Monday, August 31, 2009
Friday, August 28, 2009
The alternative plans tend to share some elements in common:
The Glebe will get a big grassy and treed park. Someone else's money will restore some older, architecturally significant buildings into marvellous wonders for the local neighborhood. Locals will wander in on bicycles and by foot to buy directly from the friendly farmer locally-grown no-downside produce. After that they can linger by Venetian canals sipping coffee from organically grown (in the shade) responsibility harvested 100 mile coffee beans, while the breeze waffles in the gentle strains of the NAC orchestra playing in the park. Tourists come (by transit, of course, or maybe electric vaporettos or bixi bikes) to wander, mouths agape, at the wonder that is the heart of The Glebe. The vital canal side sidewalks are enlived by the thousands of residents who live in the park ... except for the plans that insist no one may live in the park, unless maybe they are renters.
Gone will be the football stadium, soccer stadium, and outdoor concert venue. Where did they go? Over to Bayview, of course. Nothing attracts amateur planners like a big "empty" lot.
What happens to the plans already in place for that neighborhood? What happened to their plans for lively cafes along an historic aquaduct? Fun riverside walks? Vital mixed income condo developments? Ethnic shopping nirvana?
Gone. Replaced by a giant stadium or stadii, deafened by outdoor concerts, swarmed by hodes or car parkers (not everyone will arrive and depart by magically silent bullfrog-powered transit). For most days and evenings, the stadium areas will be vacant wideswept voids, interrupted by tractor trailer bays and large parking structures (pressed into cost-recovery use as park and ride facilities to encourage car commuters to drive to the edge of the downtown core and take free transit...).
Oh, think maybe the locals might prefer the "other plans" already developed and approved by Council and subject to subdivision agreements and into which millions of tax dollars in infrastructure development and land remediation have already been poured? Well, here, toss them a library building, now that's an intellectual+jock=happy formula. Nevermind that the City already has a new library on track, approved land purchase, and has a library board and ward councillor opposed to moving to Bayview, well they can be changed, just a triffling issue.
Too much of the Lansdowne Park dreaming seems hinged on dreams of the Glebe getting a urban area high-culture park to foster their Florida-inspired nirvana while fobbing off the noisy and troublesome stuff to another neighborhood, without bothering to ask if the recipients of all this largesse want it.
Just for the record, I am not totally opposed to the idea of a utopian-dream stadium at Bayview, but I am sure concerned about what sort of stadium the neighborhood would actually end up with.
Thursday, August 27, 2009
Wednesday, August 26, 2009
I came accross one guy on a bike, the other on roller blades. Cyclist had a pager.
Roller blader: puff puff, "He wasn't there."
Cyclist: "he must be, he just called five minutes ago" (holds up pager).
Roller blader: "want me to go back?"
Cyclist: "naw, gotta another call" (cites address).
Blader skates off madly down another street.
Cyclist: checks pager, heads west at a fast clip.
Now what these two gents were doing could be totally innocent. I am sure many 30-40year old scruffy males enjoy cycling and roller blading. Or maybe they were mixing "business" with exercise or economical transportation. Whatever, it was low carbon footprint and will positively reflect on Stats Can surveys about mode of transport to employment in inner city neighborhoods.
Tuesday, August 25, 2009
The cause: my elderly Cdn tire 6speed commuter bike was parked in my driveway, the front door of the house was open (although the glass aluminum door was locked). It seems there is a burglar active in our area, age 35-45, druggy-skinny, scruffy, riding an old bike. They advised I call 9-1-1 if seen, regardless of what he is doing, and the police will check it out. It looked to the police officers that they may have stumbled onto a b&e in action. No such luck for them, however, and after a social chat, they wandered off. On foot. No police car in sight.
I then realized that it must be fairly serious for the dept to have two constables on foot wandering around the neighborhood hoping to catch a burglar in action. Of course there are other benefits to having them foot patrol residential streets, but the rarity of this impressed me that the b&e's must be awfully frequent and blatant to warrant this response.
In 25 years, we have had only one b&e, which my (then) seven year old son interrupted in progress. Since then, the front window has been nailed shut and a driveway gate constructed. I maintain I live on a very safe street, and in a safe spot on said safe street. Nonetheless, resident vigilance is required (and this is not blaming the victim).
from left: gravel path, asphalt path, concrete walk
note the wide wide curbs on the bike path and jogging path
Sunday, August 23, 2009
Bus shelters can quickly become background items we seldom notice. A few years ago, I noticed some advertising firms converted a whole shelter into an advert, or built a roof structure that totally modified the appearance of the shelter.
