New American Community Survey Shows Bike Commuting Explosion in Carrboro

Bike Corral on Weaver St (photo courtesy Carrboro Bicycle Coalition)

Bike Corral on Weaver St (photo courtesy Carrboro Bicycle Coalition)

There’s big news for Carrboro in the latest American Community Survey Data – bike commuting has really taken off in town in the last five years.

The most detailed, statistically reliable information we have on how people commute to work is now part of the American Community Survey (ACS). The ACS collects data every year, but has the greatest validity and reliability in its 5-Year Estimates.  In December 2015, the Census Bureau released the 5-Year Estimates for 2010-2014, allowing for the first time ever a comparison to the 2005-2009 5-Year Estimates.

Here’s what the data tells us:

  • Workers age 16 or older living in town increased from roughly 10,100 to 11,900 between the 2005-2009 and 2010-2014 periods.
  • Percentages for travel mode to work in 2010-2014 were mostly similar to 2005-2009, with bicycle travel being the big change:
    • Drive alone travel to work rose from 60.6% to 61.6%
    • Carpooling fell from 13.0% to 11.2%
    • Public Transportation fell from 14.1% to 12.5%
    • Walking fell from 3.0% to 2.8%
    • Bicycling increased from 2.9% to 5.2%
    • Working from Home increased from 4.9% to 5.4%

The increase in people riding bikes is notable because it is a 79% increase in cycling over just five years’ time!  This is a big deal. When one thinks about the cities around the US that have some of the best bike infrastructure, Portland has a bike commute share near 7% and Minneapolis is around 4%. While college towns tend to run higher than other types of cities, it is still encouraging to see how many more people have felt comfortable riding around town.

Why Did This Happen?

The Census data does not tell us any reasons why Carrboro residents are increasingly choosing to bike, but my theory is that after many years of adding bike lanes here and there, the road diet on West Main St that was completed in summer 2013 was a real game-changer because it linked FIVE different bike lanes that previously functioned as islands with a high Level of Traffic Stress section in the middle that was a big deterrent to biking. See the graphic below for details.

Pre-Road-Diet: West Main St Bike Network Gap

Pre-Road-Diet: West Main St Bike Network Gap

I saw a significant increase in my bicycle usage after this segment went into place, as I felt less at risk from cars in the road dieted version of West Main than the original configuration.

The bottom line: investing in bike infrastructure works. As the Town of Carrboro continues to expand the bicycle network, and solve pinch points and troubling sections where “Interested But Concerned” cyclists feel unsafe, we will continue to see these great results.

Since this data was gathered the Smith Level Rd project, with brand new bike lanes up to BPW Club Rd and Carrboro High School, has opened, and the climbing lane for bikes under NC 54 along Jones Ferry Rd will also be complete in 2016. This suggests we still have room to grow.  I think 8.5% bike commuters is  good target for the 2019 ACS.  Let’s see if we can beat it.

Do you have a different theory for why people are riding bikes more than ever in Carrboro? Please share it in the comments!

2015 Year End Stats for CityBeautiful21

Carrboro

Compulsory Carrboro Town Logo Shot

Well, as we approach the New Year, I decided to take a look through the site stats for CityBeautiful21, a project I still very much believe in but have far less time to spend on than I would like. Anyway- here’s the annual rundown, with a few comparisons to the first annual rundown from 2013:

  • Eight (only 8!) total posts: less than one per month on average. Aargh. I hope to do better in 2016. I had 15 in 2014, so maybe that’s a goal to meet or beat.
  • Total pageviews this year: about 5,800. Similar to the first year in 2013.
  • In a nod to Moneyball, Sabermetrics, and the NBA’s Player Efficiency Rating, I will note that my average pageviews per post went up by 25 even though I published much less frequently than in 2013. This means if I actually write on a more frequent interval, it’s reasonable to expect about 370 of you to read each article.

 

My most popular post was a 2013 throwback that got a boost somewhere along the way. Three of the other next five where all related to filtering and affordable housing in Carrboro.

