I made a little Tweet Storm Saturday morning on an issue that’s been on my mind about driverless cars and the City:
Here’s the link to the very good video produced by the Ryerson City Building Institute in Ontario, Canada: https://www.youtube.com/watch?v=R1B9z8ituS8&feature=youtu.be
There are of course many other issues, not the least of which being this technology’s utility for Transit services. But interestingly as a result of my tweets I was sent this link from the US Highway Admin on the very subject of aviation standards versus road standards. Because, let’s face it, the standards are wildly different: 38,000 people were killed directly by auto-dependency last year in the US, that’s just in crashes, that doesn’t include those dying of respiratory diseases, or from the way driving makes people fat and sad, also leading to earlier death from the diseases of inactivity.
I have an additional thought too. At what point will the near perfect safety performance of driverless cars lead to human driving becoming illegal? I suspect this is an almost inevitable consequence of this technology. Likely to start in certain areas then be extended. Perhaps what Google et al are ultimately doing with Autonomous Vehicles will lead to a redefinition of the conceptual link between cars and freedom in American culture?
Hi, and welcome back to Sunday reading. Starting off here is an interview with one of my favourite urban observers, Christoper Hawthorne with the Los Angeles Times. Hawthorne has been actively documenting the transformation Los Angeles has been going through over the last decade. Hawthorne has framed the story in a historical perspective calling the current era, the ‘3rd Los Angeles’. Here he is interviewed by Jon Christensen for Boom magazine.
As part of the public conversation about the future of Los Angeles Hawthorne runs a lecture series at Occidental College that seems comparable to our Auckland Conversations. It’s admirable to see a writer having the range and latitude to contribute so meaningfully to the public conversation.
It seems the urban conversation is not as sophisticated in New Zealand and Australia as it could be. Here is an interesting study that looks at how newspapers cover local intensification projects in Australia. The findings conclude that writers sensationalise the issues with dramatic references and emotive language. Katrina Raynors, “Media picture of urban consolidation focuses more on a good scare story than the facts“, The Conversation.
Speaking of rolling back decades of past mistakes, Matt had some great posts this week on the recent NZCID policy dump. This comment on road pricing by MFWIC is worth mentioning:
Jane Jacob’s 100th anniversary was celebrated this weeks with lots of adoration, some critiques and a fair amount of misunderstanding. Biographer Peter Laureance provides a useful summary of what was debated last week over the innertubes with links to several articles. Peter Laureance, “How best to use, abuse, and criticize Jane Jacobs” Archpaper.com.
I found this bit particularly interesting:
While Jacobs was battling motorway expansion and superblock modernism a quite distinct history was unfolding in Copenhagen. Athlyn Cathcart-Keays, “Story of cities #36: how Copenhagen rejected 1960s modernist ‘utopia’“, The Guardian.
The US Feds took a fact-finding tour of the Netherlands to figure out how they have achieved such a high level of bicycle use. The report concluded, surprise!, that “much of the Dutch design approach can be adapted to US context”- US Bicycle Network Planning & Facility Design Approaches in the Netherlands and the United States, FHWA. Here are some takeaways from the report:
Of course we can’t so easily translate best practice cycleway design in NZ. Here Bike Auckland raises the serious issue of our current road rules and standards of practice. Tim Duguid, “Ride, Interrupted – the Stop-Start Bugbear“, Bike Auckland.
Please share your links in the comment section.
This week, the Herald on Sunday published an article calling out a dangerous new practice: walking under the influence of a smartphone. According to them, careless walking causes literally dozens of injuries a year and should possibly be criminalised:
Incidentally, I have to admit some guilt here. While I don’t usually walk under the influence of a smartphone, I will often walk around reading a book – a habit I picked up during university. In over a decade of distracted walking, I’ve never fallen over, walked into anything, walked in front of a car, or walked into anybody else.
Let’s take the Herald’s suggestions seriously, and ask whether there is a case to ban other activities that risk injury to participants. Their threshold for “enough harm to consider regulation” appears to be around 27 injuries a year costing ACC at least $15,000.
What else fails that test?
I went to ACC’s injury statistics tool to get a sense. Helpfully, they break out injury claims (and the cost thereof) by cause, activity, and a range of other characteristics.
Here’s a table summarising some of the sports that should be considered for a ban. Rugby and league are obvious candidates, of course, as they result in tens of thousands of claims every year and a total cost in the tens of millions. But would you have suspected that humble, harmless lawn bowls was so hazardous? The sport of septuagenarians injures over 1,000 people a year and costs ACC $1m. Likewise with dancing, golf, and fishing. They’re all too dangerous to be allowed. It’s a miracle that we’ve survived this long with all of this harmful physical activity occurring.
