Over a decade ago, we planned a vacation that involved driving Highway One from San Francisco down the California coast. I had visited California several times before but had never driven this famous road. While our drive was relatively quick as we spent more time in urban centers, we enjoyed the scenery and the contrast of the roadway to typical straight Midwest roads.
Highway 1 is a California spectacle, a Depression-era monument to the state’s quixotic ambitions and stunning beauty. It runs from the Orange County surf haven of Dana Point in the south into cannabis-cultivating Mendocino County, carrying heavy traffic over the Golden Gate Bridge and under the bluffs of Santa Monica, where it is better known as the Pacific Coast Highway, on its 650-mile route…
The engineering folly of a road built on sheer cliffs has meant that closures are annual events — the “whens,” not “ifs” — for the people and the economy it supports.
But the wild card now is the increasing frequency of wildfire along a roughly 100-mile stretch from William Randolph Hearst’s hilltop castle at San Simeon to Carmel, which is stripping fragile hillsides of stabilizing vegetation and causing more slides and more serious washouts across a region known broadly as Big Sur…
An even larger stretch of Highway 1 reopened in 2018 after a 14-month closure at Mud Creek about 20 miles south of here. The road was buried — not washed away, as in Rat Creek’s case — when the rocky ground above it gave way in hard rains.
This is one of the few times in my life where the road itself was a destination – and it was worth it. Keeping this corridor open is important even as it is a difficult stretch to maintain.
The arrival of 2021 means we’ll soon be in Construction Season Nine of a notorious project that the Illinois Department of Transportation initially said would take four and a half years to complete.
We refer of course to the glacially paced reconstruction of The Jane Byrne Construction Museum. We use that respectful moniker — always capitalize The, like The Ohio State University — for what old-time Chicagoans used to call the Jane Byrne Interchange…
Whatever the reason, drivers who didn’t abandon the interchange years ago have, in recent days, found the final four rebuilt ramps open. Museum work has shifted to the mainline Dan Ryan and Kennedy expressways — although we trust that, somewhere, IDOT also is building a museum wing to house its excuses for the years of delays and cost overruns: poor soil conditions, unhelpful rules from Chicago’s City Hall, mistakes by engineering firms, utility rerouting, the diversion of resources to emergency repair projects elsewhere, and on and on…
Surely you aren’t surprised that the cost has grown by some 48%, from $535.5 million to $794 million. Most museums recruit donors to cover their big projects. The Jane Byrne Construction Museum instead gets public dollars. Which has us wondering how many gazillion gallons of amply taxed gasoline burned into the atmosphere as all those mummified motorists sat and sat.
Highways often get greenlit for expensive work because they require engineering upgrades or significant maintenance. The projects in PIRG’s least-wanted list go beyond those basic needs. Like the group’s previous boondoggle roundups, this one calls attention to taxpayer-funded projects set to consume environmental resources, cut through existing communities, and lock in decades of new carbon emissions, for what PIRG argues is little payoff in congestion relief or economic growth. The 2020 report arrives as the ongoing pandemic clobbers state and local budgets and dramatically reshuffles travel patterns.
The largest on the list is Florida’s M-CORES project, a $10 billion, 330-mile plan to build three toll roads through rural southwest and central Florida. Dubbed the “Billionaire Boulevard” by critics who characterize the project as a handout to developers, a state task force recently found a lack of “specific need” for any of the roads, which would run through environmentally sensitive areas.
There’s also the Cincinnati Eastern Bypass, a $7.3 billion highway set to loop around the eastern side of Cincinnati. Originally proposed by a local homebuilder as a replacement (and then some) for the aging bridge that leads into downtown Cincinnati, the 75-mile, four-lane bypass is designed to divert trucks passing through the region on Interstate 75, easing congestion for local drivers, boosters claim. But the report’s authors state that the highway is projected to add thousands of new vehicle trips per day, encouraging sprawl and contradicting Cincinnati’s goals to increase “population density and transit-oriented development” and decrease fossil fuel use by 20%.
