Prove It! #2: Alleys Increase Crime

Last week, in a comment on a comment on a post, I mentioned that alleys lead to increased crime. So naturally, someone who is Google-challenged asked me to prove it. It turns out there is a lot of evidence that alleys contribute to crime by providing quiet places where criminals can hide their activities and by offering easy access to secondary entrances to people’s homes.

The research goes back at least as far as the late Oscar Newman, an architect who wanted to know why some neighborhoods suffered higher crime rates than other neighborhoods inhabited by people in a similar socioeconomic class. Newman found that urban design plays a role in making neighborhoods more or less vulnerable to crime, and that the two most important factors were having defensible space, which usually means private property, and impermeability, which means limiting the number of access points to dwellings and businesses. By limiting permeability, cul de sacs make neighborhoods less vulnerable to crime; by increasing permeability, alleys make neighborhoods more vulnerable.

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Suburbs Emit Less Greenhouse Gases

It is amazing how many assumptions people make without checking the facts. They assume transit consumes less energy than cars (not true for most U.S. transit systems). They assume suburbs are more heavily subsidized than cities (the vast majority of subsidies go to the cities). They assume that highways are unfairly subsidized (actually, subsidies to transit are greater than to highways even though highways move a hundred times as many passenger miles).

The latest set of assumptions center around greenhouse gases. I’ve already addressed the assumptions that transit emits less greenhouse gases than cars and that high rises emit less than single-family homes.

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Peak Tyranny

Someone once told me that loyal opponent Todd Litman, of the Victoria Transport Policy Institute, thinks of himself as my nemesis. But I don’t want to be a nemesis to Todd. First of all, he is a nice guy. Second, he is pretty analytical; even if I disagree with his conclusions, I appreciate that he knows his way around a spreadsheet.

If I were to have a nemesis, I would want it to be someone who is really my opposite, someone who relies on exaggeration and over-the-top rhetoric to make his case. Someone like James Howard Kunstler.

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Understanding the FTA

Today we have a guest post from Tom Rubin.

Dane County, Wisconsin has formed a Transport 2020 task force that is trying to obtain federal funding for a commuter-rail line in Madison. During a recent meeting, a consultant “reviewed the FTA’s recent decision to include “perceived” rail advantages into ridership forecasting and modeling. This allows forecasters to quantify the quality of service for rail travel time, rail headways, and the attractiveness of rail, and include that in the ridership model.”

The problem is, this is not what the FTA actually said.

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RTD to Raise Transit Fares

In 2004, Denver’s Regional Transit District (RTD) convinced voters to increase the sales tax dedicated to transit from 0.6 to 1.0 cents per dollar so that it could build six new rail lines. Now it says tax revenues are falling short of projections, while costs are higher than expected. So it is raising transit fares, which will only reduce ridership and harm transit-dependent people.

This is a completely predictable result of trying to build a rail megaproject. It is one thing to run a bus system where the capital costs are low and don’t require either long-term borrowing or long-term cost projections. It is quite another thing to plan a ten- or more year construction project that requires a thirty- or more year mortgage.

Blocking traffic.
Flickr photo by Jeffrey Beall.

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Right-Wing Think Tank Releases Report on Portland

That well-known right-wing think tank, the Cato Institute, today released a report about Portland written by that not-so-well-known sprawl-loving, car-happy nut, Randal O’Toole. O’Toole spews out all kinds of so-called data that smart-growth planners probably refuted long ago, such as that transit has lost market share in Portland since they started building light rail and that Portlanders voted against building more light-rail lines.

O’Toole (did I mention that he is right wing?) even dredges up the story of Neil Goldschmidt, Portland’s former mayor who, after retiring from politics, formed a “light-rail mafia” that milked Portland’s planning process, directing hundreds of millions of dollars in taxpayer subsidies and no-bid contracts to his clients and friends. So what if Goldschmidt turned out to be be a statutory rapist? That doesn’t mean anything is wrong with Portland’s planning.

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Summer Book Reviews #5: The Peter Hall Trilogy

Once upon a time there was an urban planner who traveled around the world and looked at urban plans and discovered they were disasters. For this, he received a knighthood from the Queen.

Sir Peter Hall is a planning professor at University College in London, and he also taught and did research for a time at UC Berkeley. Though he believes in planning, his books provide an excellent case for antiplanners. In fact, whenever I get frustrated with some planner talking or writing about the wonders of planning, all I need to do is read a portion of one of these books to get a breath of fresh air from an objective observer of the profession.

Click on the image of each book to get information about purchasing a copy.

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TODs Don’t Work, Says L.A. Times

The Los Angeles Times takes a hard look at transit-oriented developments (TODs) and concludes that they don’t change people’s travel habits. Local officials say TODs will revitalize neighborhoods without adding to congestion, but the Times finds that “there is little research to back up the rosy predictions.”

The paper cites one study that “showed that transit-based development successfully weaned relatively few residents from their cars.” Two reporters from the paper itself spent two months interviewing TOD residents and reached the same conclusion: “only a small fraction of residents shunned their cars during morning rush hour.”

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Summer Book Reviews #4: The Road More Traveled

We are back to transportation with this book, which came out just after the 2006 Preserving the American Dream conference, so I think of it as a new book. The Road More Traveled is written by two “fellows” with the Reason Foundation and is the star (so far) of that group’s mobility project.

In contrast to Street Smart, which idealistically promotes widescale privatization, this book takes a more incrementalist look at highways and transportation. Bob Poole, who leads the Reason Foundation’s mobility project, ultimately supports privatization and tolling, but is willing to accept (and has even invented) many “halfway” measures, including high-occupancy toll (HOT) lanes (which some true-blue libertarians might question because it leave most lanes untolled).

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Happy Independence Day

Today Americans celebrate independence from a foreign nation and, more generally, freedom from tyranny. Regular readers of the Antiplanner won’t have to guess what I think about that.

Fireworks over the Willamette River, July 3, 2007.
Flickr photo copyright 2007 by Sean Dreilinger.

All my life, I’ve wondered about the relationship between the individual and society. When do the needs of the community trump individual freedom? Henry David Thoreau gave his answer in his famous essay, Civil Disobedience:

“I please myself with imagining a State at least which can afford to be just to all men, and to treat the individual with respect as a neighbor; which even would not think it inconsistent with its own repose if a few were to live aloof from it, not meddling with it, nor embraced by it, who fulfilled all the duties of neighbors and fellow-men.”

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