Sprawled Out: The Search for Community in the American Suburb

An early success for the Franklin Trails Commission

ABOVE: One of Franklin's many "roads to nowhere." In the background: Pleasant View Elementary School, which is accessible by a single, slim, sidewalk-less, shoulder-less road.

A mixed bag at at a productive Franklin Trails Committee meeting Thursday night.

First, some very good news: The committee has been awarded a Walking Workshop grant from the Wisconsin Department of Transportation. The grant was brought to the committee by alderman Kristen Wilhelm, who also completed the application. 

The Walking Workshop will act as a launch for the comprehensive Safe Routes to School program, through which we hope to get a significant grant for the city of Franklin which will make it possible for more children to walk or bike to school if they choose. The grant requires no match from the city of Franklin, so the funds would be, essentially, free money that we can use for engineering, education, encouragement, and enforcement efforts.

Once it became clear that we would be pursuing the Safe Routes to School grant, we immediately met with Franklin School District superintendent Dr. Steve Patz, as input from the district and Pleasant View administration will be vital. We also asked that a Franklin School Board member be asked to join the Trails Committee.

Our Trails Committee is an organizational body that consists of membership appointed by the mayor. We were tasked with (quoting the April 7th motion) "researching grants to provide funds for design, land acquisition,construction of walking and/or bicycle paths specific to S. 51st Street, and a connector between Pleasant View Elementary School and S. 51st Street and return to the Council with recommendation for application of grants."

Since then, the Council has approved the Trails Committee's pursuit of a Walking Workshop grant, and the larger, very comprehensive Safe Routes to School (SRTS) grant (which is limited to areas two miles from a grade school; the Walking Workshop is free to address Franklin High School). 

At this point, the establishment of specific goals and identification of problems we want to overcome will be the job of a larger, yet-to-be-formed SRTS Task Force that will consist of stakeholders from all areas of the community; school faculty, parents, residents, homeowner's associations, public safety (fire and police) officials, City staff, etc. These are the people who will decide our specific areas of focus as we address "non-vehicular connectivity" in Franklin -- specifically, in this case, for students attending Pleasant View Elementary.

There was, however, some dissent from one member of the committee as we were spit-balling suggested goals to bring into the first task force meeting. More on that in an upcoming posting when I discuss the difference between Design Speed, Posted Speed, and Operating Speed as they relate to the Drexel/51st/Rawson speedways and the safety of anyone not sheathed in metal. I'll also talk a little bit about how sprawling, incremental development in suburbs creates monster collector roads that eventually need to be tamed.

Guess what? Walkable neighborhoods INCREASE home values

This was an excellent presentation to come across as I prepare for tonight's Franklin Trails Committee meeting. This is one of the reasons I try to get the Economic Development Commission involved in creating USEFUL trails rather than simply recreational paths.

From Kaid Benfield's blog:

Home values in walkable neighborhoods are measurably higher than those that are not, even when other relevant factors are controlled in the analysis.

Below is an illuminating slide show on the subject that was presented by economist Joe Cortright at a transportation colloquium recently hosted by the Congress for the New Urbanism in Portland.  Some key points from the presentation:

• “Walkability” is not just about sidewalks.  Are there places you can walk to?
• Examining data from 98,000 home sales in 15 metropolitan areas, and controlling for other relevant factors, each increase of one point on Walk Score’s walkability scale raises home values by $700 to $3000.
• In Charlotte, the increase in value was $1,986 for each Walk Score point.
• Improving walkability raises home values by $10-30,000.
• Because mixed-use development produces big gains in walkability, the findings are evidence of a strong market for mixed-use neighborhoods.

I have to admit that the slide show was a little clunky on my computer (and there is no narration), but it is manageably short (24 slides) and well illustrated.  Enjoy:

Walking the Walk: How Walkability Increases Home Prices in U.S. Cities

View more documents from Congress for the New Urbanism.

NYT big idea: Ban cul-de-sacs

Sunday's New York Times Magazine ran its ninth annual "Year in Ideas" feature. One of the "idea" entries closely echos my blog entry of December 9th.

To the French linguists out there: Note that the Paper of Record uses the vernacular "cul-de-sacs" rather than the correct - but clumsy - "culs-de-sac":

The Cul-de-Sac Ban

Nothing divides suburban developers and "smart growth" advocates as much as the lowly cul-de-sac. The real estate community loves the meandering, dead-end streets; lots on them sell quickly and at a premium, thanks to their low traffic and perceived safety benefits. But critics complain that cul-de-sacs are a poor use of land; they funnel cars onto clogged arterial routes and restrict access to neighborhoods when emergency vehicles need to respond.

