It’s almost a shame that these two titans are meeting in the second round of the Parking Madness tournament, because both Tampa and Fort Worth look like they have champion potential.
Here’s an interesting way to visualize how different regions are growing (or not). Using a tool developed by the University of Virginia Demographics Research Group, Michael Andersen at Bike Portland shares these charts showing where housing growth has happened relative to city centers. The dark brown lines show the number of occupied housing units at one-mile intervals from the urban core in 2012, and the orange lines show the distribution in 1990. The gap between the lines tells you where housing growth has happened, and there is huge variation between regions.
In Denver, for instance, you can see that housing growth was concentrated between eight and 20 miles from the city center:
In other places — especially large, in-demand coastal cities like LA — housing growth has barely changed (note that the y-axis is scaled differently in each chart):
- Brookings: People Are Living Farther From Work (Planetizen)
- Distracted Driving by Teens at an All-Time High (CBS Philly)
- Sprawl Is Stifling the U.S. Economy (Vox)
- Well-Educated Young People Moving to the Densest Cities, Driving Up Local Incomes (Atlantic)
- Ohio PIRG Finds the State’s College Students Want More Transportation Options
- Slate: So What If There’s More Uber Cars Than Taxis in New York City?
- Senator Mike Lee Pushing Legislation To Make It Hard to Raise the Gas Tax (The Hill)
- New York Fills in Parking Crater With Parking-Free Housing and Retail (Streetsblog NYC)
Yesterday, Camden knocked off Detroit in Parking Madness, giving the Garden State the first spot in our Final Four.
Today’s match pairs up dreadful parking expanses in Newport News and Syracuse, and it’s up to you to tell us which is the worst.
That right there is the picture that put Syracuse over the top in its first-round matchup with Asheville. Marshall Allen sent us this entry. He wrote:
This image is of downtown Syracuse just south of the I-690/I-81 interchange. This elevated highway goes through the heart of the city and since its inception, the land immediately adjacent to the highway, has suffered the consequences of low property values for 50 plus years. Additionally, Syracuse’s economy is well past it’s prime. These two things have combined to create this horrific parking crater in the heart of New York State’s Central City.
Let’s compare it to a a historical photo, graciously provided by the University of Oklahoma Institute for Quality Communities‘ Shane Hampton:
What if you could dramatically increase the usefulness of a bike-share system without adding any bicycles or docks? Researchers at the University of Chicago’s Booth School of Business have come up with a model that they say could help even the most successful bike-share systems in the world get more bang for the buck.
The Booth School team focused on two factors: station accessibility (or how long it takes people to get to a station) and bike availability (or having at least one bike to check out at a station). After collecting minute-by-minute ridership data from 349 stations in Paris’s highly successful Velib system over a four-month period, they modeled the effect of these factors on ridership.
Researchers found that decreasing the distance to access stations by 10 percent boosts bike-share trips by about 7 percent, while a 10 percent improvement in bike availability can increase system usage about 12 percent.
Interestingly, given a fixed number of docks and bikes, improving the accessibility of a network can diminish its availability, since the system would have a larger number of stations spaced closer together, but each station would be smaller. The inverse is also true — designing for greater availability can reduce accessibility.
However, networks can be optimized taking both accessibility and availability into account. In the researchers’ model, simply rearranging existing Velib bike-share docks — adjusting the size and location of stations — could attract 29.4 percent more trips.
A major street safety campaign in San Diego is running up against the fierce territorial instinct that only on-street car parking can instill.
After a two-year public process, a plan to create safe biking and walking access to Hillcrest and other neighborhoods reached a local advisory group called Uptown Planners. The plan calls for adding bike lanes on major thoroughfares, and business owners have objected to the loss of 130 parking spaces. The opponents have also spread misinformation about how the plan will affect car traffic on local streets.
