Walkable rating – We’re not last!

Walkscore.com, a cool site I plugged a year ago, looked at 2,508 neighborhoods in 40 cities. Charlotte didn’t do too well. That’s a euphemism. Charlotte was in the basement: No. 38 out of 40. (Cherry, Fourth Ward and Downtown Charlotte were rated our most walkable neighborhoods.)

The site measures walkability with a walkability checklist which assesses stuff such as whether a neighborhood has a discernible center, mixed-use development, sidewalks, traffic that doesn’t go too fast, narrow streets (calmer traffic), parks and public spaces, etc. The software used for measuring is based on Google maps, U.S. Census data, Zillow neighborhood boundaries and Yellow Page information, and it assigns values to locations such as schools, workplaces, supermarkets, parks and public spaces based on how near they are to an address. (Based on some comments I saw elsewhere, the software has some glitches.)

USA Today had a piece
on the list, noting the bottom three: Charlotte, Nashville and Jacksonville, and the Huffington Post had a short blurb on the Bottom 10 as well.

Why is Charlotte so un-walkable? It’s hard to find just one villain; there are several. The part of the city built before World War II (as in Cherry, Fourth Ward, and downtown) is much more pedestrian-friendly. After WWII, traffic engineers and planners embraced some theories, based on the ideals of Modernist architects such as Le Corbusier, that have proven to be ill-suited for urban life. The federal government was in thrall to the automakers and began subsidizing auto travel with vast new highways while shrinking subsidies and passing laws that hurt rail transportation.

Single-use zoning was considered modern and progressive — yet another reason not to let yourself be blinded by an idea just because it’s labeled “progressive.” The traffic engineering profession promoted neighborhood layouts that didn’t have connecting streets.

In addition, elected leaders in Charlotte and Mecklenburg County rarely did anything that developers didn’t like, such as require sidewalks to be built or require subdivisions with lots of connecting streets, or require subdivisions to connect to the subdivision next door. Neighborhood activists fought street connections — witness the silly closure of East Kingston in Dilworth. After all, if you live on a street that doesn’t connect you understandably prefer the lack of traffic to what you’d have with through streets. Private comfort for a few trumped street networks that would have benefited the greater community.

The city’s transportation department in recent years has pushed admirably for more pedestrian amenities, and it’s making progress, although the rate is slow. Retrofitting the mistakes of 50 years will take money and time — lots of it.

The candy bar approach to city planning

Thank you, anonymous commenter from 5:20 p.m. Tuesday. I am not against density or height. I am against height in the wrong place. You can make a case that next door to the Arlington is an appropriate spot for density, and I won’t get in your face about it, although I think the proximity to the Dilworth Historic District makes it problematic, for reasons I’ve mentioned before. Overall, I tend to agree with Charleston Mayor Joe Riley, who says that six five-story buildings are better than one 30-story building.

But here’s the crux of my objections to the South End rezoning: The whole point of a small station area plan is to plan what heights and densities are appropriate on which spots. If the planners who wrote the South End Station Area Plan and the City Council who adopted it in 2005 believed that site was appropriate for buildings twice the height of the rest of the area’s height limit, why not have the plan say that? Why limit the appropriate height there, in the plan, to 120 feet? Those kinds of issues are precisely why your tax money pays for planners and why your elected representatives adopt small area plans.

Why even bother with any plan if it’s routinely disregarded?

It reminds me of taking a kid to the grocery store. You say before you go, “I’m not buying you candy in the check-out line.” If you then buy the kid a Snickers in the check-out line, that kid will cry for candy on every visit to the store for the next 20 years. And you will have undermined any credibility your authority might have had.

One last thing, responding to a commenter on the post about the Piedmont Town Center project: I LOVE Filene’s Basement. Offer one of those up and I’ll be out there with my chainsaw. (Joke, people, joke.)

South End tower wins swift OK

Reporting live, from City Council:
(See previous post, also from council meeting, about a first — a developer urging council to reject his own rezoning petition.)

