The Naked City

A link for you

2011-06-19T20:43:00.000-04:00

The new blog begins at: http://nakedcityblog.blogspot.com.

The invisible city, and the visible journalism artifacts on my desk

2011-06-15T16:22:00.002-04:00

I've written my farewell column for the Charlotte Observer, "My not-so-secret addition to news" and I'm packing up artifacts from a lengthy career in newspapers (the recycled paper bin is overflowing). But in a nostalgic way I'm enjoying finding some quotations and other snippets that remind me of why the job matters – or that make me chuckle.

For instance, I've always loved this quotation from Italo Calvino's "Invisible Cities," sent to me courtesy of artist Linda Luise Brown:
"The city, however, does not tell its past, but contains it like the lines of a hand, written in the corners of the streets, the gratings of the windows, the banisters of the steps, the antennae of the lightning rods, the poles of the flags, every segment marked in turn with scratches, indentations, scrolls."

This inspirational quote from artist Georgia O'Keefe:
“Nobody sees a flower really; it is so small. We haven't time, and to see takes time – like to have a friend takes time.”

That quote lived on my cubicle wall for years, next to photographer Nancy Pierce's snapshot of roadkill (possum) she came across that – I am not making this up – had been painted with a double-yellow stripe by some not-so-observant road crews.

I found my notes from an Oct. 15, 2003, editorial board interview with then-candidate Kaye McGarry, who was running for an at-large seat on the Charlotte-Mecklenburg School board. Someone (notes aren't clear) asked which of the sitting school board members she'd emulate if sh were elected. McGarry answered: Molly Griffin and Lee Kindberg.

If you follow the school board you will understand that regardless of how you feel about her school board service, McGarry has not in any way resembled Molly Griffin or Lee Kindberg.

Of course, amid the very nice notes we all occasionally get from readers, you sometimes get emails like this one to me (from 2006):
"let me say first and foremost that you are the signpost for stupidity...i can go further you ignorant slut.." And the writer did, including phrases like .... "by the way i pray daily that williams [former Editorial Page Editor Ed Williams] will be called to a higher calling somewhere other than charlotte ....."

I found an old headline from The State in Columbia -
Death Toll 3.5 Million
In Fire At Cricket Farm

And, from the Testy Copy Editors website, this poem.:

Roving bands of youths
limped into port
after an intensive manhunt
by a disgruntled postal employee
in a quiet, middle-class neighborhood
of modest red-brick single-family homes
off tree-lined streets
in a shallow grave
in a densely wooded area
and were rushed to the hospital
in a firestorm of protest
by the Texas billionaire
and the slain civil rights leader
and the financially ailing tabloid.
In the hushed courtroom
the defendant showed no emotion
at the all-important loss column.

After Friday, I'll still be blogging but at a new site: nakedcityblog.blogspot.com. It's still under construction but should be operational by early next week. See you at the new site.

Guerrilla tree planters, here's a project for you

2011-06-14T19:06:00.002-04:00

(See note at end about where to find this blog after Friday.)

Today was a sunny morning, unseasonably cool for mid-June, and so I took my last 4-mile walk to my job at the Observer (Friday is my last day after 17 years on the editorial board). Only had one vehicle nearly hit me – a white SUV at Morehead and Kenilworth. At least I made him squeal his brakes.

I've chronicled some of my pedestrian adventures in my weekly op-ed columns, such as ("The foot challenge for Sun Belt cities" and "City walkability goal hits an icy patch" and "Walk this way. If you can."

This morning, I thought – not for the first time – about the possibility of a little guerrilla, tree-planting campaign. I tend to think of this as I walk up South Tryon from Morehead Street to the Observer building at Stonewall Street. The N.C.-owned right-of-way alongside the I-277 bridge, where those odd witch-hat/Klan-hood sculptures sit, is bare grass. It's a bleak trek across that bridge, let me tell you, and once you get past it, you sure could use some shade. What you get, though, is grass. And some "art." (To be fair, the sculptures do offer a bit of shade at the right time of day.) But what about it? Someone want to sneak onto some of our fair city's spots-that-need-shade-trees and just plant some trees? Come December, if you see someone out there with a shovel and some oak or maple saplings, it might just be me.

After June 17, if you want to read The Naked City blog, don't look for this URL (marynewsom.blogspot.com) because it will be disabled when I leave the Observer. Instead, seek out nakedcityblog.blogspot.com. Right now it's in the process of being designed (using the word "design" quite loosely). That's where you'll find me after my last day at The Charlotte Observer.

Mime troupes a new secret weapon?

2011-06-10T20:13:00.000-04:00

First, some personal news, if you'll indulge me: After 17 years on the Charlotte Observer's editorial board I was among a small group of employees offered a buyout and I accepted it. My last day of work at the newspaper will be June 17. That means this blog will vanish from the ether that day.

I intend to keep blogging, but I don't have a new site set up yet. Keep watching the blog before June 17 for more details about where you can find my work in the future. (And yes, I have some new job prospects but nothing to announce at this point.)

So that's why I've been digging through old files and various email folders tucked here and there. And I've found some tidbits of things you'll enjoy.

I'll do anything, officer, just make the mimes go away ...: This article from a 2010 edition of City Journal (produced by the libertarian-leaning Manhattan Institute) discusses one of my favorite urban stories ever – how Bogotá, Colombia, used mimes to make people obey traffic laws. The article tells "about former Bogotá, Colombia, mayor Antanas Mockus’s use of mimes to mock jaywalkers, reckless drivers, and other scofflaws. ... The mimes had a noticeable impact on compliance with traffic laws. The mayor reported that traffic fatalities fell by more than 50 percent between 1993 and 2003." Want to see a photo of the mimes, and more about Mockus? (He also donned a Superman costume and acted as "Supercitizen," using humor to get residents laughing, but behaving better.)
I wonder if Charlotte-Mecklenburg Police Chief Rodney Monroe has considered hiring a mime troupe to enforce (or scare) misbehaving youths at uptown's next street festival? Or would roving bands of chamber musicians serve as prevention?

Maybe, sometimes, a pencil really isn't just a pencil: Another fun story: "Tall buildings, short architects" from Slate magazine last December. From what we've seen in Charlotte, short bank CEOs also seem to have an affection for tall bank towers. And those tall buildings that claim to be so green? Here's a look at evidence that after a certain point, those high-density towers are less environmentally sound than mid-rise buildings.

S.C. highway that was, then wasn't, and maybe is again

2011-06-06T20:30:00.001-04:00

It was the highway that was, then wasn't, and now is again. The big story in Carolinas transportation planning in April was the Charleston (S.C.) County Council's rejection of a planned extension to Interstate 526. It's notable whenever any elected officials – and especially those in reliably conservative South Carolina – say no to any highway.

But never count a highway out. I-526 was revived with a new council vote last month that rescinded the vote to scrap it. Its future remains unclear. (Here's Post and Courier columnist Brian Hicks on a mysterious pro-highway campaign.) Monday night, Charleston Mayor Joe Riley Jr. spoke to Charlotte City Council about historic preservation (talk about a day late and a dollar short, or maybe three decades late ...) at the invitation of Mayor Anthony Foxx. Riley was gracious enough to let me buttonhole him about 526. He has been a 526 supporter, and I wanted to hear why a guy who seems to understand good urbanism would want another big ole ugly interstate boring through his city. How, I asked him, could the city prevent the typical highway sprawl if this road gets built?

Riley contends the highway is needed because of the growth in motorists trying to get to and from Folly Beach and Seabrook and Kiawah islands at the far end of Johns Island. That sends too much traffic into the neighborhoods west of the Ashley River, he said. The highway will divert that beachbound traffic.

And to control the sprawl? Riley said the city and county had adopted a plan about 10 years ago to create an urban growth boundary. They downzoned a lot of land on Johns Island – even winning a landowner's federal lawsuit over the downzoning – and, at least inside the city limits, there aren't any more large commercially zoned tracts available. But, I persisted, land can be rezoned. It's not that hard. "A lot of blood was spilled," he said, over those downzonings. "The community's invested in this."

Additionally, plans are that the 526 extension won't be a typical interstate, but an at-grade, four-lane road with a tree-lined median and bike paths. It will have only two intersections, no cloverleafs, and, he said, "zero" development.

Although I'm of the belief that keeping sprawl development off a new highway is about as easy as turning lead into gold, I admit part of me thinks it would be interesting to see if this road can offer a model for a tamer way to build urban highways. It's what I (and many others) have said for years: Don't build highways inside cities. Build boulevards designed to move a lot of traffic but that add beauty, not ugliness. Cities need transportation connections, and that includes street networks. They don't need interstate highways gutting them.

A thumb in Newsweek's eye (and Scott Walker's too)

2011-05-31T18:52:00.003-04:00

If you are more interested in urban wildlife and in a creative in-your-face video response to a newsmagazine insult than you are in transportation policy, you may skip directly to the end of this collection of links.

Rails No, Roads Yes Part: Remember Wisconsin Gov. Scott Walker? He's the one who became the hero/villain for, among other things, turning away $800 million in federal funds for a high-speed passenger rail project because it would have required the state to spend up to $8 million in yearly operating subsidies. Just to make sure that voters get the point that he believes Rail Bad-Roads Good, he has since proposed four dubious new highway projects that could end up costing Wisconsin taxpayers over $2 billion. The Wisconsin PIRG (Public Interest Research Group, a member of the U.S. PIRG coalition) has issued a report, "Building Boondoggles" that says that despite a $3.4 billion state budget budget shortfall, the Wisconsin governor has proposed a 13 percent increase in road project funds, with four large projects of dubious necessity. Read it for yourself at the link above.

Dylan and Infrastructure. Infrastructurist.com, in honor of Bob Dylan's 70th birthday last Tuesday (Yeah I'm a week late. It was a busy week) put together its Top 10 Dylan infrastructure songs.

Take that, you ignorant journos: Courtesy of colleague Tommy Tomlinson and his @tommytomlinson Twitter feed, here's a great video from Grand Rapids, Mich. – the city's video response to being dubbed "a dying city" by Newsweek magazine. If you don't love it, you may have no heart.

Grin and bear it: There's been a boomlet of bear-sightings in the Carolinas in recent weeks, including a black bear that wandered onto the third hole at UNC's Finley Golf Course. Another was killed on a highway near Charlotte. Check out this video from the Greensboro News & Record, of what one resident found in his back yard. THIS JUST IN: A bear was shot and killed today at the Piedmont Triad International Airport. And the @GreensboroBear1 Twitter handle just switched to @GboroBearGhost.

Pedestrians get better press

2011-05-26T16:20:00.001-04:00

Pedestrians – and their safety – got national attention this week. And in the process, a redesigned Charlotte intersection got some national attention, too.

Tuesday, a national transportation advocacy group, Transportation for America (T4 America) released its report, "Dangerous by Design 2011," looking at what it called an epidemic of preventable pedestrian deaths. From 2000 to 2009, it said, 47,700 pedestrians were killed in this country – the equivalent of a jumbo jet full of passengers crashing roughly every month. More than 688,000 were injured. Nearly 12 percent of total traffic deaths are pedestrians, but, the report says, state departments of transportation have pretty much ignored pedestrian safety if you look at how budgets are allocated. Only 1.5 percent of available federal money goes to projects to retrofit dangerous roads and streets or create safer alternatives.

The report uses a pedestrian danger index based on a variety of factors and ranks the U.S. metro areas. The most dangerous, in order: Orlando, Tampa-St. Petersburg, Jacksonville, Miami-Fort Lauderdale (all in Florida), Riverside-San Bernardino Calif., Las Vegas, Memphis, Phoenix, Houston, Dallas-Forth Worth. All are Sun Belt cities, and all but Memphis saw major growth booms in the last half of the 20th century, when suburban-style development catered almost exclusively to automobiles.

Atlanta was No. 11. Raleigh-Cary was No. 13. Charlotte-Gastonia-Concord hit No. 17.

Fully a third of Americans can't or don't drive, and for most, being able to walk places is important. They are our children, our young teens, our elderly and our disabled. The City of Charlotte has pushed hard, and admirably, in the past 10 years to make the city better and safer for pedestrians, by ordering sidewalks to be built in new subdivisions, building sidewalks where they're lacking in earlier developments, and retro-fitting intersections to add crosswalks and pedestrian refuges. Here's to an even lower spot on the next ranking.

One of those retrofitted Charlotte intersections (at top) got national display at npr.org, with a Tuesday piece on "Morning Edition" – "As America Ages, A Push To Make Street Safer." The piece talked about efforts to improve safety for the elderly, both pedestrians and drivers. Although Charlotte isn't mentioned in the piece, see that photo at the top? That's Rozzelles Ferry Road, redesigned by the city to add bike lanes, crosswalks and extended sidewalks.

Photo credit: NPR and National Complete Streets Coalition.

Council member says planning IS included

2011-05-20T12:50:00.001-04:00

City Council member David Howard just phoned to comment on my previous post, "Charlotte's disappearing focus on planning." Howard chaired the Charlotte-Mecklenburg Planning Commission before he was elected to an at-large Charlotte City Council seat. He wants to make this point: The council committee, which he chairs, is still named Transportation and Planning. I've corrected the previous post to make that change.

The council's committees essentially divvy up the workload, vetting issues before they reach the full council. So his committee hears and gives preliminary approval to many – but not all – area plans, land use policy changes, etc. The so-called focus areas are the issues the council makes its top priorities. He said planning has never been a council focus area, "because it's infused in everything."

Since I was fortunate enough to have the chairman of the Transportation and Planning committee on the horn, I asked him about another tidbit I had spotted while burrowing through Charlotte City Manager Curt Walton's proposed budget for the next fiscal year. This is on page 70. Deep in the text accompanying the summary of the Planning Department's accomplishments and focus, etc., under "Service Delivery Challenges," is this:

"One of Planning's challenges is updating this [zoning and development] ordinance so that it reflects desired community characteristics and recently adopted land use and urban design public policy. A more comprehensive update is necessary. This will require a tremendous amount of resources and technical expertise that Planning does not have available in-house and funding is not available. The impact of which will be the inability to fully implement adopted area plans and [not] achieving the highest quality development Planning can in our community."

In other words – and if you follow my writing this will sound familiar because I have been beating this drum for years – the city-county zoning ordinance needs a top-to-bottom rewrite. The types of development it allows and in some cases requires can all too often completely undercut the city's adopted plans and policies.

I asked Howard about that. He said he had had conversations with Planning Director Debra Campbell about that issue while he was on the planning commission. I asked if the idea of a comprehensive re-do of the city's zoning ordinance had come up at the City Council level. "It hasn't come up to that level," he said.

As a postscript I'll note, just because Charlotte and Raleigh NEVER compete, that Raleigh has in the past few years finished a massive re-do of its comprehensive plan, adopted in 20090, and is embarked on the huge task of rewriting its whole zoning code so that it upholds the plans. That process is in the public comment period.

Charlotte's disappearing focus on planning

2011-05-19T19:23:00.002-04:00

So I'm poring through Charlotte City Manager Curt Walton's proposed budget today – I know you wish you could do the same, but sometimes they just pay us here at the paper to have fun like that – and I notice that the City Council's committees and their "focus areas" seem to have dropped a word from previous years. That word is "planning."

T~~he committee formerly known as Transportation and Planning is now simply Transportation~~. Council member David Howard, who chairs the committee, says that while the official council "focus areas" don't mention the word "planning," the committee name remains Transportation and Planning. Before Mayor Anthony Foxx took office in 2009, there was a committee known as Economic Development and Planning. When Foxx took office, it became Economic Development, and "Planning" was added to the title of the Transportation Committee, and there it remains.

Of course you can make the case that "planning" is embedded in many focus areas, such as environment, transportation, housing, etc. For the record, the focus areas are: Community Safety, Economic Development, Environment, Housing and Neighborhood Development and Transportation. Other committees are Budget, Government Affairs [no silly, this does not include Schwarzenegger, Edwards, et al] and Restructuring Government.

Pardon my bias here, but I want to stand up for the idea that planning, in and of itself, is important for a growing city such as Charlotte.

The City Council should make clear, as part of its focus areas, that planning is important. Aren't the city's plans a valued resource for the council and the whole community? If they aren't, why not, and what needs to happen to make them so? A comprehensive city plan, drawn up with massive public involvement, builds buy-in from the community toward a vision for the city's future, lays out a road map for policy changes that help get there, and builds buy-in as well for making those changes.

Planning should again become a visible part of the City Council's focus.

U.S. lags other nations on infrastructure

2011-05-18T18:14:00.001-04:00

While I was taking a few days off, an interesting report came out from the national Urban Land Institute and Ernst & Young. "Infrastructure 2011: A strategic priority" details how the U.S. is falling farther and farther behind other countries. [Sorry, but it looks as if blogger is refusing to embed links today. Visit uli.org; the report is on its homepage.] It also analyzes Charlotte's situation (on Page 51), saying, "But the grand plan hit the skids in late 2010 when the regional transit agency tabled two projects — a BRT [bus rapid transit] corridor and a $450 million airport streetcar line — while sending two others, a $1.2 billion extension of the existing light-rail route and a new $375 million commuter-rail corridor, into underfunded limbo."

Looking globally, the report says that “Canada and Australia have leapfrogged the United States in confronting aging and crumbling networks, as well as employing public/private partnerships." Here's a quote from from the Executive Summary: "The United States notably continues to lag its global competition – laboring without a national infrastructure plan, lacking political consensus, and contending with severe federal, state, and local budget deficits that limit options. Some metropolitan areas appear better positioned when they can forge plans and pool resources for new transit lines and road systems across multiple jurisdictions."

The Washington Post report on the study includes this tidbit: "The report envisions a time when, like Detroit, U.S. cities may opt to abandon services in some districts and when lightly used blacktopped rural roads would be allowed to return to nature."

Business subsidy? NC-SC state line makes big difference

2011-05-03T17:03:00.001-04:00

A reader's reaction to the Observer's Sunday editorial about Amazon.com's decision to scrap its planned S.C. distribution center, when the S.C. legislature nixed a five-year sales tax exemption, led me to discover this report that ranks states for their openness in publicly disclosing state subsidies for new businesses. (The chart you'll want to see is on p.7.)

The report from the nonprofit Good Jobs First grades North Carolina a C+ but ranks the Tar Heel state No. 3. South Carolina rates an F and is one of 14 states clumped at the bottom of the rankings. Is it something in that weird mustard-based barbecue sauce?

What's fastest-growing U.S. city? Hint: Southern, suburban

2011-05-02T17:13:00.001-04:00

Bloomberg Businessweek crunched the numbers. It found a town that grew 838 percent between 1990 and 2010, going from 3,567 to 33,484 people. Since 2000 it grew 63.47 percent.

If that sounds like Huntersville, or maybe Indian Trail, well it isn't. It's Olive Branch, Miss., about 20 miles south of Memphis. Here's the Memphis Commercial Appeal article. And here's the Businessweek article.

The analysis looked at year-over-year growth in households, 2000-10, and other factors, such as the 2010 average length of residence and the change in average household income from 2000 to 2010. But household growth was the dominant factor. The Businessweek article notes that it didn't go strictly by city or municipal boundary lines. By its measures, the fastest-growing city in North Carolina was Cary. The site notes that the Raleigh-Cary metro area was the fourth-fastest growing in the U.S. from 2000 to 2010.

And the fastest-growing city in South Carolina is Charlotte's just-over-the-line neighbor, Fort Mill.

About cities, and New Orleans

2011-05-02T09:37:00.001-04:00

David Simon, creator of "The Wire," has been giving a lot of interviews lately. In this one, with alternet.org, he talks about the role of cities in U.S. society and politics. Because this is a blog for a family newspaper, I've had to delete some expletives. He's talking about his latest HBO show, "Treme," set in New Orleans:

"This show, if we do it right, is an argument for the city. For the idea of American urbanity, for the melting pot, for the idea that our future can’t be separated from the fact that we are all going to be increasingly compacted into urban areas, though we’re different in race and culture and religion. And what we make of that will determine the American future.

I listened during the last election cycle to the rhetoric about small town values and where the real Americans live. I thought to myself, “I’ve never heard such b-------t in my life.” Rural America’s not coming back. That idea was lost with the Industrial Revolution. And yet with more than 80 percent of Americans living in metropolitan areas, there are still demagogues who want to run down the idea of multiculturalism, of urbanity, being the only future we have. We either live or die based on how we live in cities, and our society is either going to be great or not based on how we perform as creatures of the city."

And here, he talks about why New Orleans is unique among American cities:

"... Corruption is endemic. Yet, people came home and they continue to come home. This city comes back because it's New Orleans.

The rest of America, with some small exceptions, has been bulldozed and rebuilt and then bulldozed and rebuilt again. Our places have become interchangeable. Here, everything from the architecture to the way in which people eat, the way in which they talk, the way in which they do business, the way in which they dance, the manner in which everything is set to a parade beat, they're all from here. There's no place like it.

What city has given the world more in terms of American culture than New Orleans? There is none. Not New York. Not L.A. Not Chicago. Not anywhere, in the sense that African American music has gone around the world twenty times over, and it's continuing to evolve. It is our greatest cultural export."

'Clock Tower of Babel' now fixed, now broken again

2011-04-29T12:10:00.001-04:00

Here's an update on the piece I did Tuesday, which mentioned that the clock tower on the new Little Sugar Creek Greenway at Kings Drive and Morehead Street was not keeping the correct time.

It came in response to a question from Joe Mattiacci of Charlotte, who wrote to the Observer Forum, asking, "Why do we need a huge clock tower on the new greenway at Kings Drive and Morehead anyway? Everybody in Charlotte seems to have their face in some sort of electronic device much of the day where the time is readily available."

And, he asked, "Why do we have a clock that hasn't kept the correct time since it was erected? Who is responsible for this episode of another public waste of money?"

Answers: It's not public money. The Rotary Club of Charlotte raised the money for the clock tower, which was designed by LandDesign. Gwen Cook, a planner with the Mecklenburg County Park and Recreation Department, said a recent electrical storm had affected the clockworks (by the Verdin Company in Cincinnati, Ohio), which was working with the county department to fix the problem.

This morning, reported, "The clock is working correctly. It's a feature that we'll keep an eye on to be sure it's not affected by storms. There is good surge protection. ... [We] Will continue to monitor."

Oops. About 6:15 p.m. she emailed to say the clock was lagging again. She said Verdin is sending a service technician next week.

Photo credit: Mary Newsom.

Grateful East Meck grad's gift keeps giving

2011-04-28T18:13:00.002-04:00

I've just returned from one of those events that perks up not just your day, but your whole outlook. I am here to report something that many of you know, but that too many pundits, experts and so-called reformers seem not to: Urban public schools are not universally failing.

Further, if you want to promote strong teaching, consider putting this into your reformer toolkit: Support teachers, instead of attacking them.

The event was a fundraiser for East Mecklenburg High School's All-Star Teacher Initiative, part of the school's 60th anniversary this year. The initiative, funded by a half-million-dollar donation from a grateful 1973 graduate, Bob Silver (above, at top of tree), aims to attract, reward, train and retain excellent teachers.

If you don't know the story of East Meck and Bob Silver, here's the short version: Silver, after having made a lot of money on Wall Street and grateful for his high school education, called the school in 2005, telling then-principal Mark Nixon he wanted to make a donation. Nixon told him they sure could use a new overhead projector. No, Silver said, you don't understand.

He offered $500,000 – challenging the school to raise enough privately to match it. The school did, including raising $265,000 in one hour at a 2007 fundraiser luncheon.

East Meck, opened in 1950, today has 1,700 students, about 60 percent from low-income families. Principal Rick Parker read some demographics: 48 percent African-American, 26 percent Caucasian, 15 percent Hispanic, 6 percent Asian. A third are in the academically rigorous International Baccalaureate program; 95 percent of graduates go to college.

The All-Star Teacher Initiative every year gives each teacher $200 or $300 for classroom supplies and equipment not provided by the school system. Cards on the luncheon tables highlighted some of what the money does: 60 teachers have taken Spanish so they can talk with non-English-speaking students and their parents. Teacher Robin Kolodziey wrote about ASTI helping buy "lab materials for our Enzyme lab, DNA extraction, Osmosis and Diffusion, and cell model building. All of these things used to come out of my family's finances! These things are fantastic!"

Teacher Connie Wood wrote, "You lift us up when it seems everyone else is putting us down. Thank you."

The school chorus sang, as did a gray-haired a capella trio, Class of 1953 – Sam Biggers, Charlie Crabtree, Verner Jordan, who got their start harmonizing in a school bathroom. A new Eagle mascot costume was unveiled to replace the bedraggled one. The crowd was clogged with alumni, including former Charlotte Mayor Richard Vinroot ('58), Moira Quinn ('73), former City Council member Velva Woollen ('57), WCNC TV anchor Sonja Gantt ('83), and of course, Silver.

Why, I wondered, can't other schools do this? As ASTI coordinator Joan O'Brien will tell anyone, it doesn't require a half-million. This city, this country, are crawling with proud alumni from Charlotte's public schools. Wouldn't it be grand if foundations could be set up for ALL Charlotte-Mecklenburg public high schools, and then all the middle schools? (OK, I'll stop thinking big.)

None of this willing fundraising should get the county commissioners and the N.C. General Assembly off the hook for putting enough money into public education, even if it requires keeping a "temporary" sales tax, or asking property owners to pay a wee bit more.

But, as I wrote in 2009, "After all, plenty of local wealth routinely pours into the city's private schools. Charlotte Country Day holds, among other things, the Levine Center, Claudia Watkins Belk Hall, another Belk Hall, Gorelick Family Theater, Bruton Smith Athletic Center and Rea Hall. Charlotte Latin has Thies Auditorium, Belk Gymnasium and the Beck Student Activities Center. Among the buildings at Providence Day is the Dickson-Hemby Technology Center. I hope the example of Bob Silver ... will inspire many of the accomplished CMS alumni to try, in whatever way they can, to help their own alma maters."

