I got into an argument on Twitter about how widespread car ownership was in NYC's outer boroughs, which in turn caused me to go to city-data.com to answer the question: how do you measure how many people own cars, anyhow? The City Data website has data not just for cities and counties, but for individual neighborhoods within a city. In particular, the site gives data for household size and for the number of cars per household.
A federal district court in Wisconsin recently ruled that Wisconssin highway officials failed to prepare an adequate environmental impact statement about a proposed highway widening in Milwaukee.
A recent article in Better Cities points out that while some transit-heavy neighborhoods in Chicago became more expensive (especially those on Chicago's north side) "transit sheds" in Chicago's south and west shed actually lost value relative to the region as a whole. In other words, rich intown neighborhoods are getting pricier, but poor ones are actually losing value.
I saw a few more panels on Friday, and spent much of the weekend visiting Salt Lake City's various neighborhoods.
Sarah Susanka's plenary address contained one line that spoke to me. She spoke about an "appreciation for space", comparable to an appreciation for music. I think one reason I don't fit in with my relatives and friends who have gotten used to sprawl is that I have a highly developed, perhaps overdeveloped, sense of space. My relatives in Atlanta have gotten used to things (such as streets without sidewalks) that horrify me.
One interesting part of today's CNU session was Andres Duany's keynote speech. Duany focused on the relationship between environmentalism and New Urbanism. He suggested that the fear of climate change was actually more important in shaping public policy than climate change itself, because this fear may create long-term demoralization (especially, I suspect, among environmentalists - though I'm not sure if Duany was saying this).
The first CNU 21 speech I went to was by attorney Craig Galli, who briefly outlined the history of Salt Lake City. He pointed out that one of the region's problems was the dependence of local cities on sales taxes; to attract tax revenue, local governments need to attract sales-generating retailers. As a result, the region became oversupplied with big box stores, some of which are now vacant due to competition from other big box stores.
It seems to me that the debate among new urbanist/smart growth types about height limits for office buildings* is really about one question: if businesses can't find enough office space in a low-rise business district, will they:
1. move a few blocks away, thus improving a neighborhood adjacent to downtown?
2. move to a suburb with more lenient height restrictions or cheaper land?
This story is strong, but anecdotal, evidence for view 2.
Because of the release of a new book about the growth of poverty in the suburbs, there has been all sorts of chatter on Twitter and the urbanist blogosphere about the growth of suburban poverty. Obviously, poverty anywhere is not a good thing. But as long as there is poverty, is it such a terrible thing that some poor people now live in suburbs?
I have generally been pretty skeptical of speed bumps (also known as "speed humps"); they can be harmful to cars, but don't do as much to calm traffic as some other techniques.
Generally, supporters of a less car-dependent society are critical of one-way streets, while supporters of the sprawl status quo favor them.
But I have a somewhat different perspective after driving around downtown Atlanta today. I drove there to do an errand for my mother, and the maze of one-way streets added 10 minutes to my drive time, as I searched in vain for a southbound street to get me home. So it seems to me that one-way streets are actually inconvenient for someone who has business downtown and is trying to navigate his or her way home.