Tag Archives: Bret Peters

TheBurg Podcast, May 8, 2015

Welcome to TheBurg Podcast, a weekly roundup of news in and around Harrisburg.

May 8, 2015: This week, Larry and Paul talk about potential lawsuits against lawyers involved in the city’s borrowings and the team of architects and designers that will be leading an update to the city’s comprehensive plan. Also, a brief update on those Midtown and Uptown bars whose licenses the city is trying to revoke, and some news about a restaurant opening in Midtown.

Special thanks to Paul Cooley, who wrote our theme music. Check out his podcast, the PRC Show, on SoundCloud or on iTunes. Especially his latest episode about his new roommate!

TheBurg Podcast can be downloaded by clicking on the date above or by visiting the iTunes store. You can also access the podcast via its host page, here.

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A Simple Plan: Twenty years ago, the city tried and failed to fix the struggling Broad Street Market. Does the latest effort stand a better chance?

Aerial view of the Broad Street Market neighborhood, believed to have been taken in the 1920's/

Aerial view of the Broad Street Market neighborhood, believed to have been taken in the 1920s.

In the plaza of Harrisburg’s Broad Street Market, between the eastern building, made of brick, and the western one, made of stone, is an echo of something that used to be.

Years ago, a wooden frame structure stood on this spot, running from the end of the stone market house to Capital Street, where trolleys passed by throughout the day. Built in 1869, the wooden market, as the building was sometimes called, witnessed a century of growth and decline: the erection of the brick market house, in the 1870s and ‘80s; the swelling of the market’s occupancy through the 1920s, to hundreds of vendors; the emptying out of the inner city and the rise of the supermarket, the suburb and the automobile.

The wooden market was demolished in 1979, but you can still see its image preserved in the plaza stones. In the 1990s, as part of a $2.5 million renovation, a design team came up with a way to, in the words of Bret Peters, a Harrisburg architect and the project’s manager, bring back the wooden building “as a memory.” Darker stones correspond to the wooden market’s posts, while lighter ones trace its outline; raised ledges in the plaza correspond to the original market’s bays. At the end of one row of ledges, a ladder of dark granite, like a trilobite fossil, records the location of one of the old structure’s staircases. (On top of each ledge is another kind of fossil—a concrete cast derived from photos of a cornfield after harvesting.)

On a Friday in late January, the city’s new mayor, Eric Papenfuse, passed through this plaza on the way to lunch, tailed by a couple of reporters. Moments before, at a podium in the brick building, he had introduced the members of his Broad Street Market Task Force, assembled to address what he called the market’s “unacceptable” status quo. The previous month, in an appearance as mayor-elect before the PennLive editorial board, Papenfuse had critiqued a “crisis of the market’s own making”: hemorrhaged vendors, a stagnant board of directors, a complex dual-management structure and repeated battles with the city over maintenance of the buildings. Now, as one of his first undertakings as mayor, he was making good on a pledge to turn things around.

“There’s a lot positive going on at the market,” Papenfuse said from the podium, flanked by members of the task force. “That’s not what this is about. This is about saying that the market could be even more. It could be much greater than it is. It could have a role in fundamentally helping the economic development for the entire city of Harrisburg.” He suggested that, under proper management, the market could become a vehicle for developing “not just the city, but also the neighborhood in which the market is situated.” As he spoke, a handful of Amish vendors at Fisher’s Bakery, in aprons and bonnets, stood behind display cases of ice cream and shoo-fly pies, watching and talking among themselves.

The task force is not the only recent effort to overhaul the market’s operations. As Papenfuse took his seat in the stone building, over a bowl of Vietnamese noodle soup, he was joined by Josh Kesler, a market vendor and a local developer. Last July, Kesler and a business partner opened Harvest, a stand selling produce and other goods with a focus on locally sourced food. More recently, he bought the Stokes-Millworks building across the street from the market, with plans to convert it to a restaurant and studio space for artists.

Kesler is now a member of the mayor’s task force, but, in the fall, he helped launch the Broad Street Market Alliance, a separate and ongoing initiative focused on reform. Like Papenfuse, the Alliance critiqued the market’s management structure, under which a for-profit manager, the Broad Street Market Corporation, is accountable to its sole shareholder, a preservation non-profit called Historic Harrisburg Association. (This structure is what Papenfuse referred to as “dual management.”) The Alliance proposal, dated Oct. 10, recommended replacing this structure with a new non-profit, governed by a board representing the market’s key constituents: vendors, city government, residents and the “farm and market communities at large.”

Neither the Alliance proposal nor Papenfuse’s task force announcement made any reference to Bret Peters, the architect who oversaw the 1990s renovation. This was a noteworthy omission, given that the city, at the time of that renovation, commissioned and paid Peters to come up with a master plan for the market’s long-term success. The strategy drew upon input from several experts, including an acclaimed consultant on farmers markets, David K. O’Neil, who oversaw the turnaround of Philadelphia’s Reading Terminal Market in the 1980s. Like Papenfuse, the plan expressed a vision of the market as an anchor for development in the surrounding neighborhoods.

Peters updated his plan in 2010, when the market revisited the need for a long-term strategy. The new plan includes an ambitious expansion of the stone building’s hours, so that, in Peters’ words, it becomes a “seven-day engine for the whole market.” It also includes a strong emphasis on filling market stalls with abundant, high-quality produce, which the original plan’s research had shown to be the keystone of any successful farmers market.

In the weeks since the January press conference, the task force has started addressing questions about the market’s future. Will it also learn from the market’s past?

