Let's Talk About the UDO

posted on Apr 20th, 2019

Okay, lets talk about the UDO. And since this is going to get long and detailed, I’ll go ahead and frontload the highlights.

  1. Single Family Zoning is not sustainable, especially when built around quarter and third acre lots, it necessitates cars to get around. And we cannot afford to keep driving at anything like the rates we do now in the face of climate change.

  2. Single Family Zoning is also known as Exclusionary Zoning, and it has a classist and racist history.

  3. Increasing the housing supply by introducing density does not - on its own - necessarily correlate with affordability, but holding it constant in a growing city does correlate strongly with unaffordability and an inexorable rise in housing prices and rents.

  4. There are some really great ways we could be pushing back against speculation and working for affordability. Refusing to allow neighborhoods to densify is not one of them.

Neighborhood Overhead - Attribution: Tom Rumble (https://unsplash.com/@tomrumble)

The new UDO is a great start. But it’s just that, a start. We need density. We need it in the core neighborhoods. We need it to build a sustainable city for the next generation and to push back on a century of racist and classist zoning policy that has quietly segregated our city.

But we also need to apply a huge range of tactics to create affordability. Increasing density is an important part of the equation. But it’s just part of it.

The new UDO isn’t really an attack on single family zoning. It allows multiplexes on corner lots and ADUs by right. That’s a pretty gentle tweaking of existing neighborhoods.

But even if it were, we should be seriously questioning whether exclusionary, single family zoning is worth protecting.

I’ll dig into the details of each of these points, and I’ll provide citations to backup these claims.

Single Family Zoning Isn’t Sustainable

First, Single Family Zoning is not sustainable. To be a sustainable city, we need density. Density is walkable, it’s bikeable, it’s easy to build transit around, it uses up less land leaving more to return to the wild or for agriculture, and we need all of these things.

Every single policy guide for sustainable city planning has phrases like this one from the American Planning Association’s Sustainability Policy Framework:

Development and stewardship of communities that exemplify sustainable living practices with higher densities that support high capacity transit use and walkability, and include open spaces, habitat connections, complete streets, diverse housing, local employment, neighborhood schools and other appropriate community facilities, and local-serving businesses that meet the daily needs of residents and reduce vehicle trips and Greenhouse Gas Emissions (GHG emissions).

So we need a dense city.

Most of Bloomington is currently zoned Single Family on quarter acre and third acre lots. That just isn’t sustainable and it can’t last. It makes it that much harder to build out walkable, bikeable, and transit oriented infrastructure. Introducing ADUs and multiplexes into the existing neighborhoods is a very gentle way of densifying them with out significantly changing the built character of the neighborhoods.

Single Family Zoning Has a Racist History

Second, Single Family Zoning has a deeply problematic history. It’s also know as Exclusionary Zoning, and this is a much more apt name for it. It was created as an intentional attempt to redesign America’s cities around an idealized nuclear family. From the beginning, it had the effect of reducing the amount of affordable housing and displacing low income families and families of color through “urban renewal”.

Single Family Zoning became racialized pretty much at its inception. It was immediately used as a tool to skirt anti-discrimination laws. It segregated neighborhoods by class, and thus, by race. Originally, this effect was intentional. At some point, people stopped using it with the intention to segregate by class and race, but it still had the same effect. That effect lasts to this day, and recent research has shown that exclusionary Single Family Zoning still acts to segregate our cities, locking low income people and people of color out of middle class neighborhoods.

You can see these effects in Bloomington today. I grew up in Elm Heights. It was heavily segregated. I can barely remember seeing a single person of color among my childhood neighbors.

Density is a Necessary Piece of the Affordability Puzzle

Third, the impacts of housing supply on affordability. The primary argument of the UDO’s density opponents is that allowing multiplexes and ADUs will destroy the affordability of the core neighborhoods.

Where ADUs are concerned, there is solid evidence that they do provide affordable housing - both in that they make the lots they are built on more affordable to the homeowner by providing rental income and in that they themselves are often rented at affordable rates. Studies found that 20% of ADUs in Portland and comparable cities were rented for no rent or very low rents. Many of the remainder contributed to making the lot they were built on more affordable for the homeowner through their rent. They are a very gentle way to add dense, affordable housing into an existing neighborhood.

The relationship between upzoning and affordability in general is a lot harder to tease out. The study I posted in the section about Single Family Zoning’s connection to segregation and racism found a connection between upzoning - increasing density of single family neighborhoods - and affordability.