Our public schools, many of them, are succeeding. They need our support now, more than ever.

For more information, contact Joan O'Brien - joan.obrien@cms.k12.nc.us, or 980-343-6430, ext. 312. The East Meck High School Foundation website appears not to be functioning at the moment, but here's its address: http://www.eastmeckfoundation.org

Photo: Students from East Meck's class of 1973 pose in a tree: (From left) Mike Kastan, Bob Silver, Bill Adams, Moria Quinn and (front) Mike Bennett. Photo courtesy East Mecklenburg High School.

It's NOT a user fee, it's a gas tax. And other tidbits

2011-04-26T18:41:00.000-04:00

Are we cutting our way to wealthy consumers living in filthy communities?

I'm clearing out the inbox after several days out of the office. Here's some of what I've found:

Cutting our way to filth: Lanny Reavis of Gastonia sent along a quote from John W. Gardner, in response to my op-ed from last Thursday, "A bright city future dimmed by cuts." Gardner, the founder of Common Cause, was secretary of health, education and welfare under President Lyndon Johnson. It's from Gardner's "The Recovery of Confidence" (1970):

"Tax reduction has an almost irresistible appeal to the politician, and it is no doubt also gratifying to the citizen. It means more dollars in his pocket, dollars that he can spend if inflation doesn't consume them first. But dollars in his pocket won't buy him clean streets or an adequate police force or good schools or clear air and water. Handing money back to the private sector in tax cuts and starving the public sector is a formula for producing richer and richer consumers in filthier and filthier communities. If we stick to that formula we shall end up in affluent misery."

Of course, to be balanced I must also report another email, either from Don Caudle (sorry, he didn't include where he lives) or from someone using his email: "Just what part of 'there is no money' do you liberals not understand...."

Gas tax = user fee? Think again: Friend and fellow writer Alex Marshall sent a link to his recent piece in Governing magazine, in which he argues that the gas tax is NOT a user fee. And, he responds to a rail critic, Kenneth Orski, who wrote: “Pres. Eisenhower’s ambitious plan for the interstate highway system was placed on a sound fiscal basis by being backed by a user fee (a.k.a. the gas tax).” But high-speed rail, Orski said, “burdens the states with continued operating subsidies.”

Er, no, says Marshall. He writes, "President Eisenhower put the interstate highway system on a sound fiscal basis by burdening states with a continued operating subsidy for it in the form of the gas tax."

That Clock Tower of Babel: Joe Mattiacci of Charlotte sent this query to the Observer Forum. He titled it, "Clock Tower of Babel":

"The first question one might ask is why do we need a huge clock tower on the new greenway at Kings Drive and Morehead anyway? Everybody in Charlotte seems to have their face in some sort of electronic device much of the day where the time is readily available.

"The second question would be why do we have a clock that hasn't kept
the correct time since it was erected? Who is responsible for this
episode of another public waste of money?"

The answer: You may not like it, or think it was necessary, but the clock was bought with private, not public money. The Rotary Club of Charlotte raised the money. Gwen Cook, a planner with the Mecklenburg County Park and Recreation Department, explains: "The clockworks were provided by the Verdin Company in Cincinnati, Ohio, and paid for by the Charlotte Rotary Club, a gracious gift to the new greenway. Verdin has been in business for over a century."

She said the electrical problem with the clockworks began with an electrical storm a few weeks ago. They're working with the vendor to diagnose the exact problem, in order to fix it. The repair costs aren't on the taxpayers' dime.

And for those curious about why the clock tower looks as it does – I've heard some grousing by designer-types about the stonework, balustrades and urns – the designer was LandDesign, which designed that whole section of the Little Sugar Creek Greenway.

Ride with (and lobby?) your mayor: Friday you can bike with Hizzoner and whichever other local celebs/pols decide to come along.
Arrive at 7:30 a.m. (no need to don spandex though you may if you wish) to ride from the lot behind the Dowd YMCA, 400 E. Morehead St., to a free breakfast at the plaza next to Two Wachovia Center uptown. It's all part of BIKE!Charlotte activities from April 29-May 15. For more information: Ken Tippette, ktippette@ci.charlotte.nc.us or 704-336-2278, or Neal Boyd nealboyd@charlottesportscycling.com or 704-503-0138.

20 cities to avoid - or not?

2011-04-20T14:23:00.002-04:00

CNBC.com has put together an interesting slide show of 20 cities you don't want to live in ... yet.
With each are a few paragraphs about that city's problems and its good points, too. Not surprisingly, Detroit tops the list. Flint, Mich., is on there, too. And Fresno and Stockton, Calif., as well as Jackson, Miss., Little Rock, Ark., and Birmingham, Ala.

But I started looking at the unemployment rates listed with each of the so-called loser cities – and I don't think they're loser cities, but certainly troubled ones in many cases. The Charlotte regional jobless rate tops those of Cleveland, Buffalo, St. Louis, and possibly even Detroit. The blurb just said Detroit is "above 10 percent." As is this region's jobless rate: 10.7 percent in February. Mecklenburg's rate in February was 10.2 percent. Hmmm - unemployment worse than Detroit? That would not be a Charlotte Chamber slogan you'll be seeing anytime soon. Though it does portend sinking pay and desperate workers, which might attract some jobs ...

Seriously, it's a quick and interesting snapshot – based on someone's set of criteria – of some cities. As the article quotes Bert Sperling of BestPlaces.net saying, in many cases young urban pioneers are moving back into the distressed cities such as Detroit, Cleveland and New Orleans, attracted by the housing prices and urban opportunities.

(Naked City is taking another long weekend break. I'll be speaking Thursday in Beaufort, S.C., at 6:30 p.m. at the Technical College of the Lowcountry, 921 Ribault Road. The lecture's free and open to the public so if you're in that neighborhood, come on by. Sponsors are the Beaufort chapter of CNU Carolinas, the City of Beaufort, and Brown Design Studio.)

Why high-speed rail debate's a disaster, how to fix it

2011-04-15T12:11:00.003-04:00

Bruce Babbitt, the former Interior Secretary (1993-2001) and Arizona governor 1978-87, thinks the national debate over President Obama's push for high-speed rail "has, to put it mildly, been a total disaster."

In terms of marketing, he told a group of journalists today, Obama goofed in comparing a new national high-speed rail initiative to the intercontinental railroad in the 19th century. That infrastructure initiative, Babbitt noted, is inextricably linked in history books with a huge corruption scandal, the Credit Mobilier. A much better comparison, Babbitt said, would have been the interstate highway system.

Today many people look back on the interstate highway-building project as if it was a unanimous hug-fest. In fact, Babbitt said, many governors opposed it when it was first proposed. They rejected the idea of a federal tax. Major businesses such as the concrete and steel industries didn't like the federalization. Eventually, though, after "protracted discussion," agreement was forged to raise the gas tax and create a trust fund – the product of "a lot of good, solid brokering."

Why not, he proposes, bring something of that process to a high-speed rail venture in the only region that, today, has a sound network of passenger rail – the Northeast? What about a regional compact for a regional gas (or other) tax, for regional high-speed rail? It might be a model for other regions. (Or not, as he pointed out.)

But he was also a bit pessimistic that seven regional governors could get together even on this kind of project. Someone asked why. "I was a governor," he replied.

The conference sponsors are the Lincoln Institute of Land Policy, the Nieman Foundation, and Harvard's Graduate School of Design.

Larry Summers - Debt ceiling politics 'unconscionable'

2011-04-15T10:29:00.003-04:00

CAMBRIDGE, Mass. – Turning the issue of raising the debt ceiling into a political tool is "simply unconscionable," economist and ex-Obama adviser Larry Summers said this morning.

Speaking at a forum for journalists at the Lincoln Institute of Land Policy , Summers said using the debt ceiling issue for political reasons "is the moral and practical equivalent of inviting children to play in a room full of dynamite."

Summers, ex-president of Harvard, ex-Treasury secretary (1999-2001) and director of National Economic Council for the Obama administration, 2009-11, said the U.S. economy is coming back, noting how rarely you hear people talking about a double-dip recession anymore. Corporate profits are healthy, and so on and so on.

Most of his talk was about what it was like to be inside the Obama team after the 2008 election and early in 2009. Things were so bad that jobs were being lost at a faster rate per month than at any time since those statistics had been kept.

The basic economic theory that you learn in Econ 101, about markets and the way the economy works as an equilibrium (Demand up? Supply goes down. Supply up? Prices down; demand up. Etc.) is "basically right most of the time." But, he said, "two or three times a century a different dynamic takes hold." The self-equilibrating function gives way to an avalanche of de-stability, a self-fulfilling prophecy that leads to a downward spiral. (Less consumer spending? Jobs go away. Fewer jobs? Less consumer spending. Etc.)

Obama decided that confidence could be the cheapest form of stimulus. He decided it was more important to boost confidence than exact "vengeance" (interesting word, especially from a guy like Summers) against the people who caused the problems, e.g. the banking, mortgage and financial industries.

Then began a fight over how best to use stimulus money. Summers described the tension between people wanting projects that could get done quickly and the visionary projects.

" 'Shovel-ready' is the great American lie," he said. Bureaucrats knew that projects always take longer than you want, he said, noting that the "Hoover Dam" opened in 1937. (Hoover lost the presidency in 1932.)

When the stimulus money arrived at state governments, he said, "It can only be described as a urinary Olympics between the governors and the mayors." The governors tended to think the mayors were "a bunch of useless slugs."

Summers essentially defended the decisions the Obama administration made - no surprise. And he said the lack of criminal prosecutions for the financiers who brought our whole economy down is likely because no crimes were committed. "Being stupid is not a crime," he said. "Lending money unwisely is not a crime."

He did make something of an exception for the former Countrywide CEO Angelo Mozilo, whom he noted was being criminally investigated, and then the investigation was dropped.

Next up to speak is ex-Mayor of Washington, Adrian Fenty. The conference sponsors are the Lincoln Institute, the Nieman Foundation, and Harvard's Graduate School of Design.

Atonement: Bringing Gumby back

2011-04-08T19:32:00.006-04:00

If you read my Thursday op-ed, "Some good ideas, in need of patrons," you may have noticed the end section, about getting Gumby back.

The whole sordid episode involving New York sculptor Joel Shapiro – whose career in 1987 was just starting a sharp upward trajectory – was embarrassing at the time and helped firmly entrench a national image of Charlotte as a city of rubes and rednecks.

Our city art commission had chosen his proposal for a 22-foot bronze work, a collection of rectangles resembling a human in motion, for the front of the to-be-built (and now demolished) Charlotte Coliseum on Tyvola Road. But one art commission member, Robert Cheek – who later went to prison for cocaine trafficking – didn't like the choice. He helped whip up popular scorn. Either Cheek or deejays John Boy and Billy dubbed the figure "Gumby," after the green clay animated figure.

Ultimately the City Council, which in those days had final say on public art purchases, nixed it 7-4. History note: Voting against the work were Richard Vinroot (later to be mayor), Ann Hammond, Al Rousso, Ron Leeper, Roy Matthews, Gloria Fenning and Minette Trosch. Trosch said she feared repercussions on the public art program if they accepted the art. Voting for it were Cyndee Patterson, Pam Patterson, Charlie Dannelly and Velva Woollen.

Of course, the "Angels in America" spat 10 years later didn't help. Just as people elsewhere were starting to forget how many Charlotte folks were keen to make fun of art, we reminded them that many here were also so homophobic they'd kill funding to the arts because a theater group performed a work that depicted gay men.

Cut to 2011. I see the affection people have for Niki de Saint Phalle's "Firebird" – dubbed Disco Chicken by some – at the Bechtler. You can hardly go by (and since it's between my office and Amelie's coffee shop, I go by it a lot) without seeing someone photographing someone else at the Firebird. The temporary exhibition of large Saint Phalle works in the park across from the museum draws a steady stream of viewers, including children scampering through that huge skull. (Be sure to go inside, where it's mirrored and blue and serene.) The Bechtler, filled with modern art, is drawing great crowds.

I think Charlotte has matured. Finally.

The whole episode was painful for Shapiro. He later told the Observer's Richard Maschal it was "a low point" in his career. Shapiro was at that 1987 council meeting. Our old files have a photo from the meeting, with Shapiro looking on as a speaker holds a clumsy wooden contraption saying it was something he made in fifth grade. The photo caption doesn't say that the speaker was making fun of Shapiro's work, but that would certainly be my guess.

Seeing which way the vote would go, Shapiro left before it was taken and returned to New York. Today his work is in major museums all over the country, including the National Gallery and the N.C. Museum of Art. You can see it at Davidson College. You can see it in Greenville, S.C. But not in Charlotte.

So why don't we try to bring that Shapiro work back to where it should have been all along? Although it would have cost $400,000 in 1987, today his works can sell for seven-figure (corrected) sums. This would take patrons with significant money. Queens Table, where are you?

Would Shapiro consent to this? He might not. But maybe he'd see that this city has grown and changed. Sure, there are plenty of people (including some politicians) who think any sculpture other than soldiers on horseback is weird, or who look at a Picasso and say, "My fifth-grader could do that." But that's true in New York as well as Charlotte. The difference is that there are plenty of people here today with a much wider appreciation of art.

Plus, I think there's a reason the name "Gumby" stuck, even among Shapiro supporters who were angry and embarrassed about the whole thing. Even the tiny wooden model had life and spark, and so much personality it demanded a name. So Gumby it became, and Gumby is how it is remembered in local lore.

Now it's time to bring him home. After all, Disco Chicken needs a buddy.

Photo: 1987 Observer file photo of Joel Shapiro with a model of his proposed sculpture. Photo by Diedra Laird.

Our mayor in Spandex?

2011-04-07T13:51:00.003-04:00

Charlotte Mayor Anthony Foxx, at his regular news briefing Thursday, mentioned that he's been teaching his kids, 6 and 4, to ride bikes and said he went out and bought himself a road bike, the kind with toe clips that he's still learning how to use.

The last few days, he said, "I've gone out at 5:30 in the morning and gone down to the Little Sugar Creek Greenway." He talked about wanting to make the city friendlier to bicycling.

All of which leaves the obvious question, which yours truly was the only journalist in the room willing to ask: "So, are you wearing Spandex?"

Foxx: "I'm not answering that."

Which I think means he must be.

So, dear readers, if anyone wants to volunteer to be a citizen journalist and go down on the greenway at – as my friend Brenda would say, "O-dark-thirty" – and try for a mayoral Spandex sighting, please let me know what you discover.

Devlopers, JCSU want city money for catalyst project

2011-04-05T18:28:00.000-04:00

Should the city help Johnson C. Smith University and a private developer with a project on West Trade Street? The council will likely be deciding that question in coming weeks.

Monday night JCSU official Malcolm Graham – a former City Council member whose other hat is to be a state senator – and Mike Griffin of Griffin Brothers showed the council plans for Mosaic Village, which would be student housing subsidized by JCSU, with street-level retail and a parking deck. Griffin said the project has a $4 million financing gap. Coincidentally, that's almost exactly the cost of building the parking deck.

Graham and Griffin didn't ask the council for any specific help, or lay out a specific request. The matter goes to the council's Economic Development committee. Mayor Anthony Foxx noted that the city has a corridor revitalization strategy.

West Trade and Beatties Ford Road have languished as other neighborhoods near uptown began to blossom. But things are afoot. The Wesley Heights neighborhood nearby has had growing numbers of urban pioneers moving in. JCSU's president, Ron Carter, has made a point of trying to better link the school with both its immediate community and the larger Charlotte community. Take a drive up West Trade and you'll see an area ripe for fresh projects – which would raise the tax base and thus, help city and county finances over time. Would this one be the catalyst the area needs? Or money down a sinkhole? Or somewhere in between?

That's what the City Council will have to figure out. Despite the usual crowd of naysayers who object to almost all city spending beyond the bare basics, smart city investments can have a big payoff later. Example: When the city bought the unused rail corridor along South Boulevard. Now it's the Lynx light rail. South End has seen millions of dollars worth of private investment – new building, rehabs, new business. But as always, knowing which investments are "smart" will be tough part.

Road planning from the disco era - the rest of the story

2011-03-31T12:17:00.000-04:00

In putting together my op-ed, "Road planning from the disco era," the limitations of space and time required me to leave out some juicy tidbits. You lucky blog readers now may read the rest of the story.

I wrote that the N.C. Turnpike Authority is required by the feds to analyze impacts/effects of the very roads that the authority is, by law, expected to build. The point here is that the legislature, for example with the 1989 Highway Trust Fund, decides to build roads well in advance of any detailed and painstaking analysis of whether the damage they'll do will be worse than their benefits. Today, significant questions have been raised about both Gaston County's Garden Parkway and the Monroe Bypass – the latter having been ordered up by legislature in 1989.

Let's let politicians, not planners, choose the routes. March 17 the General Assembly passed, and the next day the governor signed, a bill that in essence requires the N.C. Turnpike Authority to consider only one route – the most sprawl-inducing one – for the proposed Triangle Expressway Southeast Extension toll road, a link of Raleigh's I-540 outer loop. The bill, sponsored by Wake Sens. Dan Blue, D, and Sen. Richard Stevens, R, appears to box the turnpike authority into such a spot that it might not be able to meet federal law. The feds require analysis of several alternatives.

"We think that they've probably backed themselves into an untenable corner," says David Farren of the Southern Environmental Law Center. He adds, "What's most outrageous is just the idea of going as far out as you possibly can, which means the road is longer, the road is more expensive and it's more sprawl-inducing." The SELC has filed two lawsuits contesting what it says are improprieties and falsifications involving the federal impact study for the Monroe Bypass.

Why spend only $15 million when you can spend $800 million? Another tidbit that didn't make the column: The SELC found a 2007 NCDOT study showing that for $15 million, traffic flows on U.S. 74 in Union County could be improved significantly by changing lights, timing and intersections. The N.C. Turnpike Authority, engaged in studying the $800 million Monroe Bypass which aims to alleviate congestion on U.S. 74, didn't even know that study existed, Farren says.

The state doesn't do land use planning. And Richard Nixon wasn't a crook and Bill Clinton never had sex with that woman. When the state plans highways, it engages in land use planning. Next time the state agrees to spend your tax dollars to build a bypass for a city that hasn't had the sense to say no to congestion-causing highway sprawl development, the state should not pony up dime one until the local government enacts unambiguous land use and zoning ordinances that will prevent said sprawl, including single-family subdivisions, from the new bypass.

The chances of that happening? About like snowballs in hell.

Find the bad bridges in N.C., S.C.

2011-03-30T11:16:00.007-04:00

If you get a shiver whenever you drive over the Yadkin River bridge on I-85 between Rowan and Davidson counties, you might find it instructive to spend a few minutes seeing how your county, and your state, compare nationally in a ranking of deficient highway bridges.

The nonprofit Transportation for America coalition has pulled together an online tool that lets you see state and county stats on highway bridges deemed deficient by the federal government. Here's the North Carolina page. The Tar Heel state ranks No. 14 in the percentage of deficient bridges, 13 percent.

Rockingham County, north of Greensboro, is the worst county, with 33.6 percent of its bridges rated deficient. In the Charlotte metro region, Cabarrus is worst - No. 4 in the state - with 25 percent.

South Carolina is right there with us, ranking No. 15, also with 13 percent of its bridges deficient. The three worst states, in order: Pennsylvania (26.5 percent), Oklahoma (22 percent), Iowa (21.7 percent).

It's hard to see how this isn't yet another problem confronting our national and state transportation policies, where (my opinion here) disproportionate money has been spent on building new highways with little regard for the costs of future maintenance.

The group's assessment of the roots of the problem: "Two key problems persist: while Congress has repeatedly declared bridge safety a national priority, existing federal programs don't ensure that aging bridges actually get fixed; and the current level of investment is nowhere near what is needed to keep up with our rapidly growing backlog of aging bridges. Did you know that states can transfer up to half of their federal money dedicated to bridge repair to other projects, no questions asked?"

Here's a link to the page describing what data was used.

And for the record, the NCDOT is working on rebuilding that Yadkin River bridge.

Photo credit: Yadkin River bridge, in 2007 Observer file photo

Highway tales from the crypt

2011-03-28T20:28:00.000-04:00

It was like a quick, surprise trip to the mindset of the 1980s. Or maybe like one of those horror movies when something you thought was dead turns out to be twitching in the grave, still alive.

I dropped in on a group of regional elected officials and other civic-leader types who'd gathered Monday afternoon to talk about "next steps" for the worthy-but-unsexy goal of regional transportation planning, with the Centralina Council of Governments moderating a series of conversations by a study group.

It's one of those under-the-radar issues, boring but important if you think a metro region should act like, well, a metro region and not a bunch of unrelated local governments, especially when it's dealing with something as important – and as costly to the taxpayers – as transportation. As I've mentioned previously (some might even say ad nauseam), the Charlotte metro region has possibly the most fragmented transportation planning of any metro area in the country. Gaston County isn't in the same transportation planning group as Charlotte. Cabarrus County isn't either. Ditto York County, S.C., and ditto the whole Lake Norman area.

It was as the group was talking about the need to articulate a vision for the whole region, that the zombie idea arose from the crypt. Gaston County commissioner Joe Carpenter started talking about how it felt like, as Yogi Berra used to say, "deja vu all over again." He recalled the era from 1988 to 1992, when a regional coalition, the Carolinas Transportation Compact, pushed for – if you said mass transit, or farmland preservation you lose – for an outer-outerbelt highway around Charlotte.

Carpenter then unfurled a large map of the route of this mythical highway, long lusted after by suburban land developers.

Because why have only one outerbelt if you can have two? Haven't we all seen how well Charlotte's first outerbelt has relieved congestion, led to smoothly flowing traffic, trimmed the region's carbon footprint, helped create walkable neighborhoods and made transit easier to implement? Imagine the wonders if we could spread our Pineville- and Ballantyne-style development all over the region's farmland?

Then-state Sen. Jerry Blackmon had conceived of the idea of a 13-county outer-outerbelt, 30 to 50 miles from Charlotte, in the mid-1980s. Planning continued throughout the 1980s, out of the public eye although land speculators such as Robert Pittenger, later a state senator, bought land along its route. In 1993 its cost was estimated at $2 billion.

Although the Carolinas Transportation Compact backed it, there was a Carolinas Urban Coalition of nearby cities which opposed it, foreseeing that the sprawl it would engender would empty their struggling downtowns. "I find the idea inconceivable," said then-Charlotte City Council member Lynn Wheeler. "You could take gasoline and pour it on the city of Charlotte and the other cities and light a match. It would have the same effect."

The newly elected Gov. Jim Hunt was not a fan. "The outer-outerloop strikes me as just being a little farfetched," he said in early 1993. "I'd be very concerned about spending money on that." And after that, Observer articles on the outer-outerbelt dwindled. And in the intervening two decades thinking about urban transportation has changed dramatically. Highways have been shown not to relieve congestion, as hoped, but to create it. Willy-nilly suburban growth has been shown to be, in many cases, a net loss for local government revenues rather than the hoped-for boost.

As Carpenter (who's also a big backer of the dubious Garden Parkway through rural southern Gaston County) spoke, I noticed that the meeting's chair, Dennis Rash – a former N.C. transportation board member and a one-time key lieutenant to ex-Bank of America CEO Hugh McColl Jr. – wasn't saying much. I asked him later about the outer-outerbelt idea. Is that what we are to see from a group looking for regional transportation planning? He noted, drily, that the old outer-outerbelt idea had been conceived during a time when the federal government was paying for 90 percent of the cost of highway projects. Those days are gone, probably for good.

And that should be the fate, as well, of yet another outerbelt highway through the Piedmont around Charlotte. Please, no more rising from the crypt for this one.

I'm taking a week off

2011-03-19T17:05:00.002-04:00

I'm on furlough the week of March 21-27, and no work is allowed. So I'll be taking it easy - sort of - and back on the blog Monday March 28. Happy spring, everyone.

City pulls plug on proposed loud music measure

2011-03-17T20:36:00.000-04:00

City Attorney Mac McCarley tells me the city staff is pulling the plug on a chunk of its proposal to change the city's noise ordinance. A new version will be offered Monday at the 3 p.m. public hearing that, McCarley says, aims for a balance that won't hurt performers and bars that aren't causing problems for neighbors.

The ordinance change has made a lot of musicians, bar owners and nightlife denizens angry, and McCarley said, they've been heard. (Read some of the Observer's coverage here -- Mark Washburn - "New noise rule is music to our ears" ; "Pub owners decry new noise limits" ; "Debate over outdoor music in Charlotte")

The proposed change to the ordinance would have barred "sound amplification equipment out of doors or directed out of doors" for live music or "other forms of entertainment" at a business if the amplifiers are less than 400 feet from residences. It would also bar amplified sound outdoors (note the outdoors, please. It doesn't apply to indoor music) at a business that's audible on residentially zoned property.

When I talked to McCarley about noon Friday, he said he and his staff were still working through exactly what they'd propose to the City Council but that it would be aimed at businesses that cause problems and try to protect those that don't.

How (not) to be a creative city

2011-03-17T17:20:00.007-04:00

I was recently walking down the sidewalk beside the Lynx light rail, and I spotted some colorful banners alongside the tracks. They added a festive touch, I thought. Then I read them.

They said: "Create" and "Splurge" and "Thrive" and my favorite, "Groove." I found this interesting. It had the flowery fragrance of promotional marketing. I checked. Yep, the banners are part of a rebranding effort for South End.

Now I am not against promotional marketing. In an advertising-based industry, how could I be?

But somehow, being ordered to "Thrive" reminded me of a time, years ago, when the walls of the Observer building sprouted posters ordering us all to "Work Smarter." As if we would all slap our heads in recognition of our heretofore obvious stupidity and decide to mend our ways.