—– 

This is a biased story about the Broad Street Market. I want the Broad Street Market to succeed. I want there to continue to be a place in the middle of Harrisburg where, in a single lap of a 140-odd-year-old building, I can buy smoked gouda, grapes, Brussels sprouts and mushrooms, a loaf of fresh bread and a quart of fresh milk, a barbecue sandwich and a bouquet of flowers, and a tub of sweet pickle slices packed so tight that the lid swells like the skin of a balloon.

I can get these things, minus the historic architecture, at my supermarket across the river, but, there, I have to battle with careening grocery carts, along with what you might call the abstracted quality of supermarket commerce. At the grocery store, you don’t buy things from somebody; you just buy things. I like that, at the market, the person accountable for the goods I’m buying is within arm’s reach. Like the old men shooting the breeze over coffee at a table on the market floor, it makes me feel like part of a social enterprise. As D. H. Lawrence wrote in the 1920s, in his essay about the bustling weekly market of Oaxaca, Mexico, the market is a place to “buy and to sell, but above all, to commingle.”

In an earlier era, the Broad Street Market fulfilled this role spectacularly. Oral histories in the Highmark Blue Shield Living Legacy Series, a digital archive of interviews from 2010, portray the market as the anchor of a vibrant commercial district. In one interview, Joseph H. Kleinfelter, a former president judge of Dauphin County who died in 2011, recalled that, within two or three blocks of the market, “you could find just about anything you wanted”: a drugstore, a jewelry store, a movie theater, a furniture store, a candy shop, a dentist, an eye doctor and, among others, “a bar about every third or fourth establishment.”

The market was also an anchor in another sense—its weekly rhythms served as a kind of cultural and generational glue. David Wise, a former president of the Summit Terrace Neighborhood Association, recalled dragging a wagon on Saturdays from his Steelton home to offer chauffeur services to shoppers: “[W]e would put up our finger indicating to the visitor that we would like to carry her basket in the market…we made good money there.” Wise, who was born in 1923, is African-American; Kleinfelter, who was white, and born 15 years later, had much the same childhood experience. “We would park our wagons there along the curb outside the house,” Kleinfelter recalled. “‘Waiting for a haul,’ we called it.”

The Broad Street Market remains a community anchor today, but, by any measure, there’s a good deal less commingling than there used to be. As late as 1960, the market was home to around 250 vendors. Depending on how you count them, there are now around 23. To a large extent, the market’s fortunes have mirrored the city’s—especially in recent years, when the market, like the city, seemed stuck in a state of unending crisis. The market has gone through five managers in four years. It has closed multiple times over health violations, most recently in the summer of 2012. Last year, someone broke into the market and robbed the ATM machine. Because of the high cost of liability insurance, the market subsequently went without an ATM, to the frustration of customers and vendors.

“I have customers every day who ask about it,” David Lapp, the owner of the market’s Green Ridge Acres stand, told me. “A farmers market has to have an ATM.”

When you look at an aerial photo of Midtown from the 1920s, with the market lying in the middle of a grid crammed with businesses and homes, it’s not hard to grasp the reason for the decline. In the photo, just north of the market, is a series of awnings along 3rd Street; the area is now an empty field.

The more difficult question is why, when the city tried to jump-start the market 20 years ago, the revival didn’t take hold. What does it take for an urban market to thrive?

—– 

Around the time of the renovations in the mid-‘90s, the city, under the leadership of former Mayor Stephen Reed, sought proposals to take over the market’s management. Since 1974, the market’s operations had been in the control of a municipal authority, apparently with unsatisfactory results. In a July 11, 1995 memo to City Council, Reed expressed his displeasure with the existing arrangement. “As we know, the Market has been operating at a loss for years and therefore subsidized by the City,” he wrote. He listed three possible courses of action: close and sell the market, continue subsidizing its operations, or “undertake an extensive historic rehabilitation, coupled with upgraded product and operational policies, and institute a daily, on-going new management and marketing of the Market, with the Market required to be on a self-supporting basis.”

If those choices seem weighted, it’s because the city, in addition to having long since selected the latter option, had already selected a new manager—Historic Harrisburg Association. At the time, HHA was experiencing a surge in prestige and activity. In 1992, the organization had appointed David Morrison, a former executive assistant in the Thornburgh administration, as its first full-time executive director. Under Morrison’s leadership, HHA’s income and base of supporters had swelled; in 1993, the organization relocated to a new headquarters, in the old Pennsylvania National Bank building, across from the market on 3rd Street. “We didn’t want to be in center city, in a professional building,” Morrison told me. “Midtown was where the storefronts are.”

Morrison said that, in large part, the idea of HHA assuming management of the market emerged through conversations with the design team for the renovations, including the market consultant, David O’Neil.

“David specifically said to me, ‘You know, Historic Harrisburg would be ideal. You’re right across the street, you’re an established organization, this fits with your mission, you’ve got volunteers, you’ve got some momentum to get something going.’ And we were kind of looking for more to do at the time.”

O’Neil, when I spoke to him, told me much the same thing. “The fact that they were right there—they had a civic interest, plus an organizational interest. They were invested in the neighborhood, and had a lot of volunteers and a lot of contacts. It put them in very good stead.”