There are some cities, Denver and Seattle being two notable examples, that have maintained high levels of new home construction (including market rate homes) to keep up with their growth. And after doing this for years (alongside a number of other affordable housing strategies), they’ve both recently managed to achieve a drop in the median rents. (They still both very much have affordability crises, because the need for housing in a growing city is an endless treadmill.)

However, a recent study of an instance of upzoning in a Chicago neighborhood found that it increased property values. Important caveats being that it only looked at the 5 years immediately after the change (development usually moves more slowly than that) and only looked at property values (not rents - which, if you’re upzoning, properties are probably going to go up, but rents are the important factor for affordability).

If you step back and look at the whole conversation around density and affordability (and I could link article after article on it - we are far from the only ones having this discussion), it seems pretty clear that the jury’s still out.

That said, most affordable housing advocates and urban planners will tell you that density was never meant to be some affordability silver bullet. It was only ever one part of a much larger and more complex equation for creating affordability - but a necessary piece of it. Because is a given that - barring housing market crashes like 2008 - land, rent, and housing prices pretty inexorably go up. And if you hold the supply constant, it gets worse.

So in conclusion, ADUs probably do add to affordability. But where density and affordability are concerned, we might be damned if we do, damned if we don’t. Or density might be a necessary piece of a much larger affordability puzzle. But I can find no evidence to support the idea that holding the housing stock constant, especially in a single family neighborhood, will create affordability.

What Else Can We Do About Affordability?

So what about the fears of speculation? And what are some of the other tactics we can use to create affordability?

Well, some tools are off the table for us. The biggest one being inclusionary zoning - it’s preempted at the state level. But that doesn’t mean we don’t have options. There are any number of tools in our toolkit to create affordability, and we need to use all of them.

Community Land Trusts are a way of holding housing permanently affordable in existing neighborhoods while still allowing residents to own their homes and build equity. They’re being used to great success all over the country, often by marginalized populations as a way to push back against gentrification and keep people in their homes.

Housing cooperatives to manage rental housing is another tool. We have one housing cooperative, Bloomington Cooperative Living, which currently offers dorm-style, communal affordable housing. But a housing cooperative can offer any type of housing - apartment, single family, suites, you name it. The thing that makes it a cooperative is that it is governed, democratically, by its residents. The primary barrier to housing cooperative’s success is financing and training.

Bloomington Cooperative Living has a really solid foundation, and a board that is ready and eager to help it grow. We could help a lot with financing. And we could help other housing cooperatives start up and get stable. If we get enough of them into the rental market, they could undercut and outcompete the speculators and rental landlords, potentially driving rents down and making it less profitable to speculate.

We can also explore things like taxing vacant properties and increasing restrictions around wholesale demolition to push back against the possibility of speculation.

And, personally, I’d be interested in finding out whether we could restrict multiplex conversion to only buildings of a certain size and age, rather than allowing it by right on corner lots. Allow conversion only for buildings older than 20 years. Allow those over 2000 square feet to become duplexes, those over 3000 square feet to become triplexes and those over 4000 square feet to become quadplexes. This might better preserve the buildings we have, and prevent demolition of perfectly good buildings in order to upzone them. Plus, homes of these sizes in our core neighborhoods are pretty much guaranteed not to be affordable, so we don’t risk losing any affordable housing this way.

I prefer this to placing owner-occupation limitations, because I worry that they might be too onerous and would prevent us from achieving the density increases we need.

And there are more beside these. I’m personally making a note to go read Generation Priced Out, because it sounds like a pretty comprehensive survey of approaches to affordable housing across the country and I’m betting there are even more good ideas in there.

In any case, the point is we have a lot of tools we can apply for affordability. But restricting density is not one of them.

Please Support the Density in the UDO

So, to take us back to the beginning, the new UDO is a great start. But it’s just that, a start.

We need density. We need it in the core neighborhoods. We need it to build a sustainable city for the next generation and to push back on a century of racist and classist zoning policy that has quietly segregated our city.

Resisting increases in density to ostensibly protect affordability is completely self defeating. That’s just not how that works. At worst, we’re damned if we do, damned if we don’t where density and affordability are concerned. But at best, density is an important piece of the affordability puzzle.

Either way, we know we need density to build a sustainable city. And we know that exclusionary, single family zoning is inextricably tied up in a history of racists and classist segregation. We might not be able to create affordability by just increasing density. But we can start to undo and make amends for that horrible piece of our history, and we can create a more sustainable, livable city for the next generation in the process.