The City Council launched the vote-on-rezonings part of its meeting at roughly 6:25 p.m. By 6:39 p.m. it had finished its rezoning decisions. They ripped through 18 rezonings, all except one of them approved unanimously with no discussion on any, except for about 30 seconds on the one that was approved 7-2 (for a day care center at The Plaza and Barrington Drive).

That proposal to allow a 250-foot high-rise tower in South End? The one that was in violation of the South End Transit Station Area Plan, which set a 120-foot height maximum? I didn’t have a stopwatch, so I couldn’t tell you whether it was 5 seconds or 10, but there was no discussion, nothing. Unanimous approval, and on to the next agenda item.

Sure, the council’s rezoning meetings can drag. The public hearing part of the meeting tends to bring out developers and neighborhood opponents. It’s 7:34 p.m. and they’re just on No. 6 in a 15-item public hearing agenda. And council member Michael Barnes just pointed out that there have been numerous violations of the Northeast District Plan in recent years. So why didn’t he — or anyone else — think it was worth maybe a little public discussion about why they were violating the South End station area plan, adopted in 2005?

Maybe there were good reasons. Maybe the 120-foot maximum height limit adopted as part of the Transit Station Area Principles isn’t a good idea after all. You, the voting public, have no way to know why the council members decided to treat their own adopted plans as virtually irrelevant.

They’re on auto-pilot. The biggest issue facing the city for decades has been growth and how to deal with it and pay for its impacts. You’d like to think your elected officials are thoughtfully debating the pros and cons of different growth proposals. Guess what. I’m watching them tonight, and it’s pretty hard not to conclude they’ve abdicated that responsibility.

Developer wants own project nixed

Reporting live from City Council:

This has got to be a first. Bailey Patrick, the dean of local developers’ lobbyists, just got up and urged the City Council to vote against his own rezoning petition.

It’s a rezoning proposal from Crescent Resources, a subsidiary of Duke Energy, which wanted to change its plans, approved in 2005, for the Piedmont Town Center development near SouthPark. They wanted to change approvals for retail and office space into residential space.

The planning staff opposed it. Neighbors opposed it and signed a protest petition against it which means it would need a super-majority vote from the City Council.

The proposal would have wiped out a stand of immense old trees. During the 2004 rezoning — after some publicity from yours truly — the developer agreed to leave a large wooded buffer, giving the trees a reprieve. I visited those trees — immense white oaks along a small stream. The new development would have cut them all down to form a retention pond along the creek.

The real crime here is that it would have been perfectly legal. If you think the city’s tree ordinance protects trees, may I suggest you probably also believe that the U.S. found weapons of mass destruction in Iraq and that Saddam Hussein was behind 9-11.

It appears Crescent decided to cut its losses. Council member Andy Dulin, generally a good friend to developers, made a motion to deny the petition even before the public hearing opened. Which would have been illegal. “I gotta have a public hearing,” Mayor Pat McCrory reminded him.

At which point Bailey Patrick got up and urged the council to reject the rezoning. His client, Crescent, would have withdrawn it, he said, but because the protest petition wasn’t withdrawn it couldn’t legally do that.

Surely it was a first. I happened to be sitting next to 23-year Keith MacVean — who has, as the joke goes, gone to the dark side and now works for developers (one of his new clients made that joke so I figure it’s OK) — who couldn’t remember it happening before.

He also confirmed that the rejection by council means the developer can’t come back with another proposal for two years — unless it seeks a more intense zoning, such as UMUD.

At 9:27 p.m., after hearing a negative recommendation from the zoning committee of the planning commission, which met quickly after the regular council meeting, the council did as Patrick asked — they voted down the rezoning.

When property rights hurt markets

This may be like throwing gasoline onto a fire, but here goes. Because I’m busy today writing a column for Saturday’s Observer — which I hope you’ll read at www.charlotte.com/opinion — I’ll toss out some red meat to the libertarians and free-marketeers among you. Check this book review from Slate.com about “Gridlock Economy,” by Michael Heller, an academic who studies property theory. The subtitle: “How Too Much Ownership Wrecks Markets, Stops Innovation, and Costs Lives.”

