Author Archives: legallysociable

New American homes continue to get smaller

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Data from 2018 shows new homes in the United States are getting smaller:

NAHB data shows the average size of new houses fell for the third straight year in 2018. Median square footage of single-family houses decreased to 2,320 last year after peaking at more than 2,500 square feet in 2015.

Although still above the sub-2,200-square-foot medians hit during the Great Recession, the numbers suggest that entry-level buyers and those looking for starter homes might finally have more options in the coming years. It’s also good news for those who have had problems getting a mortgage because of credit issues.

Robert Dietz, NAHB’s chief economist, said the data probably indicates that home builders are turning toward middle-class housing after spending much of the current economic growth period focused on the high-end development.

In the aftermath of the housing bubble and the economic crisis, builders focused on higher-end buyers. With money to be made there and the limited ability of those with fewer resources to purchase new homes, bigger homes were the primary focus.

So what has changed? Lower class and middle class buyers may now again have the resources to purchase new homes. With a steady economic recovery (stock market up, unemployment down, wages relatively flat), homeownership may be attainable again for more people. The homeownership rate has been down during the last decade though up a little recently.

Just one reminder: the decreased median may not mean that fewer large homes are under construction – Americans do seem to want big homes – but rather that more smaller new homes were built.

“In the suburbs, trees take on a outsize role”

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With local plans to remove the trees along her suburban street in New Jersey, one writer considers their role in suburban communities:

Despite these losses, I had not expected to lose so many at once. And yet, West Orange is grappling with a problem faced by communities around the country. Street trees planted decades — and in some cases, a century — ago were not ideal species for a paved environment and are now large, mature and in need of maintenance. With little soil available beneath the sidewalk, roots interfere with drainage systems, and buckle concrete. Utility companies aggressively prune tree limbs away from power lines, leaving awkward, and potentially unstable, V-shaped trees…

And so, the iconic Norman Rockwell-style streetscape is fading away. As West Orange replaces sidewalks and curbs, it often removes old town-owned trees and plants new species that are more compatible for the location, if homeowners request them. “Over the next 20 or 30 years, there won’t be any tall trees where there are overhead wires,” Mr. Linson said.

Conservationists espouse maintenance methods that could protect more trees, like permeable sidewalks and more careful pruning. While these efforts are often costly for cash-strapped towns, they could preserve a resource that cleans particulate matter from the air, absorbs runoff and reduces the heat index. “The benefits to society far outweigh the costs” of higher maintenance, said Robert McDonald, the lead scientist for the Global Cities program at the Nature Conservancy…

But for all the hope for the future a sapling may represent, I wonder if I will be here long enough to see these new young ones fill out and replenish my block. Instead, I may only get to experience them as sparse reminders of the giants that have been lost.

I’m reminded of a short section of James Howard Kunstler’s TED talk about suburbs where he talks about the role of trees along streets: to provide shade, to frame the street, and to protect pedestrians from vehicles on the road. When the trees must be removed or they are not there in the first place, it is noticeable.

Our suburban street has a nice collection of sidewalk trees that do just the things Kunstler suggests they can, including curving nicely over the curving road. Yet, right before we bought the property, our big tree in the front had been removed – I can see it an older Google Street View image – and several months after moving in the city put in a new sapling. This left the front of our home exposed to the summer sun. While we are fortunate to still have several big trees in the front and back, it will be nice to have that one tree back in 10-20 years.

As the writer suggests about the outsize role of suburban trees, I am still surprised to see so many new subdivisions that still show little regard for keeping trees. A new home may be great but an empty yard is so much less enjoyable than one with even just a few interesting and/or stately trees.

1960s white religious leaders: God told us to love our neighbors but did not mean to pick our neighbors for us

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My history colleague Karen Johnson recently delivered the first Faith and Learning lecture on the Wheaton College campus titled “Place Matters:  The vocation of where we live and how we live there.” See the talk here.

