Critics of the D.C. bill have pointed out the lack of data showing the dangers of RTOR, but many people who don’t use cars know instinctively how dangerous turning vehicles can be. “Our current safety studies fail to capture the reality of the constant near misses and confrontations that result between these motorists and pedestrians, which can be observed daily just by observing a typical busy intersection with RTOR,” Schultheiss says.
When teaching a research methods class, I can often come back to this observation about how sociologists approach data and evidence: we want both “facts” and “interpretations” to get the complete story of what is going on. In this particular situation, here is what that might mean: even if the statistical data suggests ROTR is not very dangerous, it matters that people still fear cars turning right on red. The experiences of pedestrians, bicyclists, and others on sidewalks and streets is part of the larger picture of understanding turning right on red. This would go alongside the data and experiences of vehicles and drivers.
Once this full set of data is collected, making policy decisions is another matter. If leaders want to prioritize vehicles, that is one choice. Or, as the piece suggests, some cities want to rethink streets and transportation, and they can end ROTR. But, it would be advisable to have all of the evidence before acting.
If you play the visionary, what must the church or mission agency do now to prepare for the coming changes? How will they take the gospel message to the world?
Much of what we will have to do is practical love, not just suburban evangelism. I don’t know how leaders of World Vision, SIL, Compassion International, or TEAM should change their strategies—but they must be talking about this. Do the analysis, and anticipate the threats.
Will “practical love” be necessary also in the suburbs?
As environmental impacts ramp up, more and more people will discover they are vulnerable. On the West Coast, the Colorado River is running dry. An entire swath of the country is or may soon be on water rationing, and I don’t know how to deal with that. We are not as protected from environmental impacts as we think we are.
Supply chain issues are affecting cellphones and new cars, but what happens when it hits the grocery stores? Trace it back, and you will discover that there were no apples, because the pollinators were absent. This brings it home, but by then, it will be too late.
I see two connections to suburbs in this discussion:
There is “suburban evangelism” and this contrasts with “practical love.” To address changes in the environment, “suburban evangelism” may not be enough.
The environmental issues will eventually come to the suburbs. Suburbanites might feel like they are protected by a certain level of wealth and distance from immediate dangers, but environmental change will find them.
In other words, there is a particular way of Christian faith that aligns with suburban life. Right now, that faith does not regularly intersect with climate change or environmental issues.
A much larger, and related, question: what about suburban faith does not line up with addressing climate change and other important social issues? (I have some thoughts about this: I have an analysis titled “Faith in the Suburbs: Evangelical Christian Books about Suburban Life” in this book.)
As far as I can count, for a town of only 40,000 or so (I think; no census data for the place exists), it has seen more than 150 murders since 1978, nearly all during October.
As the setting for the “Halloween” horror films, the town has an accumulated history:
What makes Haddonfield important, though, is what made Sherwood Anderson’s Winesburg, Ohio, and Hawkins, Indiana, of “Stranger Things,” and many other fictional Midwest small towns, so indelible. These are places that retain the allure of an America we’re promised, full of kindness and nurturing, alongside the hypocrisy we’ve always known. Like Spoon River, Bedford Falls, Grover’s Corners, Brigadoon, Lake Wobegon and Springfield in “The Simpsons” — some Midwestern, all too good to be true — Haddonfield will be defined not as One of the Best Places in America to Live but One of the Best Places to Remind Yourself That Small Town America was Never a Vacuum…
If you take all the “Halloween” films as reference: There are also low-slung elementary schools surrounded by chain-link fencing. Boulevards lined with Victorian and Cape Cod-style homes with welcoming porches and big lawns. There are farms just outside town, and two newspapers and two hospitals inside. The University of Illinois is mentioned but there’s also a community college there and a strip club, tavern and small police force. It’s middle to upper-middle class, but with pockets of inbred poverty. No one mows the cemetery, and despite the violent history, there are more shadows than streetlights…
The real Haddonfield, of course, is South Pasadena, in California. That explains the lack of foliage (and mountains in the background). According to the Los Angeles Times, the 130-year-old home used for the Meyers house has since been made a historic landmark.
But if Haddonfield existed in Illinois, it would most likely be around the Bloomington-Normal area, said Jim Hansen, a professor of English and critical theory at the University of Illinois at Urbana-Champaign who also teaches classes on horror. It seems to sit off I-55. That said, Bloomington-Normal is south of Livingston County, the (real) county referenced in the series. On the other hand, isn’t it scarier if we don’t know?
I have multiple thoughts in response to this:
Are horror films more effective in supposedly idyllic small towns or suburbs? The contrast between normal everyday life and the activity of horror films is high. If the Midwest is a home to American virtue, is it also home to its repudiation?
Put 13 films together and a devoted fan base and this fictional place becomes a known one. Certain sites are familiar, the logic of daily life is known. Relatively few places depicted on television or in movies can become so familiar.
