Sprawled Out: The Search for Community in the American Suburb

Changing Travel Demands: Implications for Planning | Planetizen

The graph above shows the most recent USDOT vehicle-travel data covering the last 25 years. Although vehicle-miles of travel (VMT) grew steadily during most of the twentieth century, in recent years the growth rate stopped and even declined a little. It is now about 10% below where it would have been had past trends continued.

Yet another argument against business-as-usual (read: ASPHALT as usual):

The Twentieth Century was the period of automobile ascendency, during which personal motor vehicles grew from virtually nothing to becoming the dominant travel mode in most developed countries. During this period it made sense to invest in automobile-oriented infrastructure: paved roads, highways and parking facilities. However, demographic and economic trends are changing travel demands. Aging population, rising fuel prices, increasing urbanization, increasing traffic congestion, improvements in alternative modes, changing consumer preferences, and increased health and environmental concerns are all reducing demand for automobile travel and increasing demands for travel by other modes. Although automobile travel will not disappear, it will not grow as it did in the past, and in many developed countries motor vehicle travel will be flat or negative in the future.

Read the rest at: Changing Travel Demands: Implications for Planning | Planetizen

Suburban Renewal: Key to economic recovery

[Map Sources: Map by Zara Matheson of the Martin Prosperity Institute. Data from Christopher Leinberger.]

Renewing our suburbs is part and parcel of broader economic recovery. The very act of restoring them—of retrofitting them for the new ways of living and working that our emerging new economic order requires–will help bring back prosperity overall.

- Richard Florida

Some selected excerpts from the article that I would surely bring up at an Economic Development Commission Meeting --- if we bothered to have economic Development Commission meetings: 

• MCMANSIONS ARE OUT: According to an eye-opening 2009 survey commissioned by Buildermagazine, home buyers are no longer willing to drive to the furthest edges of developments to buy the biggest house they can afford. In fact those are precisely the kinds of homes that are not selling.  Real estate development expert Arthur C. Nelson predicts that we will have a surplus of as many as 22 million large-lot homes by the year 2025.
  
  
• COMMUNITY IS IN: Today’s buyers—surprising numbers of them single women— are looking for smaller houses closer-in, with access to parks and cultural amenities. There is a rapidly growing market for super-energy efficient homes under 1,300 square feet – quite a departure from the 5,000-6,000 square foot McMansions of just a few years past. “We are entering a new era of home building, where buyers look for spiritual satisfaction rather than material gain,” the Builder study concludes. Not the kind of language we’re used to hearing from the construction industry.
  
  
• WALKABILITY = HIGHER HOME VALUES: Walkable suburbs are some of America’s best places to live; they provide a model for renewal for their sprawling, spread-out siblings. Relatively dense commercial districts, with shops, restaurants, and movie theaters, as well as a wide variety of housing types, have always been a feature of the older suburbs that grew up along the streetcar lines of big metro areas.... These are the places where Americans are clamoring to live, where housing prices have held up even in the face of one of the greatest real estate collapses in modern memory, as Leinberger documents in his book, The Option of Urbanism. The desire for walkability can be measured in dollars and cents. Houses in walkable neighborhoods command higher prices than houses in more distant, less dense locations. A recent study by urbanist Joe Cortright for CEOs for Cities analyzed the sales of 90,000 homes in 15 major metros. In 12 out of 15 of them, walkability commanded a premium—sometimes of hundreds of thousands of dollars in places like the D.C. suburbs.

• WALKABILITY = ECONOMIC DEVELOPMENT SUCCESS: We found that metros with walkable suburbs had greater economic output, higher incomes, and higher housing prices; higher levels of human capital, higher membership in the creative class; higher levels of patented innovations and of high-tech industries and employees; not to mention higher levels of happiness.
  
  
• MALLS ARE ZOMBIES: A 2001 PricewaterhouseCoopers study found that one in five malls were dead or dying – 7 percent were effectively dead and another 12 percent were vulnerable and likely to fail in the near future. But these troubled malls have become the sites of a wave of renewal. Outside of St. Paul, the parking lot that surrounded a dead shopping center built on land fill was turned back into wetlands—which in turn attracted new “lakefront” townhome development. In Lakewood, a suburb of Denver, Colorado, a dead mall on a single 103-acre superblock is being transformed into Belmar—22 urban blocks with parks, bus lines, restaurants, stores, and 1,300 new households—the downtown that Lakewood never had. Eight of the 13 regional malls in the Denver area are now planning or have completed makeovers. 