Uptown Planners play an advisory role in local government. At its meeting earlier this week, the NIMBY contingent prevailed, writes Sam Ollinger at BikeSD:
While many of us were out last night testifying and desperately pleading for safer access through along University Avenue to a board that ignored all public testimony for safer streets, except for the comments on using public spaces for private vehicle storage, a 74 year old woman crossing Camino Ruiz in a marked crosswalk suffered life threatening injuries after being hit by an SUV. No word yet on whether the driver has been charged.
Earlier this month, our endorsed candidates Michael Brennan and Kyle Heiskala were successfully elected to the Uptown Planners at the Community Planning Group election. But last night’s meeting was a special meeting and Brennan and Heiskala haven’t yet been seated — so they were unable to vote on the issue.
Uptown Planners ended up voting 10-0 against the proposal, essentially saying that bike lanes should go elsewhere and calling for the project to start from scratch, with “mitigation for any loss of parking.” Ollinger says the outcome disregarded plenty of testimony at the meeting:
- GOP Blocks Bernie Sanders’ Plan to Boost Infrastructure By Closing Tax Loopholes (USA Today)
- The Number of Parking Spaces in Boston Is Dwindling (Boston Globe)
- Mayor of Fort Worth Holds “Rolling” Town Hall Meetings on Bike (Star Telegram)
- Miami Has a Plan to Tax Tourists to Fund Transit (Miami Today)
- Suburban Growth Isn’t Catching Up With Urban Areas in Twin Cities (Star Tribune)
- Downtown Denver Down to 42,000 Parking Spaces — Planetizen Wonders If It Can Remain Vibrant
- Boston Proposal Would Build 10,000 Affordable Units Aimed at Millennials (Boston Globe)
- Coalition of U.S. Mayors Pushing for Long-Term Transportation Bill (The Hill)
- AFL-CIO Lobbying to Defend the Gas Tax (The Hill)
Today it’s on to round two in Parking Madness, our hunt for the worst parking crater in an American town. Our first Elite Eight matchup features two cities struggling to rebuild in the wake of some serious urban disinvestment, and these parking craters certainly aren’t helping. It’s Camden vs. Detroit.
Detroit’s waterfront is really sad when compared to its Canadian neighbor across the river, Windsor, whose waterfront is three miles of uninterrupted parkway. By comparison, Detroit has a couple parks near the Renaissance Center and then lots of parking right up to the waterfront.
Thanks to the talented Shane Hampton of the University of Oklahoma’s Institute for Quality Communities, we have historical photos to compare this area to what used to be.
Check it out:
This photo is from 1951. It looks like the area was already becoming a bit pockmarked. Detroit, being the birthplace of the American auto industry, may have been an early parking crater adapter.
Let’s look at the competition:
Redesigning streets to make room for people is a no brainer. “Complete streets” projects that calm traffic and provide safe space for walking and biking save money, reduce crashes and injuries, and improve economic outcomes. Need further convincing?
Smart Growth America has done some number crunching, looking at the impact of 37 complete streets projects from communities across the country. Here are the major findings from SGA’s new report, Safer Streets, Stronger Economies.
Complete Streets Are a Bargain
The average cost of a road diet — reducing the number of motor vehicle lanes on a street — was $2.1 million. In other words, pocket change. Per mile, three quarters of the complete streets projects came in below the cost of a typical arterial street project cited by the FHWA.
Here’s an amazing example: Portland, Oregon, spent $95,000 restriping Multnomah Boulevard and adding signs and bollards. That tiny investment reduced speeding by half and increased cycling 44 percent.
This week and next I’m joined by Christof Spieler, a vice president of Morris Architects who serves on the board of Houston Metro, to talk about Houston. Everything is bigger in Texas, including the podcasts.
Christof tells stories about how planning works in Houston, including how Intercontinental Airport was sited during a backroom deal and how people inside the city think about zoning and development. We discuss projects like the “Ashby Highrise,” the growth of roads and sprawl around Houston, and Exxon’s move out of downtown along the region’s newest 170-mile ring road. Yup, 170 miles.
So please join us for part one of the Houston podcast. Next week we’ll discuss high-speed rail in Texas, Houston’s new bike lanes, light rail expansion, and the implementation of the new bus network.