The filming location is very interesting. If you know the filming took place in South Pasadena, does this ruin the image – visual and conceptual – of small town Midwestern life?
This small town needs the services of Encyclopedia Brown, or perhaps an older detective; someone who could put an end to the horror business.
Commuters can reserve a $2 ride in a small bus that typically stops at train stations and travels on major roads…
On-Demand service runs from early morning to evening with zones in Aurora, Batavia, Hoffman Estates, Naperville, Round Lake, St. Charles/Geneva, Vernon Hills/Mundelein, West Joliet and Wheaton/Winfield. Rides need to be booked at least an hour in advance.
Another experiment is the VanGo program that lets people reserve a Pace van at the Lake Forest or Lake-Cook Metra stations and drive to employment centers such as Baxter International. An expansion to Palatine is under consideration.
“We give you a code for the vehicle, it unlocks the door, it unlocks the key, you can take it to work and back at night to the train station” along with co-workers, Metzger said.
VanGo drivers must have a credit card and a good driving record, plus meet other requirements. A round trip is $5.
These are mass transit options – still mass transit because the vehicles are operated by a transportation entity and because they are hoping there are multiple riders in the vehicle – that try to adapt to suburban sprawl. A lack of density in the suburbs means that traditional railroad and bus lines cannot reach enough people and the ease of traveling by car means that many people will choose driving. These options offer more flexibility to individual users and specific locations.
Will it work? Can Pace compete with ride shares companies or companies that offer access to vehicles? I am skeptical that it will be effective in the long run given the current nature of suburbia.
“One of the things I love about Wakanda, if you notice, if you watch ‘Black Panther’ carefully, there’s the city, the city’s got all this mass transit and all this housing parks and all this stuff,” explained Chakrabarti, who wrote a book called “A Country of Cities: A Manifesto for an Urban America.” “And the moment you leave the city, you’re in farmland. And there’s this connection between rural life and urban life.”
He added: “I just think that is a really interesting paradigm to think about people, either living in super dense circumstances or really living in true rural hinterland and doing the things that we need everyone to do in farmland, which is grow our food and all of that stuff. And it would mean you would use a lot less land on this planet at the end of the day.”…
Whether major American cities ever transform from where we are today — heavily suburbanized and car-dependent — remains to be seen. But all we have to do is look to Wakanda for an idea of how our cities of the future could work.
I would argue that the American suburbs are popular, in part, because they appear to offer both features of city and rural life. Suburbanites like access to housing, jobs, and cultural amenities but they also want smaller communities and proximity to nature. With cars, they can on their own schedule access these features.
I remember the first time I saw in person this cleaner break between a city and rural areas. I had a chance to spend several days in Tokyo while in college. On one day, we took a train out of the city. As we moved at a high speed away from the city center, we suddenly moved from the denser city to fields. The same break could be seen from the air when flying in and out of the city.
This is not typically the case in the United States where suburbs might stretch for dozens of miles from the city limits before finally dwindling out. Moving more people into denser locations would indeed free up land or freezing development in metropolitan regions within an established boundary would do the same.
It is one thing to hold a paper map or look at a map in a book; it is another to encounter a map in the ground. In a recent trip to Holland, Michigan, I enjoyed seeing this map in the ground of a park overlooking Lake Michigan:
While the installation highlights the location of Holland, it also shows the size of Lake Michigan, one of the biggest freshwater lakes in the world.
Here is another in-ground map, this time just southwest of the main library in downtown Naperville, Illinois:
The large map hints at the sprawling nature of the suburb while you can also see some of the details the community feels are important (see some of them in the close-up image of the downtown).
A third in-ground map that made a memorable impression of me as a kid was the Mississippi River installation on Mud Island in Memphis, Tennessee. To walk the vast length of the river, see important points along the way, and even play in the water was much fun.
To make the abstract map more concrete provides an opportunity to share places with a broad range of people passing by and help them better visualize the whole and its parts.
I believe I have seen a growing number of Teslas on local suburban roads. How much is this tied to the kind of community I live in plus the character and demographics of nearby communities? A few thoughts:
Teslas are not cheap. There is not a big used market. People need money to purchase Teslas. (New cars are not cheap in the US overall.)
Teslas are electric and electric car owners may have particular political and social patterns. This area has leaned slightly Democratic in recent national elections. As a company, Tesla itself may be more aligned with libertarian or conservative causes, but I do not see large numbers of other electric vehicles. (There are plenty of Prii.)
Teslas are a particular status symbol. They are cool. Some have a cool matte finish or special trim levels. Particular suburbanites want to have one. (Particularly compare them to other “cool” suburban driving options, whether the latest SUV or a sports car.)
The people here take a lot of shorter trips and/or have access to electric chargers. Even the vacation destinations of many in this area – whether Wisconsin or southwest Michigan – are within a single charge.