Longer, unedited version of Mr. Florida's column in the 10/9/10 Wall Street Journal:

Remaking our sprawling suburbs, with their enormous footprints, shoddy construction, hastily put up infrastructure, and dying malls, is shaping up to be the biggest urban revitalization challenge of modern times—far larger in scale, scope and cost than the revitalization of our inner cities.

What a dramatic shift. Just a couple of decades ago, the suburbs were the locus of the American Dream. More than their sprawling, large-lot homes and big wide lawns, their shopping malls, industrial parks, and office campuses accounted for a growing percentage of the nation’s economic output.  A good many of them formed into Edge Cities—satellite centers where people could live, work, and shop without ever having to set foot in the center city.

With millions of homes underwater or in foreclosure, our suburbs and exurbs have taken some of the most visible hits from the great recession. In a stunning reversal, big cities like New York, Boston, Washington, D.C., Chicago, San Francisco, and Seattle have become talent magnets at the same time, drawing ambitious people, empty-nesters, young-families, and even a growing number of offices back to their downtown cores. As inner city neighborhoods are being gentrified, blight and intransigent poverty are moving out to the suburbs, where one third of the nation’s poor now reside—1.5 million more than in cities, according to a Brookings study. And suburban poverty populations are growing at five times the rate of those in cities.

......

Perhaps the biggest retrofit of all is happening in Tysons Corner, Va., the virtual archetype of an auto-dependent, sprawling edge city. Located near the junctions of three major highways, it boasts 25 million square feet of office space and four million square feet of retail space. Decades ago developers hailed it as the wave of the future—one of hundreds of new satellite centers that would render our old downtown commercial centers obsolete. But Tysons Corner has lately been losing out. Its perpetual traffic gridlock and its lack of human energy have caused home-buyers to choose other places. Some companies that were headquartered there have even moved back into the District of Columbia.

Now developers and landowners are seeking to make it more walkable, with a more integrated mix of uses. In June, the county's Board of Supervisors adopted a comprehensive plan that would transform Tysons Corner into a "24-hour urban center where people live, work and play." Its hallmarks will be green construction, access to public transportation and abundant public amenities, like parks and bicycle trails—something that sounds very much like a real city.

There are countless other opportunities for reclamation, all across America, as Ellen Dunham-Jones and June Williamson document in their 2008 book, "Retrofitting Suburbia." Under-used golf courses can be transformed into parks and nature sanctuaries; abandoned car dealerships can be landscaped and developed as new, mixed-use neighborhoods. Developers can cut streets through formerly walled-off corporate campuses and add restaurants, stores and public spaces.

Historically, America's economic growth has hinged on its ability to create new development patterns—economic landscapes that simultaneously expand space and intensify our use of it. The rebound after the panic and long depression of 1873 was based on the transition to an urban-industrial economy organized around great cities and their early streetcar suburbs. Our recovery from the Great Depression saw the rise of massive metropolitan complexes of cities and suburbs. Today the challenge is to remake our suburbs, to turn them into more vibrant, livable, people-friendly communities and, in doing so, to make them engines of innovation and productivity. 

Read the rest at: Creative Class » Blog Archive » Suburban Renewal - Creative Class

Reduce sprawl to attack three threats

Cogent thoughts by Andres Duany and Jeff Speck, city planners and co-authors of "The Smart Growth Manual" (2010) as well as "Suburban Nation: The Rise of Sprawl and the Decline of the American Dream" (2000), just re-released on its 10th anniversary.

The issue is not new for urban planners. We have been talking about it for 30 years, first as an aesthetic problem and then as a social concern: children and the elderly lacking independence, overburdened soccer moms and dads, massive income-based segregation and all that time wasted in traffic.

But the debate has changed now that sprawl has been identified as a contributor to some major challenges to our well-being: oil dependency, climate change and skyrocketing health-care costs. These crises have causes beyond sprawl, but sprawl may be the only one they all share.

Read the rest at: Andres Duany and Jeff Speck - Plan to reduce sprawl will boost health, environment

 

Safe Routes to School gets some local press

From the FranklinNOW website:

Franklin — As a parent of a former Pleasant View Elementary School student, John Michlig knows as well as anyone how the conditions can be for students trying to get to school.

Subdivisions on either side do not have a sidewalk or path connection to the school. The road that brings vehicles to the school does not have a shoulder on which a child could ride a bike. Buses must squeeze onto narrow city streets.