Peters also encouraged Morrison, at least initially. In January of 1994, the pair met at Jeffrey’s Parkside Café at the top of State Street. According to Peters, over dinner and drinks, Morrison expressed a strong interest in HHA’s involvement in the market’s future. Though Morrison’s tone struck him as “brazen,” Peters agreed that HHA could be a perfect fit for the market’s new management. But he advised Morrison that HHA should change its charter and become a community development corporation, or CDC, a legal designation that provides eligibility for various funding streams. (Morrison says he doesn’t remember the meeting, though he does recall discussions about a CDC that “never went anywhere,” in part because of HHA’s personnel limitations.)

As the months progressed, though, Peters felt that he and his team’s plan for the market were increasingly edged out of the frame. On March 7, he received a stop-work order from the city. A couple of weeks later, he was told to re-start the design, but with the scope of work diminished. In particular, though the city wanted to keep Peters’ architectural work on the buildings, it wanted his team to stop developing strategies for market operations—things like desired vendor mix, design guidelines for vendors’ stalls and marketing strategies.

It’s not clear why the city changed course, though some amount of vendor resistance seems to have been involved. That winter, the city began presenting its plans to the market’s existing vendors. One of the plan’s suggestions, based on recommendations from O’Neil, was that the market should place a high priority on fresh produce vendors, which typically drive the most traffic, and a low priority on non-food vendors, which drive the least. It so happened that, in the Broad Street Market, this suggestion wound up being interpreted along racial lines. Rafiyqa Muhammad, who had owned her stand, Creations of Family Muhammad, since the early 1980s, said that she and other vendors sensed a plan to “move black vendors out to make way for white vendors.”

“They felt our stands were not high-end enough,” Muhammad, whose own stand sold African clothes, incense, oils and herbs, told me. On one occasion, her husband returned from a vendor meeting and told her someone had said they didn’t want “none of that black stuff at the market.” When I asked for someone who could corroborate this, she gave me the name of Karen Hasan, another vendor, whose stand sold clothing and jewelry. Hasan said she didn’t recall any explicitly racial language, but that she, too, felt that “everybody who wasn’t white” was being asked to leave. Muhammad and other vendors circulated a protest petition and appeared before City Council; ultimately, they secured a pledge that all the existing vendors would be allowed to stay.

When I asked O’Neil about this, he said that the charge of racism was “ridiculous.” “Markets are best tenanted by local people,” he said. “The more diverse, the better.” He suggested that, perhaps, the vendors who weren’t selling food felt threatened by the promised changes. One of the duties of good management, he added, is to turn down the abundance of non-food applicants. “People selling non-food are relying on traffic that is food-driven,” he said.

“The city, in my mind, panicked,” Peters told me. “They decided to spend all the money on the building and didn’t do anything about the tenants.” In his binder, he has a copy of HHA’s initial management proposal, dated Sept. 30, 1994. Several pages in, under a section about the planned capital improvements, HHA expresses a wish “to collaborate with the City in a prompt review and analysis” of the master plan, “to ascertain if there are any features of the plan which merit change or reconsideration.” On top of Peters’ copy of the proposal is a sticky note, addressed to him and signed by David Morrison: “Our final proposal for your information,” it says. “Thanks for your encouragement and advice.”

—— 

On Sept. 12, 1996, the Broad Street Market launched a three-week long festival to celebrate its grand reopening. An article in the Patriot catalogued the renovations. In addition to the new plaza, the buildings had new doors, windows and lighting, a huge backlit circular sign on the roof, facing down Verbeke Street, and, on the perimeter, colored banners on 30-foot steel poles and fold-down tables for rent by outdoor vendors. The article quotes liberally from Morrison, who, at one point, describes the mayor’s hope that the market will be part of the city’s revitalization: “The mayor’s thinking is that just restoring a white elephant won’t do us any good,” he is quoted as saying. “It’s got to thrive.”

For a time, the market did thrive. Barbara Skelly, who served as market manager from 1997 to 2005, said that, in the years following the renovation, the market saw steady improvement under the guidance of an energized, cohesive board. “I was excited, and they were excited,” she said.

The prior management had grown lax about collecting rent, and one of Skelly’s first directives was to set up payment plans to get all vendors up to date. She orchestrated a deep clean of the stone building’s interior, purchased new tables and chairs, recruited vendors to sell on the outdoor tables and bought new custodial equipment. She also installed ATM machines, which she said were “like gravy”—they increased business for the stands, in addition to bringing in fees for the corporation. In her first year, the market broke even. In the years that followed, it even turned a profit. Skelly recalls giving a check to Mayor Reed on two separate occasions. “I think it was, like, $3,000,” she said. “And the mayor said, ‘I knew it. I knew it could be done.’”

After the initial burst of activity, however, the market once again found itself in decline. No one is exactly sure when the trouble started. A photograph from the summer of 2001 shows a bustling stone market, with vendors occupying both the center and the periphery of the building, and customers crowding the aisles. Skelly thinks the dip began a few months later, following the Sept. 11 terrorist attacks; others have attributed it to a loss of customers to the West Shore Farmers’ Market, which reopened in 2000 after its previous location burned down.

Recently, some observers have suggested that the city’s management agreement with HHA can partly explain the market’s decline. Part of HHA’s proposal included the idea of a philanthropic arm, called Friends of the Broad Street Market, that would help fund improvements through “annual giving” campaigns. Though HHA did secure occasional contributions, according to Morrison, the Friends program never materialized. In later years, as HHA’s own fundraising momentum stalled, it’s possible that its association with the market became more burdensome than useful.