Most Popular Posts

  1. 475 Views – Five Great Reasons to Bulldoze the BCBSNC Building in Chapel Hill
  2. 448 Views – Filtering: A Word We Need to Understand as We Discuss Affordable Housing
  3. 412 Views – Filtering, Housing Supply and Changes In Rents: The Evidence
  4. 269 Views – Lloyd Farm Development: Can We Avoid a Missed Opportunity?
  5. 243 Views – ArtsCenter-Kidzu Building: A Compelling Idea That Needs Some Work Before Going Forward
  6. 227 Views – Displacement Without Development: Filtering Up on North Greensboro Street

Most Common Referring Websites

  1. 1,666 referrals via Search Engines, 94% from Google.
  2. 419 referrals via Facebook
  3. 337 referrals via Twitter
  4. 100+ referrals from the urbanist blogosphere across the USA. This includes Streetsblog Southeast, StreetsMN, and The Direct Transfer. If you are geeky on cities, design, transit and more, they are all worth your time to visit.


Keeping Up With CityBeautiful21 in 2016

To all of you who read regularly, first and foremost, thank you! I appreciate your readership and your comments, be they on the blog or via email.

If you’re interested in keeping track of new posts when they hit the blog, there are several ways to do so:

  1. The Email Blast – the easiest way to ensure you get every post from CityBeautiful21.  Proceed to the Home Page, and look for the Subscribe Link at the upper right! Your email will NEVER be shared with anyone else, for any reason, period.
  2. Facebook – You can “Like” CityBeautiful21 on Facebook, where I now post direct links to every new blog post.
  3. Twitter – Follow me @CityBeautiful21

Finally, I’m always in the market for new post ideas. Have a topic you’re interested in? Let me know. I can’t guarantee I’ll be able to address every query, but there are several long-form posts on this site that started as reader inquiries, so please, send them in.

Best wishes to you all for a healthy and happy 2016,
Patrick

Central Carrboro Traffic Went DOWN from 1997 to 2013

More People are Riding Buses, Biking and Walking in Carrboro

More People are Riding Buses, Biking and Walking in Carrboro

Did you know that many traffic counts in Carrboro were lower in 2013 than in 1997? Yep. In 1997, Carrboro was home to roughly 15,400 people. By 2013, the Census reported that number as closer to 20,800.

Despite adding over 5,000 residents and seeing downtown job growth, there were fewer cars on the streets all over central Carrboro in 2013 than there were 16 years earlier!

You can see for yourself by checking NCDOT’s traffic count maps at the end of this post. But let’s take a look at all the counts that went down, and those that went up. Out of curiosity, I also looked up a walkscore at a nearby address.

Traffic Counts from NCDOT that declined between 1997 and 2013

 

W. Main St by Chapel Hill Tire/Akai Hana (4% decline; Walkscore: 83)

1997: 4,700

2013: 4,500

N Greensboro between Short and Poplar: (8% decline; Walkscore: 86)

1997: 15,200

2013: 14,000

Rosemary St at Chapel Hill / Carrboro Town Line: (20% decline; Walkscore: 85)

1997: 10,500

2013: 8,400

W. Main St east of Blackwood: (26% decline; Walkscore: 55)

1997: 5,700

2013: 4,200

West Main between Lloyd and Main/Rosemary Split (30% decline; Walkscore: 91)

1997: 24,200

2013: 17,000

Main St between Greensboro and PTA Thrift (25% decrease; Walkscore: 86)

1997: 12,500

2013: 9,400

West Weaver St between N Greensboro and Center St (29% decrease; Walkscore: 86)

1997: 9,200

2013: 6,500

Traffic Counts that stayed the same Between 1997 and 2013

N Greensboro St just north of Blue Ridge Rd (0% decline/increase; Walkscore: 13)

1997: 6,000

2013: 6,000

S Greensboro between Carr and Old Pittsboro (0% decline/growth; Walkscore: 85)

1997: 12,000

2013: 12,000

Traffic Counts that went up Between 1997 and 2013

North Greensboro St between Morningside Dr and Hanna St: (6% increase; Walkscore:34)

1997: 6,600

2013: 7,000

Hillsborough Rd between Dillard and Greensboro St: (6% increase; Walkscore: 35)

1997: 1,600

2013: 1,700

Estes east of N Greensboro: (11% increase; Walkscore: 65)

1997: 12,600

2013: 14,000

Hillsborough Rd between Pine and Main: (8% increase; Walkscore: 65)

1997: 2,500

2013: 2,700

N Greensboro St between Weaver and Main: (22% increase; Walkscore: 91)

1997: 9,000

2013: 11,000

Jones Ferry Rd between Old Fayetteville Rd and NC 54: (4% increase; Walkscore: 42)

1997: 10,600

2013: 11,000

NC 54 between Old Fayetteville Rd and NC 54/West Main St Intersection: (18% increase; Walkscore: 42)

1997: 15,200

2013: 18,000

So what happened?