Heller argues, says reviewer Tim Wu, that creating too many property rights can actually wreck markets. Wu then critiques both the book and Weller’s thesis, but concludes that even though it has some flaws it’s one of those concepts that helps you see the world in a different way. The idea is that too many property owners means there are too many stakeholders and that can impede the functioning of the marketplace. As Wu puts it, “The basic idea that too many stakeholders can kill a project is well-known to anyone who has ever worked on a committee or spent 15 minutes in Washington, D.C.”

Read before you rant. And please recognize that just because I link to an article I find interesting, it doesn’t mean I necessarily agree with everything in it. It usually means I’m working on my full-time job as an editorial writer and oped columnist and don’t have time for lots of blogging. Full disclosure: I haven’t read the book and until today had never heard of Michael A. Heller.

Waning faith in the free market

In the category of things found while looking up other things, here’s an interesting front-page piece in Wednesday’s Los Angeles Times, “Americans may be losing faith in free markets.”

The writer, Peter G. Gosselin, quotes several experts, including Kevin Hassett, at the American Enterprise Institute.

William Galston of the Brookings Institution in Washington says, “We’re at a hinge point. The strong presumption in favor of markets, which has dominated public policy since the late 1970s, has been thrown very much into question.”

Even the American Enterprise Institute’s Hassett concurs in the existence of the backlash. “There may be a backlash against markets at the moment,” he says, though he goes on to say he doesn’t see any alternative view of how things should work.

They cite the convergence of issues: a housing meltdown that resulted from an unregulated corner of the mortgage market (high-risk loans), the price of gasoline (generally blamed on the laws of supply and demand and oil market speculation), disappearing U.S. jobs and worries about retirement investing based on the assumption the stock market will always rise.

“We’re [he means Americans] not ready to throw out markets altogether,” says economist Robert E. Litan of the Brookings Institution and the Kauffman Foundation of Kansas City, Mo., “but we want government to do something about the excess.

Optimistic about Charlotte pessimism

(Note: Reworked as of 1:58 p.m. to more clearly reflect Peres’ remarks.)

This has to be a quick post, as I’m buried in other matters today.

I caught up with Mark Peres yesterday. Peres is the founder/editor/publisher of Charlotte Viewpoint, a nonprofit online magazine that aims to offer intellectual discourse about Charlotte, especially center city.

“I’m optimistic about the current pessimism,” Peres said. (Or words to that effect. I wasn’t taking notes.) Um, why? Because, said Peres, maybe the current pessimistic scenarios — including but not limited to Wachovia’s problems, although like most of us he doesn’t wish more harm to befall one of the city’s two Big Banks — might tamp down on speculation and “get us back to more sound management principles.”

Interesting point. But is there really any pessimism around here? Charlotte’s relentless optimism, or some might say boosterism, is as deeply rooted and unquenchable as kudzu.

So feel free to start commenting on optimism/pessimism/boosterism or even kudzu. (I remember reading about one farmer who kept his cattle alive during a horrible drought when he learned they’d eat kudzu.)

Finally, feel free to keep jawing to one another about NoDa, as the comments are fun. But warning: I’m deleting comments that insult others or use words I decide are outside the bounds of polite discourse.

Why razing NoDa really isn’t a good idea

Plenty of you disagreed with my previous analysis of the threat to NoDa from the transit-oriented development. Many people said, in essence, it’s dump, tear it town. I predict you’ll get your wish within the next 10 to 15 years.

Those of you enthralled with all-new development that wipes away anything that was there before seem to think it’s about nostalgia. It isn’t. It’s about entrepreneurs and small businesses, the very basic elements that build a local economy.

New buildings have expensive rents. Old buildings have cheaper rent. Old buildings breed entrepreneurs. It’s not the architecture, it’s the price of the space.

As urbanist writer Jane Jacobs put it, “Cities need old buildings so badly it is probably impossible for vigorous streets and districts to grow without them. … If a city area has only new buildings, the enterprises that can exist there are automatically limited to those that can support the high costs of new construction. … New ideas must use old buildings.”

In addition, companies that lend money to developers to finance new developments typically require that the space be leased to “proven” retailers, in other words, chains. That’s why you don’t see small, local businesses going into new buildings. Starbucks is welcome. Smelly Cat Coffeehouse isn’t.