The promotional effort, courtesy of Charlotte Center City Partners, the nonprofit uptown advocacy group that also serves South End, partnered with a South End design/branding firm. They want to highlight "the brand attributes of the district" which they believe to be shopping (hence, "splurge"), residential ("thrive"), art galleries and creative businesses ("create"), and hospitality and nightlife ("groove").

I called three creative types from around town, plus my college-aged daughter and asked if anyone ever says "groove" any more. "I don't think so," said commercial film producer Peggie Porter. "I hear people say 'groovy' in a sort of ironic way."

"No one I know says groove," said the text my daughter sent from Chapel Hill.

Filmmaker Dorne Pentes, though, said he still sometimes hears people say "groove."

What about the rest of the banners and being ordered to "create"?

"I think that would be the least likely thing to make me feel creative," Porter said. "It sounds like Chamber of Commerce stuff to me," Pentes said.

As one branding/marketing expert told me (no name because this person needs business and can't afford to tick people off), "In the brand world, what things ARE is most important, not what you say they are. That's what we focus on with clients. Get them away from slogans."

Colorful banners? Nice touch. Sloganeering in a supposedly "artsy" part of the city? Not so creative.

A note about spacing: For some reason blogger.com today refuses to put spaces between the paragraphs. I tried deleting the old spaces, putting in new "enter" lines, the works. No luck. Does anyone have any solutions for this?

Why DO conservatives hate trains?

2011-03-09T10:59:00.002-05:00

Found while looking up something else: An interesting piece in Slate.com, "Why do conservatives hate trains so much?"

Writer David Weigel dissects the opposition and notes it's more libertarian than conservative (other than a delusional George Will line about trains – "...the real reason for progressives' passion for trains is their goal of diminishing Americans' individualism in order to make them more amenable to collectivism." Whoa, George, you might wanna dial back the paranoia a tad.)

Libertarians, Weigel notes, don't have a problem with transportation. What they and some Republicans have a problem with is federal spending on transportation. But then, the article goes on to note, "Amtrak passengers pay more of the cost of their transportation than do drivers on the interstate. About 62 percent of Amtrak's operating expenses, according to the Department of Transportation, comes from fares. According to the Federal Highway Administration, the percentage of highway spending paid for by users—in the form of gas taxes and tolls—is headed below 50 percent."

Weigel goes on to quote other reasons some conservatives don't like rail transit, although little of what he reports as their reasons square with the reality that highways are just as expensive, just as prone to go over budget, just as heavily subsidized.

Ultimately, in my opinion (and Weigel gets at some of this) conservatives don't like rail because liberals do. Some people will do anything in order not to be in the same camp with people whose beliefs they disdain. This is not limited to politics, of course, and seems to be a general part of human nature. Have you ever been around UNC and Duke basketball fans? They make liberal-conservative spats look tame.

Old depot may yet escape bulldozer

2011-03-08T19:21:00.000-05:00

Photo courtesy Charlotte-Mecklenburg Historic Landmarks Commission

The historic passenger depot off Freedom Drive, the Thrift P&N station, may yet be saved from demolition. A complicated property deal is in the works, involving the depot's owner, CSX railway, as well as the Charlotte-Mecklenburg Historic Landmarks Commission and the N.C. Department of Transportation.

As I first wrote in November (City may seek landmark demolition) the station dates to the Piedmont and Northern electric suburban rail system developed by power company and tobacco magnate James B. Duke and power company executive William States Lee (who ran the forerunner of Duke Energy). The railway opened in 1912; passenger service ended in 1951. The station, designed by prominent Charlotte architect C.C. Hook (he designed the Duke Mansion and old City Hall), is the last P&N passenger station in Mecklenburg County.

It's a designated landmark, but in North Carolina designated landmarks can be demolished if the owner desires. The old depot was caught up in the city's new, well-intentioned nonresidential building code, adopted last April and aimed at cleaning up dilapidated, blighted buildings. CSX hadn't kept the old depot in good repair, and after an inspection the city ordered repairs or demolition. CSX applied for a permit to demolish. The city-county landmarks commission has power to delay demolitions for a year and did so.

Walter Abernethy, the city's code enforcement manager, told the City Council on Monday that an agreement had been reached to save the depot. He might have been a wee bit prematurely optimistic. Dan Morrill, the consulting director for the landmarks commission, says that CSX has
has agreed to withdraw its demolition application for a year to let NCDOT and the landmarks commission try to put together this scenario:

• NCDOT acquires property nearby, across track. If it succeeds, NCDOT allows the depot to be moved onto that new site.
• CSX would then donate the station to the HLC. The HLC would move the station to the new site and restore it for an interim adaptive reuse. CSX might donate some money for the move and restoration, Morrill said.
• If and when NCDOT acquires the former P&N track for passenger use (it owns about 15 miles of the railway, some near uptown Charlotte but mostly in Gaston County where re-opening freight operations) then NCDOT would buy the station from the HLC for use as a passenger. But currently NCDOT has no plans for passenger rail along the line.

Obviously, the plan hinges on NCDOT acquiring land. But if all the pieces fall into place – still a big if – in a weird sort of irony the demolition threat may well end up having saved the old depot from what was starting to look like "demolition by neglect."

NCDOT chief: No more bypasses of bypasses

2011-03-07T17:04:00.000-05:00

Don't expect the state to build your city a bypass to compensate for the existing bypass your local governments have glopped up, State Transportation Secretary Gene Conti said today. "Those days are gone," he said.

OK, he didn't say "glopped up." That's my description. Conti dropped by the Observer editorial board today in between local meetings in town – a business roundtable at UNC Charlotte, and he'll be at the 5 p.m. Charlotte City Council meeting for a discussion about recommendations for the Independence Boulevard project (also see this link, for more information).

He was being questioned about two toll road projects, the so-called Garden Parkway in Gaston County (See "Money-waster road will induce sprawl"), and the proposed Monroe Bypass. Both highways are needed, he said. That's his story and he's sticking to it, obviously. After all, the legislature has ordered them both, and Conti's job is to produce the roads he's charged with.

Neither of those highways, of course, is worth the taxpayer money that will be spent. But the Monroe bypass is at least an attempt, however uncreative, to ease a terribly unpleasant drive along U.S. 74 through Monroe and Union County.

The problem, of course, is that you can hardly go anywhere in North Carolina, or even in the country, and not find a state-taxpayer-built highway envisioned as a "bypass" that has become a traffic nightmare because the local government involved allowed extreme highway glop to be built along it. Even places as comparatively traffic free as Albemarle have clogged bypasses. Shelby wants a bypass of its bypass. They are all what former Charlotte Mayor Pat McCrory has referred to as "corridors of crap."

So, I asked Conti, should the state's taxpayers reward those towns with another new bypass?

His reply: "Well, no."

"All of us would benefit from a much greater collaboration on those growth issues," he said. He said the DOT is trying to work to bring local governments more into transportation discussions.
"The days of just trying to continually build bypasses of bypasses, those days are gone," he said.

So Shelby, Albemarle, Asheboro, Ramseur and all the other N.C. towns that have allowed corridors of crap along your state highways, be forewarned.

The realist in me, though, requires me to mention this: If the legislature orders a highway to be built, as it did via the Highway Trust Fund of the late 1980s, there's not much a DOT secretary can do about it.

Historic church gets saved on Seigle Ave.

2011-03-01T14:54:00.002-05:00

It looks as if the Seigle Avenue Presbyterian Church sanctuary won't be demolished. Neighbors, church members and other interested parties found a local builder-developer who has contracted to buy the old church property. Monday night the Charlotte City Council granted a 90-day delay in the city's demolition order.

As I wrote in my Jan. 28 op-ed, "Once-loved sanctuary faces the end," the church may not be an architectural gem, but it and its congregation played a notable role in ongoing efforts here to create more racially integrated congregations. It was, I wrote, "a small congregation, racially integrated for more than 40 years. For decades that 1950 sanctuary was home to a group of African-American and white Christians puzzling their way through barriers of race, income, gender, class and other inequities – a journey so difficult that many other people and groups in Charlotte have not really begun it."

The congregation split over a variety of issues, with many long-time former members of both races joining Caldwell Memorial Presbyterian Church. The remaining Seigle members moved up the street to another building five years ago and put the old property on the market. But the real estate slowdown, the three buildings' bad condition and the lack of parking made it a difficult sale. The city's new building code for non-residential property, when applied to the church property, resulted in a demolition order. In January the City Council granted a 30-day demolition delay, after the church's real estate agent said he thought he had found a buyer.

Monday night, the buyer himself – Brandon Brown of Green City Development – told the City Council he would close on the property in about a week and asked for 150 days' delay in the demolition order so he could tear down the oldest building and start repairing the sanctuary and fellowship hall. He's also asking to buy 2 city-owned acres behind the church to use for more parking; those negotiations will be more complex and his purchase of the church isn't contingent upon that separate land purchase.

Brown said he'd like to turn the church sanctuary into a restaurant (he didn't use the example of Bonterra in Dilworth, but I will) and the fellowship hall into a coffee shop or office. The City Council gave him a 90-day extension of the demolition. Brown was good with that.

The city's nonresidential building code is well-intentioned but it's having the effect of threatening historic landmark buildings, as I wrote in November's "City May Seek Landmark Demolition." (The Seigle Avenue church building wasn't a landmark.)

Observer file photo below showing the front of the sanctuary was taken in 1993.

'City-Suburban Smackdown' and other news

2011-02-23T11:47:00.000-05:00

Cities v. Suburbs: The Carbon Smackdown: The infrastructurist.com in "New Study: Suburbs Can Pollute More Than Cities" reports on a new study that may set some conventional wisdom on its ear: "When blame is assigned for greenhouse gas emissions, big cities typically receive more of it than smaller cities and suburbs. But a new report in a recent issue from of Environment & Urbanization suggests casting a more nuanced net of responsibility. In fact, contrary to popular wisdom, cities can have a per capita rate of greenhouse gas emissions that’s astonishingly lower than rates in their surrounding suburbs."

Schoolyard Fight – Green V. Urban: This article from the Boston Globe, "Green Building," is making the rounds among landscape architects, urban designers and related folks. New Urbanist leader Andres Duany (a graduate of Princeton and Yale) is picking a fight with Harvard's Graduate School of Design. When Duany was in Charlotte earlier this month he told me one reason he was kicking up dust was to energize young New Urbanists. It's a movement, he said, that needs people with the energy to enjoy Sisyphean tasks.

Ex-mill town nurtures its downtown. Kannapolis, a one-time mill town built and dominated for decades by the Cannon family and Cannon Mills, was for years the largest unincorporated town in North Carolina. It finally incorporated in 1984. It's an interesting place, especially if you're keen on N.C. history, because many of the mill houses, built for the textile workers, still exist. So does the Williamsburg-style brick downtown.

Cannon Mills became Pillowtex, which abruptly closed in 2003, sending thousands out of work. The former Cannon Mills Plant No. 1 was demolished to make way for the still unfinished N.C. Research Campus. (I'm leaving out a lot. For more, see the N.C. Research Campus site here.)

Kannapolis is working on a new downtown plan. Here's a link to a draft of the plan. And here's an article from the Independent Tribune.com, by former Observerite Karen Cimino Wilson. A big problem: Since the huge mill closed the downtown stores have suffered. Among the proposals: Transforming Dale Earnhardt Boulevard/Loop Road from a suburban highway to an "urban boulevard." Building a City Market building. Creating better gateways to the downtown area.

K-12 Transportation Costs: Charles Marohn, New Urban Network writes about what he sees as school transportation policies that subsidize inefficient development patterns. In the New Urban Network, he writes: "Door-to-door transportation for K-12 students may seem to be a compassionate policy from a society that values both students and education. That may be the intent, but the transportation mandate ultimately takes money from classrooms to subsidize our inefficient, post-WW II development pattern. In the end, it also devalues traditional, neighborhood schools in favor of the remote, campus-style we now build."

Be forewarned. Marohn makes explicit that he's not considering the considerable issues of race and school integration: "Again, I'm not trying to get into a broader discussion on race. I'm not thinking that big," he cautions.

With Gov. Bev Perdue proposing making counties, not the state, responsible for buying school buses – one gigantic unfunded mandate – and Charlotte-Mecklenburg Schools for all practical purposes resegregated anyway (I'm not supporting that, but acknowledging reality) it's past time for CMS and the city and county local governments to work together to make it easier for kids who do live within a mile of schools to be able to walk there safely. And for CATS and CMS to figure out better ways to collaborate. And for parents to stop being afraid that putting a 10-year-old on a city bus is a huge risk, when in fact the much bigger risk is putting a kid into a private auto. Remember, car wrecks are the leading cause of death for Americans ages 1-35.

Knoxville + Charlotte = Same league?

2011-02-21T11:27:00.000-05:00

While folks in Charlotte are still elated over being selected for the 2012 Democratic National Convention, The Economist magazine has deftly slid a stiletto under the city's civic ribcage:

In its Feb. 10 issue, "Changing leagues: What landing the convention says about North Carolina’s biggest city," the writer quotes Charlotte Center City Partners' Michael Smith: "“We’re changing leagues.”

The magazine goes on to describe the city: "It has a couple of professional sports teams, the NASCAR Hall of Fame, a sleek new light-rail system and a decent but hardly remarkable smattering of museums and theatres. It seems just one of several pleasant, medium-sized cities—such as Knoxville, Richmond and Norfolk—between Washington, DC, and Atlanta."

Keeping in mind that Charlotte's estimated 2006 population, according to the U.S. Census Bureau was 630,478, it's instructive to note that the Census Bureau also reports:

• Richmond's 2010 population at 204,000 and Norfolk's at 242,803.
• Knoxville? Its 2006 population estimate was 182,337.

All those years of spending, building, scrapping and clawing and climbing by the fingernails into the NBA and the NFL, building towering phallic bank and energy company skyscrapers to prove the city's virility, were they for nothing? Can it be possible that to the rest of the world, which now appears not to have been paying the least bit of attention, Charlotte is still considered a "pleasant medium-sized city," maybe about like Knoxville?

Ouch! Ooof! Uggghh! And grrrrr!!! You can hear the teeth grinding up and down Tryon Street.

Urban acupuncture and the American Dream

2011-02-14T15:09:00.003-05:00

We now live in the Century of the City, so called because last year the global human population counter rolled over the 50 percent mark – More than half the world's people now live in urban areas.

But in the U.S., the 21st century will also have to be the Century of the Suburb – the re-imagined suburb. That's particularly true in Sun Belt cities such as Charlotte, Raleigh, Atlanta, Orlando, etc., where such a large proportion of land is given over to postwar suburban development. In coming years we'll have to decide how to, as Georgia Tech architect and author Ellen Dunham-Jones puts it, re-inhabit, retrofit and re-green those areas.

The imperatives are economic, environmental and demographic.

1. Carbon and greenhouse gases. If we're to avoid creating even more damaging and destructive changes in the world's climate (increasing droughts, floods, snow or burning heat, depending on where you are) for our kids and grandkids to deal with, then an excellent way to shrink U.S. production of greenhouse gases is to reduce how much people drive.

Even for people who insist on believing that all the world's climate scientists (who compete with one another and back-bite as avidly as any other professionals) have joined to perpetuate a worldwide hoax, there are other excellent reasons to reduce the U.S. driving habits: the cost to households and businesses of higher fuel prices, not to mention driving itself, with transportation taking an average 19 percent of U.S. household income; depending on other countries for our fuel; air pollution; the vast cost of building and maintaining roads and streets to accommodate ever-more driving.

2. Demographics. Population realities are converging to favor urban/multifamily/higher density development. Gen Y (aka the Millennials) have a clear preference, at least at this stage in their lives, for urban environments. Meantime, many aging boomers will be selling their houses and moving into condos or apartments. Many of them will also have to give up driving due to infirmity, illness or eyesight, so they'll be looking for neighborhoods where they can walk to stores and medical offices.

3. The emerging obesity epidemic. Driving more means exercising less. Human beings haven't suddenly lost their ability to have will power. We have structural issues that are making us fat. One of them is that we don't walk much anymore, because we have to drive.

4. Suburbs on the brink. Many of the postwar suburban neighborhoods (and by "suburban" I mean low-density, auto-oriented neighborhoods or towns carved up into single-use zones) are fading. To be sure, many thrive and will continue to, even as the market for single-family houses stagnates through oversupply (see item 2, above). But already, many cities including Charlotte are puzzling over fixes for dead or dying enclosed malls, derelict strip centers and big box stores, and neighborhoods with dwindling property values and rising crime and social problems.

I was privileged to spend Saturday moderating a conference in Raleigh, sponsored by the N.C. State College of Design, looking at the problem of, and opportunities for, inner-ring suburbs – which generally means those built in the late 1940s through the 1960s.

The clear consensus was that cities and metro areas will have to learn how to encourage more development closer to their core, and to build more transit lines. Some tidbits from some of the speakers:

• William Hudnut, former mayor of Indianapolis (he joked about "India-No-Place") gave a definition of "sustainable" that I liked: "Stuff that endures." He said the first-tier suburbs are "the place where blight can either be stopped or spread farther out." He used a term I love: "urban acupuncture," which he attributed to Brazil's Jaime Lerner, a former mayor (Curitiba) and state (Parana) governor. The idea is to be strategic with well-placed interventions that help heal the surrounding area.

"Progress is not always new," he reminded the crowd. Other advice: Eradicate ugliness, and "multiply picnics." Finally, he offered a pertinent quote from Ernest Hemingway that I intend to repeat often: "making strong the broken places."

• Patrick Condon of the University of British Columbia, author of "Seven Rules for Sustainable Communities," showed how, when looked at based on 30-year amortization, streetcars are a cheaper form of mass transit than buses. "The cost of buying buses, this year, is cheaper," he said. But long-term, building and operating streetcars is cheaper for transit systems. He showed slides of old streetcar rails popping out of the pavement (no, he didn't have a photo of the one on North Tryon Street) "wanting so much to be used."

• Ellen Dunham-Jones of Georgia Tech, co-author of "Retrofitting Suburbia," noted that "nobody is plowing down existing neighborhoods" but instead there are opportunities to build infill, especially on what she called "underperforming asphalt." It requires creativity and innovative ways of developing, she said.

Wrap-up speaker Patrick Phillips, CEO of the nonprofit Urban Land Institute, made the point that close-in neighborhoods can have a great appeal due to their proximity to employment centers and to transit options – unlike far-flung “exurbs,” he said, many of which are seeing high rates of foreclosures in the recession. And he used some research from the Center for Neighborhood Technology, looking at Raleigh-Durham-Chapel Hill, that showed that when transportation costs are figured in, exurban areas that look most "affordable" are, in fact, the least affordable. (See "Penny Wise, Pound Fuelish.")

The wrapup? Marvin Malecha, dean of the NCSU College of Design, took aim at today's use of "the American Dream" to mean a house in the suburbs. Come on, he said, isn't there in fact a different dream that we all have? "The real American Dream," he said, "is that our children will be OK."

"Prudent Growth"? Multifamily McMansions?

2011-02-08T18:58:00.004-05:00

A Coconut Grove, Fla., McMansion circa 2003. Are McMansions destined to be apartment houses in the next decade? (Miami Herald photo)
I came away from last week's New Partners for Smart Growth conference with a notebook full of interesting ideas, factoids and thoughts:

• Can we scrap the term Smart Growth? It insults people, which doesn't help anyone make needed political and business changes. But "sustainability" isn't much better. For one thing, the way a community develops is much more complex than buying fluorescent light bulbs, which is what "sustainability" means to a lot of people. "I try to avoid using the word 'sustainability,' " Raleigh Planning Director Mitch Silver, who is president-elect of the American Planning Association, told the crowd Saturday. The term means too many things to too many people, he said.

I vote for not calling it anything, since any good planner/urban designer/policy maker worth her or his salt knows what to do anyway. If a term is absolutely required, what about "Prudent Growth" or "Responsible Growth"?

• Two different planning/development experts predicted that many of the McMansions built in the past decade will end up being broken into multifamily housing. Arthur "Chris" Nelson, who gave an interesting demographics presentation, even offered floor plans for converting a 6,000-square-foot-house – "modest by McMansion standards" – into three apartments. He noted that multifamily's share of the demand for new housing 2010-20 will be 50 percent. Considering population, age and market-demand projections, the U.S. is overbuilt on single-family housing, he said, and underbuilt on multifamily.

Silver, of Raleigh, also pointed to that likely result. "What are we going to do with those 4,000-square-foot mansions out in the suburbs," he asked.

• Silver gave an excellent talk about Raleigh's planning and zoning efforts. He self-deprecatingly noted the city's "Sprawleigh" nickname and described a wide-ranging effort Planning Raleigh 2030, that aimed to get residents to envision what they wanted their city to look like in two decades. (They used different outreach methods for different age groups.) The city's new comprehensive plan was adopted in 2009. Unlike Charlotte, that isn't all the city did. "If you just have a policy plan sitting on a shelf, it has no value," Silver said. "It's important to have the one-two punch" of adopting the plan and then codifying it.

So the city is completely rewriting its zoning code, which will be, in part, a form-based code. That's a code that worries less about what you're doing inside the building (office? store? apartments?) and more about how the building behaves in its surroundings. "Sprawl is fiscally irresponsible and frankly, too expensive to maintain," he said. (I guess he doesn't have to worry about REBIC and influential suburban subdivision developers complaining to his bosses when he says things like that, right out loud and in public.)

• The Atlanta BeltLine project was described as "the most transformative project in Atlanta since the airport was built." (quote is from Atlanta City Council member Joyce Sheperd). It's a $2.8 billion redevelopment project to create public parks, multi-use trails and transit along a mostly abandoned 22-mile railroad corridor that encircles downtown Atlanta and connects 45 neighborhoods. It's a huge partnership, and involves a 6.500-acre tax increment financing district (covering 8 percent of the city's land area). Along with local, state and federal money expected to be spent, a nonprofit Atlanta BeltLine Partnership is raising money from philanthropic and private sources, as well as local, state and federal funds.

Almost half the right-of-way has been leased, optioned or purchased. So far 3.5 miles of permanent trails have been built, as well as 8 miles of interim hiking trails.

Brian Leary, CEO of Atlanta BeltLine Inc., told the conference gathering, "For the last 14 years Atlanta has been looking for its next Olympic moment." He clearly thinks the BeltLine is it.

From 'Smart Growth' to 'intelligent cities'

2011-02-04T19:24:00.003-05:00

A Cary, N.C., subdivision circa 1997 (News & Observer file photo)

This is my Saturday op-ed column. I'm posting it early for all you Naked City readers.

It’s been a while since I heard people talking about Smart Growth.

Some of that’s because Charlotte’s seen little growth, smart or otherwise, since late 2008. Consider the change: In 2008 the City of Charlotte approved 35 single-family subdivisions, totaling 1,407 lots on 612 acres. In 2009 it approved four, in 2010 just two.

Even before 2008, though, it seemed the term Smart Growth had been supplanted. I’ve heard "resilient cities," "sustainable communities," or – today’s fad – "intelligent cities." Urban sociologist Robert Lang told USA Today recently that, as a term, "smart growth is at the end of its shelf life."

Despite terminology, the topic still pulls in a crowd. Some 1,200 people came to Charlotte this week for the New Partners for Smart Growth national conference. Sessions showcased topics from traffic safety to food systems to so-called "zombie" subdivisions – platted but unbuilt – (here's a link to a report on zombie subs from Anthony Flint of the Lincoln Institute of Land Policy, which helped organize the session).

The breadth of topics helps show how widely Smart Growth has been embraced, yet hints, too, at one reason the term faded. What began as a welcome alliance among environmentalists, New Urbanists and transit advocates kept inviting others into its tent, adding worthy goals such as economic inequities and social justice. In time its cohesive message blurred.

Meantime, themes that 25 years ago were outsiders to conventional planning became embedded in the profession. You don’t find many planners now who don’t know that the circa-1955, large lot, single-family residential codes aren’t environmentally or fiscally prudent. Even traffic engineers are coming around to embrace bike lanes and sidewalks.

When I first wrote about Smart Growth a dozen years ago, I’d have to explain it. Here’s how I defined it in a 1999 article: "Smart Growth aims for development that looks better, conserves important natural features, preserves farms, doesn’t squelch downtowns and gives options to automobile travel."

How threatening does that sound? But maybe because many early Smart Growth advocates were environmentalists who believed – gasp – that global climate change is real, even today many conservatives equate Smart Growth with socialists out to seize private property and give it away to the labor unions, whose members are lazy crooks because they are among the last remaining U.S. workers who still receive pensions. Or something like that. Friday, a local libertarian blogger Tweeted: "Smart Growth is a cult." Maybe. But wouldn’t libertarianism be one, too?

I digress.

Smart Growth, as a concept, won a huge victory in 1997, when Maryland enacted a statewide initiative to discourage sprawl, strengthen cities and protect farms and environmentally sensitive areas. But a 10-year analysis found that for a lot of reasons, including a lack of cooperation from municipalities, it hadn’t solved the problems it tried to address. Tom Wright, executive director of the Regional Plan Association, a New York nonprofit, told me he thinks advocates pitched Smart Growth as a cure for so many problems that it was bound to disappoint.

Now, consider the title of a new book from Harvard economist Ed Glaeser: "Triumph of the City: How Our Greatest Invention Makes Us Richer, Smarter, Greener, Healthier, and Happier." Cities, says the publicist’s blurb, "bring out the best in humankind."

For a couple of centuries, that wasn’t many Americans’ view of cities. They agreed with Thomas Jefferson, who said, "I view great cities as pestilential to the morals, the health and the liberties of man." (He appears not to have noticed that the system of slavery that supported his beloved farm was also pestilential to morals, health and liberty.)

Today, it’s views such as Glaeser’s that are taking hold. Cities are hot. They’re "green." Transit is hot. Walkable neighborhoods are hot, including among astute developers eyeing aging boomers and the echo-boomers just now hitting adulthood.

