Category Archives: Places

Debating the idea of a “perfect suburbia” in Montgomery County, Maryland

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Amidst debates about sprawl and development in Montgomery County, Maryland, one commentator argues that whatever happens, it is impossible to return to a “perfect suburbia” that perhaps never really existed.

In the 1940’s, when much of Montgomery County was farmland, some people were probably upset to see their communities transition from rural to suburban. Others might have been excited at the prospect of new amenities, new neighbors, and the county’s emerging reputation as an affluent bedroom community. But no one really voted for that change to happen. It happened because of market demand for new housing, a lack of buildable land in Washington (and the declining status of the inner city), and a county government who, much like today, saw that people were coming and wanted to accommodate them appropriately.

Sixty years later, Montgomery County is a very different place. It’s a majority-minority county now. The Post did a story just yesterday about the gigantic Asian community in Montgomery County. Though many of those Asian immigrants have settled in so-called “suburban” places like Rockville or Germantown, studies show (PDF!) that they’re interested in a greater sense of community. For people who grew up in dense Asian cities, Montgomery County is the “perfect suburbia,” but not in the same way that Rose Crenca describes it…

Montgomery County became the “perfect suburbia” because people were invited in. We could turn people away who don’t look like us, who don’t think like us, who want to live in apartments, who make less money than us or get around on foot or by bus. But we wouldn’t suddenly go back to 1949 as a result. In fact, the county that would result would be far, far worse than what we have today.

Many people worry that plans to encourage urban development in Montgomery County is “imposing” a way of life on them. In fact, the opposite is true. Those, like Rose Crenca, who still cling to a “perfect suburbia” which may or may not have existed, are the ones telling other people how to live.

This is a common issue in debates about development: which vision of a suburbia will win out? There are lots of possible “winning” models: a place with lots of open space and plenty of restrictions on sprawl, places where redevelopment (and perhaps densification) is encouraged, places with a diverse population (Montgomery County is quite diverse compared to a lot of wealthy suburban counties), places that seem frozen in time. Of course, another way to look at this is who has the power to carry out their vision? Overall, this idea of an “ideal suburbia” is fascinating as people likely have some very different views.

Another aspect of suburban development debates is that it often pits “old-timers” against newcomers, people who have enjoyed the community for decades versus those who want to enjoy the community for decades. These groups might be very different demographically and therefore have very different visions of the world. For example, this blog post seems to pit a vision from an older resident who is partly worried about where older residents fit in the vision for Montgomery County. As land and home prices increase, older residents can be priced out of communities to which they have contributed. This is a particularly interesting issue in a lot of suburbs and is often behind what suburbs mean when they talk about affordable housing: how can we promote housing that allows our older residents to still live here? At the same time, communities don’t remain frozen in time and things change. Appealing counties such as Montgomery County are likely to draw a broad group of people looking for their own suburban ideal made up of quality (cheaper?) housing, good schools, and safety. This old-timer/newcomer split can last for quite a while until a community becomes characterized by a more transient population which is often tied to a spurt in growth.

The irony in all of this is that once you move into a community, it is likely to never be exactly the same again. New waves of growth tend to bring about different kinds of development and businesses. Places are not static; they tend to be dynamic as people and organizations move in and out. Managing this kind of growth can be done so it doesn’t turn into incomprehensible sprawl but change itself is inevitable.

I would also suggest that the people criticizing Rose Crenca for her views may just be promoting similar views in a decade or two after they have settled into Montgomery County and want to preserve the best of the county as they envision it. This is the essence of NIMBYism.

Argument: land restrictions lead to the American cities with the “most and least affordable housing”

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A new survey names the “most and least affordable housing” markets in the United States. Not too many surprises here. The top ten most affordable markets: Detroit, Atlanta, Phoenix, Cincinnati, Cleveland, Las Vegas, Rochester, Columbus, Kansas City, and Minneapolis-St. Paul. The top ten least affordable markets: San Jose, San Francisco-Oakland, New York, San Diego, Los Angeles, Boston, Seattle, Richmond, Providence, and Portland.