So please support the UDO. And please, help push back against those “defending single family zoning from attack”. Exclusionary zoning is not worth defending.

The 4th Street Garage Was a Bad Call

posted on Apr 5th, 2019

Any way you slice it, Wednesday night’s decision to rebuild the 4th street garage was a bad one.

Parking Garage - Attribution: Aldo Delara (https://unsplash.com/@okvisuals)

Repairing the garage for 5 years would have cost $1.4 million. That works out to about $280,000 per year. Rebuilding the garage cost $18.5 million up front and $11 million in interest for a 50 year lifespan. So the total cost is $29.5 million or about $590,000 per year.

In other words, the repair could have cost almost as much as $3 million before it would start to be more expensive than a rebuild. Rebuilding it doesn’t make financial sense.

Okay, what about business? Wouldn’t it be disruptive of business?

Repairing the garage would mean it could open again in 4 to 6 months. The rebuild will keep it closed for 18 to 24 months. Meaning all those businesses struggling with the loss of customers due to parking, would get the parking back a year, to a year and a half sooner than with the rebuild.

But aren’t we going to just have to close it again in 5 years?

Yes, but by then the Trades District garage will be open with an additional 300 spaces easy walking distance from the 4th street garage. It’s pretty unlikely there will be very much development in the Trades District by then (judging by the pace of the last 4 years). So those spaces could directly replace the spaces in the 4th street garage if we do need to tear it down and rebuild it, making that whole process much, much less disruptive than tearing it down right now with nothing to replace those spaces.

But we might not even want to rebuild it in 5 years when we consider the context of climate.

Huge Changes, Very Little Time

We have to cut emissions by 45% in the next 10 years. And then to zero 20 years after that.

Electric cars are not going to achieve that. Adoption can’t come fast enough, they’re extraordinarily expensive (buying everyone in America the cheapest electric car on the market would cost more than it will to completely power America on Solar energy using today’s prices), they have large amounts of embodied emissions (transferring emissions to industry during their production instead of eliminating them), and we’d need to add that much more solar production to the grid just to power them!

So we need to cut driving rates. Drastically.

We know how to do this. Yes, Bloomington’s transit sucks. Yes, we don’t have a bike infrastructure. Right now you cannot get around by bike or transit effectively.

We know that. We need to build the transit and bike infrastructure so that people can get around by bike and bus instead of their cars.

The opportunity cost of this garage – the things we could have paid for instead of it – are protected bike lanes on every single on of Bloomington’s major thoroughfares (Walnut, College, 3rd street, Kirkwood, 17th street, Winslow, Hillside, College Mall to Sare, Rohrer) and at least 13 electric busses.

Our current bus fleet has 39 busses. So that’s at least a 33% increase in fleet capacity.

That’s just the up front cost. The opportunity cost of that $11 million in interest is at least another 10 electric busses.

So for the full cost of this garage, we could have put protected bike lanes on every, single major thoroughfare in Bloomington and almost doubled our bus fleet.

If we did that, there’s a good chance we could have gotten a lot of people biking and taking the bus. People who are currently driving downtown. 60% of people would bike more if the infrastructure were there to support it. Right now about 3 - 5% of trips happen by bike. Even if that number only went up to 15% or 20% it would drastically cut the need for parking downtown. A lot of those who can’t bike, would be happy to take the bus.

This would do far more to relieve parking pressure in downtown than the 200 spaces we’re buying with this garage rebuild and upgrade.

We could have given businesses the garage back in 4 to 6 months, and then spent the next 5 years building out the low carbon transportation infrastructure we need with the money we saved, relieving the immediate parking problem much faster and then doing far more to relieve the long term problem than the new 4th street garage will ever do.

We Have to Do Better

We can’t afford to do things like this. We cannot afford opportunity costs like that right now. Not if we’re going to survive climate change.

Everyone has to do their part. Every individual, every city, every county, every state, and every country. We don’t get to sit here and say “It Starts Here” if we’re not doing our part.

We’re not going to get through this with out taking some risks. We’re not going to survive climate change with out some disruption. There won’t be a future for the next generation unless we’re willing to change our behavior.

Repairing this garage and using the money to build out the low carbon alternative transportation wouldn’t even have been a risk. It would have been less expensive and less disruptive than the rebuild path we chose.