But it doesn’t stop with sports. Your home is full of seemingly innocuous items that are eager to kill or maim you. Your stove, for example. Boiling liquids cause almost 5,000 injuries a year, costing ACC $1.9 million. We should definitely ban home cooking. Leave it to the professionals, for pity’s sake! Lifting and carrying objects at home is even more dangerous – over 100,000 claims a year. So don’t pick up that tea-tray or box of knick-knacks: call in someone who’s suitably qualified for handling such dangerous objects.
And let’s not even mention the toll taken by falls, except to strenuously argue for a ban on showers, bathroom tiles, and private ownership of ladders.
Finally, it’s important to remember an important bit of context that the Herald doesn’t mention: Distracted walking is a far, far lesser danger than driving cars (distracted or not). In the average year, ACC receives 13,300 claims for driving-related accidents and pays out a total of $173 million for people who have been injured or killed. That far, far exceeds the injury toll associated with texting while walking.
On the whole, you’re more likely to be killed or injured while in a car than you are while walking. This chart, taken from a Ministry of Transport report on “risk on the road”, shows deaths or injuries in motor vehicle crashes per million hours spent travelling. Drivers experience 8 deaths/injuries per million hours. The two safest modes are walking (4.6 deaths/injuries per million hours) and public transport (0.7).
Because different travel modes are substitutes, measures to discourage walking – i.e. by penalising people who combine walking with smartphone use – may have the unintended consequence of killing or injuring more people.
[As an aside, this chart presents a somewhat misleading picture of cycle safety. People on bicycles experience 31 deaths or injuries per million hours – considerably higher than driving. However, drivers, not cyclists, are at fault in the majority of cycle crashes. According to another recent MoT report, cyclists were primarily responsible for only 22% of crashes. Drivers were partially or fully at fault in the remaining 78% of crashes.
Consequently, if we provided safe cycle infrastructure that kept people on bikes away from people in cars, cycling would get a lot safer. If we could completely eliminate the risk of people on bikes being hit by cars, cycling would be about as safe as driving.]
To conclude, there are two things that the statistics teach us.
The first is that although injuries and ACC claims are bad, it’s essential to put risks in perspective. And the relevant perspective is this: Walking is a safe mode of travel. It’s remained safe in spite of the invention of the smartphone and the existence of hoons like me who walk around with their nose in a book.
It’s always worth looking for effective ways to improve safety. That’s why Transportblog’s advocated for safe, separated cycleways, and also why it’s taken a positive view on cost-effective investments to improve road safety, like the recent announcement of safety improvements to SH2. But it’s also important to remember that the best way to improve safety is to make it easier to travel in comparatively safe ways. Like walking and public transport.
The second lesson is that there are many activities that can injure us, from rugby to lawn bowls to cooking. Walking while texting is a recent invention, so it may seem newsworthy. But it’s only one of the many hazards that people choose to expose themselves to. If you’re not living in a padded room, you’re probably risking your life in some way or another.
As humans, we’re very prone to focus on risks from new activities while ignoring the effects of things that are already common. Status quo bias is a very real thing – and it doesn’t just apply to transport reporting. It’s the reason why people can, say, oppose new three-storey apartment buildings while being perfectly comfortable with the three-storey houses next door to them.
What risks do you think we should pay more (or less) attention to?
Welcome back to Sunday reading. As a reminder, the K Road Open Streets event is happening today from noon through 7pm. It sounds like a great opportunity for some premeditated city fun.
Here’s Patrick Sisson’s long read take on the state of transportation investment in American cities. Spoiler: the system inherently favors roadway projects over mass transit. “The United States spends 55 percent of available transportation funding expanding one percent of the system, and 45 percent maintaining the other 99 percent.” – “Fixing the American Commute“, (Curbed)
Stephen Moss, “End of the car age: how cities are outgrowing the automobile“, The Guardian. Here’s another good one on transportation and cities focusing on European cities.
Surely one more lane will finally solve our congestion problem, right? (Slightly better GIFF. Feel free to copy) pic.twitter.com/uDJwqVT3WI
Ben Schiller, “How Copenhagen Became A Cycling Paradise By Considering The Full Cost Of Cars“, FastCoExist.