One quote from her talk (roughly 35:50 into the talk) stuck with me. In opposing open housing efforts in the 1960s through the Illinois Association of Real Estate Boards, white religious leaders said:

“We don’t doubt the words of Him who said, ‘Thou shalt love thy neighbor as thyself,’ but we do doubt, gentlemen, that He meant to disturb our American heritage and freedoms by picking these neighbors for us.”
Three features of this stand out:
1. I suspect this logic is still in use in many American communities today. Individual liberty about where to live is more prized than government intervention to help those who cannot move to certain places unless they have help (usually for reasons connected to social class and race and ethnicity). While it is couched in religious terms in this quote, I don’t think it needs religious backing to be widely supported by many suburbanites or wealthier residents.
2. Connected to the first point, few white and wealthier residents would today explicitly say that their opposition to affordable housing or government intervention to bring new people to communities is because of race and ethnicity (some government intervention in housing is more than acceptable as long as it helps the right people). They might talk in terms of social class or the character of the community. But, it still often comes down to race and who are desirable neighbors.
3. The mixing of American and religious values is strong. For American Christians, where do individual liberties end and Christian responsibilities begin? Which takes precedence? All religious groups have to think about which ideas and values to take on within particular contexts (whether nations, communities, or subgroups). A good portion of the critique of conservative Protestants often seems to involve the blurring of these lines: can these Christians see when their own stated religious commitments do not align with particular American commitments?

Playing SimCity, becoming an urban planner

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Building a city on a computer screen led to a future career for some SimCity players:

Thirty years ago, Maxis released “SimCity” for Mac and Amiga. It was succeeded by “SimCity 2000” in 1993, “SimCity 3000” in 1999, “SimCity 4” in 2003, a version for the Nintendo DS in 2007, “SimCity: BuildIt” in 2013 and an app launched in 2014…

Along the way, the games have introduced millions of players to the joys and frustrations of zoning, street grids and infrastructure funding — and influenced a generation of people who plan cities for a living. For many urban and transit planners, architects, government officials and activists, “SimCity” was their first taste of running a city. It was the first time they realized that neighborhoods, towns and cities were things that were planned, and that it was someone’s job to decide where streets, schools, bus stops and stores were supposed to go.

“I used to draw maps of cities for fun. I had no idea it was an actual career,” said Nicole Payne, now a program official for the National Assn. of City Transportation Officials in New York City. When she was 10, a librarian saw her drawings and told her there was a video game she should try…

In more than a dozen interviews for this article, people who went from “SimCity” enthusiasts to professional planners talked about what they liked about the game: The way you can visualize how a single change affects a whole city. The ability to see how transit, livability and the economy are all connected. The fact that no one likes to live near a landfill.

This could be my story too: I enjoyed drawing cities as a kid, reading about cities, and visiting Chicago. I discovered SimCity during elementary school, playing for the first time on a green monochrome monitor. It opened up new possibilities, particularly as the game evolved. I spent endless hours creating cities and, like some of the people interviewed in this story, trying to make them pristine as well as based around different principles. We played Simcity as enrichment time in middle school and I probably trailed off in playing by early high school when I was more taken by Civilization II and franchise mode of sports games. All of that SimCity playing did push me to think about urban planning and serving in local government.

At the same time, as this article notes, SimCity likely shaped how I thought cities worked. SimCity is not neutral in its planning philosophy. At the least, it presented the idea that a planner from above could shape everything, even down to the terrain. The speed at which it could happen was also impressive: a mouse click could add residences or take them away while the game speed could be paused or sped to impressive speeds (usually to add money to the coffers if one was not playing with the cheat codes). Cities and communities do not work this way; even powerful leaders usually need at least a team of elites to get things done and significant urban projects often take a long time.

