As Albert Einstein didn’t say, “the definition of insanity is doing the same thing and expecting different results.” Someone points out that this is actually the definition of perserveration. Whatever you call it, Denver Mayor Michael Hancock is doing it.
“Shockingly, 73 percent of Denver commuters drive to and from work in cars by themselves,” says Mayor Hancock. So, he plans to serve the people by working to “dedicate more travel lanes as transit only and make bus service more accessible to everyone.”
Hancock is behind the times, as the share of Denver commuters who drive alone to work hasn’t been 73 percent since the early 2000s. According to census data, it was 71 percent in 2000, but grew to 74 percent in 2006 and was 76 percent in 2016. Continue reading
Denver’s Mayor Michael Hancock has issued what he calls a Mobility Plan. But if carried out, it will actually reduce the mobility of the residents of America’s nineteenth-largest city. Instead of doing anything to relieve congestion, the number one listed goal of the plan is to increase the share of commuters walking, cycling, or taking transit to work to 30 percent. Such a 146-percent increase over the current 12.2 percent is unattainable, so the plan ends up devoting most of the city’s transportation funds to forms of transportation that are either insignificant or obsolete.
Click image to download a 5.5-MB PDF of this plan.
The centerpiece of the Mayor’s plan is dedicated bus lanes on Colfax, Denver’s most important east-west street. Currently, buses carry about 22,000 people a day, more than any other corridor in Denver. But, as the Antiplanner noted recently, dedicated bus lanes can move than many people per hour, and even the 50,000 people per day that the city optimistically projects for Colfax isn’t enough to justify dedicating that much street space to buses. Continue reading
After less than a year of operation, Baltimore is shutting down its bike share program for a month because so many of its bikes were stolen or are heavily damaged. The program began last November with a 175 bikes–40 percent of which had electric boosters–available for rent from 20 different locations, soon increased to 200 bikes and 20 stations.
One cyclist spent a day recently visiting all 25 stations and found only four bikes available to potential renters. The city says the private partner that is running the operation is upgrading the locks to reduce theft. In the meantime, the city has two full-time employees tracking down the GPS-equipped bikes so that other people can repair them and put them back into service.
Baltimore is far from the first city to have problems with its bike-share program. Seattle’s is attracting only half as many riders as expected. Bike share programs in New York, San Francisco and many other cities have also had problems. Continue reading
New York City Mayor Bill de Blasio wants to bring the same policies that worked so well in the Soviet Union, and more recently in Venezuela, to New York City. “If I had my druthers, the city government would determine every single plot of land, how development would proceed,” he says. “And there would be very stringent requirements around income levels and rents.”
As shown in the urban planning classic, The Ideal Communist City, soviet planners also believed they were smart enough to know how every single plot of land in their cities should be used. The cities built on their planning principles were appallingly ugly and unlivable. They were environmentally sustainable only so long as communism kept people too poor to afford cars and larger homes.
If de Blasio believes in this planning system so much, why doesn’t he implement it in New York City? The biggest obstacle, he says, is “the way our legal system is structured to favor private property.” He blames housing affordability problems on greedy developers who only build for millionaires. Continue reading
The rain hadn’t stopped falling before numerous commentators blamed Houston’s flooding on a lack of zoning. This is simply untrue.
First, flood-plain zoning focuses on “high-risk” areas, which by definition means areas in the 100-year floodplain. Fannie Mae and Freddie Mac require that homes they mortgage be covered by flood insurance if they are in zone A or V, which means the 100-year floodplain.
But the Houston flooding resulting from tropical storm Harvey was a 1,000-year flood. That means neither zoning nor insurance would have made a difference for the homes outside the 100-year floodplain. At least half of all the homes damaged by Harvey flooding were in the “moderate-risk” zone in the 500-year floodplain but outside the 100-year floodplain, and more were in the low-risk area outside the 500-year floodplain. Continue reading
That well-known fake-news site, the New York Times, has once again published a report claiming that transit hubs are a “growing lure for developers.” The Times published a similar story eight years ago, and the Antiplanner quickly found that every single development mentioned in that story was subsidized with tax-increment financing (TIF) and other government support.