Around Ottawa, we have seen the Casino de Lac Lemy ads that convert a glass shelter into a Carribean-looking poker hut.
I enjoyed this shelter, in Toronto, with fake frost on the windows and snow on the roof. It's part of a beer campagin to complete the phrase "colder than..."
Saturday, August 22, 2009
Friday, August 21, 2009
Thursday, August 20, 2009
The vacant property runs along the south side of the Queensway, starting near St Mary's Church, opposite the City Living housing, and running down towards the OTrain railway cut. It has at varies times been proposed for townhouses, apartments, or Qway off ramps. At the foot of Young is a pedestrian bridge over the cut to the other segment of Young, where Young St Motors is located, and then opens onto Preston/Little Italy right at the Qway by Ciccio's Cafe.
Wednesday, August 19, 2009
Naked streets, or naked intersections refers to the latest Dutch planning fad of removing all traffic signs, signals, and painted lines, curbs, bollards, or other guidance, from an intersection or street and letting every user figure out how to use the space. The results are supposed to be marvellous cooperation, a veritable wiki, wisdom of the users.
I wonder how many of these spaces originated in pre-auto cities where pedestrians have a fighting chance against autos. Or in legal environments (like Holland) where anyone who hits a cyclist is presumed guilty). Our cities, in contrast, are built for cars and trucks, with only a slight nod to pedestrians as a necessary evil to be coraled away. We North Americans also have a real sense of entitlement, that everyone must yield to what we want, when we want it.
I notice that the Dutch examples all use cobblestones and some obstructions to direct traffic and guide the interaction. This reminds me of the first wave of Dutch traffic calming. In the late 1970's early 1980's, the woonerf was the imported rage. In my west side neighborhood of LeBreton Flats, about 600 housing units were built between Albert Street and Primrose.
The numerous off-street courtyards were sold as wonufs - mixed use spaces where children played on their trikes while moms chatted and the odd car moved slowly amongst them to the front door parking space provided for every unit. These wonufs were always shown with trees scattered through the paved areas, shrubs beds along the side, fancy brick pavings instead of asphalt. What we got, of course, was seas of asphalt because it was cheap and the housing was to be delivered at affordable prices. The trees and shrubs disappeared, ruled out by the fire dept and the needs of snowplowing. Or, in the case of City Living, once the units were occupied lawn areas were paved over to become parking, and guest spaces became reserved for residents.
Subsequently, some woonerfs appeared on much more expensive housing (still without tree islands) as courtyards paved in decorative paver patterns. But they never come close to the artist impressions when the concept was first all the rage.
When cycling in France a few years ago I was impressed by the aggressive traffic calming measures employed in new suburbs, but like Holland, these were in areas with minimal snow fall, no frost, and upscale buyers. For the ordinary joe, traffic circles are giving way to signalized intersections (or that bastard hybrid, signalized traffic circles), roads are wider, straighter, faster, and the pedestrian is being left behind.
Labelling a giant asphalt parking lot or a townhouse laneway as a woonerf did not make it one. Glueing sidewalks to suburban cresents does not a pedestrian environment make.
NCC path (foreground); City path beyond
what will the yellow line do?
There must be a law or maxim somewhere that the more planning is done, the more expensive the administration, the worse the results.
A few blogs ago I lamented the apparent mismatch between the NCC section of the bikepath from new Wellington that goes south along the aquaduct behind the new Claridge condo at 200 Lett Street in LeBreton Flats.
I still cannot believe that despite all the planners, all the coordination, the high city taxes ... that the City-spec'd path is two feet narrower than the NCC path it continues.
I remain curious as to what the yellow line will do ... jog to the centre of the city section? continue straight on leaving one lane wider than the other? Or maybe the city won't have a yellow line, because their path isn't a bike path, its a pedestrian only path?
Edit: 25 August 2009: as noted in the comments, it is an illusion that the NCC path is wider than the City path. Both measure the same with a tape measure at several points along the paths. However, there is a side path joining the NCC path just a few feet north of the switchover to City path, and the problem lies at the junction. Basically, the NCC contractor did not build a proper radius or curve on the side path and it joins the NCC path rather sloppily, leaving only the few feet from the where the paths join to the joint with the City path being too wide by about a foot. The correct solution is to trim the NCC path back for about 10' on its radius so it blends into the main path better. So, the City and NCC are coordinating their paths correctly. Whew.