This story reminded me of the win/win outcome of the Franklin Road cycleway project redesign. It describes how kerb protected lanes can be less costly to build and maintain than conventional roadway space. Michael Andersen, “Surprise: Protecting Bike Lanes Can Cut The Cost of Brand-New Roads“, People for Bikes.
Last Sunday Peter linked to this excellent post from Bike Portland which argued that before zoning west coast cities would simply build more to accommodate booming population growth. Here’s a related take from Granola Shotgun in San Francisco,”Jiffy Lube Metropolis“. The photos from these blog posts of dense, mid-rise housing reminded me of this tweet (above) showing the Mayfair apartments in Parnell with a few admirers.
Please post additional links in the comments section.
For the second time this week I’m able to say that AT have improved the design of a cycleway, this time on Franklin Rd.
Franklin Rd is one of the most iconic streets in Auckland with its large established trees.
The plans to upgrade Franklin Rd have been fairly contentious over the last year or so resulting in multiple designs, redesigns and debates. There were cycle lanes, then there weren’t, then there were as AT kept changing how it responded to feedback from locals and others who use the street. The same applied for the painted median and parking between the trees.
In the end they chose Option 1 saying amongst other reasons why it was preferred that “it provides for confident cyclists”
But AT are now back with a new consulting on the plans following their more detailed design work. They’re now proposing to slightly raise the cycle lanes by 50-70mm above the road and on the inside of the kerb line. The kerb itself will be rounded rather than vertical so still easy to mount but will still be much better than what was proposed before of just paint.
As I understand it, one of the key drivers for the change was that the previous design would have required digging storm water catch pits in the tree roots – and AT are trying to avoid damaging the trees. This seems like a much better outcome for both the trees and those on bikes.
In addition to the cycle lanes there are other good changes too such as having raised tables over the side streets and at the intersection of Wellington/England streets where a narrow roundabout will be installed on top of a raised table with pedestrian crossings included and even cycle bypasses.
Positively the design also appears to be acceptable to local residents including Waitemata Councillor candidate Bill Ralston.
While I’m aware Bill hadn’t opposed them before, some others had and that AT have been able to come up with a solution that is acceptable to the various interest groups is a great sign.
In addition to the cycle lane changes, AT are also consulting on the street lighting. Traditional street lighting would require regular and ongoing tree maintenance and so they’re also considering using a catenary system – something they say could also be used for the annual Christmas lights further enhancing the street.
They are consulting on these changes with it open till 10 May.
Well done AT
Last week Auckland Transport made the latest round of changes to streets in advance of the construction works for the City Rail Link. As mentioned in my post the other day, these changes impact me quite a bit as my commute normally involves transferring between buses and trains at Britomart. Below are just a few personal observations I’ve made over the last few days and I’m keen to hear your experiences of the changes.
Train to Bus
For my trip to work I catch a train to Britomart and then transfer to the Northern Express. In the mornings, the NEX runs every 7-8 minutes and so every second bus is effectively on the same timetable pattern as the western line. Due to the timetabling of services, previously I usually arrived in town just a few minutes before the next NEX departure so a quick dash from the train platform to the bus and I was on my way again with minimal delay.
Now, instead of walking across the road outside of Britomart I now have to walk to Albert St and the timing difference means I just bus I would have previously caught is just pulling away from the stop. That’s a little frustrating but given the frequency it’s not a massive deal. This should also all change when the Western line gets a frequency bump in about two weeks so I suspect could see pretty much back to as they were – with a slightly minor and not terrible walk.
Given lower Albert St is where many buses will leave from post CRL, I don’t think the short walk is terrible – or at least it won’t be once the permanent lane through the Commercial Bay development is completed. It’s certainly not the disaster some like George Wood would have us believe
Bus to Train
My trip back to the city is generally a little varied. I’ll either catch a bus direct from Takapuna and then transfer to either a City Link or a NEX on Fanshawe St or I’ll go to Akoranga and catch a NEX from there. For the purposes of this I’m only referring to these services from about the Nelson St intersection towards Britomart.
City Link – Previously this used to travel down lower Hobson St then along Quay St before heading up Queen St. This part of the trip used to infuriate me as lower Hobson St and Quay St were often jammed up and it could sometimes take over 10 minutes to travel about 500m and the reason I’d transfer to a NEX if possible. The change to using Customs St West with a right turn into Queen St has been a fantastic change and it feels like it’s significantly sped up the service. The stop is just up from the Customs St intersection and even with a short walk from there to Britomart instead of being right outside, it is a much more pleasant journey.