What is particularly interesting is the reason given to explain the differences in affordability:

The authors specifically call out new construction that is significantly controlled by comprehensive plans or through more restrictive land use regulations “referred to as ‘compact development,’ ‘urban consolidation,’ ‘growth management’ and ‘smart growth.’” The thesis is that these places create housing that is unaffordable. And conversely, the places ranked as affordable – Phoenix, Atlanta, Las Vegas – tend to be areas associated with sprawl development.

These two authors are known for their market-based preferences for land use and housing development, so their argument is no surprise. And though there is certainly a case to be made that restrictive land use policies can limit supply and drive up costs, these aren’t the only factors in play. That New York City is less affordable than its upstate neighbor Rochester has more to do with the fact that it is a much more vibrant and attractive city, and that people are willing to pay more to live that lifestyle than people who prefer Rochester living. Taking this and other factors into account would expand the understanding of why some places are less affordable than others. And while the picture painted by Cox and Pavletich is not wrong, per se, its limited scope offers a less-than-comprehensive analysis that could benefit from more context.

This sounds like an argument from the urban ecology school that argued sprawl could be explained by a search for cheaper land. If governments or other agencies restrict the amount of land available for development, then prices will have to go up.

This explanation also seems to suggest that the affordability sprawl allows should be a primary goal. Of course, sprawl comes with other problems including increased costs, longer commutes, more environmental concerns, and a loss of space that could have been used for other purposes or left open. If the affordability of a home was the only thing that mattered for public policy, policies would be quite different. But when doing urban and regional planning, there are a number of other concerns that must be taken into consideration.

Also: I’ve always wondered why lists of affordable or unaffordable places don’t try to overlay other data on the prices. At a quick glance, it looks like the more affordable places tend to be in the Rust Belt, the South, and foreclosure centers while the more expensive places are on the coasts. Some other factors that may matter: perhaps “creative class” cities more expensive on the whole, even controlling for other factors; demographics; the particular industries and companies located in each place; where cultural centers are located; the historical context.

When Aon leaves for London, is Chicago still a world class city?

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With the news this week that Aon Corp. is moving its headquarters from Chicago to London, a familiar question arises: will Chicago take a hit to its image as a world class city?

“It is appropriate to ask that question, not as a general hand-wringing kind of thing, but in the classic 120-year or more tradition of Chicago,” said urban strategist Paul O’Connor, a former deputy director of the Illinois Department of Commerce and Economic Development who was founding executive director of the 13-year-old World Business Chicago.

“You do have a special case here in Chicago insofar as the business leadership has for at least 120 years been intimately involved in the strategic growth and development of the city as an international center,” O’Connor said. “This is a phenomenon you don’t find historically in any other big American city. So the capabilities of the leadership of Chicago business to affect long-term outcomes of global competitiveness and whether this remains an easy place to attract the top level of talent, that’s the core issue.”…

“There are underpinnings that matter,” O’Connor, now with architectural firm Skidmore, Owings & Merrill, said from China, where he’s working on a project. “You look through the board of Aon. These people were like the college of cardinals of Chicago boosters. So if you’ve got a good explanation that you can pick up (more money) by doing this, great. But if those college of cardinals of Chicago boosters don’t stay on it and make sure that you are a competitive business environment, then things do erode. … You’ve got to stay hungry.”…

“The thing you have to look out for is that you don’t slip (as a city in the world’s eyes),” O’Connor said. “That’s why everybody should be saying the rosary to make sure everything goes nicely at the NATO/G-8 (meetings set to bring international leaders and protesters to Chicago in May), so you don’t send bad messages. On the one hand, you have reality, which really matters. On the other, you have perception, which also matters, but I’d rather have reality over perception.”

The issue here seems to be perceptions, not the reality that Chicago still contains a number of headquarters. The reality is that Chicago truly is a world-class city – one 2010 ranking had Chicago at #6 in the world. The moves of highly visible companies might be problematic for politicians who have to create and defend a record on jobs but Aon moving to London will not knock down Chicago a notch unless multiple companies follow suit.