“You could get a lot of people to support a ‘Friends of the Broad Street Market,’ something like that, a charity,” Gregg Fetterman, who served as chairman of the market board from 2007 to 2010, told me. “But the subset of people who would support HHA is a lot less than that. So it was just incompatible. Two completely different organizations. Two completely different missions.”

Peters thinks the problem was that the management was not so much structurally inappropriate as simply lax. “There was such a level of bizarre negligence, of basic issues like merchandizing,” he said. “Is the collection of people in this market a collection of vendors that the public is going to respond to, by coming here and buying stuff?”

In his view, the market has also let itself be dominated by concerns other than the most basic one: selling good food. “There’ve been these other layers of agenda that people have been wanting to get out of it…They use this thing as a vehicle for personal gain and self-importance, rather than using it as a place to sell and distribute first-quality food to the citizens of Harrisburg, Pennsylvania.”

Morrison attributes any decline to factors outside management’s control. I asked him, at one point, if he thought HHA had been a good steward of the market. “As the circumstances have evolved, yes,” he said. “Sure. I think that the system that we created worked very well, really until the time that we decided that it was time to separate it.” He acknowledged that there might have been a period in the 2000s “where the stewardship was a little nebulous,” but suggested that was because the market’s own leadership “was increasingly being trusted to do things on its own and wasn’t looking for HHA to provide more stewardship.”

—–           

In 2009, the market revisited Peters’ plan. That summer, a group including Peters, several of the market’s board members, and an urban planner for the city met one evening in the stone building to discuss the market’s future. The market was understaffed, due to funding shortfalls, and was $70,000 in debt from unpaid heating bills. Fetterman, then chairman of the board, warned of an impending major expense: the market would need to replace its heating system, because the provider was planning to abandon the steam line before the upcoming winter.

The group also discussed the market’s long-term vision. At some point, Peters produced a copy of the master plan from the mid-‘90s. It was the first time most of the group had seen it, including Fetterman. Peters explained that the foundations of the plan were even stronger than before, in part because of the presence of HACC on Reily Street, which provided a second Midtown anchor and an additional source of foot traffic. (Muhammad, who was also in attendance, and who objected to a perceived criticism of the neighborhood north of Reily, told me she raised her hand and said, “Excuse me, but there are families there.”)

In the months after the meeting, Fetterman, along with several other board members, began looking for ways to incorporate Peters’ expertise into the planning process. “Bret knew more about the market than anyone,” Fetterman told me.

Initially, they invited Peters to join the board, but he declined. Instead, he sent them a proposal to create an “architect of the market”—retaining him to update the master plan and to address building and design problems as they arose. “They didn’t have any money,” Peters told me. “I said, ‘I understand. But you need what I do.’” In particular, to be eligible for various forms of funding, the market needed a long-term business strategy. Ultimately, Peters agreed to a deferred-compensation contract, agreeing not to be paid until the market secured its funds. He would, however, require what he called a “token payment” of $500 per month.

In the meantime, the market’s financial situation plummeted further. In the course of a year, the market lost its manager, business manager and treasurer. The heating system, which had not been replaced, failed that winter, costing the market another $70,000 in repairs and in bills for excessive use. In February, the state Department of Agriculture inspected the market and shut it down, citing both the detection of rodents and the failure of the market’s hot water supply. This cost the market another $30,000 in lost rent, out of an annual budget of around $300,000. Board members assumed a greater role in operational duties; on several occasions, Fetterman used his own money to pay the market’s bills.

In the summer of 2010, Fetterman petitioned the city to reimburse the Broad Street Market Corporation for amounts spent maintaining the facilities. For years, he had been insisting that the management agreement was explicit about the city’s obligations: while the corporation was charged with “routine maintenance,” the city, which owned the buildings themselves, was responsible for major repairs. Yet the city’s response was to deny the market funding—not only declining to reimburse repairs, but also withholding previously awarded grant funds, demanding that the market first produce financial documents and a business plan. Fetterman turned to Peters, who produced a draft of a business strategy so the city would release the money.

That 15-page document starts from the premise that, because of the city’s financial difficulties, in the long term the market ought to plan to fund its own maintenance needs. “2011 must be a year of significant change for the market,” it says. The plan goes on to outline a strategy for increasing revenues, primarily by aggressively pursuing high-quality vendors of prepared and specialty foods. These vendors would occupy a reconfigured stone market, whose hours would be expanded to seven days per week; the brick building’s hours and occupants would continue unchanged. The plan also notes that, in past market practice, individual vendors were “encouraged to negotiate their position” without regard for the success of the market at large. To remedy this, the plan recommends “regular, structured communication” between management and vendors, including a leasing manual with rules for stand design and maintenance.

In the months that followed the drafting of the plan, however, board members began to question the market’s commitment to Peters. In late 2010, Alan Kennedy-Shaffer, a new board member, became concerned that Peters’ continuing work on the market was creating bills the market couldn’t afford. “The contract itself was a ballooning payment, where it had a huge potential liability for the market down the road, for services that were not clear and were never provided,” Kennedy-Shaffer told me. He then discovered that Fetterman had signed the Peters contract without getting board approval. Fetterman acknowledged this, but said it was a procedural oversight—the board’s wish to contract with Peters, he said, had never been in doubt. Nonetheless, Kennedy-Shaffer led a successful effort to have the board rescind and repudiate the agreement.

To this day, Fetterman remains mystified as to why the board refused to reconsider the contract with Peters. Peters “has done more work for this market than anyone in the past 10 years,” he told me. He said Peters “had always been open, like, ‘Fine, let’s revisit the contract, let’s do it.’ And no one was ever willing to say, ‘Here’s why I don’t like the contract and here’s what it needs to be.’ It was just dead. It was done.” (Last February, Peters sued the corporation for payment for his services, and the matter is pending litigation.)

