Tag Archives: NIMBY

Fighting the “King of McMansions”

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Some well-known residents of Southampton Village, New York are opposed to plans for a new big house proposed by the “King of McMansions:”

What do commodities trader John Paulson, real estate tycoon Harrison LeFrak, CNN morning news show co-anchor Christopher Cuomo, and  President Dwight D. Eisenhower’s granddaughter Anne Eisenhower have in common?

They share an opposition to the “Farrelization” of their neighborhood in historic Southampton Village, where Joe Farrell has proposed building a 5,531 square foot house on a 1.2 acre parcel on Hill Street according to an article in Wednesday’s Wall Street Journal.

Dubbed “King of McMansions,” Farrell, who was profiled last summer in The New York Times is described as being “a local version of Donald Trump, without the history of debt, the lush hair or the insults.”

Mr. Paulson, Mr. LeFrak, Mr. Cuomo,  and Ms. Eisenhower are just a few of the 85 names who penned letters to a local village review board. The letter writers variously objected to “the size, scale, scope and ‘visual incompatibility’ of a speculative home” proposed for the vacant lot at 483 Hill Street—a neighborhood where ” nearly a dozen nearby residences are more than a century old and roughly half or a third the size.”

And who is this King of McMansions? A developer of big homes in the Hamptons:

But there is no surer sign that the big-spending ways that characterized the pre-financial crisis era have returned to the Hamptons than the blue “Farrell Building” signs multiplying across the pristine landscape here, along with the multimillion-dollar houses they advertise. It is a process some are calling “Farrellization,” and not necessarily happily.

“We’re as busy as we’ve ever been,” said Joe Farrell, the president of Farrell Building, during a recent interview and tour of his $43 million, 17,000-square-foot home here. The estate, called the Sandcastle, features two bowling lanes, a skate ramp, onyx window frames and, just for fun, an A.T.M. regularly restocked with $20,000 in $10 bills…

With a customer base composed largely of Wall Street financiers, Mr. Farrell has more than 20 new homes under construction, or slated for construction, at a time, making him the biggest builder here by far. He has plans for more, many of them speculative homes built before they have buyers.

Some of the biggest controversies about McMansions seem to take place in areas where residents have plenty of money. It is one thing when a teardown McMansion is constructed in an older neighborhood and less wealthy residents are pushed out as the housing stock becomes newer and more expensive. (At the same time, an influx of new big homes could also raise property values and give some options to cash out.) But, this is an example where everyone is pretty well off and it is more about the character of the neighborhood. Perhaps it is about old money versus new money, that an outsider is coming in with new plans and disturbing an area that others paid big money to buy into.

The “King of McMansions” is going to be a negative term for many people yet it also implies a level of success. I haven’t seen too many individuals tagged with such terms and even companies like Toll Brothers who were well-known for building McMansions didn’t necessarily acquire such monikers.

Arguments for and against bus rapid transit in Nashville

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Here is an overview of arguments for and against plans to introduce mass transit in the form of rapid bus service to Nashville:

The Amp, a referential name in Music City, is the $174 million bus-rapid transit project proposed to link the western stretches of the city to East Nashville over a 7.1-mile span. It’s the first in-earnest attempt at reliable mass transit in Tennessee, and it has been pitched as a way to keep pace with peer cities like Austin and Charlotte. Nashville is poised to add a million more residents in the next two decades, further snarling already-jammed travels along the busiest corridors. The hope is that the Amp, running in a bus-only lane and with priority at traffic signals, will, over time, help unclog commutes and improve quality of life…

Detractors include residents from North Nashville, a mostly lower-income African-American neighborhood, who feel like they’re being left out and would prefer to see increased regular bus service in their community. (One state representative even threatened to sue city officials if North Nashville is not more integral to the project.) Fiscal conservatives, of which Nashville has plenty, say the project is an example of government largess. And then there are the residents in and around the mayor’s neighborhood, whose traffic and parking concerns have been rolled into an increasingly fraught class war.