Carrboro invested in other ways of getting around. According to the recently released DCHC-MPO Mobility Report Card, Carrboro:

  • Increased sidewalk mileage by 24% between 2005 and 2013, adding 7 miles of sidewalk- making it easier to walk around town.
  • Increased bike lane mileage by 24% in the same period, adding 3 miles of bike lanes
  • More than doubled its mileage of multi-use paths to 3.8 miles in total
  • Had buses go fare free in 2002 on Chapel Hill Transit. Many of the places with declines are along major bus corridors in Carrboro on the F, J, and CW routes.

The Mobility Report Card also describes Main Street in Carrboro as one of the region’s leading “Multimodal Corridors” – places with more than 25% of trips that are not drive-alone trips. Trips on Main Street in 2012 were 57% by car, 6% by transit, 27% by walking, and 10% by bike.

When you give people viable choices for travel beyond the car, they use them.

Source data found here:

1997 AADT Counts – Chapel_Hill-Carrboro-1997-aadt

2013 AADT Counts – Chapel_Hill-Carrboro-2013-aadt

Filtering, Housing Supply and Changes In Rents: The Evidence

Over the past two weeks, I have highlighted how housing prices and rents increase without new development-  through filtering at large multifamily properties and at smaller rentals as individual landlords decide to upgrade their units one at a time. The flip side of this phenomenon is the question:  Is there is evidence that expanding the supply of housing can put downward pressure on rents, and can prevent mid-market housing from filtering up to become higher-end rental property?

The answer is an overwhelming YES.  But don’t take my word for it, just read a whole bunch of newspaper articles with data below. None of them use the word “filtering” explicitly, but virtually all of them reference filtering in housing markets in one way or another. I’ll make some brief comments after a few articles.

Austin, TX – 2/2/2015 (Austin American-Statesman)

The boom in apartment supply dropped the area’s occupancy rate to 94 percent in the last half of 2014 — the lowest occupancy level in more than three years, and nearly 4 percent below the recent high of 97.8 percent in June 2012…With all those new units entering the market, supply is catching up to demand. And that means apartment rents are stabilizing after rising rapidly — sometimes as much as 7 percent per year — from 2010 through 2013. The average rent in the metro area was $1,107 a month in December — an all-time high, but an increase of only $8 from the average rent for June, Heimsath said.

Comments: This article notes how the expansion of supply in Austin has increased vacancies, which is another way of saying there are more multifamily properties with idle income-producing units each month, who are now more likely to make deals on rent. Here the supply of new units has cut rent increases from 7% to 0.7%- or $8/month on a unit that rents for $1,107.

Washington, DC – 1/4/2015 (Washington Post)

This new supply forced landlords at some four- and five-star buildings to reduce rents in order to fill their units. As a result, rent growth dipped into the red briefly in 2008, and then again for most of 2009. The Great Recession also had an impact, as some former four- and five-star renters moved to older, cheaper three-star buildings to save money. This increased demand for three-star units, allowing landlords there to continue raising prices.

In recent years, the effective rental growth rates of three-star and four- and five-star buildings have diverged even further. Just as in 2007, this is largely a result of the recent construction boom in the Washington area. An unprecedented number of new apartment units (about 24,000) have arrived in the area in the past two years, increasing the total apartment inventory by roughly 5 percent.

That new supply wave cut rents for four- and five-star apartments even further, even as rents at three-start apartments continued to outperform. But the narrowing may be slowing as the wave of supply takes its toll on three-star rents as well, working in renters’ favor.

Comments: This article identifies some of the submarkets in DC, separating out 3-star properties from 4-star and 5-star properties, and describes how the influx of new high-end units has had rents falling since 2013. (see chart) Also of interest are the descriptions of people moving from one submarket to another because of the Great Recession.

Closer to home, a piece on the Triangle Apartment Market as a whole – 11/19/2014

A total of 7,965 new apartment units have been completed in the Triangle over the 12-month period ending in September, according to MPF Research, which analyzes apartment data in 100 U.S. metro markets. That is easily the largest amount of new supply added over a 12-month period in the 20 years that MPF has been tracking the Triangle.

According to MPF, demand for new units over that same period totaled 6,940 – a hefty number but still below supply.

The new supply has helped slow rent growth in the Triangle. Rents were up 1.7 percent in the third quarter compared to the same period a year ago. That was well below the 3.7 percent average increase across the United States.

Comments: Pretty self-explanatory. More units coming online slowed rent increases compared with national averages.