Smart Growth helped environmentalists see how dense cities can hold the greenest neighborhoods. It pushed urban designers to think more creatively about stormwater and wetlands. The overall alliance has been healthy. Whatever it’s called in the future, let us hope it continues.

Livermush's time to shine

2011-02-02T12:10:00.001-05:00

Liver pudding (aka livermush) samples, courtesy of Neese's, at the N.C. State Fair.

This is it. When the Democratic National Convention arrives (and even beforehand) the world will be looking at Charlotte. What better time for this city to embrace its true, unique and authentic culinary heritage?

No, I'm not talking about vinegary barbecue (as today's New York Times article reports). The Times fell for the spin. Vinegary barbecue is a North Carolina culinary heritage but is not at all unique to Charlotte or the greater Charlotte metro region. (Related note: a small squabble has broken out among barbecue fans over whether Charlotte has any great barbecue restaurants. Some say Bill Spoon's on South Boulevard. Others favor Bubba's off I-77 north, and some contend Mac's has the best. Regardless, none has the fame and national following of places such as Lexington BBQ No. 1, Wilber's in Goldsboro, the Skylight Inn in Ayden, Bridges (both of 'em) in Shelby, or even Stamey's in Greensboro.

What does Charlotte have that the world does not? We have livermush. Don't turn up your nose.

If you treasure authentic roots foods, livermush is ours. Why not celebrate that instead of acting ashamed? In Observer food writer Kathleen Purvis' livermush magnum opus from 2000 (alas, I couldn't find a link) she quotes John Egerton, the Nashville-based author of the authoritative guidebook "Southern Food." "I don't ever remember seeing a dish called livermush anyplace else [outside of North Carolina],' he said. "And I hope never to see it again." Bah!

Livermush even has a listing in Wikipedia. That page takes you to a 2004 Christian Science Monitor article on livermush. And here's a nice roundup from October, by Andrea Weigl.

Weigl makes it sound as if livermush is an all-over-N.C. thing. It isn't. Go to most regular-Joe breakfast places in Charlotte and this region – I mean places where menus offer biscuits and grits and sausage patties and other normal breakfast food – you will see livermush on the menu. Or maybe they'll call it liver pudding. True, too many chain-type places owned by out-of-town corporations do not offer livermush. That's their loss, and their lost business.

Go roughly 80 miles in any direction from Charlotte you aren't likely to see livermush on the menu – not in Asheville, not in Columbia, not in Fayetteville, not in Raleigh. Maybe, if you're lucky, you can buy it at a grocery store. I had my first livermush when I lived in Fayetteville, but only because Charlotte native David McKnight kept telling me to try it and told me how you just fry it up in a pan. I did. And it was quite tasty. Crunchy edges, with a soft interior, not too heavy on the liver, either. When I spent the 2007-08 year living in Cambridge, Mass., I asked Charlotte visitors to please bring livermush. Did you know it freezes nicely?

Until four or five years ago Charlotte had its own livermush manufacturer, Jamison's. They stopped making it, though Ronnie Jamison told Purvis last summer they had contracted with "a company in the mountains" to make it. Another well-known brand is Guilford County-based Neese's, which claims liver pudding and livermush are different. Mack's is made in Shelby, about 40 miles west of Charlotte and possibly the livermush epicenter of the world. I was in a Shelby convenience store recently and noticed three different brands, two of them locally made. In a convenience store! Shelby of course has its Livermush Expo every year. The 2011 Livermush Expo will be Oct. 22 at Court Square in uptown Shelby.)

So please, if you're a proud Charlottean bragging to out-of-town pols or pundits or journalists, remember what our real roots food is. And, like those green eggs and ham, if you have not tried it – you should.

Hey Dems, we do have indoor plumbing

2011-02-01T16:47:00.002-05:00

Observer staff photo (May 18,2010) by David T. Foster III

I'm already hearing from out of town friends about their plans to come to Charlotte for the Democratic National Convention. A pal who runs the BBC's North America bureau sent word that the BBC had already booked 50 rooms. Then he e-mailed back that "the city have told all hotels not to take bookings.....12 thousand rooms....." Word is the DNC controls hotel room allotments. I wonder if that means we should clean the junk out of our guest rooms and pick up some income from less-well-funded members of the world's news media.

I've been trying to think of what to tell our global visitors they should expect in the Queen City. You know many will arrive imagining the usual stereotypes of The South – unpainted shacks, no indoor plumbing, cousins marrying cousins, overseers and sharecroppers visible in every cotton field, mules hauling cotton to the cotton gin, hellfire and brimstone preachers thumping Bibles on every corner. You get the picture.

Do they realize:

• That Charlotte is a hotbed of Presbyterianism? (Don't you love seeing "hotbed" and "Presbyterian" in the same sentence?) Sure, there are places where people rock 'n' roll and even dance, but you'll rarely see a local elected or business official cutting the rug or belting a show tune after too many beers.

• That when our civic leadership encounters a problem, the first instinct is to form a large and interminably meeting committee to talk it over?

• That not only do our civic leaders not care about the Confederacy, or even mention it in public, they don't even mention the past of 20 years ago. Visitors hear much about our banks, and probably get a banking genealogy worthy of the Old Testament. Commercial National and Southern States Trust (aka American Trust ) begat American Commercial, which begat North Carolina National Bank which began NCNB (No Cash for No Body, is the local joke) and NCNB begat NationsBank, and NationsBank begat Bank of America, with many side deals along the way.

But I bet they won't hear that this Banktown stuff is rather new. For a now barely mentioned century or so, Charlotte was a textile town, with company-owned mill villages and impoverished and uneducated mill workers.

• That despite Michelle Obama's gracious praise, and despite North Carolina's sitting at the acme of all barbecue cultures in the nation (take THAT, Texas!), Charlotte does not boast truly excellent barbecue joints – the kind of old cinder-block building with stacks of hickory wood and smoke coming out the back where you can get the most flavorful, juiciest, crispy-edged barbecue. For that you have to drive to Lexington (if you like Lexington style) or Shelby (if you like Western style) or east of Raleigh (if you like Eastern style). Best 'cue I've had in Charlotte recently was at the Sharon United Methodist Church Boy Scout troop's annual January barbecue.

Here's as good a description as I've seen of Charlotte, courtesy of a commenter on the Huffington Post article about Charlotte being chosen for the convention [I've added some punctuation corrections]:

"Good luck here in Charlotte (my hometown), Mr. President. It's a pleasure to have you coming to the Queen City. Strange things happen in the Carolinas, though. Nothing or no one here is ever what they seem to be. See that farmer over there in the overalls? He's a billionaire. See the banker-looking guy with the tassles on his shoes? He's bankrupt – again. See all of those folks out front there in the audience smiling? Half of them are from S.C."

And this tidbit: My Google search to see what the BBC was saying about Charlotte found the website of the Bible Believers Chapel on Lancaster Highway in south Charlotte. No, I am not making that up.

Finally, here's a skyline photo roundup of dated skyline shots:

• The Washington Post online article shows the Time Warner Cable Arena (site of the actual convention), which opened in 2005, STILL UNDER CONSTRUCTION!

• Politico.com's piece shows an artsy, night-time shot with a construction crane that I'm pretty sure isn't there any more.

• And while looking for Huffington Post coverage, I stumbled on this not-so-cheery story of the "13 surprising cities where foreclosures are soaring," with Charlotte listed at No. 4. It, too, has the arena-under-construction photo. Geez.

When introverts hold office

2011-01-31T16:16:00.001-05:00

I'm live-blogging from the Charlotte City Council's retreat. I'm also Tweeting, follow @marynewsom.

I caught some possibly significant discussion for a time this afternoon, post-lunch and before the current budget presentation. Facilitator Mike Whitehead pointed out that most of the council members are "sort of introverted," which means there's a tendency for less communication. "You flaming extroverts know who you are," he said, and laughter erupted from the table where Andy Dulin and James Mitchell are sitting. Those two are not what I'd peg as introverts.

Then Whitehead gave the formula he says is sometimes used in corporate America NC = MSU. That stands for "No communication? Then people make stuff up." The lesson, he said, is to communicate better with each other, so people know what's going on.

And, he said, you could communicate better with the media. (Colorful type font for emphasis is mine.) Answer questions and give data, he said, especially since a lot of the data is public record anyway.

But Mayor Anthony Foxx said he'd had experiences when C = MSU "and that's a problem" He has sometimes talked to council members ("and you know who you are") and then they tell reporters something else. Hmmm. So I think he just accused some council members of lying to the news media. If you're a journalist, let me note, the only thing surprising about all that is for the mayor to call it out publicly.

TARP saved our rears, economist says

2011-01-31T13:04:00.001-05:00

I'm live-blogging the Charlotte City Council's retreat. Follow me, also, on Twitter @marynewsom. And see my previous post: "Charlotte's economy shows a lagging city."

At the Charlotte City Council retreat, council member James Mitchell asked the panel of economists' opinion of the stimulus spending.

UNCC economics professor John Connaughton said, "But for TARP we would all be selling pencils on the street corner." We were that close to collapse, he said.

He goes on to say that if the U.S. is to regain its economic standing, "It's not going to be in stealing manufacturing jobs from China." Instead, in his view, it's going to be in selling high-level services to the rest of the world, which makes an educated workforce even more important.

Charlotte's economy shows "a lagging city"

2011-01-31T12:27:00.004-05:00

I'm live-blogging (and tweeting – and Tweeting, follow me @marynewsom) from the Charlotte City Council's yearly retreat. We're about to hear from three economist-types about the 2011-12 economic outlook.

Council members were 45 minutes late for this session, as they all went out to West Charlotte for the Project LIFT announcement.

12:09 p.m. - Wells vice president and economist Anika Khan predicts Charlotte won't recover the jobs we lost until 2014-15. Says unemployment won't get as low as 8 percent until 2012. She calls Charlotte "a lagging city."

12:15 p.m. Anika Khan says the local apartment market "starting to take off." "We have still a way to go with the Charlotte office market." Said retail still has an 11.3 percent vacancy rate.
She concludes, "Charlotte is positioned for growth. But it's going to be slow and very modest."

12:17 p.m. John Connaughton, UNC Charlotte econ prof and director of the UNCC Economic Forecast, opens by saying, "I'm far less optimistic." He points out that North Carolina lost 283,000 jobs since recession started. Last year, he said, NC added only 10,000 jobs. That leaves 273,000 to go. "You can do the math," he says, about how long it'll take to make up the jobs at that rate.

12:25 p.m. Connaughton predicts it will be 5-6 years before Charlotte gets back to the same level of employment the city had at the peak in December 2007. Many of the jobs lost are blue-collar jobs that aren't coming back, he said.
Also, there's a "new normal" and people aren't buying as much. Since 71 percent of the U.S. economy is personal consumption, he said, that means slower growth.
And "consumers are just not happy campers" he said. "Consumer confidence has been hammered." Consumers don't see job numbers that make them comfortable.

12:35 p.m. - Connaughton now talking about risk of double dip recession if oil prices go up much higher. For every 50 cents that gas prices go up, he says, it takes $150 billion out of U.S consumer pockets. He used to think the double-dip recession wasn't likely. Now he's not so sure.
He noted the huge cash reserves that banks are holding. "There's plenty of cash out there. It's just not getting into the hands of small businesses," he says. That's one thing that's a real killer," he said.

Connaughton also pointed out the need for North Carolina to restructure its tax policies. Property tax revenue will rise, but slowly, he said. But the state depends too heavily on the sales tax, which (see "new normal," above) is becoming a smaller and smaller share of economic growth.

12:50 p.m. - Matt Martin, senior vice president of the Federal Reserve in Richmond, is less pessimistic than Connaughton.
He says the construction jobs we saw at the peak aren't coming back. It was 6 percent of U.S. GDP at the peak, he said, which was high for historic norms. Now it's less than 3 percent.
And the lost manufacturing jobs won't come back, either, he said.

Historic streetcar - an expose of sorts

2011-01-27T17:40:00.009-05:00

Historic streetcar rail exposed on North Tryon Street. Photos by Mary Newsom

This posting is an excuse to share some photos that history enthusiasts and rail-lovers might enjoy. Pavement flaws in North Tryon Street uptown have exposed the reality that the city's old streetcar tracks are still down there. Here's a hat tip to Les Epperson of the city's Special Services division, which cares for some key parts of uptown. When I was interviewing him about sidewalks and snow removal (see last Saturday's op-ed, "City walkability goal hits an icy patch"), he mentioned that streetcar rails were visible where the pavement was worn, in the 500 block of North Tryon. I took a walk last week and sure enough, in front of the First United Methodist Church, I spotted them.

The rails aren't in very good condition – not surprising for metal that's been paved over multiple times. Epperson said not all the rails remain; some have been removed for various street projects.

For the record, Charlotte's last streetcar was put out to pasture in 1938. Streetcar No. 85 was the centerpiece of a "Good-bye To Trolleys" celebration at The Square on March 14, 1938. That car ended up being found in a Huntersville pasture in the 1980s, restored and then it ran for about 10 years, operated by the nonprofit Charlotte Trolley, on what are now the light rail tracks down South Boulevard. It was put out to pasture again – this time to the CATS light rail barn – and awaits its next mission.

Charlotte, like many other U.S. cities, hopes to bring back streetcar service, but its plans don't include North Tryon Street. Still, I like to imagine someone jackhammering up the asphalt on North Tryon and Car 85 running on those old rails again. In reality, of course, the condition of the rail (see close-ups below) and the missing rails make that impossible.

Threats to historic buildings - from the government

2011-01-24T14:34:00.004-05:00

The owner of the landmark P&N Railway Depot (above) wants to demolish it rather than meet city's code demands.

You may have read the op-ed I did in November ("City may seek landmark demolition"), pointing to an unintended consequence of the city's new non-residential building code – several demolition orders going out to designated historic landmarks that weren't in good repair.

Or maybe you caught the WFAE report last week on the Davis General Merchandise store, a century old historic landmark which has been ordered to make repairs, and whose aging outbuildings were ordered demolished if repairs weren't made.

Yes, this is yet another example of your city government and city elected officials being oblivious to the value of old buildings and historic buildings – and not just landmarks – when they adopt city policy. They're not necessarily hostile, just oblivious to the issue. Witness the happy ease with which planners and council members adopted zoning standards for transit-station areas that allow buildings so tall they'll alter the property value landscape, making smaller older buildings in places such as NoDa worth so little compared to the land they're on that owners won't even blink before razing them for towers.

As today's Observer editorial ("Historic landmarks? City turns blind eye") points out, City Council members say they didn't even discuss, when talking about the proposed ordinance last spring, what its effect might be on historic buildings. That's telling.

Walter Abernethy, the city's code enforcement director, says the issue did come up during stakeholder meetings before the ordinance was proposed. But the ordinance has little in it to protect landmark buildings.

Ted Alexander, with Preservation North Carolina, points out that PNC has covenants on the Davis store to protect it – though whether that could prevent demolition is, for now, an open question. (I've asked Ted but haven't heard back yet.) And it's important to remember that the city hasn't ordered demolition of the store and isn't pushing for it. It just wants repairs, which owner Silas Davis would have to pay for. Davis, when I talked to him Friday, was irate about the whole situation and said he didn't have the money for the repairs.

But as the editorial points out, it's the historic old Thrift depot that faces the more immediate threat. Its owner, CSX railway, would prefer not to spend what it would require to bring the building up to code. It's asking for a demolition permit. Because it's a landmark, the county historic landmarks commission can delay the demo for up to a year, but can't prevent demolition.

A few N.C. municipalities have gotten special legislation to let them absolutely forbid demolition in some selected cases. New Bern, for instance, can forbid demolition in its historic districts, although there are some procedural hoops everyone has to jump through.

Is the city's oblivion toward historic landmarks due in part to the governmental organization that has the landmarks commission lodged as part of the county government? Possibly. But notice that the Historic District Commission (not the same as the landmarks commission but with some similarities), is part of the city's planning department.

Parking lots as polluters

2011-01-20T16:24:00.000-05:00

We know driving creates pollution: ozone, other toxic tailpipe emissions such as particulates, contaminated water that runs off streets, the heat island effect of the asphalted street and highway network, etc. etc. But until now, few people had studied the polluting effect of parking lots.

But Eric Jaffe, in The Infrastructurist, writes about new work from researchers at University of California at Berkeley that looks at energy and emissions related to America’s vast parking infrastructure. The researchers write,

"The environmental effects of parking are not just from encouraging the use of the automobile over public transit or walking and biking (thus favoring the often more energy-intensive and polluting mode), but also from the material and process requirements in direct, indirect, and supply chain activities related to building and maintaining the infrastructure."

There's no national inventory of how many parking spaces, lots, decks are out there – one academic who's studied parking compares it to the "dark matter" in the universe – but the researchers point to such things as the heat island effect, where pavement raises summer temperatures which requires more energy for air-conditioning, etc. They calculated that when parking spots are taken into account, an average car’s per-mile carbon emissions go up as much as 10 percent.

And as long as we're trashing parking places (which even die-hard environmentalists probably wish they could find as they circle, circle, circle the lot on the Saturday before Christmas) check out "Six Reasons Free Parking Is the Dumbest Thing You Didn't Know You Were Subsidizing," by Christopher Mims in grist.org. The point is not that we shouldn't have parking, but that we should all be a lot more aware of the costs of building and providing it. Maybe we'd be more conservative in how we spend that money – if we realized we were spending it.

And for a parking-related footnote, here's a way Charlotte-Mecklenburg Schools might bring in a bit more revenue so CMS won't have to cut a whopping $100 million from the budget and lay off 1,500 people including hundreds of teachers:

Charge high school students more money to park their cars. If CMS provides buses to the schools (which it does, except to magnet high schools) then families that opt to let kids drive can pay for the privilege. Wake County Schools charge $170 and they're raising the fee. CMS charges $25. Ahem.

Each parking space adds $2,500 to the cost of a high school, a CMS architect told me a few years ago. Yes, staffers need parking spaces, and some students probably do, too. But a lot of that money could be better spent.

More stick than carrot in Chapel Hill

2011-01-18T15:13:00.004-05:00

I missed this when it happened, but last June, Chapel Hill adopted an ordinance requiring new development to include a small percentage of "affordable" units. Here's what was reported in the Triangle Land Use Newsletter from the law firm K&L Gates:

"On June 21, 2010, the Town of Chapel Hill replaced its affordable housing "expectation" [which applied only for rezonings] with an ordinance requiring that nearly all development that includes a residential component set aside a part of the development for affordable housing. The new ordinance takes effect on March 1, 2011.

"The new ordinance is a type of 'inclusionary zoning' ordinance, and applies to any new development, renovation, reconstruction, or change in use that results in five or more new dwelling units. The ordinance requires developers to set aside 10 to 15% of the new homes for affordable housing. In return, developers will be offered a bonus to allowed density or floor area for providing the required units and a waiver of some development fees."

The newsletter notes that a recent N.C. Court of Appeals ruling on Union County's adequate public facilities ordinance leaves the issue of a mandatory inclusionary zoning ordinance "unsettled."

Why bother with inclusionary zoning? Advocates, such as Charlotte's Mixed-Income Housing Coalition, say it helps spread affordable housing throughout the community, instead of having it all clustered in some parts of town. Or, more to the point, it means the few affluent neighborhoods that don't have any affordable housing would get a few units.

Opponents say it just raises the cost of all the other housing units. But Davidson officials report that it seems to have worked well there. (Back when developers were building housing, that is.)

HOT proposal for Indy Blvd should spark some heat

2011-01-14T14:27:00.003-05:00

Forget putting light rail transit down the middle of Independence Boulevard, and instead put bus rapid transit on high-occupancy-vehicle lanes already planned. Send a streetcar down Monroe Road. And convince the state to move its Regional Farmers Market to some of the vacant properties on Independence.

Yep, I think the recommendations this morning from a panel from the nonprofit Urban Land Institute will prompt some talk.

"My eyes lit up at the options," was the reaction from Carolyn Flowers, chief of the Charlotte Area Transit System. Even before the panel presentation had wound down, she was emailing to see if a presentation could be made to the Metropolitan Transit Commission, CATS' governing body, next month.

Her eyes lit up because the transit recommendation for Independence would, in essence, mean the state builds that Indy Boulevard transit line, and all cash-strapped CATS would have to find is money to buy buses and other equipment and to pay drivers. The ULI panel recommendation would even mean cost savings for the N.C. Department of Transportation for its long-planned Independence Boulevard widening project.

That's because the current plans to widen Indy Boulevard – a project for which there is at present no money in the state's five-year plan, but which is likely to get funded at some point later – call for a 52-foot center section to be reserved for a future CATS transit project – maybe light rail (LRT), maybe bus rapid transit (BRT); the MTC still has to decide. If you eliminate that 52-foot section but still build the planned HOT/HOV lanes, you could run BRT or express buses in the HOT lanes (and remember T=toll=revenue stream), and still need a narrower overall corridor, i.e. less money needed to buy right-of-way.

NCDOT secretary Gene Conti was part of the panel, so I'm assuming he'd have scotched recommendations that were thoroughly unworkable from NCDOT's point of view.

But .....

East Charlotte residents have spent years pushing for light rail transit, not bus, along Independence. They know LRT in general attracts more development than bus transit, because the rail means the route won't get switched, unlike a less permanent bus route. How will this new idea go over with them? Will the suggested addition of a streetcar along Monroe Road be enough of an inducement?

Several ULI panel members, from cities such as Houston, Denver and New York, all sang variations on this theme: Putting light rail along a limited-access, high-speed and high-volume highway like Independence won't attract much development. That's been a lesson from Denver's light rail, which runs next to a freeway, they said. "Nodes [neighborhood centers] on high-speed corridors do not work," said Carlton Brown, an economic development expert with Full Spectrum, a development firm in New York and Jackson, Miss.

So, they say, plan to put rail along the smaller commercial corridors where it does have a chance to attract transit-oriented redevelopment: Central Avenue and Monroe Road. Of course, no one had concrete proposals for how to find revenue to build even the Central Avenue streetcar, much less adding another. Their suggestions: Get creative. Build in phases. Find a benefactor, like Bill Gates helping the Seattle-to-Tacoma line. That led to a quip from an elected official in the audience – whom I'll not name, and so this person owes me one – about the "Leon and Sandra Levine Line." After all, the Family Dollar headquarters is right on Monroe ...

I was sitting next to East Charlotte activist Susan Lindsay. Her immediate reaction was that she wanted to know more before coming to a conclusion about whether to support or oppose the suggestions. But since the MTC lacks money for any transit of any form down Independence – or for any streetcars, any West Charlotte transit, or even enough money to extend the one light rail line past UNC Charlotte – a proposal that might allow rapid transit there in our lifetimes could just win some support.

Note: The ULI panel's recommendations are simply that – ideas from a group of experts from around the country. They don't supersede any existing plans or change any priorities.

Photo: Streetcar in Portland, Ore.

Seeking solutions to suburban problems

2011-01-12T16:35:00.000-05:00

As cities and counties across North Carolina and the nation scour budgets for ways to trim spending and – at least one hopes – make more economically prudent decisions for the future, they should look hard at what last 50 years of spread-out, low-density, auto-focused development has cost them. And how to change those costly ways.

After all, it costs a municipality (and rate-payers) more to spread sewer lines across subdivisions with 2- or 3-houses per acre than across blocks with 20 or 30 dwellings per acre. It costs more to serve cul-de-sac neighborhoods with adequate fire and emergency services, because in order to meet acceptable arrive-by times in areas with disconnected streets, you need more stations and personnel. (Here's what I wrote in February 2009 about that point - "Sprawl's dipping into your pocketbook," and a Charlotte city study that illustrates that point.)

Large expanses of highway right-of-way mean large expanses of property off the tax rolls. Big surface parking lots are not the best way to get high-value property onto the tax rolls. And so on.

But we've built our suburban style, single-use neighborhoods with streets that don't connect and shopping centers you have to drive to. What do we do now?

That's the topic of an upcoming conference at N.C. State University in Raleigh on Feb. 12: "Sustainable Suburbs: Re-Imagining the Inner Ring." (Disclosure: I'll be moderating the conference.)

Here's my quick two-cents on the overall topic:

Cent No. 1: "Inner-ring suburbs" means different things to different people. Does it mean the first municipalities beyond the city limits of a major city, such as Mint Hill, Matthews, Pineville, etc., regardless of when they were formed and how they were built? Or does it mean neighborhoods built on a suburban template, even those within the limits of the major city, such as Charlotte's Merry Oaks, Chantilly, Sherwood Forest, even Myers Park? I hope we can define the terms before we end up talking at cross-purposes.

Cent No. 2: Many planners, designers and even transportation officials understand the need for connected, walkable streets, higher-density buildings, mixed uses and access to transit – things lacking in many neighborhoods built after World War II. . But in many instances that form of development still isn't happening (and wasn't, when the financial crisis put a stop to almost all development in these parts.) So it would seem that the major stumbling blocks aren't in planners' minds, but in other areas: policies and laws, financing practices, existing ordinances, politics, and even in Americans’ cultural expectations. Can those stumbling blocks be overcome?

Conference registration closes Feb. 7. Among the speakers will be:

• William Hudnut III, ex-congressman, ex-16-term mayor of Indianapolis, author, Urban Land Institute fellow emeritus, clergyman and all-around knowledgeable fellow. Among his books: "Halfway to Everywhere: A portrait of America’s first tier suburbs."

• Ellen Dunham-Jones, co-author of the award-winning "Retrofitting Suburbia: Urban Design Solutions for Redesigning Suburbs." She'll talk about the problem of dead malls, vacant commercial strips, aging office parks and apartment complexes. Her book offers several dozen examples of suburban retrofit projects.

• Patrick Phillips, CEO of the nonprofit Urban Land Institute, who'll talk about what the financial crisis may mean for the prospect of building a more sustainable suburbia.