At the same time, perceptions are important. Maybe the better question to ask here is why Chicago needs to keep reaffirming its status as an important city. Perhaps it goes back to that “Second City” nickname that put Chicago behind New York but is also a reminder that Los Angeles has zoomed ahead in population (and status?) as well. Perhaps it is because Chicago knows it is part of the Rust Belt and has been a rare city that has been successful despite the loss of many manufacturing jobs. In the end, why doesn’t have Chicago have more confidence in its standing? The nervousness might motivate Chicago to pursue greater things but it also looks silly at times.

My verdict: Chicago will be fine. That doesn’t mean the city shouldn’t continue to try to woo new corporations or help encourage new start-ups. At the same time, Chicago should operate from a position of strength, selling the better aspects of Chicago, rather than a posture of weakness where any move might topple Chicago from the circle of great cities.

Cultural differences in pedestrian behavior

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How you act as a pedestrian is influenced by your culture:

Much of the piece focuses on the research of Mehdi Moussaid, a crowd scientist at the Max Planck Institut for Human Development in Berlin. A great deal of Moussaid’s work looks at how pedestrians respond to sidewalk traffic. When a person is walking straight toward another, for instance, a decision occurs whether to go right or left to avoid a collision. The decision has nothing to do with driving customs; in Britain, walkers avoid to the right despite driving on the left. Still people end up choosing the proper side through the some sort of implicit social understanding, Moussaid concluded in a 2009 study…

Not every society reacts to pedestrian congestion the same way. A recent comparison of Germans and Indians revealed that although people from both cultures walk “in a similar manner” when alone, their behavior varies greatly in the presence of others. As one might expect given the densities of their respective countries, Indians need less personal space than Germans do, according to the researchers. As a result, when Germans encountered traffic during a walking experiment, they decreased speed more rapidly than Indians did. “Surprisingly the more unordered behaviour of the Indians is more effective than the ordered behaviour of the Germans,” the study concludes.

Moussaid has found that it’s a natural tendency to clump together on the sidewalk. In a 2010 study published in PLoS One, Moussaid and colleagues reported that 70 percent of walkers travel in groups — a custom that slows down pedestrian flow by about 17 percent. That’s because when pedestrian groups encounter space problems on the sidewalk they flex into V-shaped clusters that “do not have optimal ‘aerodynamic’ features” just so they can continue to talk, according to the researchers.

I have been known to get frustrated with pedestrians on sidewalks, particularly those who suddenly stop in clumps, forcing other people to go around them. In high school, I remember thinking that the school could paint/put traffic lines on the floor to help remind students that they shouldn’t walk four across.

But I am very fascinated here by the idea that people of different cultures act in different ways as pedestrians. This must be part of the socialization process: children learn how to walk with other people around even though no one ever explicitly says do this or that. What happens in notable tourist spots – which sidewalk behavior “wins out”? Do some people have consistently quicker paces compared to others? Do different cultures have different goals in the average walk, say getting to their destination versus enjoying the stroll?

A movement away from one-way streets

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Even as one-way streets are found in thriving downtowns in cities like New York City, Toronto, and San Francisco, there is a movement away from one-way streets:

St. Catharines was only following the example of hundreds of cities in the United States and Canada that have been shutting down their one-way streets since the 1990s. In Ottawa last week, planners announced they are considering the two-way conversion of several streets in the shadow of Parliament Hill. Two-way roads would help to “‘normalize’ the streets, by slowing traffic, creating a greater choice of routes, improving wayfinding, creating a more inviting address for residential and commercial investment and improving safety for pedestrians and cyclists,” according to a plan drafted by consulting firm Urban Strategies Inc. In 2005, even Hamilton, Ont., began to end its addiction to fast-flowing urban streets by cutting the ribbon on two-way traffic on some of its most prominent thoroughfares…

“The one-way is designed to maximize efficiency for the car; that’s its purpose,” said Larry Frank, the UBC-based J. Armand Bombardier Chair in Sustainable Urban Transportation Systems. As car culture bloomed beginning in the 1930s, and city dwellers ditched their apartments and townhomes for suburban ranch houses, one-way streets became the “mini-freeways” that could speed them to and from work. According to U.S. urban development advocate John Norquist, one-ways were also particularly attractive to Cold War-era planners because they allowed speedy evacuation in the event of a nuclear attack.