Tuesday, August 18, 2009
worn dirt trail along path. Arrow indicates NCC will sod this strip to repair it.
sod laid last August, presumably to be removed and replaced agin this year as joggers wear it out
typical worn jogging path along asphalt
I am always curious when cycling the path as to why joggers run along side the path instead of on it. (Being a non-jogger, I can only believe people who claim the gravel, dips and hollows, and hard-packed dirt path is softer than the asphalt).
Eventually, they wear a complete dirt trail along the path, killing the green stuff that grows along the path in an effort to jog amongst the green stuff ... what was that song about pave paradise and put up a parking lot?
Anyhow, the NCC eventually takes umbridge at the dirt paths, and removes the compacted soil, adds new topsoil, and then sod. The pictures above show some sections along the western parkway.
But the new sod doesn't last long, the relentless pounding of Nike beats it back into dirt. Now I see paint markings on the path showing the NCC is about to dig out last year's sod and put in new sod. The cycle of life...
In other cities I have used bike paths on which the outermost 1 foot portion of asphalt was over laid with a yellow or brown softer material just for joggers. In Curacao, this material was embossed with a wood pattern, like a boardwalk. Elsewhere, it had a raised dot pattern, presumably for grip and drainage.
Maybe we don't need a separate set of pathways and the grief that comes from trying to regulate who rides or jogs on (or beside) which pathway. A softer edge strip won't affect my cycling on the central lane of the asphalt path, and might keep joggers off the greenery and in an expected location, to the better cooperation, sharing, and enjoyment of all. This won't solve all our conflicts, but it should be cheaper than doubling the paths.
Monday, August 17, 2009
There is a quote in the article about the clutter factor of too many bikes parked on the surface. Like many cyclists, I take the nearest rack or post to lock my bike to; then as a pedestrian I get annoyed at the cycles cluttering up the sidewalks.
While it is impressive to see thousands of bikes parked outside train stations in Amsterdam, Rotterdam, or Den Haague, it is also apparent how much space they take up. And how multimodal terminals can end up eating up so much land around the station we end up with an inaccessible station or unlivable urban environment.
Sunday, August 16, 2009
through-cycling path interrupted by car access to parking lot
typical pedestrian-only path leaves main path
There are a number of things that can be done to existing multipurpose paths (which I normally call bike paths, because that is how I use them) to make them more user friendly.
For example, a Remic Rapids the riverside path is congested with families visiting the ducks, geese, and sculptures, and others accessing erotic pleasures in the remaining shrubbery (I no longer see the city social worker at this site handing out condoms... ).
To deal with the volume of slow moving pedestrian traffic and through-traffic cyclists, the NCC installed a bypass around the most congested part. The path begins a few metres east of the road access to the parking lot, continues around behind the lot, and rejoins the path at the west edge of the parking lot. The yellow line and signage encourage cyclists to use it.
Both path segments are of similar length, and the inland one is much less busy so cyclists can build up some velocity. But then it is lost, because when the path crosses the access road to the parking lot, the cycling path bumps over both curbs, and there is an explicit command to yield to car traffic accessing the parking lot.
If the segregated path is to achieve its potential, it must cross the parking lot access road without a curb, and vehicles must climb a raised crossing/speed hump which will self-police vehicles to yield to cyclists. Thus cyclists will be attracted to the bypass instead of being ticked off at an inferior path option.
(as an aside,in my experience the vast majority of motorists yield to cyclists at these crossing points, Ottawans are so polite ... but with tinted windows and lack of signalling, cyclists cannot depend on cars to stop, so they loose momentum, stop, then get waved on from a stopped position, making the stop mostly for nothing...)
A similar crossing is possible at New Orchard, where once again the parking lot access road is inexplicably given the right of way over the through traffic on the cycle path. Unlike the Westboro Beach access road which is short, the New Orchard and Remic access roads have several car lengths between the Ottawa River Commuter Expressway and the bike path, so there is not excuse for the cars not to be able to slow down and yield the right of way. A good steep bump over the bike path would make the intersection self policing.