If you've read this far, you'll almost certainly be interested also in this early February Charlotte conference. The New Partners for Smart Growth conference, "Building Safe, Healthy and Livable Communities," will draw planners, designers, transportation and public health professionals, and others to the Westin Feb. 3-5. The website says scholarships are available, but deadline to apply is Jan. 14. It's sponsored by the Local Government Commission, a Sacramento-based nonprofit (and not the N.C. governmental agency).

Sound off to NCDOT about biking, walking,

2011-01-11T17:16:00.004-05:00

If you have thoughts - and I bet you do - about what the North Carolina Department of Transportation could do better to help bicyclists and pedestrians, here's a chance to give them your opinions.

Take a Bike-Ped survey for NCDOT. It's quick, and who knows, they may actually use it. Even if they don't, it might feel better to get stuff off your chest. Survey link sent courtesy of Dick Winters, the Safe Routes to Schools coordinator for Mecklenburg County Public Health.

Consolidation - promises kept?

2011-01-07T11:47:00.002-05:00

Talk's on the upswing again, and not just in Charlotte-Mecklenburg, about trying to run local government more efficiently by consolidating. And at his media briefing today, Charlotte Mayor Anthony Foxx gave yet another big plug to the idea, saying, "It's hard to shape community priorities when you have resources siloed."

A timely new piece on the website of UNC Charlotte's Urban Institute takes a look at what happened in 18 other city-county consolidations. The big headline? No real efficiencies were proved.

I asked Foxx today if he'd read the report, and what he thought about its findings. He said that while he believed there would be cost savings if Charlotte and Mecklenburg County governments merged, "I don't think that is the only driver." He thinks local government should be structured differently.

The UNCC report is by the authors of a new book, "City-County Consolidation: Promises Made, Promises Kept?": Suzanne Leland, associate professor of political science at UNCC, and Kurt Thurmaier, director of the Division of Public Administration at Northern Illinois University.

Here's what they conclude:

• Consolidation can improve economic development
"... Consolidated governments have performed more effectively in economic development than their comparison counties. ... This is one promise the majority of consolidated governments delivered on."

• Consolidation does not necessarily lead to more efficient government

"Our study yields little systematic evidence that consolidated governments operate more efficiently than their comparison communities. While about half of the cases in our sample seem to have lower rates of expenditure growth ... the other half of the sample does not produce the same data."

• Pro-Merger Campaigns delivered on most of their promises

In most cases (not all) they write, "the evidence is quite strong that the particular promises made to voters were kept, with very few exceptions."

High growth city = poorer city?

2011-01-05T15:56:00.000-05:00

I came across an intriguing new study, courtesy of the HoustonTomorrow website, which headlined it, "Fast metro growth =lower incomes: Study links poverty, growth." The study itself, "Relationship between Growth and Prosperity in 100 Largest U.S. Metropolitan Areas," by consulting firm Fodor & Associates, looked at the fastest-growing and slowest-growing U.S. metro areas 2000-2009, and looked at per capita income, unemployment rate, and poverty rate. It found that faster growth rates were associated with lower incomes, greater income declines, and higher poverty rates.

Charlotte-Gastonia-Concord and Raleigh-Cary were among the fastest-growing metros the study looked at – no surprise. The report's writers say it throws some cold water on the often-stated belief on the part of many elected and business officials that growing fast is an automatic route to prosperity.

One caveat: In a quick skim of the report I didn't see enough data to tell me whether it had taken into account the fact that many of the fastest-growing cities in the South and the West were poorer to start with, and the slower-growing cities in the North and Midwest were places with higher pay (manufacturing, unions, etc.) but less economic growth, hence less population growth. In other words, does the study show causality or just correlation? If any academics or others have time to pore through the report and offer an analysis, it would be welcome.

A sidewalk legend that just won't die

2011-01-04T19:18:00.002-05:00

Instead of posting this comment on the previous sidewalk piece, "Sidewalks: Fines? Red China? Remove fences?" I want to highlight it here, in hopes of killing some out-of-date misinformation that has a remarkable shelf life in local memory.

The fact that people continue to be confused about whether the city will repair a sidewalk or makes property owners pay for repairs is an indicator, I think, of how lame the city's overall sidewalk policies and advocacy have been. This shouldn't be read as an indictment of Charlotte Department of Transportation's pedestrian program manager, Vivian Coleman. [Note, 1:40 p.m. Jan. 5: Coleman has been promoted and is now Transportation Planner.] She has to swim upstream in a city of nonpedestrians and a city government that is only oh-so-slowly concluding pedestrians do, after all, deserve consideration. Indeed, CDOT may now be more enlightened on that matter than many other local agencies. (Can you say, "Charlotte-Mecklenburg Schools"?)

Here's the comment, sent from "Bruce Keith" sent about 10 p.m. Monday (Jan. 3):
If a sidewalk fails or breaks and the homeowner doesn't pay to repair it, the city will pave it with Asphalt, even in Historic Districts. This fence most likely is in the right of way but the city should maintain ALL of its infrastructure and ENFORCE all of its ordinances. This fence should be moved or removed and the city should maintain the walk, as it is Public Property in a Public ROW [right-of-way].
Commenter Keith is about 10 years out of date on that repair issue. CDOT used to charge property owners part of repair costs and, if owners wouldn't pay, the patch was cheap asphalt. But it changed its sidewalk repair policy in 2001. "Just as CDOT repairs potholes for cars, broken sidewalks are repaired to maintain quality facilities for pedestrians," CDOT spokeswoman Linda Durrett wrote me in an e-mail.

Plenty of Charlotteans don't realize the repair policy changed, and many repeat that bit of lore, maybe because some of those old asphalt patches are still around? In any event, if you want to read more about sidewalk repair policies, here's a link.

You'll note I didn't address the issue of rights-of-way and whether the city can legally require people to clear off sidewalks in the city (or state) right-of-way. I'm still checking on the legal issues. The city also expects property owners to mow the grass in planting strips, an expectation that doesn't seem to bring out nearly the hostility as asking people to keep leaves, snow, ice, etc. off their sidewalks. Go figure.

And the comment about rollout trash bins? Yet another reason that those horrible back-of-curb sidewalks are and were an abomination. Thank goodness the city no longer allows them to be built that way. But if you're in an area that's stuck with them, you have little choice but to clog the sidewalks with them, and, if you're thoughtful, haul them back in as soon as you can.

Sidewalks: Fines? Red China? Remove fences?

2011-01-03T18:11:00.001-05:00

A commenter to my previous post, who read the Sunday editorial "Urban streets will need urban sidewalks" correctly nailed it with his/her suspicion, based on the Runnymede Lane photo that ran with it, at left, that I was its author. (I'm among the four people at the Observer who write the unsigned editorials on behalf of the editorial board.) And he/she raises one of the trickiest issues that city transportation officials are going to have to confront: If you want to encourage people to walk, how can you ensure that sidewalks are kept clear? Read the comment in full, at the end of this.

Currently, property owners are expected to keep sidewalks clear. But the city's ordinances are murky about what the city can/can't order property owners to and it's generally silent on what punishment is allowed.

The commenter raises the specter of Red China and its cultural education camps. But rather than having an "education czar" (oops, those czars were in Russia, not China), he/she suggests the city should remove the fence shown in the photo. Er, wouldn't that be taking private property?

The commenter asks if I've ever called CDOT (Charlotte Department of Transportation) for enforcement. As a matter of fact I have called them about that messy stretch of sidewalk off and on for 10 years. After I wrote a June article about sidewalks ("Walk this way. If you can") with photos and called CDOT officials for information, the Runnymede sidewalk was finally cleared. I'm not sure whether CDOT contacted property owners or the publicity alerted them. But in the six months since then, the sidewalk has clogged again with leaves.

If you don't want an education czar, do you want to spend city taxpayer money on a fleet of clean-sidewalk enforcers? Hire people to monitor telephone or email complaints, dispatch inspectors and – if warranted – cite or otherwise notify property owners? And if you really want walkable sidewalks, should you wait for complaints or be pro-active in keeping them clear?

Currently, CDOT says it responds when people complain, but in my experience, my complaints haven't seemed to get much attention unless I put something in the newspaper with photos. I can't imagine they are hopping to it when people without access to printing presses or editorial pages complain.

But the underlying question is: Should the city beef up its attempts to keep sidewalks clear? And if the answer is "yes," (which is how I'd answer) what's the best way? Cite and fine property owners? Use city staff to clean sidewalks?

Here's the comment about sidewalks from the previous post :
I read the editorial in today’s (Jan. 2) Observer about urban sidewalks, to which Mary obviously contributed. (The photo of that leaf-cluttered Runnymede Lane sidewalk, which Mary has long bemoaned, gave it away). Frankly Mary, I agree with much of that editorial. I’m a retiree, live in a densely populated part of South Charlotte, and make good use of sidewalks as both pedestrian and bicyclist. My current sidewalk travel has been primarily for exercise, but given the ever-escalating cost of gasoline, I recently bought a small cart in which to haul groceries and other purchases behind my bike. I appreciate that our city provides an alternative that will keep me trim, save me some money, and help reduce traffic congestion and air pollution. But a sentence in that editorial has me puzzled. In mentioning that sidewalks outside of center city are often impassable, you or another editorialist ask “How can property owners be taught to keep them clean?” What!? Have the Red Chinese finally overrun this city? Will local government be expanded to add an education czar with the authority to haul affluent Runnymede residents off to a remote training camp in the mountains where they’ll be taught a lesson on how to rake leaves? I don’t think the Powell Bill, which helps fund sidewalk maintenance in Charlotte via taxed motor fuel, allows for that. In the case of Runnymede Lane, a better solution may be for the city to remove that tall, solid-wood fence shown in the editorial photo. It appears to be suspiciously close to the sidewalk, probably encroaching on city right-of-way. Have you ever called CDOT for enforcement? Fence removal will eliminate the “out-of-sight out-of-mind” strategy of the usually neat but sidewalk-hating Runnymedians. They – or their lawn service - will be out there with a leaf blower in a flash. Unfortunately, you can’t force folks to be thoughtful and responsible – unless you are part of the Red Chinese bureaucracy. In Charlotte, you have to hit them where they feel it – in their pocketbooks. Just call 311. And if the city doesn’t take care of the problem, the Observer should ask why we are paying bloated salaries and retirement benefits to government officials and not getting anything in return.

Holiday reading, til Dec. 27

2010-12-17T20:11:00.001-05:00

I'll be on vacation until Monday Dec. 27, so you'll have to make do. To keep you busy 'til then, here are a few links to interesting stories:

• Greensboro's Kristen Jeffers writes in Grist.org about the distressing lack of black, female "urbanists." "When I look around," she writes, "I mostly see only one type of person associated with the urbanist label: young, white, and male. ... The word 'urban,' when it's associated with African-Americans, is often synonymous with housing projects, poverty, and the poisoned legacy of urban renewal. " She's an MPA student at UNC Greensboro concentrating in community and economic development. (Here's her blog, The Black Urbanist.)

• The state of Oregon is considering a measure to ban single-use plastic checkout bags.

• Fort Worth's City Council has pulled the plug on further study of a downtown streetcar. This appears to mean the city won't accept a $25 million federal grant. (Hey, wonder if any of that now-available streetcar money might float Charlotte's way?)

• A study at University of California-Berkeley finds that at any given moment there are at least 500 million EMPTY parking spaces in the U.S. Says Donald Shoup, a UCLA urban planning professor and author of the book "The High Cost of Free Parking." "[Parking] is the single biggest land use in any city. It's kind of like dark matter in the universe, we know it's there, but we don't have any idea how much there is."

• CNN puts Charlotte on the map. Literally. In a piece, "Can streetcars save America's cities?

• Utah mom cited for neglect for letting her kid walk to school by himself. Note: The school system, in budget cuts, took away his school bus. Coming soon to a CMS school near you?

How's NCDOT doing in reducing emissions? Er ...

2010-12-15T14:04:00.000-05:00

It's distressing to see North Carolina ranks a dismal 37 in a new report assessing whether state transportation policies support reduced motor-vehicle emissions, which cause pollution as well as affecting global climate change.

The report, released Tuesday, is "Getting Back on Track: Aligning State Transportation Policy with Climate Change Goals," from two environmentally oriented nonpartisan, nonprofits, the National Resources Defence Council and Smart Growth America. It focuses on transportation because it's the second largest emitter of climate-changing pollutants after power plants.

Although every president starting with George H.W. Bush has called for reducing greenhouse gas emissions, the report notes, nationwide emission rates have gone up 27 percent from 1990 to 2007. While more efficient vehicles and cleaner fuels could mean large GHG emissions reductions in coming years, the report says, a projected 50 percent increase in vehicle miles traveled (VMT) by 2030 will undermine those savings. "Without bringing down transportation emissions, it will be impossible to achieve the reductions scientists have deemed necessary to avoid the worst effects of climate change," the report says.

It looked at which states have adopted transportation policies and goals to help reduce GHG. No state got a higher grade than B-, most scored lower than D. Most states, it found, make decisions that will likely increase emissions.

The federal government did not get off unscathed. The report points out that while the feds require a 50 percent local match for public transit projects, highway and bridge projects usually get 80 percent federal money, with only a 20 percent local match. Also, a large proportion of federal aid funding is divvied up according to formulas based on VMT, fuel consumption and highway lane miles. States that work to reduce VMT and fuel consumption would be penalized when it comes to getting federal money.

California, Maryland and New Jersey topped the state rankings. All of North Carolina's neighbors scored better: South Carolina was No. 28, Virginia 12, Tennessee 25. At a telephone news conference Tuesday, NCDOT's Jim Westmoreland, the deputy secretary for transit, defended the state, saying, "We're a definite work in progress." He noted that projections are for VMT in North Carolina to double by 2030. That will make it even more important to promote mass transit and other travel modes. Westmoreland noted the state's high-speed passenger rail investments, and gave a shout-out to Charlotte's successful light rail line.

And he pointed out that the N.C. Board of Transportation in July 2009 adopted a Complete Streets Policy, which means it considers pedestrians and bicycles as well as motor vehicles in designing new projects.

All to the good. Let us hope the next such survey finds North Carolina pushing into the top 10, instead of trailing our fellow Carolina to the South.

Photo credit: 2002 Observer file photo of Charlotte skyline, by John D. Simmons

New property tax source for Mecklenburg?

2010-12-13T14:17:00.001-05:00

As more local governments such as Mecklenburg County find themselves in intense revenue pain, more are looking to their well-funded nonprofit institutions, which don't pay property taxes. In programs called "payments in lieu of taxes," the nonprofits make voluntary contributions in recognition that they use local services but pay no property taxes.

A new report from the Lincoln Institute of Land Policy on "Payments in Lieu of Taxes" finds at least 117 municipalities in at least 18 states are using them. Large cities collecting PILOTs, as they're called, include Baltimore, Boston, Philadelphia and Pittsburgh.

The report notes that PILOTs aren't appropriate for all types of nonprofits. They're most appropriate, the report says, in local governments that rely heavily on property taxes, and for nonprofits owning large amounts of tax-exempt property and that provide modest benefits to local residents.

Some PILOT programs are done case by case, such as New Haven, Conn., and Yale University. Boston has a systematic PILOT program that creates more equity among the nonprofits.
The report notes that Duke University Medical Center in Durham pays a $300,000 fire service fee paid to the City of Durham.

In an era marked by teacher layoffs, library closings and cuts to important public health and educational services, is it time for Mecklenburg County to start talks with some of its larger and big-property-owning nonprofits?

Hyong Yi, the county's budget director, tells me Mecklenburg County isn't getting any payments of this sort from any nonprofits in the county and he didn't know of its being discussed locally. Nor is Charlotte budget director Ruffin Hall aware of any to the City of Charlotte.

Obviously, there are many sides to consider beyond simple tax revenue: How financially stable is the nonprofit? What services does it provide to the community that might make up for its lack of property tax payments? What services does it require from the community? Should a PILOT program apply to churches? What about nonprofit hospitals, such as Carolinas HealthCare System, which owns a ton of real estate, or Presbyterian Hospital? Several other states ended up in lengthy court battles over nonprofit hospital properties and whether they should be taxed.

The report's authors offer several cautions. A news release about the study says:

“PILOTs can provide crucial revenue for certain municipalities, and are one way to make nonprofits pay for the public services they consume,” said the report’s authors, Daphne A. Kenyon and Adam H. Langley. “However, PILOTs are often haphazard, secretive, and calculated in an ad hoc manner that results in widely varying payments among similar nonprofits. In addition, a municipality’s attempt to collect PILOTs can prompt a battle with nonprofits and lead to years of contentious, costly, and unproductive litigation.”

Foxx's 3 C's - including consolidation

2010-12-07T16:45:00.003-05:00

Mayor Anthony Foxx made a series of proposals, some of them sure to be controversial, in his State of the City speech this morning – his first since being sworn in as mayor last December. Among them:

• He reiterated his belief that city and county governments should ultimately consolidate. "It will never happen if we don't start now," he said.

• He'll convene a regional group early next year to develop a plan for bringing the region's fractured transportation planning organizations. Most metro regions have one regional transportation planning body. The Charlotte region has six, or if you count Hickory, seven. "The time has come," Foxx said, and said he wanted the regional group to come away with "concrete steps." He said: "The time has come."

• He wants to create a board of experts who'll take a comprehensive look at after-school programs and create a competitive grant-making process, akin to the federal Race to the Top for state school systems. The city still funds some after-school programs, but has cut its funding to others.

• Charlotte City Council, he said, should be prepared to support state legislative agendas of fellow elected bodies such as Charlotte-Mecklenburg Schools. He endorsed raising the cap (now at 100) on the number of charter schools the state allows. And with CMS facing "staggering cuts," he said, the City Council shouldn't have reduced its funding for school resource officers and school crossing guards. (Here's reporter Steve Harrison's article on that.)

The city in the coming year should focus on what he called the 3 C's: Consolidation, Collaboration (i.e. regionally) and Children.

It was obviously not the sort of speech you'd have heard from former Mayor Pat McCrory, the seven-term Republican who shied away from speechifying about public schools in general and CMS in particular. (That may have made him the wiser politician, of course. CMS in general is a topic that gets many people's blood boiling, from both ends of the political spectrum.)

I saw no one in the crowd I recognized as a Republican, and plenty I recognized as Democrats, but of course people don't have to wear badges. So while Foxx offered congratulations to incoming N.C. House Speaker Thom Tillis of Cornelius, and incoming Senate President Pro Tem Phil Berger, both Republicans, and even threw them a political bone with the recommendation to lift the charter school cap, I wonder if that will do much for bipartisanship. "We look forward to working with you," Foxx said. Then he quipped, "And we desperately hope you (the legislature) won't take any of our money."

But Tillis wasn't there. Nor were any Republican elected officials.

Foxx ended his talk with a nice little vignette, asking the crowd to recall the cathedral builders of old. Some workers, he said, spent their whole lives just moving stones from one place to another, and never lived to see the cathedral they were building. As a city, he said, "If we don't move those stones to the proper place the cathedral will never get built."

An urbanist's gift-book list

2010-12-02T14:54:00.001-05:00

Planetizen.com has released its annual list of the Top 10 urban planning books. Take a look.
I haven't yet read and thus can't in all honesty recommend any of them but one - "What We See: Advancing the Observations of Jane Jacobs," a collection of essays by well-known urban writers looking at cities and the issues cities face. The idea was to put into practice Jacobs' technique of looking at the real world and how it functions instead of letting your view be clouded by insisting on applying theories, whether of planning of economics, regardless of whether the facts showed something different.

Mary Rowe's piece on getting to know Jacobs, who died in 2006 in her adopted home of Toronto, is filled with warmth and close-eyed observation.

Roberta Brandes Gratz writes, in vigorous prose, about the crucial importance to "green" building of preserving buildings instead of demolishing. Ans she quotes one of my favorite passages from Jacobs' masterwork, "The Death and Life of Great American Cities" about how creative entrepreneurs and new business start-ups must have the inexpensive space that new buildings simply can't offer:

"Cities need old buildings so badly it is probably impossible for vigorous streets and districts to grow without them. By old buildings I mean not museum-piece old buildings, not old buildings in an excellent and expensive state of rehabilitation – although these make fine ingredients – but also a good lot of plain, ordinary, low-value old buildings, including some rundown old buildings. ... Old ideas can sometimes use new buildings. New ideas must use old buildings."

I haven't finished the book; it's a good one to dip into when you need an urban-writing fix.

If you missed it, here's the 2010 Planetizen book list. I can recommend Anthony Flint's "Wrestling with Moses" as an exceptionally readable history/biography of New York's parks/highways/everything czar (and you thought Obama's czars had too much power?), and Jacobs and their struggles to shape New York. In addition, "The Smart Growth Manual" by Andres Duany and Jeff Speck is a readable little handbook with simple prescriptions, such as "Design public places around existing trees," and " Designate civic sites in each neighborhood." Under the heading, "Price parking according to its value," is this: "Of course there is never enough parking. If pizza were free, would there ever be enough pizza?"

Walmart goes urban? Mayors rule? And buses return

2010-11-30T18:20:00.001-05:00

While I was eating Thanksgiving turkey and then fighting (and losing) a cold/cough, the interesting links have stacked up in my inbox as thick as shoppers at the Apple store last weekend.

1. Here's a piece about Walmart's plans to – hold onto your reindeer antler-hat – build an urban-style store in Washington. It'll have five floors, with small-format retail lining the H Street sidewalk, Walmart behind, parking underground, and 315 apartments on the upper floors. The behemoth retailer plans several other DC stores, none as urban as that one.

I'll pause here to let SouthEnders brag about the Lowe's on South Boulevard, which wraps the back end of the big-box in condos, has small-scale retail on the street, and has rooftop parking. But that project, though hailed nationally, still has some weirdness, such as that very odd, one-story building at Iverson Way and South Boulevard. It appears to be empty. Is it a store? If so, for whom? And the big ole surface parking lot is still a big-ole surface parking lot, though a bit smaller than it would be without the rooftop parking. But even with those quibbles it's about a zillion times more urban than anything Walmart has done here.

2. Here's a look, pegged to the climate talks now under way in Cancun, at the role mayors expect to play in the fight against global climate change: "But as nations dither, hundreds of cities are pledging to rein in emissions, slash energy usage, and turn to renewable energy sources. Mayors say they see greater urgency than national leaders do." Which only makes sense. Mayors are the ones who have to deal most directly with so many problems that have little to do with partisan politics: how to fill potholes, cope with traffic, build/maintain parklands, etc. (And if you're among the declining number of climate-change deniers, you might ask yourself why you're choosing to disbelieve the vast majority of the world's climate scientists and instead prefer to believe partisan politicians, right-wing pundits and think-tanks underwritten by fossil-fuel companies. I mean, you're free to believe those sources. But, um, why?)

3. While most eyes have been focusing on either road-building, high-speed rail plans or urban mass transit proposals, the N.C. Department of Transportation has quietly expanded intercity bus service. In October it began running daily two routes connecting Charlotte (the uptown Greyhound station on West Trade) with Boone and with Fayetteville. The Mountaineer North/South leaves Appalachian State University at 9:15 a.m. daily, arrives in Charlotte at 12:50 p.m., stopping in Lenoir, Hickory, Lincolnton and Gastonia. The return bus leaves Charlotte at 6 p.m. The Fayetteville route (Queen City Connector) stops in Laurinburg, Rockingham, Wadesboro and Monroe. The return leaves Charlotte at 6 p.m.

Coach America operates the buses with NCDOT funds. Tickets are $8 to $20, depending. And yes, the buses have WiFi, NCDOT tells us. For ticket information, click here.

Buses aren't as beloved as trains, but they serve an important role in transportation. Just ask a college kid who's counting pennies, or an elderly grandparent who wants to come to Charlotte but doesn't want to drive in the big-city traffic.

What's ahead for uptown? A sneak peek

2010-11-18T11:55:00.000-05:00

Here's a quick and non-specific glimpse of what'll be recommended in 2020 Plan for Charlotte's center city. Details will be fleshed out at a 5:30 p.m. public workshop today at the Charlotte Convention Center. All is part of the updating of Charlotte's uptown plan - the last big update was the 2010 Plan, so it's clearly time. Charlotte Center City Partners and the City of Charlotte planning department are shepherding the Center City 2020 Vision Plan.

With the help of some sources I've gotten some sense of what's to be unveiled tonight. Examples:
1. More higher education presence uptown. The consultants previously had talked about better links among UNC Charlotte, which has a new uptown building under construction; Johnson C. Smith University; Johnson & Wales University; Central Piedmont Community College; and various other higher ed institutions with operations in or near the center of the city. Blue-sky ideas mentioned previously: Maybe a joint student union for all the students? Beefed-up education opportunities in center city?
2. Solve the shopping problem. Just about everyone in the workshops wanted more shopping downtown. This is tricky for many, many reasons. I look forward to hearing more specifics from the consultants, because if this were easily solved it would have been solved by now.
3. A network of parks and green spaces. This was another popular item in public workshops. And it isn't just as easy as buying up an old parking lot somewhere, ripping out the concrete, planting grass and waiting (and waiting and waiting) for people to use it. Finding the public money, civic will and - crucial - the good design and strategic locations to create well-designed and sited green spaces will be harder than it sounds. And don't forget the "network" part. Again, I'll be eager to hear details.

Look for other strategies on cultural venues, the nexus of research-jobs-innovation, and closer attention to building neighborhood centers.

Disclosure: Observer publisher Ann Caulkins is a co-chair of the CCCP uptown plan effort. She doesn't know I'm writing this and hasn't told me what I should or shouldn't write, or even whether to write anything. You're getting my own thoughts on this topic.

Will spurned Wis., Ohio, rail money come to N.C.?

2010-11-17T17:40:00.000-05:00

U.S. Transportation Secretary Ray LaHood dropped major hints today in Charlotte about more federal money coming to North Carolina’s high-speed rail plans, from funds to be reallocated away from Wisconsin and Ohio. LaHood and Federal Transit Administrator Peter Rogoff were in town speaking to about a hundred local and regional politicians and transportation officials.