In Kennedy-Shaffer’s telling, the dismissal of the Peters plan was largely about insulating the market from a financial liability. But Jonathan Bowser, who joined the board in the midst of the dispute, has said that, in addition to the legal and financial concerns, board members also disagreed with Peters about the plan’s “target market.” “It was more focused on being a regional market that wanted to be more of a tourist attraction,” he said. Before pursuing that strategy, he added, he “needed more confirmation from the community that that’s what they wanted.”

—– 

On Thursday, March 20, at 6 p.m., the task force held its first public meeting. It took place in the stone building, where more than 100 chairs had been set out, facing a couple of tables for task force members, which flanked a projector screen. Gradually, the crowd swelled until the chairs were nearly at capacity. Another 70 or so people stood at the back and along the sides.

As members of the public filed in, a man from the Pennsylvania Downtown Center, whose president, Bill Fontana, is one of the task force members, handed out 100 remote clickers. Their purpose was to allow the public to take a poll on the market and see the results in real time.

Fontana took to the microphone and explained that Mayor Papenfuse had charged the task force with “looking at the future,” rather than dredging up the past. One of the things he’d learned in his career, he said, was that it’s “very easy to rehash what happened.” “If you spend all your energy on these kinds of efforts, you never advance to the next level,” he said.The task force’s desire to leave behind the past seems largely shared by the market’s current board. Both Fetterman and Bowser speak of the market having survived a “perfect storm” of challenges.

“I think we’re weathering that storm,” Bowser told me. “I think people would probably want things to happen a lot sooner than they are, and I understand that completely, me being number one on that list. But the reality is that where we came from, probably being a month to weeks away from being insolvent, to where we’re at today, where we’re showing a monthly surplus as far as operations, I think is commendable, for not just me but for the entire board.”

Vendors, too, seem eager to move on. I spoke with more than a dozen vendors, many of whom expressed the same handful of sentiments—that the market was headed in the right direction, that it wouldn’t help to focus on the negative, that things would get better, but not overnight.

“Leave back what’s back and move ahead,” David Lapp, from Green Ridge Acres, told me. Last December, Lapp, along with Leon Glick, the owner of Two Brothers’ BBQ, were elected to serve as vendor representatives on the market board, where they hope to provide a voice for vendor concerns. When we spoke, they had only attended one meeting, which Lapp said was productive, if a bit too short. “We didn’t cover everything we should’ve,” he said.

At the public meeting in March, the task force polled the audience on a variety of topics relating to the market’s future. Fontana would read a question from the screen; the audience would vote on the remotes, and a few seconds later a bar graph would appear with the percentages. The sample pool had a fair number of regular shoppers (38 percent coming once or twice a week, 35 percent two to three times per month), who came primarily for groceries (72 percent). One question asked whether they thought market vendors should sell food only, or “food and crafts.” Two-thirds voted “food only.”

As I watched the votes, I wondered how useful they would be. We have examples elsewhere of markets that work. The city already paid a team of professionals to tell us that, above all else, people will go to a market to buy fresh food; 20 years later, they’re saying the same thing, with 20 more years of evidence behind them. We can also guess, from past experience, that energetic, consistent management is part of the formula. Regardless of what the community says it wants, won’t a successful plan for the market have to incorporate these things?

When the survey was over, the meeting ended, but much of the audience stayed on to keep talking about what the market could be. During the meeting, topics of race and class had been invoked, and, as the audience split up into circles of chairs, they remained part of the conversation. I watched people in the center of the dark market hall, engrossed in discussion, and thought about something Peters had mentioned, about markets being the “ultimate de-militarized zone.”

“All these other barriers go down when there’s food,” he said. “Harrisburg needs that very badly. And the market doesn’t become the community’s heart and soul when you put community people in charge of it. It becomes the community’s heart and soul when it’s got great food.”

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Second Thoughts: Decades ago, Harrisburg’s leaders quickly turned 2nd Street into an urban highway. Some people now think they made a big mistake.

Ray Davis has a traffic problem.

Davis, the well-known Harrisburg realtor, has lived on N. 2nd Street for more than a dozen years, watching the post-work traffic rush past his door each day, heading straight out of town for the suburbs.

“There are people who won’t live on 2nd because of the speed and volume of cars,” he said. “There’s some beautiful homes below Division that would sell for more above it, and the only reason is the traffic.” He also said the street, in places, lends a “dangerous, industrial feel” to the surrounding area.

He’s not alone in his belief that the road has affected the neighborhood’s livability, as well as its property values.

N. 2nd Street is one-way heading north and three lanes wide, with an additional two lanes for parking, from downtown to Division Street, where it turns into a two-way. Residents along this stretch refer to it variously as a racetrack, highway and speedway.

“People come flying up here at 80 miles an hour,” one woman told me. Another resident said he worries about his kids’ safety. “You feel like it’s risky to cross to the other side.”

For the people who live in the neighborhood, crossing 2nd around 5 p.m. can feel like a game of Frogger, the 1980s-era arcade game in which a player tries to guide frogs across a busy street without them turning into road kill. Still, it’s doubtful that most residents—much less those behind the wheel whizzing by—think much about how a once-quiet, wide road lined with grand buildings became a noisy urban freeway slicing through core city neighborhoods.

