the structures at 206–208 West Breckinridge Street (Case WR990118) and 914 South Second Street (Case WR990119) to build another surface-level parking lot in a neighborhood nationally famous for its overabundance of asphalt and vacant land.

Why is Spalding tearing down the building? According to Spalding President Tori Murden McClure, the university believes the structure is an eyesore that hinders its ability to attract students. Spalding spokesperson Rick Barney also told the Courier-Journal this week that the university wanted another parking lot closer to its new dormitory across the street so students didn’t have to walk as far to their cars.

The Puritan Building on Breckinridge Street. (Courtesy Tipster)
The Puritan Building on Breckinridge Street. (Courtesy Tipster)

President McClure was adamant that tuition dollars would not go toward preserving the structure. She told Broken Sidewalk that Spalding tries to keep tuition low by not spending tuition money on amenities like fancy dormitories or athletic fields. But to spend so much of the university’s money acquiring, demolishing, and then paving a site is somehow different. McClure declined to name how much Spalding is spending on the demolition, but the cost of asbestos abatement, wrecking, and then paving can easily run well into six figures. That money could have easily fixed up the facade of the Puritan building, prepped it for a tenant, and mothballed the rest of the building.

But what’s more disheartening is that Spalding is whitewashing the college experience for its students and acting without considering the interests of the neighborhood or larger community. There’s no denying Spalding is in an urban part of Louisville, and cities often have challenges with economic development and pushing investment in targeted areas. It’s a process that plays out over many years. Demolishing every old building that’s vacant or somehow looks frightening today is robbing future generations—including Spalding’s students—of the full potential of their city and neighborhood. These structures cannot be replaced and should not idly be thrown away for more convenient parking.

Spalding University has demolished three other historic structures in the surrounding blocks in the past seven years to make way for open space. The Old Presentation Academy Gym made way for a grassy lawn and a shotgun house and commercial building were leveled for Mother Catherine Spalding Square across the street. You can retrace Spalding’s three-decade history of neighborhood destruction here.


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52-sobro-louisville-puritan-cleaners-spalding-university-demo-watch

A month ago when yellow Intent to Demolish signs first went up at the site, we attempted to connect Spalding with interested developers and entrepreneurs who were interested in saving the Puritan Uniform Rental Building.

To Spalding’s credit, it agreed to meet with four interested people and show them the building. “I’d sell the building for what we paid for it,” Spalding President Tori Murden McClure told Broken Sidewalk on a tour of the structure. “If someone assured me it wasn’t going to look like this, and wasn’t going to stay like this.” Spalding paid $255,000 for the complex last November. McClure also said Spalding would consider working with a team to renovate the structure under Spalding ownership.


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50-sobro-louisville-puritan-cleaners-spalding-university-demo-watch

Local entrepreneur Dan Borsch was one of those who showed interest. He recently rebuilt The Tavern in Old Louisville after a major fire and also runs the nearby Burger Boy diner and Toonerville Deli. “It’s was nice that they met with me,” he said. “I tried to sell them on the potential of the site for the future. That if they invested the money they were going to spend on demolition they wouldn’t have an eyesore. In the future the market would catch up with it.I got the impression that they were leaning toward demolition.”

“The building is in not that bad of shape, Borsch said. “They’re totally missing out on a focal point for their campus. The building is so unique that if the building were remodelled it would be a draw for the whole community.”

Site of the Puritan Building. (Via Google)
Site of the Puritan Building. (Via Google)

Another potential investor who declined to be named due to professional considerations said the city’s 30-day hold on demolition for National Register of Historic Places–eligible buildings is too short to get a formal proposal put together. “The person that I met there made it very clear to me that anyone who wants to redevelop this site is up against a wall—20 days,” the commercial real estate broker who works in the Downtown area said. “I like the site. I like property, but I would literally have to spend over 60 hours of hard work [putting together a plan] just for a chance to get Spalding to consider.” Still, the investor was thankful Spalding took the time to meet.

And perhaps that’s a lesson we can learn from this latest demolition from Spalding. The university is the reason we have the 30-day wait time before demolishing National Register–eligible buildings in the first place following the contentious demolition of several Victorian mansions on Fourth Street for parking lots in the 1990s. Perhaps more than two decades later we can look at whether that 30-day window is working and reevaluate the process.

And the process is clearly not working. Thirty days isn’t realistically enough time to complete any meaningful work to save a structure. It’s only enough time to mount a hasty Landmarks petition drive or, more likely, appear to run around with your head cut off in a panic over yet another demolition—it sets up preservation efforts for failure which paints those efforts as obstructionist rather than potentially useful. There’s got to be a better way to handle these kinds of situations that don’t make the community feel powerless. We’ll explore some ideas from other cities in coming weeks.

Charlotte’s Protected Bike Lane vote shows the southeast’s new biking rivalry

A rendering of a protected bike lane being used by Charlotte biking advocates to explain the idea. (Courtesy PeopleForBikes)

(Editor’s Note: This article cites a Charlotte bike advocate who used competition among southeastern cities as one reason to implement better bike infrastructure like protected bike lanes. The Move Louisville 20-year transportation plan also referenced the need to compete for a talented workforce between cities among its reasons to implement better transportation infrastructure. How can Louisville better compete for infrastructure among southeastern and midwestern cities?)

PeopleForBikes-Logo-01

Cities compete. And in the cities of the American Southeast, keeping up with one’s peers now means using protected bike lanes on busy streets to bring bicycle transportation into the mainstream.