Of course on Queen St also now has bus lanes and it was good to see AT out monitoring them the other day. Given how AT have acted in the past, I suspect they will start with an educational approach first.
NEX – I’ve had mixed results with the NEX so far. In the afternoon peak the downtown carpark can disgorge a lot of cars onto Customs St West who then want to loop around the block to get to Hobson St – presumably that’s faster/easier than using the dedicated ramp to Fanshawe St. In one experience the bus was held up from being able to turn left at Albert St for a set of lights or two as a line of cars in front of my full bus took their turn to do so. That plus the short walk to Britomart was just enough to see a western line train departing as I walked in the building. However in another experience there were only a few buses and we weren’t held up so I suspect it could be a bit of a hit and miss situation.
A few other related observations.
Overall the changes seem to have gone fairly smoothly and I haven’t seen any real issues with the changes either personally or on social media (not saying there haven’t been). I’ve also noticed that AT have had a lot of ambassadors around directing people who might need it to the new bus stops which is useful. So all up sounds like AT have been fairly successful here. Were you affected by the changes and if so what are your thoughts on them?
This is a Guest Post by David Shearer MP.
NB we welcome guest posts from anyone, all are judged on their individual merits and relevance. It is always good to hear what politicians of all flavours would like to see happen in our cities, especially when they are neither campaigning nor just complaining.
Western Springs through new eyes
Recent talk of a stadium on Auckland’s waterfront costing hundreds of millions is all very well, but how about seeing an old treasure through new eyes and planning for the future of Western Springs. With the amount of use the area gets, I can’t think of better bang for the ratepayer buck.
At the moment Western Springs is a collection of disparate elements – but it could be a beautifully-designed whole. It’s crying out for it. Think about what’s currently there:
The Auckland Zoo is in the middle of a $120million overhaul, projected to attract a million visitors per year within the decade – and it’s already pulling in 700,000.
MOTAT has new leadership, great ideas, 250,000 visitors a year and an abundance of prime land. It also has a bold architectural plan, conceived by the late Ian Athfield, awaiting funding and action.
There’s the speedway, the Western Springs soccer club, the Ponsonby Rugby Club, and the Auckland Performing Arts Centre (TAPAC) – each one a drawcard in its own right.
Add to that Pasifika, Auckland City Limits and other concerts, not to mention the thousands of families of all ethnicities who stroll around Western Springs Park on weekends, enjoying the special ecological features and Meola Creek.
Taken together, it’s a huge chunk of urban land, possibly the most-used in Auckland. Eden Park gets much more attention and has far fewer people using it.
As Auckland’s population increases, our open spaces will become increasingly more precious. Preparing for that means seeing and treating Western Springs as a destination.
Part of that is understanding the area as an ecological whole. To the west of Meola reef is a volcanic lava flow that extends right out into the harbour. In the other direction it extends across Meola Rd into Western Springs. Its waterways flow through to Chamberlain Park and beyond. Together, it’s a wide greenbelt, an environmental treasure that could do with the kind of design that will help Aucklanders really use and enjoy it from one end to the other.
I’m a fan of living bridges linking our green spaces. A cycle and pedestrian bridge across Meola Road could link these two parts. Another to cross the multiple road lanes of Great North Road and the North-western Motorway into Chamberlain Park would enable an uninterrupted ‘green ride’ through these landscapes.
At the moment, every big event within Western Springs needs a special transport plan. The place buzzes – yet it can be inconvenient and inefficient to get to resulting in congestion and parking chaos.
Surely it qualifies for smart modern infrastructure and transport. In the short term, at the very least, the Great North Rd bus route should be upgraded, with expanded timetables servicing Western Springs, the zoo and MOTAT.
The area is actually handy to trains, though at the moment you wouldn’t know it. Baldwin Ave Station is close and an improved pedestrian/bike route between Western Springs and the golf course would connect people to it and go a long way to addressing the access problems that now exist.
Meanwhile, the Zoo, MOTAT, TAPAC and other parts are currently atomised, focusing on their own individual development, simply because there’s no big-picture plan for them to work within. Could light rail help? What about a pedestrian/cycleway underpass at St Lukes? Could the vintage tram route be expanded to make the trams truly functional and useful?
Our waterways – like Meola Creek – have been taken for granted over decades, parts of them neglected and built-over, but they’re still there, waiting to be rediscovered and cherished by a new generation of Aucklanders.