Back when public debate over the BRT first started heating up in fall of 2012, a West End resident actually told a transit planner at a public hearing that “we don’t want the riffraff from East Nashville in our neighborhood.” Another homeowner said an influx of “burger-flippers” into the western precincts was a worry, prompting one East Nashville merchant to propose a T-shirt idea: “Burger flippers for the Amp.”…

Malcolm Getz, an economist at Vanderbilt University and a lightning rod of the opposition, has tried to make the case that the Amp’s route, which starts in a gentrified East Nashville neighborhood, crossing the Cumberland River before coursing its way up the densely developed West End Avenue, was chosen to benefit landowners, who are banking on increased land values and more development.

But Jason Holleman, a city councilman who supports public transportation but whose western district includes some of the loudest naysayers, counters that in reality, the route was chosen to serve areas with the highest commercial density, including the city’s two largest employers, HCA and Vanderbilt University…

Opinion polls on the Amp have offered mixed results. One survey, funded by a Rockefeller Foundation grant aimed at boosting transit support, found that around 77 percent supported the Amp after surveying 500 registered voters. In another survey conducted by the Nashville Business Journal in which 2,200 participated, the results yielded an almost 50-50 split. Anecdotally, support appears to be tied to where residents reside, with the East-West divide coming up again and again.

Common themes that come up with major projects: who exactly is the mass transit going to serve? Do the costs lead to increased business and revenues down the road? Who benefits from all of this? Aren’t buses for lower-class residents? It is interesting that Nashville feels like it should catch up with other cities it competes with; bus rapid transit as an exciting amenity for visitors and tourists! And, as is noted in the final paragraph, a single bus corridor may not be able to do much for a big city built around cars but it could be part of a larger package that eventually effectively utilizes mass transit (though this may be a long time off).

All of this reminds me that it is often easier to have mass transit or major infrastructure from the past to add to rather than trying to create something new in today’s world where there are so many competing interests and costs seem so high. Of course, older projects had their own problems. For example, a lot of major post-World War II projects involved more liberal use of slum clearance with little regard to the people who lived there. (I’m thinking of the construction of interstates through Chicago as well as the University of Illinois-Chicago campus.)

Building microhouses for the homeless

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Several groups across the United States are building microhouses for the homeless. See a few of the different options:

144 square feet is the size of the average McMansion master bathroom. However, for residents at Quixote Village, those 144 square feet represent an entire universe. As the New York Times recently reported, the residents of the village are members of a long-nomadic homeless group called Camp Quixote—which had moved more than 20 times in the past seven years. On December 24, its members took up residence in 30 tiny homes, which each cost $19,000 to build.

Although the Times brought a ton of attention to it, Quixote Village is just one of a number of microhouse projects going on across the country. For example, a ten-year-old development in Portland called Dignity Village serves as a model for Quixote: A tent camp of roughly 60 homeless people, some of whom have set up shacks and cabins on the site, which is officially zoned as a “transitional housing campground.”

And in Provo, Utah, a local builder named Gary Pickering makes wheeled cabins, which he calls Dignity Roller Pods, for local homeless people. On his website, Pickering—who himself was once homeless—argues that “all homeless people should be able to stay on public lands that are clean and safe.”…

Meanwhile, in Madison, Wisconsin, a group run by Occupy Madison is in the process of building 30 even smaller microhouses for Madison’s homeless population.

It would be interesting to compare the costs of these tiny houses versus the costs of typical programs for the homeless, like shelters or other assistance programs. Are these tiny houses better long-term solutions in terms of cost and helping homeless people have more stable lives?

As the article notes, another issue here is where to find land to keep these tiny houses. Because of their size, they wouldn’t take up much space and some of them are quite mobile. Yet, having more permanent structures or spaces would likely meet with some disfavor by nearby residents.

All together, this sounds like an interesting application of tiny houses, but it will take some time to figure out whether they are long-term solutions to homelessness?

Designing a McMansion that actually contains four townhouses

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Check out a Fairfax County, Virginia McMansion that was intentionally built to contain four townhomes:

This is the Great House, a four-unit townhouse designed to look like a large, single-family home. Like DC and Montgomery County, Fairfax requires developers to build affordable units in new developments, but they often stick out like a sore thumb. When Carrington was being built in 2001, the county worked with builder Edgemoore Homes to help subsidized, $120,000 townhomes blend in with homes several times as expensive.