No highway policy critique would be complete without a contribution from Texas. The $1.36 billion Loop 1604 Expansion in San Antonio would add four to six additional lanes on 23 miles of an existing four-lane highway, as well as new frontage roads and a five-tier interchange with Interstate 10. Texas DOT says that the new lanes are needed to keep up with population growth, but transportation planners say that the principle of induced demand would cancel out the benefits while adding pollution. The PIRG report puts it this way: “Additional capacity causes more driving and congestion.”
These summaries of major highway projects provide good reminders of several features of such undertakings:
They often require years of planning and years to complete. From start to finish, this could cover a decade-plus. They take a lot of effort to get going across numerous agencies, governments, and actors and have their own kind of inertia as they move toward completion.
These projects are often intended to make driving easier. Adding lanes and capacity can also attract more drivers. In a country devoted to driving, these contradictory ideas can go together. And the roads and systems for driving keep expanding and evolving.
The costs are huge and the efforts required massive. Yet, the average driver may think about nothing but the congestion caused by the construction.
When completed, such roads (and other significant infrastructure projects) can be impressive in their scale. (Whether this is the best use of the land or moving people around leads to other arguments.)
While these articles do not address this, are there significant infrastructure projects that drivers and residents would be pleasantly surprised to find that had been completed during COVID-19?
Sales of new homes in the US soared to their highest level since December 2006 in July as Americans took advantage of historically low interest rates.
Single-family home sales leaped 13.9% to a seasonally adjusted annual rate of 901,000 units, according to data released by the US Census Bureau on Tuesday. Median sales price gained 7.2% to $330,600 from the year-ago period…
The better-than-expected data follows a similarly positive report on existing home sales. Sales of previously owned homes spiked a record 24.7% to a seasonally adjusted rate of 5.86 million last month, according to a Friday release from the National Association of Realtors. Economists anticipated a 5.41 million rate.
At the same time, this is an odd time for increased housing sales. We are in the middle of a pandemic and the uncertainty and unemployment that has brought. Some indicators of the economy are okay but others are less positive.
With that, it is hard to know whether this is more of a blip or a long-term trend. Perhaps this is part of a rebound in homeownership or an odd confluence of factors in an unusual year.
And it would be helpful to have more data. The Census report suggests 61% of the private new homes sold in July 2020 were between $200k and $399k while 29% were over $400k. What kinds of homes are these and where exactly are they located (beyond regions, how about suburbs versus cities?)
In the first three months of 2020, 7.5% of homes sold in the United States were flipped, according to a June report from real estate research firm ATTOM Data Solutions. That’s the highest rate since 2006 and a jump from 6.3% at the end of 2019.
Home flipping rates had dropped drastically in 2007 and began to gradually recover in 2010. The number of flipped homes sold in a quarter peaked around 100,000 in 2005, and while it was on the rise in recent years, a decline began in the second quarter of 2019. In the first quarter of 2020, 53,705 single-family homes and condos were flipped, according to the report.
Profit margins have also dropped since 2019, hitting the lowest return-on-investment since 2011. After plummeting with the national economy between 2006 and 2008, profit margins on flipped homes grew at a steady rate until 2017. But since then, return-on-investment has been on a decline.
Still, it’s too soon to fully grasp how the coronavirus pandemic will impact the house flipping market through 2020 and beyond, ATTOM chief product officer Todd Teta said in a statement.
Flipping homes is by now a well-known process due to TV shows and personalities plus its spread throughout the United States. Yet, alongside other phenomena featured on HGTV and among certain groups (such as tiny houses), it can be hard to know how widespread a phenomena is.
Not surprisingly, these stats suggest flipping homes is connected to broader economic conditions: flipping increases when property values are high and repairs to a home can pay off in a sale. When times are tough and property values stagnate or even drop, there is less money to be made in flipping homes.
