A few weeks ago the Antiplanner posted information about the 2012 Natural Resources Inventory. The post noted that the published documents broke down the amount of developed land in the nation by “large urban and built up” (meaning more than 10 acres of development), “small built up” (meaning more than a quarter but less than 10 acres) and “rural transportation,” but did not include a state-by-state breakdown of these categories.
Since then, the Natural Resources Conservation Service was nice enough to send me a spreadsheet with the state-by-state breakdown (for every state except Alaska). There are no real surprises with it, but I’ve posted it here as may be useful to readers.
One caveat is that the Natural Resources Inventory is a sampling survey, so it is always worthwhile to present it in conjunction with 2010 census data on urbanized lands. The Census Bureau’s definition of “urban” is a little different than the one used in the Natural Resources Inventory, but the two numbers together confirm that, for most states, the vast majority of land remains undeveloped.
The Antiplanner was apparently exposed to a bad cold when traveling last week and didn’t feel up to writing a timely post for this morning. (Would I have avoided this if I had a driverless car to take me to San Francisco instead flying?)
However, someone emailed me in response to yesterday’s post asking if I was guilty of hyperbole when I said that, outside of New York, transit doesn’t “carry enough people to relieve much congestion.” So I prepared the above chart showing transit’s share of total travel (not just commuting) by urbanized areas. Only urbanized areas in which transit carries more than 2 percent of travel are shown.
Debates over smart growth–sometimes known as new urbanism, compact cities, or sustainable urban planning, but always meaning higher urban densities and a higher share of people in multifamily housing–boil down to factual questions. But smart-growth supporters keep trying to twist the arguments into ideological issues.
The choice should be yours: suburbs, or . . .
For example, in response to my Minneapolis Star Tribune article about future housing demand, Thomas Fisher, the dean of the College of Design at the University of Minnesota, writes, “O’Toole, like many conservatives, equates low-density development with personal freedom.” In fact, I equate personal freedom with personal freedom.
. . . New Urbanism. Flickr photo by David Crummey.
University of Minnesota planning professor Richard Bolan has responded to the Antiplanner’s critique of the Twin Cities’ Metropolitan Council’s plan to emphasize high-density housing and discourage large-lot single-family homes. My op ed pointed out that planner Arthur Nelson’s predictions that the demand for single-family homes was declining were based on oversimplified surveys that asked people questions like would they want to live in a “walkable community.”
A lot more factors are at work in people’s housing choices. “Given a choice between a 1,400-square-foot home on a tiny lot in a congested part of town for $375,000 and a 2,400-square-foot home on a large lot in a quiet suburb for $295,000,” my op ed said, “most people would prefer the larger home.” My point was the issues were too complicated for planners to be able to see what people would want 26 years in the future, and since homebuilders can adequately respond to changes in demand, there was no need for central planners to try to predict the unpredictable.
Bolan admits that he’s “not a supporter of Arthur C. Nelson’s report” on future housing demand. But Professor Bolan has his own reasons why central planners should try to determine people’s housing choices in the future: externalities.
The Antiplanner is in Washington, DC, today attending a conference on mileage-based user fees. When my plane landed in DC at 3:50 pm, I turned my cell phone on and got a voice mail that Lars Larson wanted to interview me on his radio show about yesterday’s transit numbers. We arranged to have the interview begin at 4:20.
That put me in a dilemma. I had a meeting in the city at 5:30 and wanted to drop my luggage off at my hotel in Roslyn. If I waited to the the radio show before leaving the airport, I’d be late for my meeting. So I hustled to take the subway to Arlington and hoped I’d arrive before 4:20, as cell service doesn’t extend underground.
Roslyn is five station stops from National Airport. As I’m thinking about the irony that I’m depending on public transit to get to an interview where I expect to be critical of public transit, our train pulls into the third stop, which is the Pentagon. People stand up to get off the train, but the doors don’t open. The crowd of people outside the train who want to get on grows, but the doors don’t open. I’m afraid I’m going to miss my interview, and the doors won’t open. Finally, the driver makes an incomprehensible announcement and the train leaves–and the doors never opened. I no longer felt that riding transit to criticize transit was so ironic.