Our society is prone to leap to solutions before clearly identifying problems or examining alternatives. Recent blogs on safe injection sites, green roofs, intensification ... all have elements to me of being solutions searching for a problem.
Before we go off parallelling our bike paths with yet more asphalt, we should examine the success of those segments of paths that are already segregated. Pathway apartheid may or may not work.
For many years, the bike path along the Ottawa River Commuter Expressway was on the inland side of the freeway from a point near Island Park all the way up to New Orchard Avenue. The riverside path was reserved for pedestrians. Turns were sharper, there were even the odd stairs. Cylists still preferred the waterside route, ignoring the no bike signs. At Westboro Beach, there was even no paved path over the sands.
Then, the NCC widened the river side paths, and fixed the geometry to better suit cycling (gentler grades, gentler curvers, long sight lines). As part of this, they built a number of new segments suitable for cycling but left the pedestrian-only paths in place. The best example of this is from Island Park to almost New Orchard where the path is almost completely double-tracked, ie there is a bike path and a pedestrian path.
I still see cyclists on the pedestrian paths, and pedestrians (espcially joggers) not using the pedestrian only paths. We should determine why users use which path they do, and not install acres more asphalt and then wonder if we did right.
I was really struck by how many trees have dried up, brown, crunchy leaves. First noticed on the south side of the canal, from Bronson to east of Bank, whole swaths of tree branches, entire sides of trees, exhibit dried branches. I presume it is not from lack of water.
Then some became apparent on the north side of the canal too, along the Golden Triangle area. Once looking, they were frequent. Usually on mature trees.
This week, I cut down one of my back yard peonies right to the ground, and threw out the leaves and stems which had, seemingly overnight, gone spotted and brown. A virus, a friend and better gardener told me, put them in your regular garbage and not leaf collection or composting.
Anyone know what blight this is, and whether the trees and shrubs will come back next year or are permanently dead?
A number of posts back, I questioned whether the assumptions of high density redevelopment in the existing inner city areas made sense. Do people moving from suburbs to infills exhibit the behaviour of the inner city population or do they bring with them their suburban lifestyle and consumption patterns? It strikes me that there is an element of geographic determinism going on here: if the inner city population exhibits certain characteristics now, moving people who have very different socio-economic characteristics into the same area will cause those people to behave the same way as the existing urban population. I would like proof of that. And it would not be difficult to determine if its true.
Now, in the blog NewGeography.com, in an article headed "ducks", I see quoted Sir Peter Hall, who before he was a Sir, wrote some of the geography textbooks we used at Carleton back in the 1970's:
The compact city cut carbon emissions by just 1 percent; but there were higher economic costs in outer areas where people still want to live, and where demand was greatest. Also, any social aspects of the compact city were to some extent undermined by crowding, exposure to noise and the crush on facilities.
American style sprawl by contrast raised energy use and CO2 emissions by almost 2 percent, but engendered lower house prices, less crowding and less road congestion. (Hall, Sir Peter ‘Planners may be wasting their time’, Regeneration and Renewal, 6 July, 2009)
(The article in the blog talks about how the leading political classes have larger duck houses - paid for by taxpayers - than citizens have regular houses. Typically, the proponents of more dense cities and smaller housing want it for others, but not themselves. )
I strongly feel inquiring minds must always challenge received wisdom and put it to the test.
Saturday, August 15, 2009
Friday, August 14, 2009
Thursday, August 13, 2009
Most people who watch the news or read about current affairs will be familair with the distressful situation in Vancouver's downtown east side (DTE). There, hundreds if not thousands of drug addicts congreate and shoot up in public, buying the drugs openly. It is a miserable scenario. As part of government actions concerning this (I say concerning, because helping and other words are value laden) they set up a public safe injection site, a shooting gallery where addicts bring in their illegally bought illegal drugs and inject them under supervision. The presence of a nurse and social worker makes it "safe" or "harm reduction". About 5% of the addicts in the DTE use the facility.
There have been numerous reports and commentaries on the safe injection site in Vancouver. It doesn't take long on the net to discover that for every study there is a critic. I was alarmed to discover that 22/25 of the studies were done by the same two authors who are vocal proponents of the site. Like too many other issues in our society, the issue has become polarized and militants seem to rule the waves.