ILLUSTRATION BY LAUREN NASSEF

For decades the developers have been winning this battle. But this fall, Virginia, under the leadership of Gov. Tim Kaine, became the first state to severely limit cul-de-sacs from future developments. New rules require that all new subdivisions attain a certain level of "connectivity," with ample through streets connecting them to other neighborhoods and nearby commercial areas.

If subdivisions fail to comply, Virginia won't provide maintenance and snowplow services, a big disincentive in a state where the government provides 83 percent of road services. Virginia expects the new rules to relieve its strained infrastructure budget: through streets are more efficient and cheaper to maintain, and they take pressure off arterial roads that otherwise need to be widened. "It's about connecting land-use and transportation planning and restricting wasteful and unplanned development," Kaine said in March.

And how will the people respond who actually have to live and drive in the new, cul-de-sac-free neighborhoods? "There are pros and cons," says Kaid Benfield, the director of the Smart Growth Program at the Natural Resources Defense Council. "Residents like walkability and they like not having to be forced onto an arterial road where the traffic jam is. On the other hand, there is a sentiment out there that cul-de-sacs are safe" — though Benfield says research actually shows fewer traffic fatalities occur on connected roads. Other states are watching the Virginia rules closely, and Benfield says he expects to see similar regulations adopted around the country in the next few years — which means the dead end may soon be a thing of the past. CLAY RISEN

Read the rest at: The Ninth Annual Year in Ideas - Magazine - NYTimes.com

Smart Growth principles vs. the rigorously mundane in Franklin

At the Economic Development Commission Meeting on November 23rd (the one where we were introduced to the mind-boggling concept of the Aerotropolis), Franklin Automotive presented a site expansion proposal for their location on Ryan Road. They also brought a laundry list of potential incentives for the ECD to consider, everything from "waive Plan Commission fees" to having the city provide the driveway approach and culvert.

Do I even have to show the architectural elevations to confirm your fear of another suburban McBuilding? Behold "Multi-Tenant Building #3," potential one-story home to dental offices and maybe a chiropractor or two:

 

Site plan? Again, typical building-behind-parking-moat, with no pedestrian considerations. 

None of the Commissioners present for the meeting (there were four absentees) were keen on providing incentives for the project, mainly because they feared setting a precedent for other proposals. After all, why provide breaks for one project and not another?

Why not, indeed ...

While the Franklin Automotive site (yellow box below) faces "Death Race 2000" Ryan Road, it is surrounded to the north and west by subdivisions. The current proposal provides absolutely nothing in terms of amenities for the surrounding residential population, who could easily access the site by foot and bike. 

I suggested the following: Why not reward and/or incentivise the sorts of Smart Growth principals that Franklin's Comprehensive Master Plan supposedly embraces?

For example: We are presented here with a pretty rigorously mundane proposal that offers little more than possible property tax income in its current configuration. Andy's service center on Rawson and 51st already has vacant space exactly like this; so does Shoppes at Wyndham Village. Do we need another one-story, by-the-numbers, moated-by-asphalt professional building?

On the other hand, what if the proposal was reconfigured to serve the surrounding neighborhood rather than simply act as an offramp from the Ryan Road speedway?

What if  "Multi-Tenant Building #3" were built right up to 31st street, with parking behind the building so pedestrians could stroll to and from the location?

How about a multistory building that can host a neighborhood ice cream shop, coffee shop, or even a deli?

And how about a break for locally-owned businesses who might lease space there? (Why the emphasis on local business? For every dollar spent at a local business, 45 cents is reinvested locally. That same dollar spent at a corporate chain reinvests 15 cents locally. Locally-owned businesses generate as much as two to three times the local economic activity as do chains. [PDF link to one example study])

While not the ideal spot (a location near the library would be best), here's a place for a co-working facility that could serve the business travelers staying at nearby Staybridge Suites (a hotel which is itself the recipient of a city grant).

And, while these business travelers are at it, they can leave some out-of-town money at whatever locally-owned food and beverage establishments take advantage of local-ownership lease incentives. (And, surely the management at Staybridge Suites - which is located right below the "G" in "Google" on the map above -  would like to offer its guests nearby amenities beyond the On the Border gentleman's club and the Buckhorn tavern.)

How about a LEED building certification?

So, Mr. Developer: You've shown us the "default" proposal, and, frankly, you are welcome to roll the dice on another mundane professional building with no municipal incentives.