Last Monday, a massive petition and letter-writing campaign helped make Charlotte the latest city to set a downtown protected bike lane effort in motion after 3,000 people contacted the city council to express their support for the idea, which could seamlessly link Charlotte’s Irwin Creek Greenway and Little Sugar Creek Greenway paths to one another and to central-city destinations.

It’d be a textbook use of protected bike lanes to close a gap between other parts of a city’s high-comfort network. In a city whose population understands networks—how the value of every point on a network rises exponentially as networks grow—that’s evidently something lots of Charlotteans can get behind.

Here’s part of what Jordan Moore, the local bike advocacy organizer for Sustain Charlotte, told the council Monday. He was backed by “over 50 local residents,” many carrying their helmets or handmade signs:

Protected bike lanes are common practice now internationally, nationally, and regionally. Cities whom we compete with—Memphis, Chattanooga, Atlanta, Asheville and Raleigh—have all begun construction of or adopted plans to add these facilities to their transportation network…

By connecting this lane to our greenways, we’d be connecting our leadership to our greatest challenge. Safe places for people to use their bicycles means a positive turn for social and economic mobility. Memphis, a city that has historically existed in the heart of economic hardship, is now telling a story of cultural preservation and neighborhood revitalization because of protected bike lanes. We should want to tell that story for Charlotte

Tonight we speak for over 3,000 people in our community who have aligned their voices to ask you for this lane. Tonight we speak for more than 30 small businesses who have allowed us to hang our petitions on their front doors and in their dining rooms, tape them on their counters and their walls.

It worked.

Typically, the council does not respond to citizen requests during the Citizens’ Forum portion of their meetings. However, Mayor Roberts pointed out that she and the rest of Council received a large number of emails in support of our campaign and that it therefore deserved a brief response.

Council Member Kinsey expressed support and made a motion to refer this request to the Transportation and Planning Committee. Council Member Autry also requested that funds be allocated specifically for bicycle and pedestrian projects when the City drafts their budget for next year! Council Members Eiselt, Lyles, and Phipps also expressed their support for our request.

Then, unanimously, they voted in favor of Kinsey’s motion.

Back in March, when Moore was beating a local media drum for protected bike lanes through Uptown, we wrote that until people understand changes as part of a big goal, they’ll rarely be willing to make sacrifices for the greater good of their city.

Fortunately, Moore and his colleagues don’t lack for vision. Moore is already describing it as the first step in a connected biking network that would help more people cut transportation costs and move around safely.

“People would be able to use the Blue Line, the Gold Line, buses, and the Cross Charlotte trail to access our city’s economic, civic and cultural core,” he said Monday.

But Moore hopes he won’t have to do nearly as much explaining after the city’s first protected bike lane is installed.

“I promise you this, if you focus your energy this year on getting this ONE in place, I am convinced that next year I won’t have to ask for more,” Moore told the council. “That protected lane will speak for itself. I won’t have to say a word. People will be riding on it and they will be connected, and they will love it.”

(Editor’s Note: This article has been cross-posted from PeopleForBikes’s Green Lane Project blog. Follow along with PeopleForBikes on Facebook and Twitter.)

TARC now operates the largest electric bus fleet east of the Mississippi

Have you ridden on the ZeroBus yet? Those big-eyed futuristic buses have been circling through Downtown fare-free for a year-and-a-half now—and they’re all electric. This week, TARC, the Transit Authority of River City, rolled out its next generation of electric buses, larger and longer, set to run on Route 4 along Fourth Street between Downtown and Iroquois Park.

The six new buses plus a fleet of nine ZeroBuses make TARC the second largest electric bus operator in the country, according to the authority, and the largest east of the Mississippi River.

One of these six new buses was actually acquired earlier this year as a trade for the tenth ZeroBus from manufacturer Proterra, which no longer makes the smaller model. As we previously reported in April:

In February 2015, TARC announced it received funding for five more electric buses, and [Kay] Stewart said because of the mix-up, Proterra is now making that order six so the total number of buses will still add up.

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(Courtesy TARC)

Route 4 covers many of Louisville’s top destinations, making it one of the city’s top bus lines. “They stop at or near Museum Row downtown, the University of Louisville, Speed Museum, Churchill Downs, the Kentucky Derby Museum, Old Louisville, restaurants, hotels, and much more,” TARC wrote in a press release.

One major perk of these new electric buses is their zero point source emissions. Diesel, and even hybrid, buses are notorious polluters. We’ve all seen the plumes of thick exhaust that sometimes accompanies a fast start. No such problem with the electric equivalent. That doesn’t mean these buses are pollution free, though. Rather than pollute the streets of Louisville, where we walk, bike, and breathe, their electricity is generated more efficiently at a central power plant.

(Courtesy TARC)
(Courtesy TARC)

According to TARC, these larger buses are “more than 40 feet long with seats for 38 compared to the 31-foot ZeroBus which seats 31.”

The six new buses include bike rack space for three bikes, like traditional buses in the city. Also like regular buses, the new electric Route 4 will carry a standard fare of $1.75 one-way for an adult. The Fourth Street route was chosen for the new electric buses so they can share the same charging infrastructure that was built for ZeroBuses.

The Federal Transit Administration provided $3.3 million of the $4.65 million cost of the new buses in the form of a Low or No Emission Vehicles Deployment Program grant. Additional federal and local funding covered the rest.