The waterways are the living link between all these areas: Chamberlain Park, Western Springs and the Harbour. The water runs down from one of our precious maunga, Mt Owairaka to the sea.
I’d like to see urban designers grappling with these issues: pulling the disparate parts together into a modern, user-friendly precinct.
The natural environment is unique and should be preserved and enhanced: cycle ways, pedestrian paths, water flows and thoughtful, effective public transport.
The local communities, and the many using this space are passionate about it and should have a big say in the form of the design. That enthusiasm was able to save the Pohutukawa grove on Great North Road opposite MOTAT last year. It was a lesson in how well-loved the area is, and how invested locals rightly are in it. They are best insurance against lazy design.
With the City Rail Link on its way and a safe network of cycle lanes slowly taking shape, it feels like Auckland is growing up.
But perhaps – in reaching for more big, expensive projects – we’re at risk of overlooking some of the beauty that’s already here.
I think it’s time for Auckland’s planners to look at Western Springs with fresh eyes and deliver us a precinct that will be another jewel in Auckland’s crown.
Postscript: The purple routes above are consistent with the masterplan the Albert Eden Local Board published recently, below, among other things these would improve the walk/ride potential for Western Springs College and Pasadena Intermediate enormously. The red route, which needs upgrading, is the obvious way to connect the train network to both the permanent attractions of MOTAT and events at the Park, although then the problem that AT/NZTA designed the new supersized St Lukes bridge with only half a thought for any user not in a vehicle then does come even more glaring than ever:
It doesn’t seem to take much to get residents along the Devonport Peninsula to quickly cursing Lake Rd and over the years I’ve seen many comments across all forms of media and politicians calling for the road to be upgraded as a priority – and by upgraded the implication is for it to be widened. One such example is below from a month ago.
As an aside, the 300-350 homes Ngati Whatua plan to build would represent just a ~3.5% increase over what’s on the peninsula now. Compared to the levels of growth in many other parts of the city that’s a tiny change. There is also not a huge amount of growth allowed for within the Proposed Auckland Unitary Plan.
A lot of the commenters have also blamed the painted cycle lanes for causing congestion problems on Lake Rd even though the addition of lanes in the late 2000’s didn’t remove any vehicle lanes.
Those hoping for their own personal expressway up the peninsula are likely to be disappointed though if Auckland Transport’s plans for the corridor go ahead. They are about to start an Indicative Business Case to look at improvements along Lake Rd and that will build on the work already undertaken for the Corridor Management Plan which was completed in December 2014.
For some reason AT don’t publish their Corridor Management Plans (CMP) but they should be public in my view. However, the Lake Rd CMP was included in the agenda (27MB) for a meeting of the Devonport-Takapuna Local Board last month (unfortunately due to the way the document is uploaded the images are low quality and can be difficult to read). CMPs incorporate a wide range of factors to create a 30 year strategic management plan including what if any changes might be made.
My first thought is well done AT (and consultants), the vision is fantastic and exactly the kind of thinking that is needed across so much of our urban area. So what does the Lake Rd CMP say?
I’ll cover the modes a little more shortly but first here are some demand forecasts for the peninsula over 30 years.
Population and employment growth are far lower on than for the rest of Auckland. According to Stats NZ there are about 27,000 on the peninsula and there is expected to be less than 10% growth over 30 years.
PT and Active modes are also expected to grow at a much faster rate than general traffic – although they start from lower levels.
Here are the strategies for each mode.
They say “a significant proportion of the land is relatively flat and with a well-connected grid of side streets in comparison to many other parts of Auckland” and that there are a wide range of destinations that are often in a short proximity to each other and so highly walkable. The plan includes increasing the frequency and quality of crossing opportunities, widened footpaths where there are current deficiencies, removal of shared paths where separated cycle-lanes can be installed and improved amenity elements (tree planting etc.)
AT have recognised that the painted cycle lanes are not great for many people who may want to bike such as those less confident on the road and children. They are proposing to substantially improve them including separating them from traffic where possible.
Public transport will be improved through high quality, better spaced and located stops and transit lanes where possible. While not part of the Lake Rd CMP, the map includes a potential bus bridge across Upper Shoal Bay connecting Akoranga to Takapuna which comes from a previous study into transport for Takapuna but they say would be relevant for the Lake Rd CMP.
General Traffic, freight and parking:
Due to the focus on active and PT modes there is very little suggested to change conditions for general traffic. They say that a substantial upgrade to traffic capacity such as four laning the section between Jutland Road and Bayswater Ave is unlikely to be appropriate, citing the high cost relative to benefits as well as the impacts on other modes and urban amenity.