Informing the public about delays in completing large public projects

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The reasons for delayed Jane Byrne Interchange project in Chicago are only now trickling out to the public:

In January 2015 — just over a year into construction — university workers noticed the building had been sinking and shifting, leaving cracks in the foundation and making it impossible to shut some doors and windows, according to court records…

Over the next 1½ years, IDOT blamed engineering firms it had hired for missing the poor soil conditions that contributed to the problem. That led to a redesign of a key retaining wall that boosted costs by $12.5 million and dragged out that part of the project at least 18 more months…

IDOT’s Tridgell gave the Tribune a list of other reasons for delays. Among them: The city was leery of shutting down ramps and lanes on many weekends because of festivals and other events. And other local agencies required extra permits and reviews for work…

UIC’s Sriraj said public outreach is challenging on big projects, with no “gold standard” on how much is appropriate.

The public is likely not surprised that such a large project is behind schedule and over budget. This is common on major infrastructure projects. They just want the project done. (And I’m sure some of the cynical ones will note that even when the Byrne project is done, repaving of its surfaces will probably begin again very soon.)

Is this expectation of poor performance what then allows public agencies to not have to explain further delays and costs? Realistically, there is little the public can do whether they know about the delays and cost overruns or not: the construction keeps going until it does not. And the article hints that there is possibly little the state can do to compel contractors to do better work. So, because the news looks bad, is it just better to sit on the information?

I would prefer it work this way: given that such large projects affect many people and involve a lot of taxpayer dollars, the public should have access to clear timelines and explanations for delays. Many people won’t care, not matter how much information is available. But, in general, public life is valuable and information should be widely available and not hidden for fear of angering people or avoiding blame. At the least, knowing about delays and increased costs could theoretically help voters make better choices in the future about leaders who will guide these processes.

Recycling was only a band-aid; Americans need to consume less

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Now that the recycled products of Americans are no longer desirable, perhaps it will start a new broader conversation: when will Americans consume less?

This end of recycling comes at a time when the United States is creating more waste than ever. In 2015, the most recent year for which national data are available, America generated 262.4 million tons of waste, up 4.5 percent from 2010 and 60 percent from 1985. That amounts to nearly five pounds per person a day. New York City collected 934 tons of metal, plastic, and glass a day from residents last year, a 33 percent increase from 2013.

For a long time, Americans have had little incentive to consume less. It’s inexpensive to buy products, and it’s even cheaper to throw them away at the end of their short lives. But the costs of all this garbage are growing, especially now that bottles and papers that were once recycled are now ending up in the trash…

The best way to fix recycling is probably persuading people to buy less stuff, which would also have the benefit of reducing some of the upstream waste created when products are made. But that’s a hard sell in the United States, where consumer spending accounts for 68 percent of the GDP. The strong economy means more people have more spending money, too, and often the things they buy, such as new phones, and the places they shop, such as Amazon, are designed to sell them even more things. The average American spent 7 percent more on food and 8 percent more on personal-care products and services in 2017 than in 2016, according to government data…

But even in San Francisco, the most careful consumers still generate a lot of waste. Plastic clamshell containers are difficult to recycle because the material they’re made of is so flimsy—but it’s hard to find berries not sold in those containers, even at most farmers’ markets. Go into a Best Buy or Target in San Francisco to buy headphones or a charger, and you’ll still end up with plastic packaging to throw away. Amazon has tried to reduce waste by sending products in white and blue plastic envelopes, but when I visited the Recology plant, they littered the floor because they’re very hard to recycle. Even at Recology, an employee-owned company that benefits when people recycle well, the hurdles to getting rid of plastics were evident. Reed chided me for eating my daily Chobani yogurt out of small, five-ounce containers rather than out of big, 32-ounce tubs, but I saw a five-ounce Yoplait container in a trash can of the control room of the Recology plant. While there, Reed handed me a pair of small orange earplugs meant to protect my ears from the noise of the plant. They were wrapped in a type of flimsy plastic that is nearly impossible to recycle. When I left the plant, I kept the earplugs and the plastic in my bag, not sure what to do with them. Eventually, I threw them in the trash.