The issue, however, unexpectedly arose during the recent mayoral primary, when independent candidate Nevin Mindlin mentioned it during a debate. He said he wanted to restore 2nd Street to the people of the city by making it, once again, a two-way neighborhood road.

After the debate, I spoke with Mindlin at his Uptown home, on N. 3rd Street. For years, he’s lamented the existence of a high-speed thruway in the middle of a residential neighborhood. Currently, he said, 2nd Street is designed “to accommodate the suburban traffic that comes into town, sits in town for eight hours and then turns around and leaves.” Coupled with Front Street, its one-way southbound twin, 2nd Street severs an entire span of houses from the tranquil grid to the east. “It’s a six-lane highway, and the median winds up being a city block.”

Eric Papenfuse, the Democratic candidate for mayor, has now joined Mindlin in advocating the conversion of 2nd, from Forster to Division, back to a two-way street.

“It would make the neighborhoods more pedestrian-friendly and connect them to the river,” Papenfuse said. “It would very clearly make Harrisburg a more bikeable, walkable and livable city.”

The conversion of 2nd Street isn’t currently a campaign issue. In addition, depending on the outcome of the city’s receivership, it may languish at the bottom of a priority list through a first term and beyond.

Excluding a handful of people who live on 2nd, most people you ask have never heard of the proposal—and usually think it’s crazy.

Is it?

American Dream

Much of Harrisburg’s infrastructure dates back an entire century. In the City Beautiful movement of the early 1900s, a handful of citizens, taking inspiration from the cities of Western Europe, set about improving the city’s roads and sewers and beautifying its public spaces. Some of their creations—especially the parks, such as Wildwood, Italian Lake, and the pathway along the riverfront—endure to this day more or less as they were conceived, as accessible public spaces.

The city’s streets, however, have changed profoundly. Largely in response to the proliferation of automobiles in the 1940s and ‘50s, Harrisburg bisected its close-knit neighborhoods with widened, higher-speed thruways. As a result, the city became less a place to walk around in and more a place to drive through.

“What we see is the thinking of the last generation—whoever dreamed up what the world ought to look like in the ‘50s, ‘60s and ‘70s,” Mindlin said. “Their world was automobile-centered. The goal was to give everybody access to the American Dream: an eighth of an acre, a chicken in every pot and a car in every garage.”

Converting 2nd is one of several ways in which Mindlin hopes to restore the city of an earlier era: one that is safe and pleasant to walk in, in which neighborhoods prize the wants of residents over those of commuters. In addition to making 2nd Street two-way, he proposes converting Front to a parkway, with more stops and curbside parking. Division could be extended over a bridge toward HACC, tying the campus to the rest of the city, and a second parkway could connect Wildwood to the riverfront. City-bound traffic would park at outer crossroads, and mass transit would carry workers downtown.

“The goal is to intercept traffic at the points where it comes into the city,” Mindlin said.

Papenfuse also sees the 2nd Street conversion as part of a comprehensive plan for urban renewal. “The drive of urban living is that people want to be able to walk—to Broad Street Market, to the bookstore, to the river,” he said. He believes a discussion about the city’s traffic plan is one way Harrisburg can change “from a reactive mindset to a proactive mindset.”

“It’s about planning. It’s about re-engaging the community,” he said.

Both Mindlin and Papenfuse are aware the proposal may not be universally popular. Papenfuse acknowledged concerns about cost, and insisted that federal funds would be required. “We’re not proposing spending money we don’t have,” he said.

Mindlin criticized earlier efforts at city planning for being “top-down.” He said he would seek a “community-driven discussion” about how to develop the neighborhoods and roads.

Papenfuse agrees. “Planning has to be done based on neighborhood input,” he said. “Before any decision will be made, we need a community conversation.”

Of course, this raises the possibility that the community, as a whole, will prefer to keep 2nd Street the way it is. It’s not clear the American Dream, as it relates to swift traffic, has changed. Suburban commuters aren’t the only ones exploiting the car-friendly roads through town; city-dwellers drive them, too.

But Mindlin is right on his basic point: Harrisburg’s streets look the way they do because of a few people whose priority was something other than maintaining walkable, quaint neighborhoods that served the people who lived there. Their focus, instead, was to solve the novel problem of traffic. And the solution, like many things in the 20th century, happened very fast.

Matter of Months

On Oct. 19, 1955, the League of Women Voters hosted Harrisburg’s first televised mayoral debate. The candidates were Leo Werner, a Democrat, and Nolan Ziegler, a Republican. Werner ran a negative campaign, connecting Ziegler to the political machine of Harvey Taylor, a boss whose career spanned half a century and included a long-held state Senate seat and offices in Dauphin County. “We are fighting,” Werner said, “to end a dictatorship that has controlled our city and county for more than 40 years.”

Ziegler promised to fix the city’s traffic. He pledged to eliminate two-hour parking at meters, instate a citywide ban on double parking and designate one-way streets to improve traffic flow. He also announced he’d been promised the services of “outstanding experts” in traffic who would offer their guidance to the city for free.

Ziegler won. So did every other Republican candidate, including two candidates for City Council.

In February of 1956, a month after taking office, Ziegler appointed the city’s first traffic engineer. City Council voted unanimously in favor, and an engineer was hired at an annual salary of $7,600. This made him the highest-paid official in the city. (Ziegler’s salary was $7,000).