Both those Midwest states elected Republican governors this month who campaigned against high-speed rail projects in their states that had won big federal grants: $810 million to Wisconsin for Milwaukee-to-Madison, and $400 million to Ohio for the so-called 3Cs project: Cleveland, Columbus and Cincinnati.

“Some governors were elected who said maybe we don’t want to be in the high-speed rail business,” LaHood said. “We are going to reallocate some money from Ohio and Wisconsin.”
Because of North Carolina’s work already on high-speed rail (and its work on intercity passenger rail), he said, “We are going to be making some announcements about that. ... Because of the leadership of the state on high-speed rail, you all are going to be in the high-speed rail business.”

Wisconsin's Gov.-elect Scott Walker has recently been waffling on whether to give back the $810 million, suggesting maybe it could be used for other transportation needs. But Wednesday, speaking in Charlotte, LaHood was specific. "The money's going to be reallocated," he said. Firmly.

Turns out the question of reallocation came up Tuesday at a high-speed rail conference in Richmond. My colleague Jack Betts (see his This Old State blog) asked Patrick Simmons of the N.C. DOT’s rail division about the possibility. Simmons replied to Betts via e-mail: "If OH & WI do not follow through then I expect USDOT to allocate the monies where they can be put to work for the original program of investing in infrastructure, creating jobs, enhancing mobility and so on. From our years of work and previous investments NC is well-positioned to compete for these funds. Several other states will be competitive too."

(See below for more talk of reallocation, this time of streetcar money, possibly toward Charlotte.)

Other key points from the talk:

- LaHood's oft-mentioned use of the term “public-private partnerships.” Why? “There are not enough tax dollars to do all the things we want to do. We have to rely on the private sector.”

- Rogoff (right) heaped praise on Charlotte: "Charlotte has been one of our great success stories," he said. He mentioned not just the light rail but the city's partnership with the private sector (Bank of America) in building the Transportation Center on Fourth Street uptown. He pointed out Charlotte was one of only five cities to win an urban circulator grant for a streetcar and said the city's earlier work to lay the tracks [along Elizabeth Avenue] while pavement was already torn up for a street improvement “is visionary thinking.”

- Rogoff again: People try to pit transit versus highway. "I think it’s a false choice," he said. He pointed out 55 percent of all transit trips in America are on roads – by bus. "I need a good efficient road system."

More reallocation in the future?

This afternoon, amid a lengthy meeting of the Metropolitan Transit Commission about diminished transit revenues, Charlotte Area Transit System chief Carolyn Flowers mentioned that Charlotte was one of only five cities to get a streetcar grant in July. (LaHood mentioned the same). Charlotte, so far, is the only city still moving ahead on its streetcar, she said, and it's possible some of those federal funds might be reallocated.

FTA rules said construction must start within 18 months or the city will lose the money. Chicago, St. Louis, Cincinnati and Dallas-Fort Worth also received money for streetcars.

Photo credit: Ray LaHood in Charlotte. DAVIE HINSHAW / CHARLOTTE OBSERVER STAFF

Art sprouts on doomed building

2010-11-16T18:12:00.000-05:00

The long-lived but still-doomed Virginia Paper Co. building on West Third Street uptown sports new art on its boarded-up windows. It's the result of a collaboration among artists with ties to the McColl Center for Visual Arts, students at Hopewell High School, the Arts & Science Council and the Charlotte Knights.

Artist Annabel Manning, a former McColl Center artist-in-residence, worked with the students and their teacher, Ben Permeaux (a future McColl Center teacher-in-residence) on collages inspired by artist Romare Bearden, a Charlotte native and the namesake of Romare Bearden Park, which is to be built in Third Ward if/when the county parks department can find the money.

The students looked at Bearden's work, then used computer software to create their own, contemporary visions of what a Bearden collage might look like today. The vinyl panels were installed Monday on all the upper level of windows and all the windows facing Third Street. Each panel is the work of a different student.

The historic and architecturally significant building is owned by the county but has been leased for $1 a year (for up to 99 years) to the minor-league baseball team Charlotte Knights, which has planned to demolish to build a new uptown stadium. But with the economic crash, the Knights haven't moved forward with their plans. Under the lease agreement the county could void the lease if the Knights can't have their stadium ready to open by fall 2011 – which doesn't look likely. But so far the county hasn't opted to do so.

In my role as Observer editorial board member I've written before about the Knights' lack of upkeep of the building. Last summer a city building code inspection found the Knights weren't keeping the building up to code. It found trash, kudzu and standing water, as well as evidence vagrants had lived there. The new boarded-up windows resulted from that inspection.

And now, at least, some of those boarded-up windows have a more pleasing appearance. It's to the Knights' credit they've cooperated in the artistic endeavor.

PHOTO CREDITS:

Romare Bearden-inspired vinyl panels on the Virginia Paper Co. building (Nov. 15, 2010, photo by MELISSA SUE GERRITS/Charlotte Observer)

Broken windows mar historic building (Feb. 16, 2010, photo by MARY NEWSOM/Charlotte Observer)

Do cities matter? Whither the suburbs?

2010-11-11T16:00:00.000-05:00

Do cities matter? Are the suburbs declining or healthy? I'm sharing a variety of links today that take differing looks at things. Note – I don't necessarily agree with everything written here, but found the articles of interest.

First, the Center for American Progress writes about "Trouble in the Suburbs: Poverty Rises in Areas Outside Cities." This is not unexpected: As center cities have gentrified, some of the low-income families who were displaced have moved farther out. And as jobs have moved to the suburbs, workers have followed, including those earning lower incomes. Then, the recession is forcing some middle-income families into the ranks of the poor.

The article links to a 2000 paper by the UNC Center for Community Capitalism, "Facing the New Suburban Housing Crunch," which found that the problem of finding affordable housing is not just a problem for the poor but is moving deeper into the middle class.

The article also links to this Brookings look at the new map of poverty in the U.S. It reports, "The number of poor people in large metro areas grew by 5.5 million from 1999 to 2009, and more than two-thirds of that growth occurred in suburbs." Last March Brookings had an interesting report, "Job Sprawl and the Suburbanization of Poverty."

The natural order of land values would hold that being near the center would make land more valuable, hence most costly, hence center cities would be home to the wealthier people. That's the pattern in European cities, where the poor live in the suburbs. (The very rich have in-town homes and villas or chateaux in the country.) The U.S. has been different, due in part to federal involvement in housing programs dating to the mid-20th century, when federal loan programs specifically encouraged suburban housing and pretty much forbade federally backed loans in neighborhoods inhabited by black people or other ethnic groups. That had the effect of reserving the suburbs for white, middle-class homeowners. Of course, the disinclination of many white people to live next door to black people played a huge role, too. And large-lot, single-family zoning created large areas where only middle- or upper-income homeowners could afford to settle.

But the end of those discriminatory policies and the efforts of many cities to add more multifamily housing in the suburbs seems to be changing the U.S. suburban landscape as well.

In some ways, spreading low-income families through the suburbs is not a bad thing. As several of the articles point out, it means poverty is less concentrated. But social services and public transportation are not as readily accessible in the suburbs, where local governments may not be equipped to serve the poor the way city governments are. (This, of course, raises the question of what is "suburban"? In a city such as Charlotte, with liberal annexation laws, the city limits themselves take in plenty of "suburban" neighborhoods that, in other areas of the country, would be separate municipalities.)

Changing topics, here's a provocative piece from National Resources Defense Council blogger Kaid Benfield: " 'Cities' may not matter as much as we think - regions and neighborhoods are where things actually happen."

He starts off noting that, of course, cities do matter. He also notes the problem of city limit lines having little to do with the reality of a metro region's functioning. But, he says, not enough attention is being focused on the suburbs (he means separate municipalities). He writes: "Stormwater runoff per capita is much worse in suburban sprawl, as are emissions of all sorts (CO2 per capita from transportation). One can even make the case that we should be going easier on cities than on sprawling places: To paraphrase David Owen, why put skinny people on diets? My personal view is that our environmental framework absolutely should be tougher on sprawling places than urban ones, but that urban ones should also do their fair share to heal our ecosystems, through appropriate standards, safeguards and mitigation."

He continues: "Unfortunately, I think we remain relatively less attentive to the suburbs, largely because our crazy patchwork of municipalities makes them legally so diffuse and with very rare exceptions there simply is no regional authority to address them as a group."

Illustration from San Jose Mercury News/MCT

CCCP backs down from $1M market ask

2010-11-10T16:57:00.000-05:00

Charlotte Center City Partners is backing off its request for up to $1 million in city funds to help upfit a former uptown store as a city market. Michael Smith, president of the uptown boosters' group, told me this afternoon they have "postponed" their return to the city's economic development committee to ask for the money.

Instead, he says, "We just want to be further down the road," with plans for upfitting the former Reid's Fine Foods store on Seventh Street at the Lynx light rail line (in photo, below right). The group will hear potential vendors at the market in a 4:30-6 p.m. session today, and then from the general public at a 6-7:30 p.m. public meeting and workshop tonight.

Afterward, Smith said, they'll use the information they hear to work with design firm Shook Kelly on what changes are needed to the building. (An interesting side note: When Seventh Street Station was originally being built the space that eventually became Reid's Fine Foods grocery was first designed to hold a city market.)

After coming up with the design plans – and here's the change of plans – "an organizing committee will be established to raise funds to build out the interior and exterior of the market by applying for grants from private entities, foundations and the U.S. Department of Agriculture that will match the private and in-kind dollars already raised," says a CCCP news release.

Whatever the gap is, between what's raised and what the upfit costs, will be what CCCP will ask the city for, Smith says.

That's a much smarter approach. I think a city market is a fine idea. But it was politically clumsy (some might say delusional, though I maybe wouldn't go that far) for CCCP to think City Council members, who got scorched earlier this year when they found $12 million to help launch a city streetcar project, would happily sprinkle $1 million big ones over a market.

As the Observer's editorial board said in a Sept. 15 editorial: "Could the market upfit happen for less than $1 million? Are other funding partners available? The city must explore those options before it plunks down a big chunk of the public's money. We'd hate to see the idea scrapped. That would be a lost opportunity. But $1 million from city taxpayers? That's going to take a lot of swallowing."

The new approach makes much more sense. The group's market consultant, David O'Neil, says the U.S. Department of Agriculture and big foundations are looking seriously at food issues and "food hubs." Further, he says, "You can spend a lot of money on these things [market buildings] and waste a lot of money."

Figure out how much you really need to do on the building – for which CCCP has procured a lease from owner Bank of America – then try to get private money and only then, if you need to, tap the public coffers. That said, it's absolutely appropriate if it's necessary for the city to kick in some money for a market. Ditto the county. Cities all over America have publicly built and- or publicly owned markets. Even little Asheboro, N.C., has a city-owned downtown market building, some Asheboro-based friends tell me. So does Hendersonville, among many other places. There's nothing odd or sinister about the idea, and a market is a great chance to help small entrepreneurs build small businesses.

But politically, right now, with schools being closed, yet more teacher layoffs looming, libraries and rec centers severely cut back, to cough up $1 million for an uptown market would go over about as well as the Ebola virus. Smart move, CCCP, to retrench and restrategize.

Photo credits: Tommie Hagood inspected produce in July at the Historic West End Market on Beatties Ford Road. DIEDRA LAIRD/CHARLOTTE OBSERVER

Reid's building: DAVIE HINSHAW/CHARLOTTE OBSERVER

Will killing train kill jobs?

2010-11-05T15:04:00.001-04:00

Here's a shirttail to my post on the future of high-speed trains. A company that opened in Milwaukee to manufacture and maintain high-speed train cars says if Wisconsin cancels its proposed high-speed rail project between Madison and Milwaukee, it will have to leave.

Talgo, the Spanish-owned company, is working on an order for Oregon trains. The piece in the Daily Reporter of Milwaukee says:

“We were hoping to stay in Wisconsin and we were expecting our business to grow,” said Nora Friend, a Talgo spokeswoman. “But once the order for the Oregon trains are done, we would have to shut down the facility. I don’t think that’s what the new governor wants.”

The trains to fulfill an order from Oregon are to be completed by the spring of 2012. Talgo recently hired 40 workers and expects to eventually employ 125, she said.

Gov.-elect Scott Walker has opposed the project, for which Wisconsin received an $810 million federal grant. On Wednesday the Wisconsin DOT suspended all work, although it has already signed an agreement with the federal government for use of the money. What happens next is not clear.

High-speed rail plans still on track?

2010-11-04T18:22:00.001-04:00

What do Tuesday's election results mean for passenger rail in North Carolina? The apparent Republican heir to the chairmanship of the House Transportation Committee, Rep. John Mica of Miami, says he wants to re-examine President Obama's almost $10 billion in high-speed rail grants. He doesn't oppose high-speed rail, he told the AP, but disagrees with some of the states that won grants. Hmmm. In January Florida snagged $1.25 billion for a Tampa-to-Orlando (and eventually to Miami) line. But Mica thinks the Northeast is the only corridor that can support high-speed rail.

North Carolina won a $545 million federal grant. It was part of the stimulus package for "high-speed rail" projects, although in North Carolina's case, don't be imagining bullet trains. The state plans to use most of its half billion to upgrade the Raleigh-to-Charlotte route. It projects top speeds of 90 mph, eventually reducing the average Raleigh-Charlotte trip nearly an hour from the current 3 hours 10 minutes.

I checked in with Patrick Simmons who heads the rail division of the N.C. Department of Transportation. What does he foresee for North Carolina's high-speed passenger rail project with Republicans in charge of the U.S. House, not to mention both houses of the N.C. legislature?

Simmons said he expects additional scrutiny and questions, but that the funding the state has received is secure. The state is very close to signing an agreement with the feds, he said. "Short-term, I feel good," he said. Long-term? He expects the whole U.S. passenger rail program to be questioned at a national level.

A savvy observer might find reason for concern. After all: The Wisconsin DOT on Thursday told contractors to stop work on that state's Milwaukee-to-Madison high-speed rail line, which had won $810 million in federal money. Republican Gov.-elect Scott Walker has promised to cancel the project, although shortly before the election the current governor's administration and federal administrators signed an agreement to commit the state to spending all $810 million of federal stimulus money.

And in Ohio, the Republican governor-to-be, John Kasich, who defeated incumbent Gov. Ted Strickland, opposes to plans for faster train passenger service there - the 3Cs line connecting Cleveland, Columbus and Cincinnati. The Obama administration gave that project over $400 million this year.

What might it mean for North Carolina's passenger rail, I asked Simmons, that the legislature will be dominated by Republicans? He reminded me that the whole idea for the NCDOT's role in passenger rail came during the administration of Republican Gov. Jim Martin.

Yonah Freemark of The Transport Politic has a good national analysis. The map is cool, too.

Sustainability: Can Charlotte sustain enthusiasm?

2010-11-02T15:05:00.001-04:00

What will the Charlotte region be like in 2030? "Charlotte 2030: A Sustainable Vision for our Region," released on Monday by the nonprofit Sustain Charlotte, paints an idealistic image of sustainability nirvana. It's a 16-page wish list put together after a gathering last spring, and includes envisioned goals in 10 different areas. Examples:

• "The region is a national leader for clean energy and green jobs,
which include research, design and manufacturing of innovative
technologies."

• "Energy usage per person is reduced by at least 20% – or 1% per year."

• "Acres of parkland per person meets or exceeds the national average."

• "Economic growth is not viewed as dependent on infrastructure
expansion."

• "New development takes place near existing development
or on previously developed sites (re-development)."

• "Buildings are designed for reconfiguration to accommodate
changing needs."

Now comes this pundit's commentary: Obviously our city, region, state and nation need to get a lot smarter about our energy use, develop new sources and learn to better conserve what we produce. We need to transition into a way of life that isn't so wasteful of our land, our resources and our public money. The Charlotte 2030 vision would be grand, if even half of it comes to pass.

But if I had $10 for every laudable "envision Charlotte" brochure or pamphlet or website produced in the past 20 years I'd be blogging at my leisure from the south of France between glasses of the local red while I live off my accumulated wealth. Will this effort be The One to succeed at changing the behavior of businesses and people? I confess to skepticism. I'm writing this on an election day when experts predict a takeover of Congress by a party that rejects the idea of carbon limits ("the energy tax"), vows to stymie the EPA at every turn and holds many members who cling to the notion that global climate change is a hoax perpetrated by all the world's climate scientists except a brave few. (I personally cannot envision a group of people less easily herded into a global hoax than a large collection of scientists and academics, many of whom relish bursting conventional wisdom bubbles and try their best at revisionist history.)

These are the people that a majority of voters are going to give our government to? This doesn't bode well for much action at the national level beyond continued mountaintop removal (see photo above), offshore oil spills, declining air and water quality.

So it will be up to cities, and a few states (but not likely North Carolina). Will Charlotte be one of the cities that rises to the occasion? Hard to say. Many of our elected officials are happy to be environmentally friendly until it means they actually have to displease any businesses or spend any government money on the notion.

But I'll end on a modestly cheerful note: Sustain Charlotte drew a crowd of about 60 to its launch at Trade and Tryon uptown, and is drawing on a lot of people relatively new to the region and enthusiastic about the mission. Plenty of things are happening at the small, local level regardless of what happens in Congress. And for now, that will have to suffice.

Photo: Kayford Mountain, West Virginia, victim of coal mining that removes the mountaintop. Credit - Observer file photo/AFP/Getty.

'A citadel of bigotry and Babbitry'

2010-10-24T15:23:00.002-04:00

My furlough week (no work, no pay) begins in a few hours, during which I'm not allowed to do anything that smacks of Observer work, so no Naked City postings (or comments moderated) until Monday Nov. 1. In other words, don't think I'm ignoring you because I don't like you. I'm ignoring you because federal law says I must.

Until then, have fun with this item from former Observer Forum editor Lew Powell, who's staying busy in retirement posting interesting tidbits from N.C. history at North Carolina Miscellany, a blog offered by the North Carolina Collection at UNC Chapel Hill's Wilson Library. Here's a great bit, "The Making of 'The Mind of the South,' " which includes a paragraph describing Charlotte that may sound familiar to many of you, even today. It was delivered by former Observer editorial page editor Ed Williams, and it refers to the writings of W.J. Cash, in H.L. Mencken's American Mercury magazine:

“Other articles in the Mercury would follow, including an indignant portrayal of Charlotte as a citadel of bigotry and Babbitry, besotted by Presbyterianism and in love with Duke Power Co., a city where life for many consisted of ‘a dreary ritual of the office, golf and the church’ that is ‘unbearably dull even for Presbyterians.’

If you explore the site you'll find a fabulous photo of Ike and Mamie Eisenhower in their bathrobes, waving to a crowd from a train car in Salisbury in 1952.

This time, Atlanta gets streetcar bucks

2010-10-20T16:19:00.000-04:00

The news emerged last week, and official word came today. Atlanta won a $47 million U.S. DOT grant to help it build a proposed $72 million streetcar line. Here's a link to the Atlanta Journal-Constitution article with details. Salt Lake City also won a streetcar grant, for $26 million, and Los Angeles won $20 million for its Crenshaw/LAX light rail line. Yonah Freemark of The Transport Politic offers an analysis here. He notes that of the $600 million total in these so-called TIGER II grants most went to small-scale projects in small and mid-size cities for street improvements, building transit centers, and rehabilitating freight lines. Here's a link to the USDOT site where you can find the list of capital project grants and the list of planning grants.

Asheville won an $850,000 planning grant for its East Riverside Sustainable Multimodal Neighborhood plan. The project will "integrate existing master plans and revise codes and regulations (emphasis mine) to create sustainable development." For a bit more information, see Page 22 of the link for planning grants.

Happy Birthday, Lewis Mumford

2010-10-19T13:06:00.001-04:00

John Clark (the longtime WDAV general manager and local arts leader who decamped in 2007 to Asheville but recently returned to Charlotte) sends along this reminder that Oct. 19 is the birthdate of Lewis Mumford, the New York-based writer on cities, born 1895, died in 1990.

Here are some of Mumford's observations:

• A day spent without the sight or sound of beauty, the contemplation of mystery, or the search of truth or perfection is a poverty-stricken day; and a succession of such days is fatal to human life.

• Adding highway lanes to deal with traffic congestion is like loosening your belt to cure obesity.

• It has not been for nothing that the word has remained man's principal toy and tool: without the meanings and values it sustains, all man's other tools would be worthless.

• The city is a fact in nature, like a cave, a run of mackerel or an ant-heap. But it is also a conscious work of art, and it holds within its communal framework many simpler and more personal forms of art. Mind takes form in the city; and in turn, urban forms condition mind.

• Without fullness of experience, length of days is nothing. When fullness of life has been achieved, shortness of days is nothing. That is perhaps why the young have usually so little fear of death; they live by intensities that the elderly have forgotten.

• A man of courage never needs weapons, but he may need bail.

CATS wants input; more of us recycle; read about a great NC street

2010-10-13T18:32:00.001-04:00

(I'm cleaning out the old email inbox today)

CATS wants your ideas. The Charlotte Area Transit System is holding a series of forums this week and next to help it formulate ways to improve its bus service in Mecklenburg County and the region. Two meetings are tonight, 6-7:30 p.m., one at North Regional Library and one at Independence Regional Library. (Maybe if you live near there you can zip on down there tonight.) Thursday one will be at Arbor Glen Outreach Center (1520 Clanton Road). The last will be at the Charlotte-Mecklenburg Government Center on Oct. 21 (next Thursday).

Recycling Rises: The City of Charlotte today sent word that recycling has risen since the debut of the green roll out bins. On any given day, approximately 53 percent of all households are setting recyclables out for collection. That compares to only 42 percent during a study in October 2009.

Also, the city reports collecting 37 percent pounds more recycling in August compared to August 2009, and 22 percent more in July compared to July 2009 (3,177 and 2,599 respectively); however, there was a 37% increase in tonnage collected in August 2010 when compared to August 2009 (3,338 and 2,426 respectively).

Still can't remember which week is your recycling week, now that it's collected only every other week? If so, you are not alone. Visit this web site for all kinds of useful information on recycling. Go to the GeoPortal where there's a bunch of interesting information, plug in your address and check on "services." You'll either be a "green" or "orange." Then visit here to see the calendar in color, or here for a black and white, printer-friendly version. We have a copy posted on the fridge. Or you can call 311. If you have the time to sit on hold ...

Great Street: We all know North Carolina has some of the world's great places, but the American Planning Association this year has dubbed New Bern's Middle Street one of its Great Places for 2010. Here's what the APA writes: "From a scenic waterfront to historic architecture, Middle Street encapsulates everything that makes New Bern special. The town's rich history — including colonial, Civil War, and early 20th century — is embodied in the street's beautifully restored homes, five churches, the early 20th century Blades Mansion, and vibrant commercial district. Access to the Trent River is just steps away. At the same time, the street is a cornerstone for the city as it works to reinvigorate its economy by capitalizing on its two greatest assets: its history and waterfront."

In 2009 Main Street in Greenville, S.C., won a similar honor.

Big Sweep Swept Up Big Trash: During Charlotte-Mecklenburg's annual creek- and lake-cleanup on Oct. 2, more than 500 people helped dredge up more than 8 tons of trash, mostly bottles, cans, food wrappers and other litter. They removed 707 bags of garbage and 27 tires. Also found:

• A dog house,
• A baby training
• A giant candy cane yard decoration.

NY writer likes us! He really likes us!

2010-10-06T14:43:00.001-04:00

Krista Terrell of the Arts & Science Council just sent along a note revealing that the New York Times' Frugal Traveler, Seth Kugel, spent a few days in Charlotte and blogs about it, "Making Pit Stops in Charlotte."

While he wrote a lot about the NASCAR Hall of Fame and that he enjoyed his visit there despite not being a NASCAR fan, he also praises the ASC's new public art tour and podcast, which is why Terrell was interested in sharing.

Here's Kugel's remark about NASCAR: "I know that Nascar is awesome in the same way I know that cricket and Tolstoy novels and contemporary dance are awesome. I personally can’t see the appeal, but enough reasonable people disagree with me that I believe in their awesomeness."

He's not exactly kind to the city's image elsewhere, though (the bold-facing here is mine): "The city — which has experienced rapid growth (with a population of over 700,000, double what it was in the mid-1980s) and at the same time maintained a relative lack of identity (banking center and airline hub, total snoozer) — intrigued me. Something had to be going on there, and I would find out what it was."

Here's Kugel's take on the public art tour:
"Uptown is one of those clean areas that people from grittier cities may at first perceive as sanitized and devoid of character, but the podcast will go a long way to dispel that, pointing out many works of public art, including the four statues that stand at the four corners of Trade and Tryon Streets. (Don’t miss the very odd bust of Alan Greenspan in the statue representing “Commerce”.)"

I wrote about the public art tour in a September op-ed, "The art of a city: more than mosaics."

Transit, taxes and Tampa

2010-10-05T17:50:00.000-04:00

This one is for transit and tax-policy wonks. It's a piece from Yonah Freemark, in The Transport Politic, about the problems many transit systems are facing with sinking revenues. "When the recession strikes, little maneuvering room for transit" He points out that one reason for the problem is over-reliance on a very volatile revenue stream: sales taxes.

Most cities have been especially affected by the recession because of their reliance on the sales tax to provide revenue. Of the recent referendums on transit expansion programs, almost all have involved a 1/2 cent or one cent increase in that tax; few cities have looked to other forms of revenue, like an income tax or a payroll tax. The consequences of this decision, however, have been devastating because sales tax revenues have fallen considerably as a result of the recession and the reduced standard of living experienced by the majority of Americans over the past few years. A more stable financing program for transit, using other forms of taxation, would ensure that planned projects actually get built.