The effects on urban cores were immediate. In small towns, the conversion of Main Street to one-way was usually the first harbinger of urban blight. A much-quoted statistic holds that 40% of the businesses on Cincinnati’s Vine Street closed after it became a one-way. By the 1980s, one-ways had become potent symbols of urban racial divides. In dozens of U.S. metropolises, poor black neighbourhoods were severed by loud, dangerous one-ways jammed with mainly white drivers speeding to the suburbs. “It’s environmental racism,” said Mr. Gilderbloom.

Since they encourage higher speeds, one-ways have consistently been found to be hot spots for pedestrian fatalities. In a 2000 paper examining pedestrian safety on one-ways, researchers analyzed traffic statistics in Hamilton from 1978 to 1994 and concluded that a child was 2.5 times more likely to be hit by a car on a one-way street.

It is hard to argue with safety today. But the larger argument seems to be this: planning cities in a way that privileges automobiles is now considered more problematic than in the past. With the blooming of movements like New Urbanism, more places and planners are now thinking about others who use the streets including pedestrians, bicyclists, and businesses and residences along the street. While one-way streets may be efficient, they don’t necessarily serve all interested parties well.

There is some history here: with the rise of the popularity of the automobile in the 1920s plus the beginnings of highway construction around the same time (Federally-funded interstates came later), city planners started building cities (and suburbs) around the car. The goal was to move as many drivers in and out of the city with the intention that the ease of travel would actually bring more people into the cities. While the ease of automobile traffic may have improved, it had negative side effects: people moved out of the city and sidewalk traffic decreased. Cities tried to adapt by doing things like making certain streets pedestrian malls (Chicago’s State Street was a notorious example) but these generally proved unsuccessful.

The claim about one-way streets being examples of “environmental racism” is not one I have heard before. While I have heard of highways being used in this manner, it would be interesting to see data on where exactly most one-way streets are located.

Poverty in Wheaton on PBS NewsHour

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In order to illustrate the rising number of people in poverty, PBS NewsHour went to Wheaton, Illinois.

PBS NewsHour: Suburb in Wealthy Illinois County Sees Unexpected Rise in Poverty

Some interesting material here including a look at local food banks, how middle-class people can end up in poverty, and how federal resources go more to urban areas than suburban areas. With the increase in the poor population in the suburbs and the knowledge that many suburbs are unprepared to handle this, this could change the image of and experience in the American suburbs for years to come.

While this is clearly a national issue, there hasn’t been much public discussion of this in Wheaton. Instead, I have heard more about high taxes, the government taking and wasting too much money, and the need to balance municipal budgets. I wonder how the City of Wheaton and others in the community would answer these questions:

1. Are there local resources to deal with this? Either way, should there be?

2. Is it a problem that suburban communities should help solve (with money, time, services, etc.) or is it someone else’s concern (the state, the federal government, private agencies, churches, etc.)?

3. Is this a problem for Wheaton’s image?

A slowed-down Plan for Transformation in Chicago

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The Chicago Housing Authority’s Plan for Transformation is taking longer than expected:

Since 2000, the CHA has been slowly working to transform how poor residents are housed. The $1.6 billion Plan for Transformation was developed to take poor residents out of crime-ridden, dilapidated, mismanaged high-rises and place them in mixed-income communities where they can thrive.

In its agreement with the U.S. Department of Housing and Urban Development, the CHA committed to restoring or replacing 25,000 units for public housing residents…

Officials blamed lulls in the economy, the collapse of the real estate market and other mishaps for slowing the Plan for Transformation, originally slated to be finished by 2010, reports show. Now the plan is scheduled to be completed by 2015, but some officials have said it could take 10 years beyond that.

This year, officials plan to deliver 845 housing units, which will bring it to 22,008 units completed. And officials expect to complete the master planning process for redeveloping Lathrop Homes on the North Side this fiscal year, reports show.

If you know the history of public housing in Chicago, this should be little surprise, recession or not. The most visible signs of public housing have been torn down, like the Cabrini-Green project and the Robert Taylor Homes, and yet it might take more than a decade to complete the Plan for Transformation. A cynic might wonder if this is all just a public relations matter. It would be interesting to know some more of the details about why exactly this Plan has been slowed down.