The whole American lifestyle revolves around consumption and includes innumerable objects that are difficult to reuse or refuse. Much of it seems to come under the ideologies of efficiency, cheapness, and convenience. Envision Walmart. It is not just about small items or particular companies; it even makes its way to some of the largest purchases Americans make including buying larger homes to store more stuff.

What would it take to start the ball rolling away from consumption of goods? A small set of Americans have voluntarily done this – I recall reading about downshifters in sociologist Juliet Schor’s twenty year old book The Overspent American. A major company like Amazon or Walmart could make a big dent. Or, perhaps some government regulations might help nudge the free market in the right direction. There is a slight chance a movement of conscious consumers could help lead to change.

And if consumption levels do end up dropping, this could effect all sorts of areas in American social life. What would happen to fast food? The smartphone industry? Housing? Carmakers? Food producers and distributors? Watching it all play out could be fascinating.

If a megaproject proposal doubles the number of onsite affordable housing units in a bid to get approval, doesn’t this mean the profits will be substantial?

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The latest proposal for the Lincoln Yards project on Chicago’s north side will now include 600 on-site affordable housing units – 300 more than before:

It will be the largest on-site commitment in the 16-year history of Chicago’s affordable requirements ordinance, according to Ald. Brian Hopkins, 2nd. Hopkins will join the Chicago developer and affordable housing advocates to announce the revised plan in a news conference Tuesday morning at City Hall…

Sterling Bay wants to build about 15 million square feet of commercial and residential buildings on 54.5 acres of riverfront land along Lincoln Park and Bucktown. That includes 6,000 residential units on the sprawling site between North and Webster avenues…

Under the compromise unveiled Tuesday, Sterling Bay will provide 600 on-site affordable units, while the maximum number of off-site units it will provide within 3 miles decreases to 300, from a previous 600. The Affordable Housing Opportunity Fund payment remains unchanged.

Half of Sterling Bay’s $39 million fee will support construction of about 1,000 affordable units citywide, and the other half will support 15 years of rental subsidies for 130 very low-income families through the Chicago Low Income Housing Trust Fund, according to Hopkins.

Two quick responses:

1. If the developers can offer more onsite units, then Chicago should probably think hard about increasing its requirements. The developer is still very interested in the project even with providing more on-site units.

2. This project must really be projected to turn a nice profit if these last-minute adjustments can be made. Perhaps it is all about negotiating – offer a low figure and then it looks nice if you adjust up – but developers tend to want to get plenty of profit by the end.

On the whole, when these kinds of prime properties come up for development and/or a developer gets a big idea, there could be better ways to ensure there is more affordable housing included in what is eventually built rather than just settling for a relatively low figure. Even with more land devoted to affordable housing and parks, the plans still provides plenty of room for money to be made. Would Sterling Bay be scared off if the affordable housing requirements were higher and, if so, would other developers jump right in to develop such a property?

Suburban voters less likely to be politically independent

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The suburbs are the current political battleground and a recent report provides insights into several suburban political trends:

Fewer suburbanites describe themselves as politically independent than do residents of the nation’s urban and rural areas, according to a survey released Tuesday by the University of Chicago Harris School for Public Policy and The Associated Press-NORC Center for Public Affairs Research. The poll also found that the partisan leanings of suburban residents are closely linked to whether they have previously lived in a city…

Suburbanites who previously lived in a city are about as likely as city-dwellers to call themselves Democrats, the survey found. Similarly, Americans living in suburbs who have never resided in an urban area are about as likely as rural residents to say they are Republican…

That divide extends to the White House: 72 percent of ex-urban suburbanites disapprove of President Donald Trump’s performance in office, as do 77 percent of city residents. That compares with the 57 percent of suburbanites who have not previously lived in a city and 54 percent of rural Americans who say they disapprove of the president.