Each Great House is comparable in size to its neighbors and uses the same materials. But instead of one, 5,000 square-foot house, you have four, 1,200-square foot townhouses. Only one of the doors faces the street. A driveway runs around the back, where each townhouse has a two-car garage…

The Great House could be a particularly useful housing type as the region grows. A recent study from George Mason University’s Center for Regional Analysis estimates that the DC area will need 548,000 new homes over the next 20 years. About half of those units will need to go in the District, Montgomery, and Fairfax counties. And 60% of them will need to be townhouses or apartments…

Those things don’t really matter to neighbors who spend lots of time and effort to “maintain the integrity” of their single-family neighborhoods. But seeding their neighborhood with a few Great Houses that provide housing diversity while blending in could be a compelling alternative to building traditional apartments or townhouses there instead. Of course, they aren’t possible under most zoning laws, which only allow single-family homes in “single-family neighborhoods.”

This sounds like a fascinating compromise: help provide cheaper housing in a region that needs it while at the same time keeping the single-family home character of these neighborhoods. I wonder just how many “Great Houses” a typical suburban neighborhood could handle without social life changing or the McMansion owners complaining a lot.

I also suspect that some would argue building townhouses that look like this only perpetuates some of the problems of McMansions, including bad architecture and emphasis on sprawl and auto dependence. At the same time, a key factor in helping affordable housing succeed is that it needs to look like normal ousing so it doesn’t stand out and draw the attention of nearby residents.

Update on increasing number of teardowns in Los Angeles

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The number of teardowns isn’t close to the peak of 2006 but there is increasing teardown activity in Los Angeles and this is drawing concern:

The rebounding housing market has sparked the demolitions. In November, the median price for a home in Southern California was $385,000, up nearly 20% compared with the same month a year earlier, according to research firm DataQuick. Builders such as Leonard are constructing houses “on spec,” confident that they’ll find buyers…

In the city of Los Angeles last year, builders received approval to raze 1,227 houses and duplexes from January through mid-December, according to Department of Building and Safety records. That’s 29% higher than in all of 2012, though still well off the pace of more than 3,000 in 2006, during the housing bubble…

Carlton and his neighbors want the city to take action. They are pushing Los Angeles to tighten the so-called anti-mansionization ordinance passed in 2008. Critics say it has failed to stop the construction of outsized homes that rob views, block sunlight and alter the character of established neighborhoods.

In October, the Los Angeles City Council imposed additional size limits on new houses in the Beverly Grove neighborhood. But the changes don’t mandate a particular style…

Tear-downs have long stirred controversy, especially in beach communities — once-funky towns that have seen property values skyrocket over the years amid an influx of wealthy residents, chic boutiques and cafes. Many who grew up in the area have moved out, unable to afford a house with an ocean breeze. Many who did own homes couldn’t resist cashing in.

I don’t think there is an easy answer to this, particularly in Los Angeles. Because the housing market is currently tight, teardown opportunities are attractive to builders. Additionally, there is enough money floating around for people to want to purchase expensive new homes. This, of course, alters existing neighborhoods in a way that tends to irritate neighbors who think the new homes are all about the individual owner and not about fitting in with the neighborhood. I wonder how many residents who oppose teardowns would prefer no new construction at all, perhaps going for historic preservation rather than tighter mansionization guidelines.

I’m not sure why this strikes me right now but it does seem a bit odd that California, the home of American dreams (weather, Hollywood, sprawl leading to single-family homes and lots of driving), seems to be home to so many bitter housing and land disputes. Perhaps the stakes are higher – people’s dreams are on the line – so the fights get more intense. Or places like Los Angeles and San Francisco are simply too desirable and there isn’t enough housing to go around. Or all of this helps lay bare the American tendency to want to be the last one in to enjoy the neighborhood before slamming the gate behind them to preserve the features forever.

What is better for small shopping trips: Amazon’s drones versus walkable neighborhoods

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Delivering in the final mile is a problem. So what is better in combatting this issue: Amazon using drones or walkable neighborhoods?