There is an ongoing study in Ontario to see if safe injection sites would be useful in Toronto and Ottawa. Focus groups were set up drawing from Hintonburg & Dalhousie areas, and the Market& Sandy Hill areas, as these areas are the likely home for any single site.
I do not think that there is an "open" or public shooting-up problem in either neighborhood, which was supported by data showing fewer and fewer pipes and needles being found. (Soft drugs is another matter, it seems every second house generates clouds of cannibis smoke, perhaps we should examine the second hand smoke effects of that !).
From several hours of discussion, guided by questions from the facilitators, I learned about the nature of the problem, that it is largely "indoors" in our neighborhood, that DTE solutions are not transferrable to here as our problem is very different. Difficulties with addicts buying their goods on street near the injection centre is apparently a real problem, with the police having to leave a 'safe zone' around the centre for drug deals, and I wondered if this would make a track or circle route of dealers driving the neighborhood to sell their goods as users make up to 5 buys a day, similar to the prostitution track that used to exist in the Market.
Addicts get their money from a variety of sources, including prostitution and petty theft, both of which are issues in this area. Would a harm reduction centre for addicts merely ensure we never get another grocery store? (Loeb on Booth closed in part because it had the highest shrinkage rate of any store in their system).
I also learned that there are other types of harm reduction sites, such as a "safe drinking site", eg in Toronto a site that dispenses a glass of wine every 90 minutes to alcoholics was kept open by management during the recent strike there.
There are a number of hard drug harm reduction / safe injection sites in the world. Some are comparable to Vancouver, some are much lower key and very small. While a number of cities have them, a number have had them and subsequently closed them in favour of other drug strategies.
I wonder whether a site "enabled" drug use; whether money was better spent on prevention (where is a copenhagen consensus type of ranking of drug measures?), impact on the image of a neighborhood (neither area needs more outflight of families to Barrhaven) and thus its longer term stability and continued presence of schools.
I ask myself whether a safe site would fly in more affluent neighborhoods or if it stigmatizes certain inner city neighborhoods. I am also acutely aware that our neighborhoods did not have the same problems as the Market and Sandy Hill.
I did not come to any one answer, because there is no one answer. This neighborhood is not at all like the DTE, and may need its own measures. I think the study should examine the idea of mini-safe-sites, perhaps integrated into existing community health centres, or even high schools or in the downtown office district. I am concerned about harm reduction to our neighborhoods collectively and its addicted inhabitants, and uncertain about the moral issues related to 'enabling'.
*this blog posting has been revised to make it read that these are my opinions and do not necessarily reflect the opinions of others participating in the focus group, in accordance with the non-disclosure agreement terms of the focus group.
(readers may wish to look back a few days to my blogs about the impact of homeless shelters on adjacent streets. They were prompted by my Insite experience.)
in May, NCC path is laid, looking south from Wellington
in August, Claridge lays path behind 200 Lett St condo
Now Claridge may not be the fastest developer in town, but he is finally implementing the landscaping around the 200 Lett Street yellow-brick condo tower on LeBreton Flats. The path behind the condo, along the tailrace/aquaduct, is being laid and connected to the NCC path. The path is laid to City of Ottawa standards, as spec'd to Claridge in the subdivision agreement.
Look at the not-yet-paved gravel path in picture two, which extends the NCC path. Notice that the new path is at least one foot, maybe two feet, narrower than the NCC path. Yup, the NCC apparently builds its paths to a more generous standard than the City, and the two bodies can't quite coordinate when they build different sections of the same path...
Unless ... the NCC built a multipurpose path, which most of us (in)correctly call bike paths, and the city is planning a pedestrian only path ... it wouldn't surprise me if the two layers of government are that far out of sync ... after all, when the City built the path along the north side of Albert from Bronson to Bayview, they paved it a foot or so narrower than their 'official' bike/multipurpose paths, so they won't paint a yellow line down the middle, and have threatened to put "walk your bike" signs on the path. All this, even when they were advised by a number of parties even before the gravel roadbed was put down, that it was too narrow, but apparently four months notice before the asphalt was too late for the city to fix it, so cyclists and pedestrians are stuck with a nebulous "what is it" path that looks like a bike path but maybe is and maybe isn't... when the asphalt goes down on the path along the tailrace, I'll measure it and the NCC path and compare.
Wednesday, August 12, 2009
new wall, 18" high
existing wall, 6-8' ft, depending on location and which side of the wall
wall removed, south side of park, along St Frances St.