More local data, in Durham – 2/14/14

The boom in apartment construction in Durham County and across the Triangle has helped to bring down average rental rates, according to a recently released report from the Charlotte-based market research firm Real Data.
However, a real estate company behind one of the new apartment complexes in downtown Durham expects to be able to buck that trend due to the location and type of product it’s offering.
Across Durham County, the average rental price per unit in January was $887. That was down 2.3 percent compared with the average in July of last year. That’s a larger decline than was seen in the three Triangle counties of Wake, Durham and Orange, where the average was down 1.7 percent to an average rate of $868 per month.
Vacancies have risen as some of the units in the new complexes have come online, the firm reported. Real Data had a total of number of 3,045 units under construction in Durham County, which is 30 percent of the number of units – at 10,028 – under construction across the Triangle.
Although averages are coming down, according to the firm’s reporting, it appears that the newer units are being rented out at the expense of older communities. Existing communities saw a net loss of 306 renters across the Triangle, according to Real Data, while there was a positive net unit absorption of 1,436 units.

Comments: The last sentence (emphasis added is mine) is a perfect description of filtering with new units attracting high-end submarket renters to the newest, latest/greatest housing.  This raised vacancies at existing multifamily properties,and rents fell 2.3 percent across the market, making housing more affordable.

And in Chapel Hill on Rosemary Street – 3/31/2014

Students stood in line with keys outside of the LUX apartments leasing office on Franklin Street Thursday hoping to open a treasure chest that would give them free rent for a year. At one point they were approached by two people handing out treats with advertisements for The Warehouse on them.

“I incorrectly thought it was LUX employees trying to pacify people who were waiting in line, but I was wrong,” UNC student Lauren Sutton said. “I got my rice krispie treat and flipped it over and there was a sticker on it saying, ‘Warehouse apartments: Now Leasing,’ and their prices for rent.”

The Warehouse did not return requests for comment.

But the complex did lower its monthly rent for four-bedroom apartments to $618 for next year, down 21 percent from $785 this year, according to the complex’s website.

Comments: Classic response to visceral competition from brand-new amenity rich building directly across the street- move your rents to a new, lower-rent submarket to compete!

You see that there are all kinds of affordable cities in the United States. There are plenty of low-demand cities, especially in the midwest, where the housing stock has grown slowly and prices are low. But there are also plenty of cheap, fast-growing cities in the sunbelt where the housing stock is growing rapidly and keeping things affordable.

 And then there are the expensive cities. The places where house-sellers are asking for over $200 per square foot. All of them are cities where the housing stock is growing slowly, even though these are the places where it would be most profitable to build. That’s because these cities tend to have geographical constraints that prevent further sprawl, and have adopted zoning codes that make it difficult to add more housing by building more densely.

Here’s the chart, courtesy of Trulia.com:

No Expensive Housing Market Builds Much HousingAs I was working on this post over the last few days, I was trying to put together a good summary paragraph when an excellent blogger in Chicago, Daniel Kay Hertz, took up the same topic and posted this excellent conclusion for affordability:

But the bottom line is that slow, zero, or negative cost-of-housing growth is better than fast cost-of-housing growth. (At least, that is, in high-cost neighborhoods/metropolitan areas.) The vast majority of low- and moderate-income people live, and will continue for the foreseeable future to live, in non-subsidized housing. Even in New York, which has held on to its public housing better than most other large expensive cities, it only makes up something like 7% of all units. That means that it’s exactly these kinds of market trends – consistently large rent hikes, year after year, in mid-ish market housing – that makes a neighborhood, or city, or metropolitan area, eventually unaffordable to working- and middle-class people.

And it turns out that construction booms arrest that sort of pattern, or prevent its continuation, all the time.

Filtering: A Word We Need to Understand as We Discuss Affordable Housing

Protest of Abbey Court Sale to ASM

Protest of Abbey Court Sale to ASM (photo courtesy of www.chapelboro.com)

When new development occurs in Carrboro, many people ask “how many of the new residential units are going to be affordable?”  While this is a good question to ask, the new units in any project are inevitably a small portion of the overall housing stock in the town.

The more important question is “how many of the EXISTING units are becoming more or less affordable?”

New Development = Small Portion of the Housing Supply

The 2012 American Community Survey reported that Carrboro had 9,347 housing units.  A recently approved project on North Greensboro Street, Shelton Station, will add 96 units to the town’s supply of housing, which is barely over 1% of units.  The debate over a single project’s affordability can make it seem like the prices of the other 99% are affordable, or at least have prices that are holding steady.  This is not the case.