“You have the technology that can help the most difficult part of delivery: The last-mile problem. You have a lightweight package going to a single destination. You cannot aggregate packages. It’s still way too complicated and expensive. It’s very energy inefficient,” Raptopoulous sad. “UAVs or drones deal with the problem of doing this very efficiently with extremely low cost and high reliability. It’s the best answer to the problem. The ratio of your vehicle to your payload is very low.”

Part of the argument is that our current last-mile delivery system can seem kind of ridiculous, at least from an energy efficiency point of view.

As Raptopoulous put it: “In the future, we think it’s going to make more sense to have a bottle of milk delivered to your house from Whole Foods rather than get in your car and drive two tons of metal on a congested road to go get it.”

Of course, we could also build walkable neighborhoods that don’t require driving as often as we do, but walkability requires density—and even places like San Francisco sometimes balk at the sorts of buildings that entails. And we’ve got a lot of low-density infrastructure in place that isn’t going away anytime soon.

The conclusion here seems to be that building walkable neighborhoods would be a good solution but untenable in lots of places because many Americans don’t want that kind of density. I suspect New Urbanists and others would argue with that conclusion though adding density to urban and suburban neighborhoods does tend to bring out NIMBY responses.

So perhaps we could see these drones or cars as concessions to what Americans want: more privacy in their residences, more space, and to find technological solutions to get around the effect these kinds of neighborhoods produce. As the article notes, having lots of flying and landing drones could lead to problems but this might be preferable to asking people to live in different kinds of places.

NIMBY strategy: no new gas station near park because of air pollution

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NIMBY strategies often include discussing traffic and noise. Here is another tactic: increased air pollution for a nearby park.

The DuPage County Board’s development committee on Tuesday morning is scheduled to review a conditional-use permit request for the proposed Mobil station and Bucky’s convenience store at the northeast corner of Route 53 and Butterfield Road. The review comes after the county’s zoning board of appeals recommended granting the permit.

The meeting is expected to draw a number of opponents who claim the gas station and convenience store would attract so many cars and trucks that toxic air pollutants would increase. The pollutants, they argue, could pose a health risk for children using neighboring Butterfield Park District facilities…

While Reiner says he’s “disappointed” the air pollution concerns didn’t influence the zoning board’s recommendation, opponents still plan to raise the issue to county board members. Ultimately, it will be up to the county board to decide whether the permit is granted…

But an expert representing Buchanan Energy of Omaha, Neb., the company seeking the conditional-use permit, countered that there’s no environmental impact due to tougher emission controls and better gas station technology.

If they argue air pollution will increase, isn’t there some way to scientifically determine this?

This is an already busy intersection. The four corners include this empty lot (looking pretty ugly at this point), the Morton Arboretum at the southeast corner, a gas station backed up by a McDonald’s and a Walmart on the southwest corner, and another gas station at the northwest corner. In other words, this is a prime place for business and gas stations, since there are two already. If a gas station can’t go at this intersection (and presuming it doesn’t add much to the environmental impact), where exactly can it go nearby?

It will be interesting to see how DuPage County handles this as the article claims they haven’t seen this argument before for a gas station.

Can a pleasant suburb like Naperville have medical marijuana facilities?

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Naperville officials are looking into how to regulate future medical marijuana facilities in their community:

Naperville will begin considering zoning regulations for medical marijuana businesses Tuesday night as councilmen review staff recommendations to limit such facilities to industrial parks, set a distance requirement from residential areas and require all medical marijuana operations to be evaluated on a case-by-case basis instead of allowed outright.

The proposed zoning code updates, which also would prohibit medical marijuana cultivation centers or dispensing organizations from opening in downtown and general commercial areas, are set to be considered during a council meeting at 7 p.m. in the municipal center, 400 S. Eagle St…

Naperville’s possible zoning changes are in addition to state restrictions that say cultivation centers cannot be within 2,500 feet of the property line of a school, day care center or residential area, and only one can open in each of the 22 state police districts statewide…

He said keeping dispensaries out of downtown and allowing only one in each strip mall or collection of buildings under the same ownership will help prevent the new businesses from being too widespread…

“The dispensaries are more like a pharmacy and should be allowed in retail areas,” Chirico said. “Legal, prescribed medication shouldn’t be restricted to an industrial park.”