St Francois school in back right
There is a large green park behind St Frances church, the Hintonburg community centre, and St Francois school. Formerly religious grounds, the property is enclosed on the east and south by stone walls. About 25 years ago, when the City acquired the lands, window slots were cut into the walls and a few sections lowered to permit oversight into the park from Fairmont and St Frances avenues.
A year or two ago, the wall on the south side was deemed unsafe, due to some bowing in the wall. It was taken down and rebuilt. Stonemasonry at this scale does not come cheap.
Now, the newly rebuilt wall has been torn down again, is being topped off at curb height, about 18" above the grass. I am told it is because some people thought the park unsafe.
I was surprised at this, my son went to St Francois for 9 years - daycare, pre-mat, mat, gr1-6. Only once did I see drug activity taking place in the park, right behind the Hintonburg centre. I suspect the park is safer today, as a group of stacked townhouses was just completed on the west side of the park, overlooking the grounds.
At a recent meeting on drug use in the neighborhood, Hintonburg reps were unable to identify any locations where hard drugs were openly/publically being taken, so I guess the park is not a notorious drug den of iniquity.
Note that as part of the park renovations, the existing play structure will be relocated/replaced about 30m south of its current site, for the benefit of the new townhouses.
This turn of events at St Frances park made me wonder about the proposed Dominican Gardens park off Empress. The Dalhousie Community Assoc and concerned neighbours are trying to get the City to aquire the stone walled treed garden on the south side of the Domican College and St Jean Baptiste church. A part of its charm is its seclusion, and the heavy stone walls, about 7' high, border both the east and west sides of the gardens. Will they come tumbling down if the City does acquire the land?
view from temporary path towards north end of Pooley's Bridge
view north along the temp path towards Wellington
Pooley's bridge is an historic stone arch bridge over the aquaduct/tailrace at the foot of Bronson hill. It permits pedestrians and cyclists direct access from the downtown via Commissioner St (that part of "Bronson" that extends downhill north of Albert) to LeBreton Flats. It was renovated and restored a few years ago, for pedestrian and cyclist traffic only, but then was promptly closed when Fleet Street was closed to public access during construction of residences on LeBreton Flats.
I have been part of the chorus of people nagging the city and NCC to reopen the bridge, especially since construction of housing by Claridge seems to be going so slowly. My last kick at the cat was to nag the NCC and City in preparation for Bluesfest, since it made a direct and easy access to the site from the downtown.
Its too late for Bluesfest, but today I discovered that the extension of the NCC pathway (subject of a number of previous posts ) on the north side of the aquaduct directly behind the new condo tower, is nearing completion. The gravel bed is down, and stakes mark the final asphalt grade. To my surprise, the path does not end at the mid point behind the building, but suddenly narrows to a 6' path that skirts the construction fences and opens to the north end of Pooley's bridge, which is once again open for traffic.
Within a few days, it should be paved, and this valuable link will be open again. Note that cyclists and walkers will not directly access Fleet St from the north end of the bridge, but will skirt around the yellow condo at 200 Lett St and be delivered either to Lett St a few meters north of Fleet, or directly to new Wellington Street.
For more info: http://www.seventhgeneration.ca/projects.html
Tuesday, August 11, 2009
The Ottawa Chinatown Gateway project aims to construct a Chinese archway over Somerset Street at Cambridge, in the heart of the Asian district, just west of Bronson. See photoshop picture at the top.
Monday, August 10, 2009
In the past, I have high lighted the blight of Cousin Eddy's and Chado's body shops on Booth Street. As a result of complaints by myself and other members of the Dalhousie Community Assoc the clutter of signage was reduced, garbage, old tires etc was picked up. However, the mysteriously absent trees from the side boulevard remain unreplaced.
A blog reader (Thank you !) has alerted me to the fact that these properties are for sale for a redvelopment site.http://www.ottawarealestatenews.ca/357BoothStreet08January2009.pdf . Perhaps the construction (now begun) of the Z6 condo will encourage other developers to look closer at Booth St. A nice infill here could totally rejuvenate the streetscape.
A a slightly pessimistic note, the real estate listing is from January, so buyers dont appear to have been beating down the doors.
Sunday, August 9, 2009
Saturday, August 8, 2009
Friday, August 7, 2009
Thursday, August 6, 2009