HOWEVER, reconfigure your project using some or all of the quantifiable, economy- and community-boosting ideas above, and why shouldn't the city of Franklin find ways to grease the rails for a "seed" development that will encourage more of the same Smart Growth thinking?

Unfortunately, my expression of the ideas above at the EDC meeting was met with confused stares at best, and at least a couple sets of rolling eyes - par for the course at a meeting where we were pedantically told "Business will tell you where it wants to go."

Glutton for punishment that I am, I will present the above to the EDC at our next meeting as an agenda item.

In the meantime: While the building pictured below is not appropriate for the Franklin Automotive site, the ideas presented in its accompanying post at CoolTown Studios - which, eerily, I only read after writing my post above, while searching for a "co-working building" image to illustrate this entry - are almost entirely applicable to our situation in Franklin.

From Cooltown Studios:

The motivating factor behind writing entries for this blog is that I get to work directly with progressive creatives and developers to crowdsource these concepts into built reality.

So, considering the state of the economy, what are creatives’ solution in how the development of a building can become a symbol for economic growth? The following framework of a building will soon be crowdsourced in Washington DC as an answer:

- Local, independent businesses on the ground floor. Not only do local businesses have four times the economic impact over nationals, but the entrepreneurs who run them are a key source for job growth. The ideal business in this building would be a third place restaurant/cafe/coffeehouse/lounge.

- Coworking on the second floor. Once again, support the entrepreneurs, the future Steve Jobs, Bill Gates, Debbi Fields… providing an attainably-priced (can’t emphasize that enough) open plan shared workplace for them to work among other entrepreneurs, inspiring, motivating and supporting one another. This is the backbone of any strong economy. The third place below serves as a great casual meeting spot both during and after work, sourcing the next great napkin ideas for business (ie the ideas for Pixar’s A Bug’s Life, Monsters Inc., Finding Nemo, and Wall-E were generated at such a venue).

- Mini-condos on the upper floors. These are pretty much the same sized units in most of the world, except in the U.S. we’ve become accustomed to living in spaces larger than we really need, or can afford, as the housing crisis showed. The American Dream is no longer the McMansion. 380 s.f. one-bedrooms, even 250 s.f. efficiencies are selling out rapidly in San Francisco and Seattle, and are a sign of things to come.

- Limited parking. Creatives are increasingly preferring a car-free lifestyle. Add in the real possibility that GM could be bought out by China, and one realizes that the auto industry is no longer be the heart of the U.S. economy, and its culture will follow. Oil was never central to our local economy, but has been devastatingly costly to maintain. The proposed building will look to eliminate as many parking spaces as possible, where current laws require one to two spaces per unit.

- Green. This has become a no brainer for creatives. The building will be as green as its future buyers can afford, continuing to support the growing green and renewable energy economy.

- Increased disposable income. Much smaller units can realistically save a few hundred thousand dollars in many cities, and that’s no exaggeration. The second highest cost is automobile ownership. Imagine if that money can be invested in fulfilling the true American Dream of starting your own business instead. That is more of an economy multiplier than the home building industry, and more sustainable as well.

The Smart Growth Manual: An Interview with author Mike Lydon

My copy of the Smart Growth Manual arrives today. If it's even half as good as Suburban Nation, it'll soon be bristling with post-it notes.

Mike Lydon, co-author of the new Smart Growth Manual, is a member of the Next American Vanguard, a group of 34 young advocates, planners and policymakers representing America’s next generation of urban leaders. He formerly worked at the planning firm Duany Plater-Zyberk & Company alongside Andres Duany, who wrote Suburban Nation: The Rise of Sprawl and the Decline of the American Dream along with Jeff Speck, another prolific planner and urban designer. Lydon helped the two write and edit The Smart Growth Manual, a “companion volume” to Suburban Nation that seeks to thoroughly define “smart growth” and provide advice and best-practice examples of how to translate the idea into urban reality. San Francisco Mayor Gavin Newsom has called the book an “indispensable guide to city planning,” and the website Planetizen recently named it as one of the 10 best planning, design and development books of the year. Here, Lydon tells NAC about working on the book.

Tell us a bit about the history of the project.