Bloomington screwed up on Wednesday night.

Resuming the Campaign

posted on Mar 14th, 2019

Content warning: pregnancy loss, still brith.

I spent the last few weeks grieving and processing with Teal after we lost our baby to a still birth at almost 5 months. I wouldn’t say I’m fully recovered. Everyone I’ve spoken to who’s been through this has said that you never really heal from something like this. But I’m ready to re-enter the world and try to find a new normal.

I’ve been trying to decide whether I could carry on the campaign. I’ve talked it over a lot with Teal and we agreed that it’s really worth doing, if I can handle it. The next window to run is 4 years from now, and climate change doesn’t wait. We have to have this conversation now, and we have to act now.

I’m not the only one running who recognizes the threat it represents, nor the only one running willing to grapple with the challenges it presents. But the more of us running, the higher our chances of getting a council with the political will to take action on the scale required. And no one else in District 2 seems to be taking it seriously enough.

I hadn’t done any canvassing before our loss. We got access to the voter database the very day Teal and I were in the hospital. Last night, as a way of testing the waters, I made my first few canvassing calls. I wanted to see how it felt, before I made a decision to definitely carry on.

It went really well! Several messages and conversations later, I’d earned some new votes. That was the part of campaigning I was most worried about, and I walked away from it energized and eager for more.

So I’ve decided to carry on.

I’m going to give it all I’ve got. It might be less than what I had to give before, but I know I will regret it if I don’t try. I’m definitely going to need help. We were just starting to figure out what a canvassing infrastructure could look like before, which already put us several steps behind some of the more experienced candidates. Now we have that much more catching up to do.

We’re actively looking for people to host house parties (especially in District 2) and for people to write letters to the editor of the HT. If you’re willing to do either, please send an email to danielbinghamforbloomington@gmail.com or send a facebook message to either me or the campaign page.

Thanks for all the support so far, and to everyone who sent us condolences and well wishes. I’m looking forward to continuing the conversations!

Pausing the Campaign

posted on Mar 3rd, 2019

Content Warning: Pregnancy loss, still birth.

Hey everyone, If you’ve friended me on Facebook, then you already know this. But for those who haven’t, I feel like I need to explain the radio silence of the past week.

Last Tuesday, on February 26th, Teal and I lost our baby. At 20 weeks into our pregnancy, we had a miscarriage resulting in a still birth.

It’s been a really hard week. We both want to be parents very badly and very much wanted this child. We’re grieving and slowly processing together. Part of that processing has been gaining an understanding of the ways in which grief affects us and just how long it could last.

The campaign is paused while we work through this. I want to continue, but I need to work through the initial grief before I can really even make the decision whether or not I can continue this campaign.

Biking in Bloomington

posted on Feb 19th, 2019

According to Google, to bike from Whitehall Plaza (the big box stores west of I-69) to the College Mall would take about 30 minutes. It’s roughly a 5 mile trip.

Whitehall to College Mall

Of course, I can think of few people who would even attempt that bike ride. The roads aren’t built for it. 3rd street might have bike lanes all up and down it, but I’ve been in those bike lanes. It’s terrifying.

To go from where North Walnut meets the Bypass all the way south to the Kroger on South Walnut is also a 30 minute trip by bike. It’s also about a 5 mile trip.

Bypass to Kroger

Again, I’ve been in the bike lanes on College. They’re barely separated from two lanes of traffic that can move really fast. They eventually disappear into the 3rd lane of traffic with a sharrow.

Only about 3 to 4% of trips happen by bike in Bloomington right now. There’s a good reason for that.

How often have you seen a bike using one of those sharrow lanes on College or Walnut? How often do you see bikes actually using those lanes on west 3rd street?

Now think about how many bikes you see on the B-line trail, every day.

More than 70% of trips in Bloomington happen by car right now.

What if we built out protected bike lanes on all of these roads? What if 3rd street was an east / west bike highway with one lane each way for cars (and a low speed limit) and a broad boulevard for cyclists? What if Walnut and College were structured similarly? Could we take the 70% of trips that happen by car and make half of them happen by bike?

It might seem like an impossible goal, but in Copenhagen 45% of all trips happen by bike. Only 35% happen by car. To travel from one side of Copenhagen to the other by bike is a 50 minute, 8 mile trip.

We can do this. Bloomington is compact enough that most trips could happen by bike, if only the infrastructure were built to prioritize bike travel.