If you want to get deep in the weeds of transit finance, follow the link on "financing program for transit," above. I haven't read it all the way through yet, but it looks at the New York and Paris transit systems and how they get and spend their money.

In other transit-related news, here's a piece about Charlotte that ran Sunday in Tampa, Fla., where voters next month will decide on – you guessed it, a sales tax – to pay for transit as well as roads and other transportation needs.

And here's a fun contrarian piece from the Market Urbanism blog, "The Great American Streetcar Myth," by Stephen Smith, who contends it wasn't General Motors and Standard Oil who killed off streetcars as much as the Progressive Era and New Deal planners and politicians. Fare-increase restrictions, labor union requirements, publicly paid street-paving and road-building all combined to finish off streetcars, he writes. It's an interesting perspective. Smith also points out:

"While the status quo’s more libertarian-minded backers will point to the gas tax as a user fee, the highway funds are hardly adequate to cover the true costs. Though state and federal governments do now cover most of the capital and operating costs of the highways, local roads are still paid for almost entirely out of general revenues. And when you consider the forgone taxes and opportunity costs, roads start to look severely underpriced – to say nothing of the last hundred years of subsidized road building (the mainstay of FDR’s WPA), eminent domain, anti-urban federal home tax breaks and lending programs, positive feedback loops, and density-limiting zoning and parking policies."

Looking at congestion a different way

2010-10-04T15:37:00.004-04:00

A new report on urban traffic skewers methods used by the widely quoted Texas Transportation Institute. In traffic circles, this is huge. The TTI's Urban Mobility Report is frequently used by cities to justify huge expenditures for wider streets and intersections. But it is deeply flawed, says a new report, "Driven Apart," from the nonprofit group CEOs for Cities. It doesn't consider that in some cities you don't have to drive as far as in other cities. The more compact cities, where you don't have to spend as much time in traffic, actually can end up looking more congested, because of the TTI's formulas.
Follow the links above to read the report.

Also, Streetsblog New York City has a good, readable analysis of it here. It opens this way:

Imagine two drivers leaving downtown to head home. Each of them sits in traffic for the first ten miles of the commute but at that point, their paths diverge. The first one has reached home. The second has another twenty miles to drive, though luckily for her, the roads are clear and congestion doesn’t slow her down. Who’s got a better commute?
Shockingly, the standard method for measuring traffic congestion implies that the second driver has it better. The Texas Transportation Institute’s Urban Mobility Report (UMR) only studies how congestion slows down drivers from hypothetical maximum speeds, completely ignoring how long it takes to actually get where you’re going. The result is an incessant call for more highway lanes from newspapers across the country.

"Driven Apart" shows how the key tool contained in the Urban Mobility Report – the Travel Time Index – penalizes cities with shorter travel distances and conceals the additional burden caused by longer trips in sprawling metropolitan areas. It also looks at the reliability and usefulness of the methodology used in the UMR and finds it doesn't accurately estimate travel speeds, exaggerates travel delays and overestimates the fuel consumption associated with urban travel.

The report essentially makes the point that longer commutes are the main cause of time in traffic, not congestion per se.

"In the best performing cities – those that have achieved the shortest peak hour travel distances – such as Chicago, Portland and Sacramento, the typical traveler spends 40 fewer hours per year in peak hour travel than the average American. In contrast, in the most sprawling metropolitan areas, such as Nashville, Indianapolis and Raleigh, the average resident spends as much as 240 hours per year in peak period travel because travel distances are so much greater. These data suggest that reducing average trip lengths is a key to reducing the burden of peak period travel. Over the past two decades, for example, Portland, Oregon, which has smart land use planning and has invested in alternative transportation, has seen its average trip lengths decline by 20 percent."

If you want to see the chart showing all the metro areas studied, see page 7 of this link.

On page 10 of that link is a section showing why the report's authors say the Texas Transportation Institute's Travel Time Index (the TTI's TTI?) is flawed. The index is the ratio of average peak hour travel times to average free flow travel times. Here's what it says, using Charlotte and Chicago as examples:

"Chicago has a TTI of 1.43 (the second highest overall, behind only Los Angeles), while Charlotte has a TTI of 1.25 (just about equal to the average for all large metropolitan areas). This would appear to indicate that urban travel conditions are far worse in Chicago. But the traffic delays in the two regions are almost identical (40 and 41 hours per year, or about 10 minutes per day). Chicago has average travel distances (for peak hour trips) of 13.5 miles, while Charlotte has average travel distances of 19 miles. Because they travel nearly 50 percent farther then their counterparts in Chicago, Charlotte travelers end up spending a lot more time in traffic, about 48 minutes per day, rather than 33 minutes per day."

But the TTI makes it look as if drivers in Chicago have it worse. But if you look at hours spent in traffic they have it much better. The gives a flawed view of reality, the report says.

In sum, says the report:
"The Urban Mobility Report’s key measure – the Travel Time Index – is a poor guide to policy, and its speed and fuel economy estimates are flawed. In the aggregate, the analysis appears to overstate the costs of traffic congestion three-fold and ignores the larger transportation costs associated with sprawl."

It points out, for example, "There are strong reasons to doubt the UMR claim that slower speeds associated with congestion wastes billions of gallons of fuel. The UMR estimates of fuel consumption are based on a 29-year-old study of low-speed driving using 1970s era General Motors cars, which is of questionable applicability to today’s vehicles and to highway speeds."

Photo caption: Raleigh-Cary traffic, from photographer Shawn Rocco, [Raleigh] News & Observer

Raleigh mayor takes on Wake schools flap

2010-09-28T12:15:00.003-04:00

Today, I've got limited time so I'll share a couple of interesting links.

1. Raleigh's Mayor Charles Meeker is "quietly assembling a group of town mayors and 'high level' residents to scrutinize the student assignment plan currently being developed by the school board." The News & Observer's article is here. The situation is intriguing on a variety of levels.

A. Obviously, the fate of a city's school system has a huge impact on the city's overall economic and social well-being. Yet while our former mayor, Pat McCrory, was in office during years in which Charlotte's public schools were in intense reassignment and re-segregation turmoil, he said virtually nothing publicly. It was a certainly a smart political survival strategy for him -- CMS and race are both radioactive topics. But was it the best thing for the city?

B. Meeker's wife, Dr. Anne McLaurin, is on the school board. Yowie. Talk about power couples.

C. With Wake County schools threatened (by a controversial majority on the school board there) with the same re-segregation that has hit Charlotte-Mecklenburg Schools, the Raleigh political establishment seems to be fighting back more strongly than Charlotte's did a decade ago. There were some key differences -- a court case that had to be complied with. But CMS went beyond what the court rulings required in dismantling racial integration in local schools. And of course, seeing what happened here could be fueling some of the Wake opposition to re-segregation.

D. CMS, meanwhile, is talking about closing up to 10 schools and reassigning students. Here's Observer reporter Ann Doss Helms' blog account of the details, which are sure to be controversial. This could have major implications for neighborhoods' stability and futures. Are city officials and county officials at the table with CMS as it comes up with its plans? I don't think so. They should be, and if they weren't invited, they should be knocking down Superintendent Peter Gorman's door.

2. In today's New York Times is an interesting piece on a ballot measure before Florida voters that would require voter approval on changes in state-mandated growth plans. The measure is fueled in part by deep anger over over-building and over-zoning. Good idea? Bad idea?

"Pimp My CATS" and other ideas

2010-09-24T13:02:00.002-04:00

From TEDx Charlotte (see earlier post, "Are we Innovative yet?") :

The day kicked off with Tracy Russ and Quentin "Q" Talley. Russ was "Left Brain" and Q was "Right Brain." The idea, of course, is that you need both. They pitched 10 ideas at once wacky and thoughtful (left-right brain convergence maybe?)
1. Give every tree in Charlotte-Mecklenburg a name. This will help stop the loss of our tree canopy. So, "maple tree" becomes "Mary Dilworth." "When 'Mary Dilworth' croaks there are tears and people care," Russ pointed out.
2. Bring "art recess" into the workplace.
3. "Your Zip Code or mine?" Make friends with someone from a different neighborhood and visit each other's part of town.
4. "Bedsheets not spreadsheets." This is NOT what you're thinking. The idea is to collect, via a website, the hopes and wishes of people in the community. Then print them on blankets and give a blanket of hopes to every Charlotte newborn. (All together now: "Awwwww.")
5. "Pimp my CATS." The CATS here isn't the Charlotte Area Transit System but "Creative Access to Song. The idea is to put live music onto city buses. (Or should they charge more for musical ads?)
6. "Have a Poet in Chief for the city."
7. "Dais Divas" - As long as there's drama on our elected bodies, let's go for it. Get elected officials every year to get together and put on a musical. ( The "Glee" technique.)
8. Wisdom of the Elders. Return to the traditions of many cultures that respect and admire the elderly and use their wisdom. (I guess this means that a lot of people think anyone over 50 is irrelevant, since they're telling people NOT to treat them that way. Downer of the day.)
9. All high school graduates go to college.

The rest of the morning has been a mixed set of beautiful art, oddly didactic lectures, bizarre math/physics guy, and ended with the incomparable Tim Will of Foothills Connect.

I'm missing lunch now. More to come.

TEDx Charlotte - Are we innovative yet?

2010-09-24T09:59:00.005-04:00

10 a.m. - Waiting for TEDx to start, in basement auditorium at Knight Theater, looking at psychedelic floral video displays in darkened auditorium. Architect Tom Low of the Charlotte Duany Plater-Zyberk Audience and founder of Civic by Design is pacing up front along with Manoj Kesavan, another local architect who's one of the TEDx Charlotte organizers. We're supposed to be learning about and experiencing innovative ideas, I think.

I should probably have read the material better. But this has been a week of 11- and 12-hour workdays. This morning before heading here I had to set out sprinklers for our newly re-seeded lawn, clean up last night's dirty kitchen, make breakfast, fix a torn hem on my slacks, emails a friend who's about to be unreachable, to set up the time and place for a lunch date, etc. etc. It reminds me of something I read recently, attributed to Jane Jacobs: An efficient city can't be an innovative city. I conclude this applies to personal lives, too. Too many tasks, duties and to-do-list work eats away at the time your brain needs to float free.

So I wonder: Have the past decades of workplace pressure for increased "productivity" – which means fewer workers, more work, faster work, longer workweeks, constant availability to the office – has all that had an effect on U.S. innovation?

Want your face on the side of a bus? Now it's possible

2010-09-23T12:10:00.000-04:00

Advertising's coming back to Charlotte city buses. And it's coming to light rail cars – an option not available in 2001, when the governing body for the Charlotte Area Transit System voted to remove the ads from bus exteriors.

The Metropolitan Transit Commission's vote was about as split as it is possible for such a vote to be. Each municipality has one vote, as do the county and the N.C. Board of Transportation representative (currently developer John Collett). The first vote Wednesday night, on a motion to approve the new advertising , was 4-4, with Matthews Public Works Director Ralph Messera abstaining. Because of the tie, MTC chair and Mecklenburg County commissioners' chair Jennifer Roberts declared the motion failed, until someone pointed out an "abstain" vote is counted as a yes. That made the vote 5-4.

Messera said he abstained because, while he believed Matthews Mayor James Taylor was in favor, he had not had a specific conversation to nail down how he wanted Matthews to vote.

Olaf Kinard of CATS said projections showed CATS would clear between $900,000 to $1 million a year over five years, taking into account its expenses for putting the advertising program into effect

Revenue from the county's half-cent sales tax for transit has been flat, while the system's 2030 plan for building more light rail, streetcar and possibly bus rapid transit corridors is based on a projection that shows those revenues steadily climbing. So the MTC has been pondering whether to look for more revenue opportunities.

Why vote against what, to some, would seem a no-brainer idea for more revenue? Huntersville Mayor Jill Swain said she worried about quality control for the ads. Others pointed out that CATS has spent the past 10 years positioning itself, to the public, as a clean and efficient bus and transit system. The image issue was a key reason the MTC abandoned ads on buses in 2001. "We're violating the brand we established 10 years ago," said Davidson Mayor John Woods.

Looking ahead, there's a decent possibility the MTC will go to voters in coming years for new taxes or other public revenue. It would be even harder for the MTC to ask for new public revenue if it were still rejecting a revenue stream that many in the public consider low-hanging fruit to be plucked.

Photo: Get ready for more advertising on CATS buses, such as this on promoting Charlotte Motor Speedway's October races. Credit: Charlotte Observer file photo

Demolition, part two

2010-09-21T12:40:00.007-04:00

My posting last week, about a very nice two-story home demolished ("What's the opposite of green? Maybe this"), has an update. Owner Max Redic says he'll be building a new house on the site.

Redic said his family had lived in the house 10 years, had been thinking for five years about rebuilding. The house had mold and a 25-year-old HVAC system, he said. They've temporarily moved to another site in Charlotte and yes, he said, they do have a building permit for the new house. (The demolition permit posted said "Total res demo - No Build Back.")

He said they recycled much of the building material, donated a good bit of the interior goods to Habitat for Humanity, and let the fire department use the house for training before the demolition.

And, he pointed out (as my blogpost had), it's his property to do with as he wishes. A bit of context: The lot is near a number of others where nice, but older, houses have been torn down and much larger new ones built -- some on spec by developers and some by homeowners.

A 'CATS' fight for transit money?

2010-09-20T13:46:00.001-04:00

Looks as if the Charlotte Area Transit System may finally be getting some in-state competition for federal transit money for light-rail. The News & Observer of Raleigh reported Sunday ("Triangle Transit proposes 2 light-rail lines") that Triangle Transit, the Raleigh-Durham-Chapel Hill transit agency, is looking at two potential light rail routes. The TTA timetable has it applying to the Federal Transit Administration next summer and, in fall 2011, asking Triangle-area voters for a 1/2-cent sales tax to fund the transit plans.

"In a fall 2011 referendum, Triangle voters are expected to consider approving a half-cent sales tax - which would add 5 cents to every taxable $10 purchase - that would cover a large share of new bus and rail costs."

For now, the TTA has dropped its earlier idea of commuter rail to the Research Triangle Park. It's looking at light rail instead, because light rail – which is powered by overhead electric wires – need not run on a railroad right of way as it does in Charlotte, but can run in the streets as well, i..e., as a streetcar. (For terminology geeks, just fyi, "heavy rail" doesn't mean Amtrak-like passenger rail. It means a rail system powered by an electrified rail on the bottom, like subways, with the so-called "third rail," hence the allusions to a "third rail" that one must never touch without deadly effect.)

The N&O's Bruce Siceloff reports:
"So, at public meetings last week and this week, Triangle Transit officials and consultants are explaining that the first light-rail trains will not run through the region's suburban center. The two most promising corridors are about 20 miles apart in the western Triangle and Wake County:

- Northwest Cary through N.C. State University and downtown to Triangle Town Center in North Raleigh, 18 miles. It rates high in projected rider counts, job and housing density, development potential, and capital costs compared to the number of weekday transit trips.

- UNC Hospitals in Chapel Hill to Alston Avenue in downtown Durham, 17 miles. It rates high in rider counts, low-income residents who are more likely to depend on transit, and capital and operating costs. This corridor is rated weak in housing density and development potential.

And don't read right over that part about "bus." A close relative of mine was trying to get to Chapel Hill from the Durham Amtrak station on Labor Day and realized, with some shock, that the TTA's Chapel Hill-Durham bus didn't run on the holiday. Better bus service in the Triangle would likely be welcomed by many.

TTA is also looking at "a limited kind of region-wide rail service that was not in the cards a few years ago. Commuter trains pulled by standard diesel locomotives are proposed to run from west Durham to the Wake-Johnston county line. These trains would operate on weekday rush hours, every 30 or 60 minutes, and make stops in RTP."

I was joking when I wrote that headline about a CATS fight. While CATS and every other transit agency in the country knows competition is tight for federal money, in the long run it's probably better for all N.C. cities to have multiple mass transit systems. That way the N.C. DOT, the legislature and all the entities holding the money bags – not to mention the voting (and riding) public – can get their heads around the concept that "transportation" means more than just private-auto transportation.

Anyway, the CATS fight currently is what's going on in the Mecklenburg County Metropolitan Transit Commission, between backers of the proposed commuter rail to North Mecklenburg and those of the being-built-but-rather-slower-than-planned extension of light rail to UNC Charlotte.

What's the opposite of 'green'? Maybe this?

2010-09-16T17:54:00.005-04:00

(Update Sept. 21: See "Demolition, part two" for an update on the owner's plans to build a new house on the site.)

Some days I think I should have a contest for the Anti-green. This would probably win for the month. Maybe the year.

The attractive, two-story, 3,161-square-foot home, built in 1941 was assessed for tax purposes at $331,900 (the total parcel, including the land, is assessed at $778,800). I walked past it a few weeks ago and spotted the bulldozer.

When I walked past it today, here's what it looked like:

I don't know the owners' plans. The demo permit says: "Total res demo - No Build Back."

Demolition is extraordinarily wasteful, and not just of materials. As Time magazine has written: "It would take an average of 65 years for the reduced carbon emissions from a new energy efficient home to make up for the resources lost by demolishing the old one." And that's IF you build a new, green home.

This waste is unconscionable. Yet there's nothing to stop it other than owners' consciences. And many people don't know about, or don't care about, wasting resources.

This lot is next door to another vacant lot, where another large and attractive home was demolished by a builder several years ago, right before the housing market imploded.

In my opinion the city should stop allowing demolitions until there is a building permit in hand for whatever is going to replace it. Now THAT would be green. We'd have saved plenty of useful (and affordable) houses and buildings over the years if that policy had been in place.

From old Reid's to new farmers market

2010-09-13T19:28:00.000-04:00

Charlotte City Council, at its dinner meeting before the regular council meeting that is happening in front of me now, heard a request for up to $1 million from Charlotte Center City Partners to do the construction work to turn the former Reid's Fine Foods grocery into an uptown farmers market.

Center City Partners, a nonprofit tax-funded group that represents uptown and South End, has sponsored an uptown market for 12 years, but it's outdoor at The Square, small and from what I can tell of the good sold, not what I'd consider "local" produce. CCCP has wanted a better site for a larger market.

I hate to do this to you, but all I've time for now is to copy/paste the CCCP press release, for those who want more details. The council is now starting to hear public comments on the proposed tougher tree ordinance and I need to listen to that.

On the market proposal, the council voted to sent it to the economic development committee for a recommendation. Council members Andy Dulin, Michael Barnes and Edwin Peacock III voted against sending it to committee.

Press release:
Charlotte Center City Partners is exploring the creation of a new public market in Uptown to be located in the former Reid’s Fine Foods space on the ground floor of the Seventh Street Station parking deck. Carolinas HealthCare System (CHS) has offered to invest in this new market because of the project’s potential benefits for the citizens of our region.

The proposed ‘City Market’, situated adjacent to the 7th Street light rail station, would feature high quality, unique products sold at reasonable prices. Produce and products from local farmers and vendors would support public health by providing year-round access to fresh foods. The vendor mix is proposed to be multicultural and represent Charlotte’s global melting pot as well as its Southern heritage. The market would include a café and provide programming opportunities for the community to learn about healthy eating in a warm and inviting setting, surrounded by fresh foods.

“Our goal will be to provide a wide variety of produce, meat, fish, bakery and dairy products, and other raw and prepared food, brought to market in the center of the city by farmers, growers, producers and chefs,” said Michael Smith, President and CEO of Charlotte Center City Partners. “We want to create an environment that recognizes and celebrates the diversity of our citizens and fosters their interaction. We also want to strengthen the historic link and mutual dependency of our rural and urban communities.”

The market will take advantage of its Uptown location and the City’s unique assets including the light rail line, the new UNC Charlotte building and First Ward Park across the street as well as Johnson & Wales University.

Another objective will be to provide an incubator for small businesses, supported by the workforce development programs at CPCC. In time, this market will become a ‘must see’ destination and provide an authentic Charlotte experience for visitors. The hope is to achieve all this and, at the same time, make sure the market is operationally self-funded.

As founding sponsor, CHS would provide health and wellness programming for the market. “We want to invest in the City Market because it supports our mission of ‘Live Well Carolinas’ and our goal of prevention and wellness in the Charlotte community,” said CEO Michael Tarwater.

This concept is the result of years of research and exploration through a partnership with the City, County and Projects for Public Spaces (PPS). In a recently completed feasibility study report, PPS surveyed local market vendors and found a high-capacity, skilled set of vendors who know and understand retail marketing. The survey found that 75% of vendors have a strong interest in participating in a year-round indoor market and that 75% employ 0-3 full-time employees and more than 60% of vendors would be ready to sell in less than three months.

The City Market is proposed to be a stand-alone 501(c) 3 organization employing a Market Manager and Assistant Manager as well as custodial staff. The projected opening is Spring of 2011.

How some Charlotte neighborhoods are going green

2010-09-09T14:39:00.001-04:00

Seven Charlotte neighborhoods, ranging from a high-rise uptown condos to a suburban subdivision, have been selected to receive $80,000 in grants as part of the city's Neighborhood Energy Challenge Grant program. That program is one of 17 projects to be paid with a $6.5 million Energy Efficiency and Conservation Block Grant the City of Charlotte won from the U.S. Department of Energy. The idea is to approach energy conservation efforts at a neighborhood level.

The neighborhoods are: The Avenue condos (210 N. Church St. uptown), the "EcoDistrict" (Villa Heights, Belmont, Optimist Park neighborhoods), Merry Oaks in east Charlotte, the NoDa neighborhood just northeast of uptown, Plaza-Midwood just east of uptown, Wilmore south of uptown and Spring Park in northeast Charlotte.

Daria K. Milburn, community energy conservation coordinator in the city's Neighborhood & Business Services department, says projects include bike rack installations, neighborhood light-bulb and shower-head swaps (where you turn in your old ones and get new ones that save electricity or water), promoting alternative transportation such as transit and bicycling. Spring Park is going to try to integrate solar power into street lighting. The Avenue will use different lighting in its parking garage to cut its electricity usage by about half. All their applications included education/awareness campaigns, she said.

Want to read more? Here's the memo on the project that went out to City Council members.

Dead Cities, Second Cities, and more

2010-09-08T16:58:00.001-04:00

1. A Top Ten List to Avoid: Whew! It's a list I'm mightily glad Charlotte is not on: "America's Dead Cities," from the website 24/7 Wall St. This paragraph did have me a bit worried: "Most of America’s Ten Dead Cities were once major manufacturing hubs and others were important ports or financial services [my emphasis] centers. The downfall of one city, New Orleans, began in the 1970s, but was accelerated by Hurricane Katrina." Only two cities in the South or the Sun Belt make the list, one at No. 5 and one at No. 10. (That sentence is corrected from my earlier miscounting).

2. Second City News: Tuesday's big news, in urban circles, was the surprise announcement from Chicago's Mayor For Life Richard M. Daley that he isn't running again, having served since 1989. Here's the Chicago Tribune's story from yesterday. The election is next February. "Daley's decision sets off a major power scramble following more than 20 years of stifled political ambitions in city politics" the Tribune article notes. Here are some of today's links. And here's a conversation between the New York Times' Gail Collins and David Brooks about what it takes to be a good mayor. Brooks basically gushes ("He is arguably the most accomplished mayor in America today.")

Collins, with an aside about Pete Rose, says she gets nervous gushing about any public figure who is still alive. Here's her take on Rahm Emanuel's possible candidacy: "My reaction to the idea of Rahm Emanuel as mayor is pretty much the same as my attitude toward the abortive attempt to get Rudy Giuliani elected governor. I can’t say I can imagine it working out, but I definitely think you could sell tickets to watch."

3. Urbanism and Libartarianism: Here's an interesting website called "Market Urbanism: Urbanism for Capitalists/Capitalists for Urbanism." In "Why does the Infrastructurist hate libertarians so much, " Stephen Smith writes: "Among urban planners, libertarianism gets a pretty bad rap. Melissa Lafsky at the Infrastructurist goes so far as to call libertarianism “an enemy of infrastructure,” and dismisses entirely the idea that private industry can build infrastructure ..." writes Stephen Smith. He says, "Here at Market Urbanism we’re used to these sorts of attacks from the left, and we work tirelessly to disassociate ourselves (well, mostly) from Reason’s brand of (sub)urbanist libertarianism."

Smith fingers the Progressive Movement for the end of mass transit. I wouldn't go that far, because General Motors certainly helped. But I'm reading Roberta Brandes Gratz' "The Battle for Gotham," in which Gratz, a friend of the late Jane Jacobs, writes about how Robert Moses' style of punching freeways through the city and disregard for the small businesses and people he displaces led to the city's 1970s and 1980s crime and disinvestment.

Safer driving in Charlotte? Or just less driving?

2010-09-03T18:08:00.000-04:00

The city of Charlotte's annual study of High Accident Locations found an overall drop of 26 percent in total number of collisions in the city for 2009, compared with 2008, with fatal collisions down 5 percent.

Are we safer drivers? Would that were so. The Charlotte Department of Transportation memo to the City Council says, "While the total numbers of collisions vary from year to year, CDOT attributes some reduction in collisions to reductions also seen in vehicle miles travelled. This is a trend occurring across the country."

The top two causes for accidents? Inattention (cited 22.4 percent of the time) and "Failure to Reduce Speed" (cited 18.9 percent of the time). Alcohol use is the cause of 1.67 percent of the accidents. So while I applaud the police efforts to keep people from drinking and driving, it would seem that a far more effective way to reduce accidents and their costs (in human deaths, injuries, lost productivity and costs to those involved) would be to crack down on speeding.

Of course, I suspect that, like many drivers, some police officers just don't think speeding is a very big deal. One example among many I've : The other night in the 35 mph section of Providence Road a patrol car blew past me. I sped up to see its speed: 55 mph. No siren, no blue lights, and a mile farther down the road (I had slowed back to the speed limit by then but a traffic light had slowed the cars ahead of me) the police car was just cruising along, not appearing to be heading to any crime scene.