Landlords Respond to Rent Conditions and Trends

I’ll let Chris Bradford, the eloquent blogger behind Austin Contrarian, explain this part:

When property values rise, low-quality housing “filters up” to the high-quality housing sub-market.  The reason is that rising rents encourage landlords to invest more in the property.  When property values fall, high-quality housing “filters down” to the low-quality housing sub-market.  The reason is that falling rents encourage landlords to invest less in property.  The key in either case is that old housing costs more to maintain than new housing.

He continues:

Every landlord with an old property confronts the same decision:  Should I spend the money to keep the property in top shape, or should I let it go?

Keeping the property in top shape allows the landlord to charge more rent.  But it also costs the landlord more in maintenance and periodic renovation, especially for old apartments.  What the landlord decides to do depends on the current market, his estimate of future demand, and about a million other things.  But we know one thing for sure:  A landlord is less likely to maintain an apartment in tip-top shape when the rent for tip-top apartments is falling.  Declining rents mean a declining return on the maintenance investment.  That spells less investment .

Without constant maintenance, apartments deteriorate from “tip top” to “slightly dilapidated.”  Renters, sensible people that they are, are not willing to pay as much for bad quality.  Rents fall, and the apartments “filter down” into the pool of affordable housing.

Filtering Moves Units From One Housing Submarket to Another

In another one of Bradford’s posts on filtering, he goes on:

People understand that a tight housing market leads landlords to raise rents. What they often don’t seem to understand is that a tight housing market also causes some landlords to invest more money in their properties in order move them into a more expensive submarket. That’s how a shortage of units in the $1,200/month submarket (for example) can hurt someone shopping in the $800/month submarket.

This is a key point about “filtering up.”  If there’s a demand for higher-end units in a market that is not being met, middle-market landlords who realize this are likely to invest in their properties and re-position them as higher-end units.  This often comes in the form of fresh paint, premium kitchen appliances and countertops, and other modest-cost improvements such as better light fixtures and new carpets.  Once these conversions take place, the landlords will then start charging higher-end market rent for their unit, and simultaneously shorten the supply of mid-market apartments by one unit.

Bradford touches briefly on “filtering down,” and makes a good point:

Filtering down happens too, of course. It’s just that no one sends a press release to the Austin Business Journal when they decide to cut back on maintenance and allow their property to slip in to a cheaper submarket.

What’s The Most Prominent Example of Filtering In Carrboro?

One particular property in town has had a place in the spotlight as it has gone through filtering changes in the last few years: Collins Crossing, formerly known as Abbey Court.  While the story cannot be completely told using news clips, the following quotes suggest that Abbey Court was “filtering down” through neglect from the middle of the past decade to the time of its sale to Aspen Square Management, and the new management firm has been renovating units, repositioning the property as a student-centric location, and “filtering up” to a higher-rent submarket ever since. Units that once rented in the mid-$500 range a few years ago now rent for more than $900 after the renovations.

June 2012: Abbey Court Sold [emphasis added]

While Blau acknowledges that renovations to the condominium complex are desperately needed to bring things up to code – citing buildings that are unsafe and stairways that are falling apart – because a large percentage of the residents who live in the condominium complex are immigrants, she is concerned that renovations could price them out of the complex.

January 2013: Abbey Court child falls through staircase  [emphasis added]

A 10-year-old boy tumbled through a deteriorated stairway at the complex on Nov. 24, three days after Collins Crossing owners notified condo owners of their plan to impose assessment fees.

Carrboro officials gave owners 90 days to make repairs. In the meantime, condo owners have to find the cash within three weeks. It’s unclear what penalty tenants will face if they don’t pay, although Carrboro Mayor Mark Chilton says management could impose a lien on the condos. Some residents fear foreclosure.

March 2014: Glowing reviews about Collins Crossing Landscaping on Yelp: [emphasis added]

I moved in right before school started last fall. The landscaping is great and the renovated apartments are awesome. I have so much room/closet space, other then having a tiny sink, the bathroom is perfect. The staff is always more then accommodating, they are some of the nicest women ever.  The prices are going up but still quite affordable and the best part is that you can have separate leases. I would definitely recommend this place.

Current (Jan 2015) Collins Crossing Website:

The UNC is our fully renovated 2 bedroom 2 bathroom apartment. It is an ideal floor plan for roommates within biking distance to UNC. It also features a full sized stackable washer and dryer.Starting at $979.