The Smart Growth Manual was originally conceived as the follow-up to the highly successful Suburban Nation, written by Andres Duany, Elizabeth Plater-Zyberk, and Jeff Speck, published in 2000. Jeff set out to write the The Smart Growth Manual as a user-friendly guide to combating the problem of suburban sprawl so clearly identified in Suburban Nation. Jeff, who was still the Director of Town Planning for DPZ at the time, took a sabbatical to write the first draft. As Jeff tells it, Andres read the draft but felt that there was just too much changing in the planning field for the book to move forward; too many smart growth projects just coming out of the ground; too many new policies whose outcomes could not yet be measured; and too many related movements—such as green building, global warming/environmental groups, public health advocates, smart growth, New Urbanism, etc.—that had not yet achieved the traction that they have today. So they decided to hold off on the project and observe, while also continuing to refine and advance their own work.

Read the rest at NAC Daily Report: The Smart Growth Manual: An Interview with Mike Lydon

METROBURBIA, USA: Community-building and "Intersubjectivity"

Asphalt, concrete, parked cars, and -- benches notwithstanding - - no life.

From the excellent METROBURBIA, USA, by Paul K. Knox:

The basis of both individual lifeworlds and the collective structure of feeling is intersubjectivity: shared meanings that are derived from the lived experience of everyday practice. An important part of the basis for intersubjectivity is the routinization of individual and social practice in time and space. A positive and distinctive sense of place stems in large part from routine encounters and shared experiences that make for intersubjectivity. This requires plenty of opportunities for informal, casual meetings and gossip; friendly bars and pubs and a variety of settings in which to purchase and/or consume food; street markets; a variety of comfortable places to sit, wait, and people-watch; a sense of ease with changing seasons; and, above all, a sense of belonging, affection, hospitality, vitality, and historical and cultural continuity: not the attributes that anyone associates with American suburbia.

Suburbs must reassess the "growth" concept - USATODAY.com

Time for a re-think:

Housing bust halts growing suburbs - USATODAY.com.

Bedroom communities now must rethink their future and become "a little less sprawly, a little more village-like with clustered development, denser housing," Lang says. "The irony is that if they want to keep growing, they must grow as cities, which is diametrically opposite of how they got so big in the first place."

Cheaper than dinner for two at Olive Garden: The implications of Franklin's new tax levy

Much as I regularly lament the lack of comprehensive local coverage of municipal issues in a new newspaper-depleted era, I have to give credit to FranklinNow for their clear explanation of the ramifications of the City of Franklin 2010 Budget's 2.9% tax levy increase.

The new levy is $5.94 per $1,000 of assessed property value, which is reportedly the lowest in Milwaukee County.

Far from hiding it inside the story, FranklinNow included a "By the Numbers" pull quote that did the math for those who may not understand the personal ramifications of a 2.9% tax levy increase (though they did not do so online).

So, a family living in a home in Franklin with an assessed value of $250,000 faces an annual property tax bill increase of... $27.

Twenty-seven dollars.

To keep the increase from rising over the price of dinner for two at Olive Garden, cuts had to be made. In addition to an across-the-board, 1.7% cut in the overall operating budget (from FranklinNow):

The budget reduces funding to the July 4 celebration and St. Martin's Fair by 50 percent, leaves open a highway worker and custodial position and cuts funding for an intern in the planning department.

Tax dollars to other areas, including the library and street improvement funds, were frozen.

Not great news from an Economic Development standpoint.

How, with community amenities and services dwindling, do you attract to Franklin the sorts of companies that will drive down personal property taxes?

Indeed, the cost of a dinner for two at Olive Garden is not so bad, you may argue, but what about business's aversion to taxes? Conservative dogma states that "high" taxes scare business away; Franklin is a "tax hell," and that's hinders its attractiveness to business and commercial development.

Really?

Robert Ady was a longtime executive at the Fantus Company, the legendary site location business that virtually invented the process. Now the head of his own company, Ady International, Robert Ady is said to have assisted in more site locations than any living person.

Based on hundreds of face-to-face dealings with companies deciding upon the best place to locate or relocate, here are some of Ady's observations:

“[I]n the facility location process, taxes are not relatively important when compared with other cost factors such as labor, transportation and utility and occupancy costs. . . . In summary, site selection data do not suggest any correlation between low taxes and positive economic growth, or between high taxes and slow growth. The location requirements are too many, the process too complicated, and other factors too important to justify a strong relationship.”

As further reported by author Greg LeRoy:

Ady’s finding is consistent with those of others: tax-rate differences and tax incentives are too small to make a difference. Subsidies cannot make a bad place a good place. Good places are competitive because they have the long-term business basics that a company needs to produce supply to meet demand. So if cities and states want to grow good jobs, instead of cooking up more tax breaks, they should focus on improving their business basics—the valuable inputs and linkages they have.