Here's the most recent accident report. And here's a link to the previous year's report (on 2008 accidents).

Have a great Labor Day weekend, and drive safely.

Counties seek revenue. But not here.

2010-09-01T11:22:00.001-04:00

Eleven N.C. counties will ask voters in November to let them impose a new, quarter-cent sales tax. The N.C. legislature in 2007 gave counties a blanket to add the tax if county voters OK'd it. In a 12th county, Watauga County (home of Boone) voters yesterday rejected the idea, apparently with some help from the John Locke Foundation.

While quarter-cent sales tax votes have had mixed results for the last three years, interestingly, seven of nine counties that have already voted this year passed it. (In addition to Watauga, Davie County voters in February, nixed it.) Here's a rundown from the N.C. Association of County Commissioners.

The measures had a generally mixed record in 2007 and early in 2008. None of the ones on the ballot in November 2008 passed – remember, the financial world had just collapsed.

Harnett County (home to Lillington - corrected 1:51 p.m.) is even going for a third try this November. Well, hey, the third time (last May) was the charm for Onslow County (home to Jacksonville. N.C.).

The 2007 legislation also offered counties the option to impose a land transfer tax – paid when a home is sold – if voters OK it. Of course, the state's Realtors erupted like Mount St. Helens when that one passed the legislature. A number of counties put it on the ballot right away, without taking time to build community support. Not surprisingly, given the hot opposition from Realtors and developers, none of the land transfer tax measures to date has passed.

Mecklenburg hasn't opted to try either one, though it has eviscerated its public library system and its county park and recreation budget, and county cuts played a role (state budget cuts did, ) in massive public school teacher and staff layoffs this year and last. Whether the local pols disinclination to put either option on the ballot is a result of sticking a finger into the political winds, or sane tax policy, or is a response to pressure from Realtors, to whom our politicians pay close heed – I'll let you take your pick of those options.

In general, compared to property taxes, sales taxes go down easier with voters, although economists tend to point out that compared to property taxes they're more regressive and less stable. But usually you pay sales taxes in small amounts, so people don't notice them as much as those big propery tax bills.

Alvin Greene, for real

2010-08-30T19:59:00.004-04:00

You can't just say no to the opportunity to sit down and talk with a guy who's made national news and been the butt of more than a few jokes, for being an oddball politician from a state that seems to get plenty of national attention for its oddball politicians' antics.

Yes, I spent about 30-40 minutes this afternoon in an interview with Alvin Greene, the guy who's running for U.S. Senate from South Carolina. Greene's an unemployed veteran who's never run for office before, and his win in the S.C. primary had everyone scratching their heads and looking for nefarious political pranks, etc. None, to date, has been found.

Editorial Page Editor Taylor Batten and I had asked for some time with him while he was in Charlotte today appearing on the Keith Larson show on WBT Radio. (Be sure to watch the dancing video; Larson's spot on when he says Greene is dancing like a white guy at a wedding.)

You can see a short video clip of our interview, but it in no way captures the almost surreal nature of the event. Greene was accompanied by Dottie Maggart-Feldman of Oconee County, S.C., whose role was not entirely clarified to us despite our asking numerous questions. She is NOT his campaign manager, she said, and while she was trying to give us the name of the woman who is, Greene was telling us not to write down that person's name because tomorrow he was going to have a talk with her.

Maggart-Feldman has very black hair and looks to be in her late 50s, early 60s. She said she's never been a campaign manager, and, asked if she had done any previous political work, said she "had made some media buys for Sen. Thurmond." That would be Strom Thurmond, the late senator who started his career as a segregationist. When I said, incredulously, "Thurmond?" she said that had been in the 1970s. Neither she nor Greene was forthcoming about how or whether she was being paid. She's apparently his "handler" – when I remarked that his tie was Tar Heel blue, she said she had taken him shopping and helped him pick it out.

Some impressions: Greene's handshake is very weak. He's the kind of guy who, when you try to connect on a human level, gives you a blank look. His answers were repetitive, as if he'd memorized his talking points and wasn't going to stray, and indeed went back to them over and over, almost as a comfort object. "Jobs, education and justice," he said - a lot. "My opponent is offering nothing," he said - a lot. Some of his remarks sounded almost like a parody of what a Democratic candidate would say: Jobs, education, alternative energy, green jobs. We tried to ask questions to get at a sense of how much he, himself, knew about the issues. For instance, I asked about Iraq. He was in the Air Force when the U.S. invaded Iraq; did he think it was a good idea at the time? "It was not a good move," he said. "It doesn't look to have been a good move. ... All that was accomplished was the re-election of George Bush.

Not surprisingly, he wouldn't talk about the charges pending against him that accuse him of showing pornography on a computer to a University of South Carolina student, although Maggart-Feldman started talking about how the image on the computer screen was tiny and hard to see unless you were right up on it. Meanwhile, Greene kept saying, "There's a process," and she kept on spewing details.

During all of this we were being filmed by a couple of Los Angeles documentary filmmakers, who said they are shadowing Greene everywhere, even living at his house sometimes. (With Maggart-Feldman also living there it must get crowded sometimes.) No, they said, they don't have any funding for their film.

My conclusion is that Greene isn't the imbecile many people assume he is. He's no Einstein, but then, many people who run for office aren't. He clearly has difficulty relating to people on multiple levels, including reading their reactions. It looks as if he either doesn't understand or doesn't care when people make fun of him, as when Larson got him to dance to an Alvin Greene campaign rap tune. I asked him whether it bothered him when people are making fun of him, and he said, "I try to stay serious. This is a serious campaign. We're in serious times." And then, "My opponent is the joke."

Should he be elected? No way. And it's unlikely he will. But as I wrote in my Saturday op-ed, "Ballot eccentrics are a U.S. tradition," it's not as if he's the only oddball who's ever graced a ballot. And some of them do get elected.

Photo by Observer staff photographer Todd Sumlin: Alvin Greene talks to WBT Radio as Los Angeles documentary filmmakers accompany him on Charlotte interview Monday.

Watch Cabarrus sprawl! And Catawba too!

2010-08-26T10:36:00.002-04:00

OK, I'll admit my bias. I thought Union County would be the biggest sprawl-zone in the Charlotte region. Turns out the honor may go to Lincoln County. (It depends on how you're measuring, of course.) Here's why I say that. As I was adding the link to my post about mountain development, I spotted something interesting on the UNCC Urban Institute website: an interactive set of maps of the counties in the Charlotte region that depict visually the development from 1976 to 2010, and projecting forward.

So I did some exploring. I started with Union County, home to Weddington, Marvin, Indian Trail and numerous other one-time crossroads just over the Mecklenburg line that have become full-fledged towns. Here's the link. (Click on the option for interactive map.) A county that in 1976 was almost completely undeveloped (shown in green) by 2010 was fully a third covered in development. From 1976 to 2006 its population increased 171 percent, but its land area that was developed increased 878 percent. What that means, of course, is that the land was developed in a low-density pattern. And here we go again, a tidbit for fiscal conservatives: Multiple studies show lower-density, spread-out development makes delivering of government services (police/fire protection, streets, water/sewer lines and so on) far more expensive per person than a more tightly knit developmental form – you know, the way things looked before about 1970.

But then I started looking at some of the other counties in the region. Unfortunately, there doesn't seem to be a Mecklenburg interactive map. That one would have been eye-popping, I expect. (Update 1:55 p.m. Thursday: Thanks for the help, commenters. Here's the link to the Mecklenburg map, which was working when I checked it at 1:53 p.m. Thursday. And yep, it's eye-popping. Interesting also, besides seeing the green disappear, to see the "protected lands" increase.)

But of those I checked (Anson, Iredell, Lincoln, Catawba, Cabarrus and York) Catawba probably had the most visibly dramatic change. Cabarrus was dramatic as well.

But this Lincoln County stat blew me away: While its population increased 86.2 percent from 1976 to 2006 its developed land area increased by 1,450 percent.

Sprawl on high: Losing N.C. mountain wilderness

2010-08-24T13:05:00.000-04:00

If you love the North Carolina mountains – the rocky wilderness trails, shady streams, the waves of mountaintops fading into the horizon – you won't like what I'm about to tell you. On the other hand, if you like miles and miles of stripped-out highways lined with conveniences stores, gas stations, chain motels, chain restaurants and billboards, you may enjoy it:

A recent study has found that in 30 years – 1976 to 2006 – land development in the North Carolina mountains increased 568 percent – from 34,348 acres to 229,422 acres – while population increased only 42 percent.

This means the development grew even more thinly spread around the area than it was in 1976. The average number of developed acres per person, known as the "development footprint" went from 0.06 in 1976 to 0.30 in 2006.

Projections are that the number of developed acres will increase another 63 percent by 2030, while population will increase only 25 percent. So the development footprint will grow to 0.39 acres a person.

I know unemployment in the N.C. mountains has been a severe problem. My concern is that the form of development, not the fact of the development, is destroying a precious natural treasure. Plenty of other countries have figured out how to have both development and preserved natural areas. Too bad ours hasn't done that yet.

Read the full study at the newly launched, newly redesigned website for the UNC Charlotte Urban Institute. You can also read pieces by UNCC architecture professor David Walters, comparing Charlotte's transit options to those in Basel, Switzerland (er, we fall short), and a piece by now-retired Urban Institute director Bill McCoy on dynamic downtowns throughout the region.

Walters says, "Cities such as Basel are ... better positioned to respond effectively to future changes in lifestyle that may be occasioned by external factors such as climate change, volatile energy prices and diminishing oil supplies. Charlotte, by contrast, faces some daunting, self-imposed challenges as it struggles towards a more sustainable urban future."

McCoy concludes that downtown Charlotte puts downtown Atlanta to shame, and gives a rundown on changes in places such as Mooresville, a former mill town that now sees gallery crawls and wine-tastings in its downtown. He concludes: "The suburban big box retail option dealt a blow to our regional downtowns, but it was not a fatal blow. In fact, our towns have weathered that storm and have come back by emphasizing niche markets, micro-retail, festivals and celebrations, cultural events, music, residential opportunities, and other community building dynamics."

The mountain study come from a collaboration among researchers at the Renaissance Computing Institute (RENCI) at UNC Charlotte, RENCI at UNC Asheville, researchers from UNC Charlotte's Center for Applied Geographic Information Science (CAGIS), with funding from the City of Asheville, the U.S. Forest Service, and RENCI's home office in Chapel Hill.

(Photo above courtesy UNCC Urban Institute, ui.uncc.edu)

Can you solve US energy crisis?

2010-08-18T13:48:00.000-04:00

Now you can match wits with a computer to see if you can find the right energy mix for the country for 2050. It's an online game devised by a nonprofit effort called PoweringANation.org.
The multi-media site is being put together by students at UNC Chapel Hill's School of Journalism and Mass Communications, an effort that's part of the Carnegie-Knight Initiative on the Future of Journalism Education. The Energy Cocktail game is particularly fun - you try to create the balance of energy sources that won't raise costs dramatically but that also meets the goal of decreasing carbon dioxide emissions.

The Balancing Act game is fun too, if you're a local government policy wonk. You pretend to be a city manager making decisions about everything from a new water park to a cattle ranch to a new shopping mall, trying to balance the need for economic development with the strains on local water sources and power plant capacity.

And be sure to watch the video from the Gulf coast town of Venice, La. I saw it last month when I was visiting campus as a parent of a soon-to-be UNC student and a UNC J-school alumna.

Hey fellas, look out! I'm walking here!

2010-08-16T18:22:00.001-04:00

What kind of drivers are most to be feared if you're a pedestrian in New York City? If you're thinking cabbies, think again. If you're about to cough up one of those hoary jokes about women drivers – don't. A New York Times article about a study from the New York City department of transportation tells us:

" ... In 80 percent of city accidents that resulted in a pedestrian’s death or serious injury, a male driver was behind the wheel. (Fifty-seven percent of New York City vehicles are registered to men.)"

The article notes that even though a lot of pedestrians are killed in New York traffic, "New York is now far safer to travel within than most other American cities, with half the per capita fatality rate of Atlanta, Detroit or Los Angeles. But New York still trails world capitals like Berlin, London, Paris and Tokyo, all of which are statistically safer."

The report itself lists a number of key findings. Here's one: "Traffic fatalities in 2009 were down by 35% from 2001." Here's another that made me chuckle: "Most New Yorkers do not know the city’s standard speed limit is 30 m.p.h." I think drivers the world over must be about the same. Everyone wants to go faster than the limit. For the record, Charlotte's standard speed limit is 35 m.p.h. unless otherwise posted.

The inequities of NCDOT board

2010-08-11T17:47:00.004-04:00

Dear Gov. Perdue, House Speaker Hackney, Senate President Pro Tem (corrected, with apologies) Basnight:

Your state Board of Transportation is ridiculous. Got your attention? Good. Here's why I say that:

I just received an e-mailed press release from my friends at the N.C. Department of Transportation, about committee assignments for that august body, the N.C. Board of Transportation. I had lost track of who my local representatives on the board are, so I decided to check it out. I popped up the online roster for the state transportation board, a body that has major sway in allocating state transportation money. Guess what I see. Charlotte – by far the state's largest city and largest urban area – has only one member: Developer John Collett.

Of the 14 divisions, we in Division 10 (Mecklenburg, Anson, Stanly, Cabarrus and Union counties – population 1,374,357) have exactly the same number of NCDOT board members as Division 14 – Cherokee, Clay, Graham, Haywood, Henderson, Jackson, Macon, Polk, Swain and Transylvania counties – population 338,405. Notice how that's a little more than a third of the population of Mecklenburg alone (913,639).

Now obviously Division 14 needs representation, too. I'm not saying it doesn't. Rural areas shouldn't be overlooked just because they're small. But that doesn't make it right, or smart, to overlook urban areas just because they're big.

So let's take a look at the at-large members of the board, who are supposed to represent various interests. Let's see, there's an at-large member for State Ports and Aviation Issues. So it makes sense for that rep to be Leigh McNairy (again, corrected, with apologies) from Kinston, right? Sure, Kinston has no port, but at least it's on the Neuse River, isn't it? Only thing is, the state's ports are in City and Wilmington, neither of which has a rep on the DOT board.

Is it because of Kinston's vast airport – the state's busiest, and US Airways' largest hub and all that? Oops, I forgot! That would be Charlotte. There's even a Ports Authority Inland Terminal in Charlotte, ahem.

(If you give up on that Kinston mystery, here's a clue. The state-funded Global TransPark – a yet-to-bear-fruit effort that attempted to revive all of Eastern North Carolina by building a big airfield – is in Kinston. Well, now there's a parts factory there, too. Whew. I was starting to get worried that that Kinston appointment didn't make any sense.)

There's an at-large member for "rural issues." The position appears to be unfilled. Hmm, I wonder who's the at-large member for "urban issues." Guess what. There isn't one. But don't cities have urban-style issues in much the way rural areas have rural-style issues? Don't they deserve some attention too? Gov. Perdue, please hop on this.

There's an at-large member for environmental issues. Good! That's forward thinking. That member is from Raleigh, Nina Szlosberg-Landis. So the cities in the Triangle (Raleigh-Durham-Chapel Hill) get two board slots, because the District 5 member, Chuck Watts, is from Durham.

There's an at-large member for government-related finance and accounting issues (huh?). He's Ronnie Wall from Burlington.

Aha. Here's an at-large member for mass transit. Since Charlotte has the only light rail transit system in the state, and is the only city with funding to build the state's only streetcar system, and has the largest bus system and the only dedicated sales tax for transit in the state, it makes all kinds of sense that the at-large member for transit is – Andrew Perkins, from Greensboro?

And that gives the cities in the Triad (Greenboro, Winston-Salem and High Point) two board members as well, since the District 9 member is Ralph Womble from Winston-Salem.

Throwing aside the ridiculous way in which the DOT districts are configured (dating to where the state prisons were located, and I am not making that up), it's fair for all sections of the state to have voices on the board. But it isn't fair for people in cities to be disproportionately voiceless.

Charlotte and the state's other cities are the economic engines of North Carolina. When they sink, the state's economy sinks. That should be reflected in all state policies, not just transportation. It simply makes no sense that they get disproportionately tiny attention when it comes to transportation representation, or any other forms of representation.

I'm guessing the legislature can change those silly DOT districts. But when it comes time to make appointments, Gov. Perdue, Rep. Hackney and Sen. Basnight, could you please notice that your largest city – you know, the one with the busiest airport, the biggest traffic problems, the biggest mass transit system – might need a little more representation on your state transportation board?

Planning commissioners get tough

2010-08-06T20:34:00.000-04:00

Here's a heartening (well, sort of, as you'll see) little event that took place at a little-heralded government meeting this week. It involves planning commissioners pushing to get a better outcome on a proposed rezoning.

The rezoning in question involves a highly visible corner at East Boulevard and Scott Avenue, in the heart of the Dilworth neighborhood's commercial district. If you've lived in Charlotte for a long time, you'll remember it as the site of the still-missed Epicurean Restaurant, home of fabulous steaks and The World's Best Biscuits, small morsels of buttery heaven which perfectly trained waiters brought around to your table throughout the evening, so you ended up consuming several thousand calories in biscuits alone, along with your steak and potato.

The Epicurean closed about 12 years ago. The Castanas family that's owned the property since 1959 tried to redevelop the site in the late 1990s but couldn't get the financing, owner George Castanas told me on Wednesday.

They want to put a parking lot at that key intersection. (Actually, people have been parking there already, in violation of existing zoning, NS, which doesn't allow parking lots.) So they're seeking a rezoning. It's complicated, involving something called a "Pedscape Overlay" for East Boulevard. But the upshot is that the new zoning category they seek would require an improved, wider sidewalk along East. The owners want to keep the same old sidewalk, which a Charlotte DOT staffer estimated at 5 feet with a small planting strip, or none, depending on where you look.

The planning staff is OK with letting the rezoning go forward without an improved sidewalk. Indeed, because the rezoning would be to something called "optional" - B-1 (PED-O) instead of B-1 (PED) - the better sidewalk wouldn't, technically, required. The "optional" means you can do pretty much what you want as long as the city will let you get away with it. (Some optional options are more palatable than others, of course.)

Throwing aside the larger question of why you'd have a supposedly pedestrian-friendly zoning standard (i.e. PED) at one of the key intersections in the main commercial area of one of the city's most historic neighborhoods that allows a surface parking lot -- after all, can you say "pedscape"? - why didn't the planning staff at least push the owners to improve that bad sidewalk?

At Wednesday's meeting of the Zoning Committee (which is a sub-set of the appointed Planning Commission, the one that makes recommendations to the City Council on rezoning petitions) several commissioners began pushing the staff on this very question. Nina Lipton, Tracy Dodson, Greg Phipps and Claire Fallon all chimed in, diplomatically, of course, to suggest that something better for the public could be accomplished. The planners' point had been that the parking lot isn't likely to be the permanent development at that corner, so whatever happens now is likely just interim.

But commissioners Lipton and Fallon both questioned how long "interim" might be, since the lot's been sitting undeveloped for 12 years already.

With the property owner really wanting that parking lot, and really needing a rezoning to make the parking lot legal, the planners actually have some leverage in this case. Yet they didn't appear to have tried to use it.

In the end, the Zoning Committee voted to delay making their recommendation on the rezoning until September to give the property owner time to "work with the neighborhood" - i.e. the Dilworth community association - to come up with an idea that's closer to the spirit of the pedscape designs.

Streetcar planning (or not), the Texas way

2010-08-05T14:32:00.000-04:00

Charlotte as a model of planning? When it comes to its new federal streetcar grant, if you compare the Queen City to Fort Worth, Texas, the QC looks positively Swiss in its efficiency.

Fort Worth was another of the cities to win a $25 million federal grant for a streetcar project, reports Yonah Freemark in his piece in The Transport Politic, "Fort Worth Wins Grant for Streetcar, But Whether It’s Ready Is Another Question." But Fort Worth doesn't even have a route chosen for its streetcar from among six it's studying. The city hasn't yet decided on how its share would be funded. And without a route chosen, the exact costs are difficult to project.

The Fort Worth Star-Telegram (disclosure, a fellow McClatchy Co. newspaper) editorialized that the city should leave the grant on the table. A local pro-transit blogger, Forthworthology, takes the editorial board to task for what it says are inaccuracies, such as saying the city's cost would be $26.8 million, when no reliable cost estimate can be made until a route is chosen.

In the Transport Politic piece Freemark writes, "Unlike the streetcar lines proposed for Charlotte and Cincinnati, which are basically ready for construction, Fort Worth’s line is under-planned. The fact that the city has yet to settle on a final alignment is problematic since it means that Washington is agreeing to finance a project that has yet to be fully defined. Is that sound policy?"

It's a good question. Many U.S. cities (including Winston-Salem and Columbia) are looking at launching streetcar projects. But until the Obama administration, streetcar projects were all but frozen out of any federal funding. That's one reason the Federal Transit Administration took unspent transit money and created the pool of streetcar. With so many cities that could use the money, why give a grant to one that doesn't seem ready?

An aside - I noticed reading the Star-Telegram editorial that the "Regional Transportation Council" has given money to the streetcar effort. Yet another metro region with a sane planning structure: The regional council of governments (known as a COG to planning technies), which does regionwide planning, is the same organization as the metropolitan planning organization (MPO), which does regional transportation planning. Well, duh.

Of course, in Charlotte we have four to six MPOs in our metro region, and they're all separate from the COGs. So our transportation planning is both fractured and disconnected from land use planning.

Insanity. It's one thing that helped give us a state-designed outerbelt in southern Mecklenburg designed with the state-held delusion that nearby land would remain rural.

A few small sidewalk victories

2010-08-03T19:31:00.001-04:00

All but this section of Runnymede sidewalk (above) has been cleared off.

Some of you recall that a few weeks back I wrote an op-ed (with lots of photos) "Walk This Way. If You Can," about my experience walking to work, a 4.2-mile hike along Providence and Queens Roads and Morehead Street. I mentioned several spots where unkempt sidewalks would pose obstacles to anyone in a wheelchair (or on roller skates, or trying to walk two abreast, for that matter). The one that brought the most comment from readers was my mention of several sections of the sidewalk along Runnymede, between Sharon Road and Colony Road. I pass there regularly in the car and walk there occasionally, and the sidewalk has been covered in leaves, mud and crud for at least a decade.

Finally! All but a small section has been cleared. (see photo at right).

I don't know if it was publicity or whether the city's transportation department contacted the property owners, but several Saturdays ago I spotted a guy with a big broom sweeping off the muck. And the scraggly holly bushes planted at the edge of the sidewalk (their prickly leaves making for a tight squeeze past the hollies) have been cut down.

I had called 311 to report a couple of spots on Providence Road where, in one case, ivy and in another case, azaleas, had grown over the sidewalk leaving only a narrow passage. The city DOT is on the case. The ivy's been cut back. The azaleas remain in need of severe pruning.

For the record, I have nothing against hollies and azaleas. I have planted, fertilized and otherwise tended both in our own yard, and they are valuable living things. Just not planted next to a too-narrow sidewalk.

Unlike Charlotte, Durham nixes digital billboards

2010-08-03T12:22:00.000-04:00

Just spotted this article in the Raleigh News & Observer - the Durham City Council has turned unanimous thumbs down on a proposal to allow digital billboards.

Interesting. Charlotte, of course, allows them, having voted 8-2 in 2007 (council members Michael Barnes and Warren Turner were the "no" votes) to loosen the city's already loose billboard standards to allow the large and distracting TV-screen like signs.

The article about Durham says Durham's "City/County Planning Department recommended against the change in a strongly worded presentation that raised concerns about digital signs as motorist distractions and costly litigation that could be invited by tampering with an ordinance the city has already spent more than $1 million defending against industry challenges."

Other cities that ban digital billboards include Chapel Hill, Morrisville, Cary and Raleigh.

How Charlotte competitor builds its streetcar

2010-08-02T14:14:00.000-04:00

St. Louis, one of the four cities in the running with the QC for the probably-not-very-exciting 2012 Democratic National Convention, was also a recipient of one of those $25 million federal grants for a streetcar project. In "St. Louis’ Loop District Gets Endorsement from Feds with Grant for Streetcar," Yonah Freemark at thetransportpolitic.com gives more details about the project – the only one of nine cities whose streetcar projects got federal money this year that plans a project outside of its downtown.

Some interesting tidbits: St. Louis plans its project to use both overhead wires (like Charlotte) and battery power, which will let it run through some segments of the route without the wires. "This could make St. Louis the first city in the U.S. to experiment with this sort of alternative propulsion for rail vehicles," Freemark writes. Indeed, in talks about Charlotte's streetcar and the problem of how to deal with The Square (at Trade and Tryon in the heart of downtown) if the project's next phase is built, the idea of batteries has come up. Looks as if St. Louis will be the guinea pig on this technology.

Also interesting is the way it's being funded: In addition to the feds' $25 million grant, the project will get $6 million from the local Council of Government/MPO (Imagine this: In many, many metro regions the "regional planning" body and the "regional transportation planning" body are the same – duh!). Private money, estimated at $5 million to $8million, is expected from donors McCormack Baron Salazar, a national urban development firm with headquarters in St. Louis, which committed $2 million in tax credit equity, and the St. Louis Development Corp., which has pledged $3 million.

And, writes Freemark, "Operations will be covered by a transportation tax residents in the surrounding area approved by 97%. This strong show of local support, both financial and political, is likely one of the reasons St. Louis won the grant from the U.S. DOT over so many competitors." That tax is in the form of a 1-cent sales tax in a transportation development district.

Charlotte folks should be paying attention to several lessons here: Look to multiple revenue sources such as special districts and getting the private sector which will reap some benefits to pay in. But this part needs to be in neon, with flashing red arrows pointing to it: Combine the region's splintered MPOs (Metropolitan Planning Organizations for those of you not deeply into transportation policy) and the region's COG, so there's one regional planning agency doing the planning for the region.