Housing Markets Are Dynamic, And Don’t Require New Development to Experience Price Changes in Submarkets

Carrboro has not seen significant new residential construction over the last several years, and Abbey Court/Collins Crossing is a good case study of how real estate market conditions, independent of the presence or absence of new development- drive how properties can become less affordable.

While the change from Abbey Court to Collins Crossing received significant coverage in the media, in part due to the size of the complex, this is not the only part of town that is filtering up.

Next Tuesday’s post will cover another key location where filtering is presently going on in Carrboro.  Have a guess about which part of town it is? Leave it in the comments, and check back on February 24th to see if you got it right.

Lloyd Farm Development: Can We Avoid a Missed Opportunity?

One of the more significant development projects in recent Carrboro history may reach the Board of Aldermen soon- the Lloyd Farm property.  Located across NC 54 from Carrboro Plaza and just west of the Carrboro Post Office, this is one of the largest contiguous areas of mostly undeveloped land left in Carrboro. Here’s the location in question:

On September 11th I attended a meeting on the project at Town Hall.  Late that night, I forwarded some thoughts to the development team. Having not heard back from them, I’m not sure what they thought of those comments, which were mostly about how to make changes to the organization of the buildings on the site that tried to allow for maintaining the overall building program, but organizing it into a more urban pattern, as opposed to a suburban pattern.

The more I think about the site plan that has been proposed, however, the more I think an outcome similar to what the developer is currently proposing is going to be a missed opportunity for Carrboro.

Let me start simply- if this parcel is going to develop (and it is) then it should develop in an urban pattern.  In the plan proposed by the developer, the project is largely organized around a very parking lot.  None of the other buildings have any substantial relationship to each other; instead they have relationships to the car circulation features. This is a suburban layout.

 

Lloyd Farm Site Plan

Lloyd Farm Site Plan

 

The Carr Mill parking lot in front of Harris Teeter and CVS is a good example of what you might get here with the large parking field.

Carr Mill Parking Lot from Greensboro St Side

Carr Mill Parking Lot from Greensboro St Side (click to enlarge)

What would an urban layout look like?  More like one of these locations below.  Forget about building height for right now.  Just look at the relationships of the buildings to each other, and the spaces they create or frame.  I chose these locations because the Lloyd site is about 40 acres.  Where I could ballpark estimate the acreage of the commercial core of these projects, I did.

North Hills, Raleigh – 21-acre core, 850,000+ sq ft. Apartments also.

North Hills, Raleigh

North Hills, Raleigh

North Hills Beach Music Series

North Hills Beach Music Series

American Tobacco Campus, Durham- 22-acre core; 1 million sq feet office space, 10 restaurants, 90,000 sq feet of apartments

American Tobacco Campus

American Tobacco Campus

American Tobacco Musical Event

American Tobacco Musical Event

Birkdale Village, Huntersville, NC – 52 acres; 300,00 sq ft, 320 apts

Birkdale Village, Huntersville

Birkdale Village, Huntersville

Birkdale Village Streetscape

Birkdale Village Streetscape

Birkdale Village Fountain

Birkdale Village Fountain

The Piazza at Schmidt’s, Philadelphia – 8-acres: 500 apts, 50,000 sq feet office space, 80,000 sq foot public space

The Piazza at Schmidt's, Philadelphia

The Piazza at Schmidt’s, Philadelphia

 

Piazza at Schmidt's, Market Day

Piazza at Schmidt’s, Market Day

 

Piazza at Schmidt's - From Above

Piazza at Schmidt’s – From Above

Biltmore Park, Asheville – 42-acres: 276 apts, 270,000 ft class A office, 283,000 sq feet retail.dining/entertainment, 65,00 sq ft YMCA, 165-room hotel

Biltmore Park, Asheville

Biltmore Park, Asheville Layout

Biltmore Park Event

Biltmore Park Event

Biltmore Park Main Street

Biltmore Park Main Street

 

I have additional more detailed thoughts on how we’ve arrived where we are with the Lloyd project, but big picture stuff first: What do you think of these places as inspiration for the Lloyd property?

Pedestrian Crashes and Vehicle Speeds in Carrboro, 1997-2012

20 mph vs 30 mphRecently, the Carrboro Transportation Advisory Board brought a proposal for a “Slow Zone” in downtown Carrboro to the Board of Aldermen.  A Slow Zone is an area in which traffic calming measures are deployed and speed limits are lowered to 20 mph to reduce the number of bike and pedestrian crashes.