In the data above, it would be helpful to see how the national trends compare to patterns in particular places. Does flipping work in the hottest markets where prices are already high (limiting who can flip)? What about Rust Belt communities in good and bad times? Suburbs? Urban neighborhoods? I would guess there is a lot of variation across communities.
It is also worth considering what happens to the housing stock in places where flipping does or does not take place. If flipping happens, older housing stock gains new life. If it does not, do these homes simply keep sliding into disrepair?
Finally, this article starts with an example of a family involved in a flipping business but says very little about the role of small flipping businesses or more corporate operations. Even if flipping activity declines during tougher economic times, does it present opportunities for some to buy up properties to flip later? How do the profit margins differ across different kinds of flippers? Are smaller firms or family-owned flippers viewed more favorably by communities than corporate entities?
Google Maps image of Meachem Road and Illinois Route 390
Kennedy-bound traffic will be detoured onto the far-right Eisenhower lane and steered to the outbound Dan Ryan Expressway. From there, motorists will take a “Texas U-turn” at the Taylor Street interchange and go from there to the westbound Kennedy…
“The detour will be a dedicated lane separated by a barrier wall to restrict merging into the regular Dan Ryan lanes and requiring drivers to use the Taylor Street interchange,” IDOT engineers said.
What’s a Texas U-turn? It “refers to a roadway that allows vehicles to make a 180-degree maneuver to go in the opposite direction, usually without traffic signals,” IDOT spokeswoman Maria Castaneda said. “They were first widely used in Texas on one-way frontage roads that paralleled expressways.
“The free flow U-turn improves traffic flow and reduces congestion in certain situations because it keeps the U-turning traffic out of the cross road intersections. An example of this is at the Meacham Road interchange on Route 390.”
1. A precondition for the Texas U-turn seems to be having frontage roads along highways. There are some areas in the Chicago region where this is common – such as long the Dan Ryan Expressway – but many other areas where frontage roads are not present and properties back up to the highway. In Chicago, I wonder if the frontage roads are the result of fitting highways into the existing street grid (such as the Congress Street Expressway, later the Eisenhower).
2. It would be interesting to see how different road innovations spread across states. How do highway innovations diffuse across the United States? They may arise because of particular local conditions but then engineers and planners elsewhere see how they are applicable. At some point, there is federal intervention regarding safety and regulations. Having driven on highways across the United States, there is both familiarity with the system – similar signage, the roadways themselves look similar – as well as local peculiarities – exits on different sides, the size of on and off-ramps as well as the space between them, HOV lanes, etc.
California’s shelter-in-place order has forced millions of people to stay home and businesses to close to prevent the spread of the novel coronavirus. Some construction workers, however, are still reporting for work to build and renovate Silicon Valley mansions and San Francisco luxury condos because of carve-outs in shelter-in-place orders that exempt any housing construction as “essential” business.
Local officials say residential construction of all kinds is necessary to address the region’s housing crisis. The exemption means affordable housing projects are moving forward, too…
In Palo Alto, where the median property value is $3 million, according to Zillow, residential construction has been so ubiquitous that the city’s new coronavirus support line was inundated with calls about what kind of construction was permitted under shelter-in-place, according to the city’s daily coronavirus newsletter Monday. This past week, crews showed up to work on single-family homes valued on Zillow at $7.3 million for an eight-bedroom house and $9.6 million for a five-bedroom house…
Backlash from concerned neighbors is predictable, said Laura Foote, executive director of YIMBY Action, a Bay Area network of advocates for increased housing supply at all economic levels. “People find new reasons to believe what they have always believed,” she said. “We have a housing shortage and that is what’s driving up cost. More housing also helps bring down the overall cost.”
The article goes into more detail about the debates over the continued housing. There appear to be multiple issues: whether any construction should go on, whether construction should go on for building luxury or expensive housing, and if construction goes on, whether workers and developers should follow rules about social distancing.