Transit’s threat to NoDa

How to route the to-be-built northeast light rail line? CATS officials are pondering that question. Read about it in this story from Sunday’s Observer, from The City section. If you want a public voice, there’s a hearing Tuesday 6-8 p.m. in the fellowship hall at Sugaw (not Sugar) Creek Presbyterian Church, at North Tryon Street and Sugar Creek Road.

I was hoping CATS would route the northeast corridor up North Tryon Street instead of the railroad corridor that parallels North Davidson Street. Apparently that’s not to be, at least between uptown and NoDa. CATS is still considering whether to put a section of the line along North Tryon between Sugar Creek Road and Eastway Drive. North of Eastway, the route follows North Tryon Street.

I’m very worried about the NoDa business district being beset by the same forces that are hitting South End and threatening the Dilworth historic district and its bungalows. Except the NoDa retail area is closer to the rail line than much of Dilworth, and NoDa’s business district has a better preserved “Main Street”-type feel to it than anything that was in Dilworth. That’s all at huge risk, because the Transit-Oriented Development (TOD) zoning that applies to transit station areas allows high-rise buildings of up to 120 feet — or higher if your developer asks for an exemption.

The way land values work, if zoning allows high rise buildings on your land and there’s a strong economic market, eventually you’re likely to have high rises there. Say so long to the Center of the Earth Gallery building, the Evening Muse building, the Neighborhood Theatre building, and say hello to more brutalist modern towers like the reviled, pink Arlington.

Even more threatening to NoDa is that it lacks even the protection Dilworth has as a historic district. NoDa isn’t a local historic district, which requires new development to blend in with the old. Being a historic district hasn’t prevented the bulldozing of some bungalows or the ballooning of others into wannabe McMansions twice the size of the original house. But it’s much better than no protection at all.

If NoDa’s main street were to avoid TOD zoning because the rail stop was put up on North Tryon, then you wouldn’t have those sky high, I-can-build-a-tower land values wreaking quite as much havoc on NoDa’s business district. The super-intense development would instead be a half mile north on North Tryon Street, which heaven knows could use TOD’s better urban design rules as well as stronger economic sizzle. Some South End-style development there would be a very good thing.

In the middle of NoDa, those transit-oriented high-rise buildings would merely kill the special place that has grown up naturally along North Davidson and 36th streets.

One solution would be for the city to craft a more historic-preservation option for TOD, capping heights at three or four stories. Sadly, given the grip developers have on the development-loving city officials, that’s about as likely to happen as I am to be picked as the vice presidential candidate for John McCain or Barack Obama.

A contrarian look at lane-merging

OK, here’s the piece I promised, about lane merging. Note: I don’t do this, because the social opprobrium would be overwhelming.

The situation I’m talking about isn’t merging onto freeways. (On freeways, one should whenever possible change lanes or slow down to allow the merging vehicle onto the highway. ) I’m talking about when there’s an unexpected obstruction in one lane of a multi-lane road or street, such as a stalled car, a moving van or construction.

Just for a minute, think of this situation as a traffic engineer might, viewing the pavement in each lane as “vehicle storage space.” If something up ahead is causing traffic to stop or slow dramatically, why should all the vehicles line up in one lane only? That just backs the tie-up even farther down the street. If both lanes were used, with each vehicle fairly and equitably alternating merging, once the obstruction was reached, it would cut in half the length of the clog on the street.

In reality, though, as so many previous comments have shown, people don’t act the way engineers view the world. We use our driving as a status quest. People want to be the cutters-off, not the cuttee. They think people who try to cut in front are greedy and ill-mannered. Sometimes, especially when the only vehicle zooming to the head of the formerly empty lane is a gas- and space-hogging Hummer, they are probably right.

Second, this is nothing I thought up in Boston. I noticed it some years back here in Charlotte. In Boston, in such a situation what they do is honk their horns. This is both useless and nuts. I mean, do they think the stalled car will, Lazarus-like, revive itself, or the moving van will decide to go away and come back at midnight, if only it hears some beeping horns?