Does this really matter for pedestrian safety?  I decided to look into the data for Carrboro, and here’s what I found.

The Highway Safety Research Center in Chapel Hill has a queryable database for all sorts of crash data, including pedestrian crashes.  I ran a query for Crash Severity and Estimated Driver Speed where that data was reported for Carrboro from 1997 to 2012, the full dataset.

The database counted the following number of pedestrian crashes by severity:

  • Killed: 2 deaths
  • Disabling Injury: 20 injuries
  • Evident Injury: 33 injuries
  • Possible Injury: 37 injuries
  • No Injury: 3 non-injuries

Considering that when nobody is injured, a report is much less likely to be filed in the first place, I threw the “No Injury” category out due to the small number of responses.  While the number of pedestrians killed was also small, the gravity of the consequence led me to leave this category in the next step of analysis.

I then took the midpoint of the ranges of each speed reported for the various types of crashes.  This means that for crashes coded “Zero to 5 mph,” I put the speed down as 2.5 mph.  For “16 to 20 mph,” I put down 18 mph.  You get the idea.

Then, using the number of crashes of each type, I created a weighted average speed in Excel for every type of injury that pedestrians experienced from cars reported in Carrboro from 1997 to 2012.  The bottom line:

  • For those Killed, the average speed of the car involved was 38.0 mph
  • For those experiencing Disabling Injuries, the average speed of the car involved was 28.2 mph
  • For those experiencing Evident Injuries, the average speed of the car involved was 17.1 mph
  • For those experiencing Possible Injuries, the average speed of the car involved was 11.2 mph

There’s no mystery here- the slower the speed of the car involved in the crash, the less harm to people on Carrboro streets.

I’ve been following this discussion online as it pertains to New York City, where incoming Mayor Bill DeBlasio has realized that more people die due to traffic than crime in NYC, and the goal of #VisionZero – no traffic deaths in New York City, has become one of their key policy priorities for quality of life in New York.  The graphic accompanying this post is based on NYC data, which shows that New Yorkers are NINE TIMES more likely to die when struck at 30 mph than at 20 mph.

Clearly there’s a link between vehicle speed and pedestrian crash severity in Carrboro as well.

I encourage everyone to check out the TAB’s discussion of the Slow Zone(PDF) before the Aldermen, and if interested, to view the data behind this post at the link below.

Carrboro-Ped-Crash-Data-1997-2012.xlsx

North Carolina Carfree Commute Map 2012!

Recently I started following @shanedphillips on Twitter after reading a terrific guest column he wrote at Planetizen. Shane lives carfree in Los Angeles and blogs at www.betterinstitutions.com. I’ve added him to my blogroll today- please check out his writing.

He is also hashtagging this month as #marchmapness on Twitter as he is creating carfree commute maps for various states.  I asked him about NC, and he whipped this map up in less than a few hours. Thanks, Shane!

For Carrboro, three of the four primary Census Tracts that make up most of town have non-car commute rates of over 20%.  If you zoom in you will see that there is a big change in non-car commuters from Census Tract 107.05 to Census Tract 107.06, where non-car travel drops from 24.9% to 6.4%.  My first read on this was “well, the F bus goes up North Greensboro St and Hillsborough Rd, but then turns back south on Old Fayetteville Rd- that should explain it.”

But look again- while transit commuting falls from 7.6% to 4.8%, the real drop in non-car commuting comes from the loss of Bike and Pedestrian commuting.  In 107.05, over 17% of commuters walk or bike to work..  But in 107.06, only 1.6% of commuters bike, and nobody walks. Also interesting is that if you go one Census Tract *further* away from the employment center of Chapel Hill / Carrboro, bike commuting actually *increases* to 2.6%.

To me, this is an indicator of how powerful proximity to a significant mixed-use destination can be on transportation choices.  The Census Tracts closest to downtown Carrboro and Chapel Hill have very significant numbers of people commuting without cars.

What do you see of interest in this great tool that Shane created?

Rare Opportunity Today: Carrboro and Chapel Hill #Sneckdown Photography!

It’s near midnight on January 28th as I write this.  As everyone wakes up on the 29th, we will have a rare opportunity in the Triangle to see how the snow reveals which parts of our intersections are not needed to allow cars to move freely.  Clarence Eckerson of Streetfilms (see 3-minute video below) has pioneered the art of taking film of leftover snow and plowed roadways to show where intersection treatments for pedestrians could be improved, while keeping traffic moving at lower and friendler-to-pedestrians speeds.