It will be interesting to watch how wealthier suburbs treat medical marijuana facilities which are legal but probably not very desirable in these communities. Are the dispensaries better or worse than tattoo parlors? (If I had to vote, I’d go with better.) The interest in putting a dispensary only in industrial areas certainly would help keep it out view and away from impressionable people.

But, I could imagine a scenario where a resident of such a community is able to effectively tell how they need the marijuana to relieve pain from a life threatening illness and they don’t want to be made to feel like a ne’er-do-well in their own suburb. Telling that story in the right setting might make the community leaders and residents look uncaring and callous.

Parking garage proposal for Sheridan Road in Chicago sparks discussion of parking, New Urbanism, and a past golden age

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A recent proposal for a new parking garage on Sheridan Road in Rogers Park has prompted further conversations about the neighborhood:

“Sheridan was a beautiful lakefront boulevard, a model of urban design that should be reclaimed, not transformed into a suburban highway,” said Susan Olin, a community activist who would be a neighbor to the 250-car garage proposed by prominent real estate developer Jennifer Pritzker.

But the local alderman, Joe Moore, not only supports the project, he also thinks its opponents have a wildly romantic vision of what Sheridan Road once was…

Moore said the Sheridan Road of yesteryear was a hodgepodge of gas stations, billboards and empty lots, in addition to stately and substantial family homes…

To some residents, that blend of a natural landscape and an urban skyline is Rogers Park’s aesthetic trump card, said John Norquist, president of the Congress for the New Urbanism.

“Against that backdrop, Pritzker’s garage would be way, way out of scale,” said Norquist, who lives nearby. “It could fit in the Loop. Maybe in Schaumburg, but not in a city neighborhood.”…

Pritzker’s designers declined the suggestion for mixed use, and the latest plan shows parking spaces from top to bottom. According to a representative, Pritzker was traveling and unavailable for an interview.

This is a great example of the conversations that erupt with urban development:

1. A set of current residents wants to preserve the neighborhood as it is and a parking garage does not fit their image of a cozy neighborhood that will meet their interests in rising property values.

2. The alderman thinks the project has merit because it will add parking but also possibly because a new development might help bring new money into the neighborhood.

3. The discussion of the parking garage leads to conversations about whether the neighborhood should harken back to a golden era or plan for the future.

4. This isn’t just about the parking garage; residents are worried any such project (or a fast food joint or a big box store) will open the floodgates to lots more new development.

5. Attempts to make the garage more palatable by including retail space on the first floor or some kind of mixed use have been rebuffed so far by the developer.

Perhaps the only question left is how this episode will conclude. Based on what is in this article and what the alderman says at the end of the article about the neighborhood support and disapproval for the garage running 50/50, I suspect the garage will happen in some form.

DuPage County looks to consolidate more than 400 taxing bodies

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Illinois is known for its plethora of taxing bodies but a new state law gives DuPage County the power to consolidate some of these bodies:

Under the new law, the county will be able to dissolve non-elected government agencies deemed outdated or inefficient following a full analysis and public review process…

“Frequently we find there’s another unit of government that could do the same thing,” said DuPage County Board Chairman Dan Cronin, who had pushed for the legislation. “Why don’t we just figure out who is going to be the odd man out?”

The narrowly written law currently applies only to DuPage County, which has more than 400 taxing bodies. State officials say they hope DuPage will serve as a model for other counties…

Cronin said his office will analyze each entity individually to determine whether there is the potential to save money and come up with a plan for how those services would still be provided. Residents would be able to weigh in during public hearings and could put together a referendum to fight a proposed dissolution.

The article mentions a few taxing bodies that are ripe for elimination but it will get more interesting when the County Board comes across ones that people want to defend and maintain. These local taxing bodies are all about local control and being able to spend tax dollars on one’s own interests or neighborhood. Pitting this suburban value, perhaps the guiding value for many suburbanites, versus wanting to have more efficient local government presents an interesting conflict.

Plus, how many taxing bodies will be eliminated under this new law? Is this law intended to get rid of just a few taxing bodies or does it involve a significant reduction from say over 400 to 300?