The Antiplanner went for a hike yesterday on a national forest, and nobody tried to keep me out because the government was shut down. National parks, however, are closed to the public during the shutdown.
Flickr photo taken at Saguaro National Park on October 1 by 666ismoney.
Some might argue that national parks have more at stake that shouldn’t be left to the mercies of unsupervised tourists. That may be true in some cases, though not in others. Moreever, when I visit a Forest Service web site, it offers me access to all of the documents and information that were available before the shut down. But when I try to access a Park Service web site, I get a message saying, “Because of the federal government shutdown, all national parks are closed and National Park Service webpages are not operating.”
Most reviews of Elon Musk‘s hyperloop plan focus on technical questions. Will it cost as little as he estimates? Could it move as fast as he projects? Could the system work at all?
None of these are the real problem with the hyperloop. The real problem is how an infrastructure-heavy, point-to-point system can possibly compete with personal vehicles that can go just about anywhere–the United States has more than 4 million miles of public roads–or with an airline system that requires very little infrastructure and can serve far more destinations than the hyperloop.
Musk promises the hyperloop will be fast. But fast is meaningless if it doesn’t go where you want to go. Musk estimates that people travel about 6 million trips a year between the San Francisco and Los Angeles urban areas, where he wants to build his first hyperloop line. But these urban areas are not points: they are huge, each covering thousands of square miles of land.
Washington Metro trains catch fire. The trains are supposed to be run by computers, but since a June, 2009 crash the Washington Metropolitan Area Transportation Authority (WMATA) hasn’t trusted the computers, so it has human drivers who aren’t any more trustworthy.
With numerous elevators and escalators out of service and frequent train breakdowns, WMATA is subject to increasingly harsh criticism from even its usual friends at the Washington Post. Even WMATA’s high-paid general manager admits the agency is only half done with the repairs it has scheduled (which are probably less than it needs).
So what does the agency have its employees do? How about spend a day ripping out all of the flowers that a self-styled Phantom Planter put in at the Dupont Circle subway station? Because it would be horrible if non-agency approved flowers bloomed in red, white, and blue, as the planter expected would happen next month.
The Antiplanner’s presentation at last night’s debate over Plan Bay Area is now available in PowerPoint or PDF format. You can also download Tom Rubin’s presentation in PDF format.
The debate was one-sided in the sense that close to 90 percent of the audience opposed the plan. One little incident sticks in my mind. During the debate, one of the plan’s supporters admitted that it was hard to predict the future, but added, “As Abraham Lincoln said, ‘The best way to predict the future is to create it.'”
I am a stickler for sourcing such attributed quotes, and that didn’t sound like something Lincoln would say. So I pulled out my iPhone and looked it up. Sure enough, it has been attributed to Lincoln–and to Peter Drucker, and to some other people. But it seems the person who actually first said it was computer programmer Alan Kay in 1971. I hope readers will understand what I mean when I say that knowing that Kay said it gives it a completely different meaning than if Lincoln had said it.
An economist named Ed Dolan who lives in Washington state opines that the collapse of the Skagit River Bridge reveals an “infrastructure deficit.” That’s certainly the prevailing wisdom. But consider this.
The bridge collapsed because one of its supporting beams 14.5 feet above the pavement was hit by an oversized truck that should not have been on the bridge. If that oversized truck had hit that beam in 1955, the year the bridge was built, it would have collapsed then. Instead, the bridge stood for 58 years before being hit by such a truck.
Show me any bridge and I can conceive of a truck big enough to bring it down. That doesn’t prove we have an infrastructure deficit; it only proves that every bridge has a limit to what it can carry. Height and weight limits are posted for most bridges; the driver of the truck crossing the Skagit River last week apparently neglected to read the signs.