 

This type of photography has gotten its own Twitter hashtag this winter, combining “snow” and “neckdown”- the term for narrowing a roadway at an intersection, into “#SNECKDOWN.”  Here’s a screen capture of a great example from a few days ago in Massachusetts:

sneckdownSo keep your camera handy on Wednesday and document our local #sneckdowns!  Who knows when we’ll have this chance again…

2013 Year-End Stats for City Beautiful 21 Blog

Administration Gears ImageLooking back at 2013, I started this blog not sure if people would take an interest in narrow-focus writing on small-to-medium-size town urbanism in Carrboro, NC.  With 11 months of blogging behind me, I can say that people are definitely interested, and that the public and private feedback I’ve received from others indicates that there are lots of individuals who care deeply about Carrboro, and take our local decisionmaking and plans seriously. For this I am extremely grateful, even when I’m on the minority opinion side of an issue. Carrboro is a great place, and I love living here.

To everyone who has commented, emailed me privately, shared an article with a friend or colleague, cited this website in a public forum, or simply been a reader along the way — thank you for taking the time to read City Beautiful 21 in 2013.

Quick Stat Rundown

Here’s some numbers from wordpress for the year:

  • Total website views: just under 6,000
  • Total posts: 33
  • First post: Feb 3, 2013
  • Roughly 1 post every ten calendar days.

While I have no aggregate data on this, my stat-observing indicates that after every blog post, there is usually a spike in website views of 50-80 people in the day or two immediately following a post, and while this varies considerably, I estimate that the average post gets read about 170 times.

Most Popular Posts

In order, here are the most-often-read posts for the year:

  1. 708 Views – On Panzanella Closing and the Responsibility of Community-Owned Businesses
  2. 291 Views – Five Great Reasons to Bulldoze the BCBSNC Building in Chapel Hill
  3. 260 Views – A Little More Time and A Little More Communication Could Get Us an Awesome Urban Library that Works for Everyone
  4. 234 Views – When Your Craft Brewery Turns Parking Into Space for People, Thank Them
  5. 225 Views – The Wrong Place for a Suburban Drugstore


Most Common Referring Websites

  1. 904 referrals via Search Engines, 90% of which came through Google
  2. 625 referrals via Facebook
  3. 514 referrals via Twitter

Other referrals came from from Orangepolitics.org, Streetmix.net, Chapel Hill News, The North Carolina League of Municipalities, and Reddit.

Looking Ahead to 2014

As a new year begins in Carrboro, we have a new Mayor for the first time in many years, an election to fill a vacant Board of Aldermen seat coming in May, some major redevelopment projects on the horizon, and a housing market whose economics may force the town to make some key strategic decisions in the next 12 to 18 months. Some of the issues I will be raising in upcoming blog posts include:

  1. Downtown Access (or TIFKAP: The Issue Formerly Known As “Parking,” with apologies to Prince) – Without question, Carrboro’s attempts to develop a plan to deal with perceived challenges regarding parking in downtown (when we have a brand-new 500-space deck that is underutilized much of the time) will have a considerable impact on both local development and transportation outcomes. I expect to be writing about this more than anything else for at least the first half of the year.
  2. Public Spaces, and links between those spaces for pedestrians and cyclists. Carrboro has some terrific public facilities- like the Farmers’ Market and Wilson Park. The town also has multiple private spaces that act as public spaces, with the Weaver Street Market lawn being the most obvious example, and the redevelopment of the ArtsCenter potentially creating others. However, the pedestrian grid linking these special places is particularly weak in some areas, and absent altogether in others. I’ll highlight some examples while talking about why linking these places is important.
  3. Pedestrian Safety Improvements. There is currently a petition being circulated by citizens living along South Greensboro Street to prioritize a sidewalk along this dangerous stretch of road.  Despite many sidewalks being built in the last decade in town, the geometry of many of the intersections encourages cars to take corners at speeds up to 35 mph.  Correcting these poor designs from the mid-twentieth century will take time, but we need to get started.
  4. Discussing the new ArtsCenter Plan, which may significantly impact items 1 and 2 above.  DPAC is an outstanding success as a performing arts venue, but it also has some non-trivial shortcomings regarding how it connects with the fabric of downtown and the city itself.  Carrboro should grapple with those questions before committing to a final design.

Anything else you’d like to put on the urban agenda for Carrboro in 2014?  Let me know in the comments and I’ll see what I can do to address it along the way.

Thanks for reading!