The engineer’s name was Eugene Simms. He came from New York City, and he seems to have had Harrisburg’s governing body in thrall. The record of City Council ordinances that spring and summer is replete with actions pertaining to roads and traffic: from the hiring of a secretary for Simms (March, $3,000 per year) to the appointment of a Supervisor of Plans and Surveys (April, $3,500) to the creation of a new account in the budget for “Traffic Engineering” (May) and the purchase of 750 new traffic signs, 1,600 gallons of traffic paint, 34 traffic lights, 26 pedestrian signals and 950 parking meters (June, July, August).

In a matter of months, Simms’s traffic team, drawing on a seemingly bottomless fund, conceived a complete transformation of Harrisburg’s roads. Front Street would run one-way south, and 2nd Street one-way north. Truck traffic would be sequestered into east-west and north-south routes. An obelisk at the intersection of 2nd and State, which effectively created a roundabout at the foot of the Capitol, would be removed. (It was relocated to a grassy median off Division, near Italian Lake Park, where it still stands.) Both roads would intersect with Forster Street, itself recently transformed from a quaint, leafy neighborhood street into a much wider, six-lane highway.

The changes were aimed at creating a swift, seamless network of routes through town, with seemingly little regard to how noisy, high-speed traffic running over acres of new asphalt would impact some of the most desirable and historic parts of Harrisburg.

Not everyone was pleased. Residents on 2nd Street circulated a petition claiming that “incidental speeding” on the one-way roads “would endanger pedestrians, especially children.” But the promise of an end to congestion, and of improved parking downtown, outweighed the inconvenience to the residential neighborhood. The Simms team plowed ahead, and, on Sept. 16, 1956, the new system of one-way roads was unveiled.

In early October, a man wrote a letter to the Patriot congratulating the city on its achievement. “Never have I experienced the relieved pleasure of going north to the City line from either Front and Market Sts. or from the Square in less time than from 30 to 40 minutes,” he wrote. Now, he said, a commute from downtown to the city’s northern boundary took him just over 10 minutes.

Speed was not only a benefit, however. It also replaced congestion as the new traffic problem. In the weeks after the one-way conversion, reports of reckless driving abounded. During the rest of September, Ziegler made frequent appearances in the paper, issuing stern warnings to speeders and promising policies to curtail abuse of the roads.

On Sept. 27: “We have a new club. It’s called the Second Street Speeding and Reckless Driving Club. The police are taking all applications. In fact, we picked up a dozen new members last night at $22.50 each.”

The problem persisted. On the same page as the October letter praising the new street plan, an anonymous letter sounded a note of dismay. In the weeks since the conversion, its author wrote, an increasing number of vehicles had been using 2nd Street as a “speedway.” In addition, trucks had taken to using the street as a shortcut to Route 22. “There is no reason to ruin one residential section of a community just because others have been ruined,” it said.

In short, the system of one-way streets had done what 2nd Street residents predicted. It had created a racing strip in front of their homes. It would be hard to describe this result as a failure. The new system aimed to move traffic faster, and that is exactly what it did.

In a Handbasket

What happened under the Ziegler administration was not unique to Harrisburg. Cities across the country transformed their roads to accommodate the growing volume of cars.

A movement towards restoring slower-moving streets would not be unique here, either. In the past decade, a number of mid-sized cities—among them Sacramento, San Jose and Lubbock, Texas, as well as Lancaster and Carlisle—have undertaken the conversion from one-way to two-way roads.

Lancaster, for example, recently secured federal funding to convert a stretch of Mulberry Street, which is currently a one-way boulevard through a residential neighborhood. Charlotte Katzenmoyer, Lancaster’s director of Public Works, told me that Lancaster, much like Harrisburg, initially created its one-way streets to get commuters “into the work center and home after.” As in Harrisburg, the result was more traffic at a higher speed. “Our one-ways are the fastest-moving streets in the city,” Katzenmoyer told me. “We wanted to improve it for residents and businesses.”

If Harrisburg were to embrace the 2nd Street conversion, however, it would not just be following the lead of these cities. It would also be following through on its own long-term transportation plan.

“This concept is not a new concept,” Papenfuse told me, and he’s right. A number of people besides the mayoral hopefuls have been thinking about transforming local traffic for a long time.

I spoke with Bret Peters, an architect who has been coming up with designs for the Harrisburg streetscape for more than 15 years. Peters’ firm, Office for Planning and Architecture, or OPA, occupies a building just off State Street, in the shadow of the Capitol dome. He told me his “light bulb” moment came when he was in high school.

“I realized that secondary cities ought to be the places with the highest quality of life,” he said. “Big cities have amenities, but they’re tough.” He lived for a time in New York and Chicago and recalled how in a large city an errand as simple as going for groceries could be an ordeal. Harrisburg, by contrast, with its river setting and smaller scale, was well positioned “to create a very high quality of life for a lot of people.”

Peters has come up with a number of concepts for transforming Harrisburg’s traffic flow. In the mid-1990s, he developed a piece of the design for what would become the so-called Southern Gateway, which aimed to improve the way vehicles entered the downtown from I-83. His concept, which involved an extension of 3rd Street to the highway, grew into a large-scale planned urban district and became a major project of Mayor Steve Reed’s. But the proposal also made political enemies—“It meant certain people couldn’t have surface parking lots,” Peters said—and when the economy collapsed in 2008 and Reed lost re-election, it fell apart.

Peters also became interested in a second, less ambitious streetscape project of the Reed administration: the Northern Gateway, also known as the 7th Street Corridor Widening. Like the Southern Gateway, the 7th Street project would provide an appealing exit and entry point, this time at the city’s northern end, where traffic passes over the Maclay Street Bridge.