For what it’s worth, there is not much talk about public housing these days.

Chicago Tribune suggests the University of Chicago is the birthplace of sociology

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In a column about how Chicago could better market itself to the world, there is a bit about sociology at the University of Chicago:

Chicago’s reputation has consistently lagged behind reality. Who among us traveling abroad hasn’t mentioned his or her hometown only to hear: “Al Capone! Bang, bang!” It happened to me in Beirut, while the Israeli army and Yasser Arafat’s forces were battling in 1982. Lebanon’s capital has been fought over so many times that keen-eyed inhabitants would point to pockmarked walls, dating them as “old damage” or “new damage,” depending on how recently tanks had shelled them…

Perhaps an image consultant can give us a municipal makeover. Chicago’s motto, “Urbs in Horto” — City in a Garden — is too namby-pamby. It doesn’t inspire anyone to grab the next flight to O’Hare.

Gilding the lily doesn’t work either, as the University of Chicago found when it hired a hotshot adman who pitched it as a “fun” campus. You can’t sell the birthplace of atomic energy and sociology with an “Animal House” image.

The birthplace of sociology is at the University of Chicago? A few qualifiers might be in order:

1. Perhaps the birthplace of American sociology. Other schools might want to debate this.

2. Perhaps the first academic department in sociology. Again, I don’t know the exact history here.

But to suggest that sociology was founded at the University of Chicago misses a lot of the early thinkers, like Marx, Durkheim, Weber, and Spencer, that helped make that early department possible. Of course, the U of C department has had a large impact on sociology but the founding claim is off.

Side note: this reminds me of some of the international visitors my dad used to host in Chicago. They, too, were very interested in Chicago’s mob past and wanted to see places where Al Capone and others had been.

Talking third places and coffee shops in Calgary

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Sociologist Ray Oldenburg talks about coffee shops as great “third places”:

For as long as there’s been coffee houses, a community of coffee drinkers has been meeting there to chat, learn, share, debate, gossip, scheme, read, and, of course, soak in the rituals of the daily brew.

They serve a vital function: a place where people from all walks of life can gather and mingle.

“It’s a great leveller,” says urban sociologist Ray Oldenburg, a Florida based author known best for his book The Great Good Place.

“The people in the coffee shop are essentially equals . . . and that allows all sorts of people to associate. Different backgrounds, different attitudes, different lifestyles.”

I wonder if anyone has ever done research about whether coffee is the best product/food item to bring people together. Wouldn’t places like Starbucks attract different kinds of people than independent coffee houses? The article gives us an example of a neighborhood coffee shop where a mix of people come together. Do people at coffee houses talk with strangers or neighbors regularly, particularly younger generations? Are these sorts of places only possible in denser settings?

Bonus: this article has a lot of information about the coffee scene in Calgary. Another sociologist is quoted as saying, “Pound for pound, there’s far more bad coffee in places like New York than there are in Calgary.” I wonder if the quality of coffee shops correlates with larger percentages of residents who are part of the creative class.

Your future GPS to have an “avoid ghetto” option?

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Here is some interesting news out of the world of GPS patents:

Microsoft has been granted a patent for its “avoid ghetto” feature for GPS devices.

A GPS device is used to find shortcuts and avoid traffic, but Microsoft’s patent states that a route can be plotted for pedestrians to avoid an “unsafe neighborhood or being in an open area that is subject to harsh temperatures.”

Created for mobile phones, the technology uses the latest crime statistics and weather data and includes them when calculating a route.

The patent, written in a combination of tech-speak and legalese, was awarded to Microsoft earlier this week. It also described other uses for the new GPS technology.

I wonder how exactly they will define an “unsafe neighborhood.” Even with access to crime statistics, it sounds like they will have to draw a cutoff line to distinguish between safe and unsafe areas. Where exactly is this line or is usually more about perceptions about which neighborhoods are unsafe in day-to-day life? “Ghetto” itself is a loaded term involving race and class and I’m sure there will come up in discussions of this new GPS feature.

I know companies are looking for advantages but is there a big need for this sort of information? Are people clamoring for help in avoiding certain neighborhoods?