They are available at local showrooms and dealers. One can go to a nearby suburban shopping mall and check out a Tesla.
If it is true that you can tell something about a community by looking at what cars are in parking lots or driveways, all of these Teslas say something.
But, he said, “I’m going to tell you right now I’m not a fan of the site plan. And I hope this doesn’t blow up and ruin things for you in any way because I’m just one person sitting up here. But I have to be true to myself and true to my thoughts.”
Tinaglia, who founded his Tinaglia Architects firm in Arlington Heights in 1991, blasted the mixed-use transit-oriented development aspect of the Bears’ proposal, arguing the plans for restaurants, stores, offices, hotels, homes and more on 206 acres of the 326-acre property would detract from what is in downtown Arlington Heights.
“For a community that doesn’t have a downtown — that doesn’t have what Arlington Heights already has — that community would die to have this,” Tinaglia said. But he said he didn’t believe Arlington Heights’ current business owners could survive the competition from the kind of development being proposed.
Many suburbs would like to have a thriving downtown. Arlington Heights has one. It boosts the status of the community with its older buildings, current businesses bringing in residents and visitors, and possibly residents living downtown and also visiting local businesses and restaurants. Not all suburbs have downtowns; some never had them due to consisting of multiple suburban subdivisions joined together while others may have had a downtown that is now struggling or non-existent. The suburban downtown has had numerous challenges over the years – strip malls, shopping malls, driving and parking, big box stores, and more – so having a successful one is not something a suburb would lightly give up.
On the other hand, not every suburb has an opportunity to be home to a major sports stadium and all of the development around it. This is a new opportunity that could be worth a lot in terms of business activity and tax revenue, population growth, and status tied to being the home of an important football franchise.
It will be interesting to see if there is a compromise to be had here where both a downtown and a new mixed-use development coexist. Do they have to be in competition or can they serve different audiences?
“This idea of ‘red state versus blue state’ misses a great deal of heterogeneity within states, as well as clusters and spatial patterns that occur within states,” said Ryan Strickler, a political scientist at Colorado State University, Pueblo. “Instead, we’re seeing more of a micro level of political sorting.” …
[E]xperts say the more significant phenomenon is people moving within the same state where they can find others who are politically like-minded. These migrations aren’t about specific political outcomes like the Dobbs decision. Instead, they’re linked to social polarization. “There’s a lot of local reshuffling,” said Alexander Bendeck, a Ph.D. student in the Georgia Institute of Technology’s School of Interactive Computing.
In one of his current projects, Bendeck explores U.S. relocation patterns in the 2010s, using population migration data from the IRS to track the number of migrants between counties nationwide. Bendeck recognized the shift in migration from the coasts to the South or Midwest but also emphasized the effects of moving within metropolitan areas. Many natives of major Southern cities have moved out to the suburbs or to smaller cities. And the locals of those suburbs or cities move to more rural areas or even smaller cities.
But there’s a huge caveat to any migration data: It is impossible to attribute all instances of relocation, even within the same state, to politics. In fact, politics has not been a major factor why most Americans have moved in recent history, Strickler said. Instead, migration is more financially driven, whether people are seeking out a lower cost of living, better job prospects or proximity to family.
I would be very interested in seeing more data on this micro-sorting within region. As noted in this piece, regions are often broken up this way: denser cities at the core vote more Democratic, far-flung suburbs vote more Republican, and in-between suburbs are more mixed. When people move within a region, how often do they end up in a community that aligns with their political sensibilities compared to their previous home?
One way to interpret this is that people are more tied to finances, jobs, and family within local places or geographies than to politics. Another way to put this is that Americans may express concerns about political trends, but they can often find more agreeable conditions not too far from where they currently live.
This highlights the importance of local government and politics even as there is a lot of attention paid to national politics. Even as state or national patterns may not be what individuals desire, they can rest assured that local communities or representatives share their positions. This could be related to the pattern where more Americans approve of their local Congressional representative than they approve of Congress as a whole.
A New York Times review of hundreds of pages of documents, engineering reports, meeting transcripts and interviews with dozens of key political leaders show that the detour through the Mojave Desert was part of a string of decisions that, in hindsight, have seriously impeded the state’s ability to deliver on its promise to create a new way of transporting people in an era of climate change…
When California voters first approved a bond issue for the project in 2008, the rail line was to be completed by 2020, and its cost seemed astronomical at the time — $33 billion — but it was still considered worthwhile as an alternative to the state’s endless web of freeways and the carbon emissions generated.
Fourteen years later, construction is underway on part of a 171-mile “starter” line connecting a few cities in the middle of California, which has been promised for 2030.
Meanwhile, costs have continued to escalate. When the California High-Speed Rail Authority issued its new 2022 draft business plan in February, it estimated an ultimate cost as high as $105 billion. Less than three months later, the “final plan” raised the estimate to $113 billion.
Legally Sociable 