Suburbs may be more purple but that does not necessarily mean that suburbanites feel compelled to be avoid choosing a political party identification. Perhaps the regular interaction with suburbanites of other political backgrounds helps. Or, stating political independence in the city or rural areas is the more acceptable way of signaling a break from the geographic hegemony without completely going over to the other side.

This may be the hint of the final paragraph of the article with one experience from Jefferson County, Colorado:

“You’re welcome regardless of your political beliefs,” said Stern, a Democrat and volunteer firefighter in a suburban department with a wide range of political views in the station. “It becomes harder to live in rural or urban areas if your political beliefs don’t match those of the majority of the people who live there.”

Alas, this is just one story and it is nice to end a news story on a hopeful note. Are suburbanites really more willing to work across political lines? Local non-partisan elections might appear this way – though they can have their clear divides. Given political polarization in the United States, this may only last so long in any setting.

McMansions lead to water runoff damage in Kirkwood, Missouri

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The construction of new housing can lead to water issues for existing homeowners. See the ongoing case of Kirkwood, Missouri homeowners dealing with more water due to the construction of McMansions:

Next week, a new Kirkwood water runoff regulation will take effect, but longtime residents say it’s all too little too late…

Like many other longtime Kirkwood residents, Liskew said water began invading her home when new construction started near her neighborhood. Behind her home, she noticed new, large homes—often called ‘McMansions’—were being built on small lots…

That special council created a new storm water management regulation. The ordinance requires all “infill development” to capture rainfall runoff, and submit a plan to the Metropolitan St. Louis Sewer District for review and approval prior to the issuance of any building permits…

And she said it’s been an expensive, never-ending problem to worry about. In addition to several French drains, Liskew has installed a sump pump, taken out basement windows, graded a large portion of her yard and even commissioned a water runoff study to find out where the water was originating. The study found the water was coming from the neighborhood directly behind her home, and heading directly into her backyard.

See an earlier blog post on the Kirkwood situation. To some degree, the construction of any new residential units is likely to affect water runoff. Switching land from non-use or agricultural use to homes, driveways, yards, and streets will have an effect. Add to that the pejorative term McMansions used here: big homes take up more space and in the interest of keeping water away from them even more water is channeled elsewhere.

I sometimes wonder if the way water issues in suburbia work is like this: every new development attempts to push the water somewhere else and the problem simply moves onto someone else’s property. Generally, developers and municipalities do their best to move the water away from existing buildings and uses but this may not be possible depending on the topography and existing infrastructure. Cleaning up the water issues after the fact – such as in Kirkwood or the Deep Tunnel project in the Chicago region – is costly and very frustrating. But, without a commitment to avoid sprawl or widespread adoption of greener techniques, the water problems will just get pushed down the road. Flooding will continue to be a major suburban problem.

Where the money goes when you buy a gallon of gas

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An overview of the problems electric cars pose for funding road maintenance includes a breakdown of where the money for each gallon of gas goes:

About half goes to the drillers that extract oil from the earth. Just under a quarter pays the refineries to turn crude into gasoline. And around 6 percent goes to distributors.

The rest, or typically about 20 percent of every gallon of gas, goes to various governments to maintain and enhance the U.S. transportation’s infrastructure.

Currently, the federal government charges 18.4 cents per gallon of gasoline, which provides 85 percent to 90 percent of the Highway Trust Fund that finances most on highways and .

State and local government charge their own taxes that vary widely. Combined with the national levy, fuel taxes range from over 70 cents per gallon in high-tax states like California and Pennsylvania to just over 30 cents in states like Alaska and Arizona. The difference is a key reason the price of gasoline changes so dramatically when you cross state lines.

I would guess few drivers have a sense of where money at the gas station goes. Instead, they likely just react to increases or decreases in prices and when prices go up possibly grumble about who is being made rich.