Joe Link, the city engineer under Reed, explained that the project emerged from conversations concerning 2nd Street’s future.

“We’ve got an interstate highway running through the city,” Link said, referring to Front and 2nd streets’ combined six lanes. “The discussion at the time was that we would also like to convert 2nd Street to a two-way. We had a residential community going to hell in a handbasket. We thought, if we did this, the property values would go up.”

Peters wanted the project to go further. Like Mindlin, he envisioned a restoration of the city’s roads as connectors of urban neighborhoods. Front Street, as a parkway, would be the city’s “collective front yard,” where people could bike and walk dogs. 2nd Street would be a residential community, with a tree-lined median dividing two-way traffic and benches and fountains at the corners. And 3rd Street, absorbing some of the cars from the slowed-down 2nd, would reclaim its position as the prime commercial corridor. “The ideal would be to spread traffic throughout the city,” he said.

Peters is a professional designer, but he speaks of his concepts for planning and design with something like civil-servant piety. “Your job is to take your expert knowledge to the society around you,” he said. “I have an intellectual and personal interest in making people happy where they live—people who live in an environment they have no control over.”

He thinks about how the look of a town affects its residents’ psychology. He showed me drawings for his 2nd Street design, which included a “whole experiential sequence” of planted trees that would bloom in spring and show a variety of colors in fall. He talked about neighborhood “differentiation,” created by the placement of landmarks and trees, and how it would affect people’s “cognitive map” of their city.

“This city is so easy to fix,” he said. He blamed a mix of ignorance and political opportunism for obstructing good design. “There is a class of people who stand in the way of progress in this city,” he said. “I call them the fourth-tier politicos—people who are trying to get noticed. Everybody wants their piece.” He claimed that the involvement of numerous parties in the Southern Gateway—all wanting credit—bogged the project down and, ultimately, helped defeat it.

The Northern Gateway, however, after years of delay, was finally undertaken in the fall of 2011 and completed earlier this year under Mayor Linda Thompson. By then, it was divorced from anything resembling a comprehensive traffic plan. At the ribbon-cutting ceremony, on Jan. 8, Thompson touted the road’s re-opening as a boon to commerce in the area.

“This is a business corridor,” Thompson said. “We’re excited about the opportunities it’s going to bring for the plantation of new business development.”

But the project’s intent was not really to attract business, and the abandonment of its original purpose shows. The route remains virtually empty most hours of the day. The expanded northbound lanes can’t actually absorb traffic because they collapse into a single right turn lane over the Maclay Street Bridge. Past Maclay, 7th remains one lane wide in each direction, making it an unappealing link to Division for cars needing connection to I-81. (Expansion of the bridge, as well as an extension of 7th to Division and even a Division Street Bridge over the railroad, was part of the discussion at the time. But the costs of acquiring properties along N. 7th were prohibitive, and the planning process for the bridges and railroads would have added “10 or 15 years to the project,” according to Link.) As long as 2nd Street remains a three-lane thruway, it will continue to attract the bulk of commuters.

The 7th Street Corridor, meanwhile—a widened roadway with little traffic, no lights and no stop signs—does have at least one obvious use. A reporter proposed it at the January ribbon cutting, asking Mayor Thompson if the expanded road would become a “drag strip” for speeders.

“There you go, inciting the public,” Thompson replied, smiling. “You better not be on this drag at 2 o’clock in the morning because I’ll be there in an unmarked car, ready to ticket you for speeding.”

She almost sounded like Ziegler.

This Is a Community

The work of engineers, designers and planners rests on a pair of fundamental assumptions. The first is that the way a city looks will affect how its citizens behave. The second is that, in a modern city, the scale and stakes involved are too large or complex for citizens to comprehend themselves. Experts are required.

Katzenmoyer, the public works director in Lancaster, told me that the current traffic pattern on Mulberry Street is an example of how infrastructure affects behavior. “The lights are timed for people to go 25 miles per hour,” she said. “But they’ll speed up just to get to the red light.” She also referred to the “induced traffic” phenomenon. “When you build to accommodate volume, it tends to increase both volume and speed.”

But, she added, people tend to have a poor understanding of the relationship between driver conduct and road design. When Lancaster held public meetings to discuss the conversion, several residents were opposed, because they expected the two-way street to produce congestion. “We had to explain, that’s traffic calming in itself,” Katzenmoyer said. “If it slows down, people will go seek another route.”

I thought of one 2nd Street resident I asked about whether he’d support the two-way conversion. “Hell no,” he said initially. “There’d be traffic backed up all the way up the road.”

I explained that any conversion, if it happened, would likely mean diverting traffic to alternate routes. “In that case, yeah,” he said. “That’d be awesome. That’d be beautiful.”

On a typical workday, around five in the afternoon, cars accumulate on 2nd Street on their way out of the city. They zip past with something like the sound of running water, or of a blow-dryer strafing an open palm. They gather at the red lights, at State Street, Forster, Verbeke and Maclay, sometimes 30 or 40 cars deep, until the signal releases them to spread again over the road.

In half an hour, it’s all over. The gaps in traffic are long enough for joggers to dash through, and drivers can parallel park in relative peace. On a good day, the whole sequence will pass without gridlock, horn-honking or lengthy delays. From the perspective of commuters, the system is working smoothly.

But that, according to Mindlin, is precisely the problem.

“This is a community,” he told me. “They wouldn’t want their community taken over by people running in and out.”

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