Lake Rd already has low levels of on street parking. The CMP says it recommends retaining parking on the street through the Belmont local centre to “provide support to the economic viability and success of this local centre” but also say the design needs to be balanced with the objective of achieving continuous cycle lanes through Belmont shops junction.
Urban Design amenity and place-making:
They say that while some parts of Lake Rd have retained their heritage landscape qualities, the rest of Lake Rd would benefit from regular street tree planting although that needs to avoid compromising the footpath width. They also say it would bring a number of benefits transport-wise such as visually narrowing the street corridor, thereby slowing traffic and providing a buffering for footpaths and potentially cycle lanes from moving traffic. Trees would also enhance residential property values and the local centre functions at Hauraki corner and Belmont Shops.
The CMP divides up Lake Rd into six distinctive segments each with its own strategy. The preferred spatial allocations for each segment are also shown.
Segment A – Esmonde Rd to Jutland Rd
Segment B – Jutland Rd to Bayswater Ave
Segment C – Bayswater Ave to old Lake Rd
Segment D – Old Lake Rd to Seabreeze Rd
Segment E – Seabreeze Rd to Ariho Tce
Segment F – Ariho Tce to Albert Rd
Sections B-D are all essentially the same and an potential alternative version for them is below. The CMP says this would have greater benefits for walkers and cyclists plus urban amenity but would also likely have higher costs due to requiring kerbs, drainage and other utilities to be moved.
At the Belmont shops the CMP gives two potential plans for how to improve either bikes or buses. Both would see the slip lanes removed and the angle parking on the eastern side of the road replaced by parallel parking. The differences between the two are both south of Bayswater Ave, one having a transit lane with a shared path and one having a single lane with a protected cycle lane.
Overall the CMP looks great and would really help in turning Lake Rd into a complete St that catered for everyone.
As mentioned AT are about to start an indicative business case which will build on the CMP. This week the local board will decide on its feedback on the scope for it, the main components of which are listed as:
Given there’s so much else that needs to be done around the region, much of it in areas with far higher growth I’m not sure of the priority of upgrading Lake Rd but at least the thinking on what would be done is heading in the right direction, perhaps just not quite the direction some locals might expect.
Good morning and welcome back to Sunday Reading. Here are a bunch of links I found interesting over the last week. Please share your own links and thoughts in the comments below.
Edward Humes, “The Absurd Primacy of the Automobile in American Life“, CityLab. This was a widely shared, fact-filled polemic about the use of the car for transportation.
Adele Peters, “Paris Is Redesigning Its Major Intersections For Pedestrians, Not Cars“, Fast Co Exist. Paris, like many European big cities continues to wind back the dominance of cars on city streets with car-free days and a now a major reallocation of street space (image above).
Zach Shaner, “Driving for Urbanists – 15 Do’s and Don’ts“, Seattle Transit Blog. As someone who rarely drives and occasionally gets in the wrong side of the car and switches the wiper blades on when indicating, this advice is spot on. I particularly like the “don’t honk your horn” rule.
From the “Free Range Kids” advocate Lenore Skenazy and traffic guru Sam Schwartz here’s an explanation for why the kids aren’t driving like they used to- “Forget the car: Young adults are opting to use their feet“, New York Post.
Joe Cortright provides a nice recap of recent research on the influence of neighbourhoods on providing an environment for adult economic success. “Why mixed-income neighbourhoods matter: Lifting kids out of poverty“, Strong Towns.
Barbara Eldredge, “This German Affordable Homebuilding Plan Be a Model for the U.S.?”, Curbed. Baugruppe is a development model where a group of people come together to build collectively. This model removes the developer and other costs. This model is used in Germany where it can save up to 25% on the overall costs. I hear there are similar groups already working in Auckland.
Sarah Mikhitarian, “Less You and Me, More We: How Land-Use Regulation Impacts Inventory, Rents and Roommates“, Zillow. Zillow the on-line real estate and analytics company sifts through its data and compares it to an index of land use restrictiveness (Wharton). The relationship of land use regulation on rents, housing stock, and household composition is interesting, if not surprising.
The YIMBY movement is growing stronger around the world. There is a conference in Bolder, Colorado in June. Here is a great profile of Sonja Trauss the head of SF Bay Area’s Renter’s Federation (BARF). Conor Dougherty, “In Cramped and Costly Bay Area, Cries to Build, Baby, Build“. The New York Times.