Like, for instance, walkability, which has been shown to increase property values in communities that embrace the concept. This is why the National Association of Realtors is a vocal proponent of Smart Growth and Sustainable Development practices - specifically walkable, less car-dependent communities.

Simply put, it's easier to sell houses in - and attract CEOs to - communities that invest in long-term amenities like non-vehicular connectivity. Even if it costs TWO dinners at Olive Garden per year.

LeRoy explains the importance of creating attractive communities:

There are often personal factors in location decisions. Executives especially like to create a short commute for themselves. They may also locate for amenities such as golf courses or good schools for their children. The smaller the company, the more likely it is that such factors will come into play, but they are sometimes evident at bigger companies, too. For example, a study of 38 companies that left New York City found that 31 moved closer to their chief executive’s home, reducing the average CEO commute to eight miles.6 When the founder of Kinko’s sold the company to a group of New York investors, the company moved its headquarters in 2000 from Ventura, California, to Dallas, where the new CEO lived.

Back to the tax boogie-man. Robert Ady's chart of site location cost factors for an office project puts "Labor" at 72% and "Taxes" at a mere 5%.

Again, Greg LeRoy:

Federal tax statistics suggest that even Ady’s low ranking of taxes is overweighted. They provide even stronger evidence on why taxes—and therefore tax breaks—can rarely influence corporate location decisions. Internal Revenue Service statistics show that all state and local taxes make up only 1.2 percent of the typical company’s cost of doing business, far less than labor, materials, marketing, overhead, transportation—the business basics. And then companies get to deduct those state and local taxes when they file their federal tax returns, so Uncle Sam actually foots up to 35 percent of the bill. The bottom line: after federal deductibility, state and local taxes make up only 0.8 percent of the average company’s costs.

And, in Franklin, we have an alderman wishing on a star that a property tax freeze will fill public safety positions, create a sustainable community, and somehow increase the quality of life for local families.

I'll bet him dinner at Olive Garden that he's wrong.

(Greg LeRoy's book is called THE GREAT AMERICAN JOBS SCAM, and is highly recommended for it's solid research and excellent sourcing.)

Reality hits home, and McMansions gain saner dimensions

Now that amenities aren't self-contained in each, individual, over-leveraged home, residents will look to their communities for parks, public spaces, pools and other almost-forgotten shared assets.

Property tax freeze? Good luck with that absurd notion. Evolve or die.

By MICHAEL M. PHILLIPS

SMYRNA, Ga. -- For the first time in four decades in the luxury-home business, executives at John Wieland builders are thinking the unthinkable: Maybe houses in the South don't really need a fireplace.

They're also wondering whether new homes require 4,700 square feet of living space. Or private theaters with 100-inch screens. Or super-size-me foyers.

As they draw up blueprints for the house of the post-recession future, builders are struggling to distinguish among what home buyers need, what they want and what they can live without -- Jacuzzi by Jacuzzi, butler's pantry by butler's pantry.

"You have to keep taking things out until you hit a critical point where people reject your product," said Jeff Kingsfield, senior vice president of sales at Smyrna-based John Wieland Homes & Neighborhoods.

It's an experiment brought on by necessity. Two years ago, closely held Wieland was building 1,800 houses a year in posh subdivisions in Georgia, Tennessee and the Carolinas, selling for an average of $650,000 apiece. Today, the company is closing on just 600 homes annually, according to Wieland. It has slashed staff to 330 employees from 1,100.

Read the rest at: Builders Downsize the Dream Home - WSJ.com

Trails Committee widens its focus to include Franklin High School

Though Victory Creek subdivision can be seen from the Pleasant View Elementary playground, there is no way to walk from here to there - yet.

Last night's Trail Committee meeting was fruitful. While our focus remains on improving accessibility to Pleasant View Elementary School through the Safe Routes to School program, alderman and committee member Kristen Wilhelm located a Wisconsin DOT Pedestrian Roadshow/Walking Workshop grant that will bring a facilitator to Franklin for a series of presentations to community stakeholders. This will provide a introduction to the Safe Routes process as well as a focus on Franklin High School access issues - - effectively widening our initial area of influence to cover two Franklin schools.

Anyone who's observed the corner of Drexel and 51st before and after a school day -- and certainly before and after sporting events -- knows that something must be done to decrease the amount of vehicles on the road. As long as students from even adjacent subdivisions (see above) need a vehicle to get to school, that congestion will continue.

While Safe Routes to School deals with engineering and trail-building issues, the program also works to educate the community, making a safer environment for non-vehicular traffic. Once we add some connectivity, drivers will learn to treat these residential streets with a great deal more respect than they do currently.