It's bad enough that Michlig has seen children get picked up by a school bus a mere two blocks away because they do not have a safe route to walk to the school.

"You got this condition people refer to as, 'Nearby is far away,' " Michlig said.

Michlig has been a volunteer on the Franklin Trails Committee since it formed last year to address problems on 51st Street near Pleasant View, 4601 W. Marquette Ave.

Funding help In the last week, Franklin was awarded a $19,700 grant for a federal program called Safe Routes to School. The program encourages children from kindergarten through eighth grade to walk and bike to school by creaking safer biking and walking routes.

Franklin was one of 34 communities in Wisconsin to receive funding.

With that money, officials will plan possible improvements in the Pleasant View area, which may include anything from sidewalks to a foot bridge over a nearby creek.

After the planning stages are complete, the trails committee hopes to receive a much larger, possible six-figure second grant to pay for those improvements.

Planning the path

But first things first: coming up with the plan.

Part of the process includes soliciting feedback from businesses and residents in the area so everyone is on the same page about what the neighborhood needs, Michlig said. Their input will help assess the needs of the area.

Committee members want to find out how to make it easier for neighborhood kids to walk to school. Many city officials and those in the neighborhood participated in a "walking workshop" last spring and were struck by how difficult that can be, Michlig said.

"We heard it again and again - we as parents are stuck having to drive our child to school when actually it's so close," Michlig said.

Plus, by encouraging the idea of walking to school, kids would also be more physically fit without having to go out of their way to find exercise opportunities, Michlig said.

Mark Cloutier, the school district's manager of buildings and grounds, said that while the district does not have control over what goes on outside its boundaries, school officials support sidewalks and anything that makes pedestrian access better in the community.

He noted there is a sidewalk in front of the school itself and he did not expect the Safe Routes to School program to change the district's requirement to bus every student.

Pedestrian accommodations were recently improved near another school building just to the south, when 51st Street in front of Franklin High School was reconstructed and sidewalks were added with the help of federal stimulus money.

Read the rest at: Group eyes safer ways to get to school - FranklinNOW

More bike riders create "safety in numbers"

Another non-intuitive fact about non-vehicular travel and safety:

As ridership goes up, crash rates stay flat. It's happening in Portland (see page 11 of this report[PDF]). It's happening in New York City.

The phenomenon, dubbed "safety in numbers," was first identified in 2003, in an academic paper by public health researcher Peter Jacobsen [PDF]. After being asked by officials in Pasadena, Calif., if their city "was a dangerous place to bicycle," Jacobsen began looking at crash data from various communities where bicycle ridership had fluctuated over time.

What he found surprised him: The number of crashes involving bikes correlated with the number of riders in a community. As ridership fluctuated, so did the crash rate. More riders, fewer crashes; fewer riders, more crashes.

Read the rest at: TheWashCycle: Still more evidence of the network effect in bicycle safety

Dismantling a bit of the past

IMG_4107, originally uploaded by John Michlig.

The old Barg barn on 51st Street will soon be history; it appears that it's being carefully dismantled for re-use of its old timbers and planks. Click on the photo to see more shots on Flickr.

Aerial Footage: Portrait of a Housing Bust | The Big Picture

Fantastic set of aerial photos from Google Images (by way of Boston.com’s Big Picture), showing Florida’s developmental disaster.

The images of half finished (and barely started) developments are strangely beautiful, with a geometric symmetry that belies the state of human misery these developments represent: Lost deposits, bankruptcy, misallocated capital.

Read the rest at: Aerial Footage: Portrait of a Housing Bust | The Big Picture

Downtown malls - becoming oxymoronic?

The company that owns the financially troubled Shops of Grand Avenue in downtown Milwaukee will be sold at a public auction later this month.

The notice says ownership interests in Grand Avenue City Mall LLC, which owns the Shops of Grand Avenue, will be the subject of an Oct. 26 public auction. It will be conducted at the offices of Arnold & Porter, a New York law firm.

A sign that enclosed, climate-controlled shopping malls do not fare well against downtown streets and shops? One would hope.

Read the rest at: Financially troubled Grand Avenue mall to be sold at auction - JSOnline

Excellent news: Franklin has won a Safe Routes to School Grant

I just found out today that a grant I wrote with my alderman, Kristen Wilhelm, resulted in Franklin being selected as one of 34 Wisconsin communities receiving Safe Routes to School funds!

Now the real work begins. Stay tuned ...