So has anything changed since then? Nope. The first development mentioned in the recent story by Times reporter Joe Gose is Assembly Row, in the Boston suburb of Somerville. Is it subsidized? Yes, with at least $25 million in TIF along with other state funds.
Then Gose mentions Chicago’s Fulton Market, downtown Kansas City, Austin, and Denver’s RiNo neighborhood. Fulton Market just happened to receive at least $42 million in support from the city of Chicago, much of which comes from TIF. Continue reading
Portland’s urban-growth boundary has made housing less affordable, which is “pushing minorities out of their traditional neighborhoods to the edges of the region.” It is also leading some people to leapfrog to the next city: the two fastest-growing cities in Oregon are small cities about 10 miles away from Portland’s growth boundary.
Portland’s solution has been to increase density and the city has adopted numerous plans to squeeze more people into the city. But this is only going to make housing even more expensive.
One reason for that is that some neighborhoods have the political muscle to opt out of the city’s plans to impose infill development everywhere. Residents of the upper-middle-class Eastmoreland neighborhood, for example, have asked the National Park Service to list the neighborhood on a National Register of Historic Places. This will limit the amount of density that can be added to the area.
Portland housing prices have been rising faster than in any other major city in the nation, but the latest data show that the city has fallen to number 2 in that measure. Seattle housing prices rose by an annualized 11.0 percent in September, while Portland prices rose by “just” 10.9 percent. No other major city saw prices rise as fast as 10 percent.
Seattle prices are rising so fast that the city is selling every available vacant lot that it has, even though some would rather those lots be turned to parks. Seattle developers are renting studio apartments for $750 a month that are so small–just 130 square feet–that there is no room for a bathroom door.
Portland’s housing market is so tight that 17 acres is considered a large parcel. Naturally, the owners are planning to put multi-family housing on it at 70 units per acre. The largest available parcel in Portland suburb Lake Oswego is a mere 4.5 acres that will be developed at 48 units per acre.
According to the Texas Transportation Institute, the costs of congestion have quadrupled since 1982. The Antiplanner has often argued that cities have deliberately allowed congestion to increase in the erroneous belief that more congestion would lead people to stop driving and start riding transit or use other modes of travel. However, the evidence for this is merely anecdotal; it’s hard to imagine city officials admitting even in private memos that congestion was their goal.
An article in last Friday’s New York Post, however, makes the case that congestion is deliberate. “City officials have intentionally ground Midtown to a halt with the hidden purpose of making drivers so miserable that they leave their cars at home and turn to mass transit or bicycles,” reports the newspaper that was founded by Alexander Hamilton. The article specifically blames “today’s gridlock” on the “Bloomberg and de Blasio administrations.”
Sensational news, perhaps, but not necessarily persuasive. The article attributes this information to “high-level sources,” later saying it comes from “a former top NYPD official.” While the article offered specific examples of ways the city has increased congestion, including the conversion of auto lanes to bicycle lanes and restrictions on the ability of drivers to make turns at many intersections, it offers no documentation that these things were done specifically to make auto drivers miserable.
By driving up land and housing prices, Portland’s urban-growth boundary has accelerated gentrification of low-income neighborhoods, displacing blacks, Latinos, and other families. As the Antiplanner has shown in a recent paper, the number of blacks in Portland actually declined between 2010 and 2014.
Portland promised to find affordable homes for displaced blacks, but for some reason those blacks aren’t too thrilled with the 387-square-foot condos the city has offered them. The city is making the condos available to families earning less than $47,000 a year, with priority given to people displaced by gentrification (which is often subsidized by the city’s urban-renewal agency).
Such people will be welcome to buy these condos for a mere $164,000, or nearly $425 a square foot. Such a deal, especially considering many of the displaced people were living in single-family homes several times the size of the condos, and that such homes in places without urban-growth boundaries would cost half of what the city wants for its “affordable” condos.