Perhaps the question coming out of the pandemic will be this: will the Bay Area, the Seattle area, New York City, and other tight housing markets be more open to affordable housing conversations and action after everyone had to unite (or at least agree to stay away from each other) for a common cause? Crises tend to reveal inequalities but they do not always lead to efforts to address and rectify the problems.
Most people aren’t familiar with the zipper merge and have never even heard of it. But with construction season just a couple months away, the Illinois Department of Transportation wants drivers to use the zipper merge technique when approaching lane closures…
Experts believe that is the quickest way to get through construction sites and entrances on highways during busy season.
So much so that a new law for 2020 mandates the zipper merge be included in this year’s Illinois Rules of the Road handbook, following many other states that already use the technique like Minnesota, Missouri, North Carolina, Montana and Nevada, to name a few…
Not only is the zipper merge a safer and more efficient way to merge into traffic, it’s the law and carries a $164 fine, not including court costs and fees.
Changing decades of ingrained patterns is not an easy task. New drivers can be trained on this from the start but many drivers have been operating with different methods for decades. However, I would guess the presence of police and the use of tickets in situations where zipper merges will now be expected could help prompt people to follow the new guidelines. Or, imagine a campaign on public media where drivers who do not follow the guidelines are highlighted.
The one thing I do not get about resistance to zipper merges and the drivers who look to block traffic is that it is inefficient to not follow the zipper merge. Theoretically, everyone wants to to get where they need to go as quickly as possible. Hence, rampant speeding and other behavior intended to save time. Zipper merges are supposed to help with this which should be a win-win for everyone.
The construction of single-family homes employs many Americans. When demand for homes drops, such as in the late 2000s with the burst housing bubble, many are out of work until the housing market heats up again.
Critics of McMansions would argue such homes should not be built. Instead, the land could be put to better use or developers and communities should focus on building other kinds of housing units that do not suffer from the same flaws.
On this Labor Day, it would be interesting to consider how those who construct McMansions might be employed constructing other buildings. For many who construct McMansions, it could be hard to turn down the work if other opportunities are not present or the job pays okay. Should part of the fight against McMansions also include efforts to address labor issues?
A two-story, 3,145-square-foot house in Elmhurst that was built in 2005 and that the Illinois Tollway bought for $710,000 has a date with a wrecking ball later this year. It’s one of the more unusual aspects of the upcoming $4 billion widening of Interstate Highway 294…
The house due to be razed, at 505 E. Crescent Ave. in Elmhurst, abuts a noise wall that parallels a ramp linking Interstate Highway 290 to I-294. The Illinois Toll Highway Authority needs the house’s 0.3-acre parcel to provide room for an interchange ramp, said tollway spokesman Dan Rozek. It’s the only house in Elmhurst that the toll authority intends to acquire…
While the tollway’s plans call for just that one house acquisition in Elmhurst, the tollway intends to acquire and demolish some 11 homes farther south in Hinsdale for the project, many of which are on Harding Road and Mills Street. In a reflection of the relatively high cost of homes in Hinsdale, the tollway paid even more for two Hinsdale homes than it did for the Elmhurst acquisition, shelling out $870,000 for a house at 621 Harding Road and $825,000 for a home at 645 Harding Road.
However, most of those pending Hinsdale demolitions are of homes that are much older than the one in Elmhurst. Of the Hinsdale acquisitions, the house that was most recently built is a four-bedroom, 2,346-square-foot, neo-eclectic-style house at 417 Mills Street, which was built in 1996. The tollway acquired that house in December for $700,000.
Suburban areas have lots of homes adjacent to highways and relatively few meet this fate. And such homes can be worth quite a bit even with all that noise if located in the right community and with the right features (such as plenty of square footage and a recent build).
This is a reminder that perhaps the best lesson to take from all of this is for leaders and planners to do these sorts of things earlier rather than later to save money. If the plan is always to add lanes – which probably just encourages traffic rather than relieving congestion – then do it earlier. These more recent homes might never have been built and communities could plan earlier for such major changes to residential areas.
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.