Category: California

Exploring Radish: a model for cottage courts from Oakland

One of the many benefits of allowing pocket neighborhoods and cottage courts is being able to share high land costs. That, and sharing child care duties, are primary reasons that Phil Levin and Kristen Berman created “Radish”, a pocket neighborhood in Oakland.

Phil founded Live Near Friends, a website advising people on which steps to take to eventually live near friends and family and live happier by focusing on the hard part of finding appropriate real estate, setting up community standards, and arranging rent and legal concerns. He also is a co-founder of Culdesac, in Tempe, Arizona, an apartment complex with a traditional design of close-together buildings and shops near transit.

Phil takes Kirsten Dirksen, who produces videos about uncommon homes, on a tour of Radish, where the viewer can meet the residents, and learn about the architecture of the buildings and outdoor space plus a little about the process to combine two lots into what he calls a “friend compound”.

I previously wrote about cottage courts and how the Chicago zoning code does not allow them, primarily by disallowing more than one house per property. For Chicago, cottage courts can additionally offer the benefit of achieving the same density as a series of two-flats – so as not to reduce the population or population capacity of a neighborhood – while responding to the demand for detached housing and yards – which are putting pressure on two-flats and leading to their deconversions or teardowns. Two-flats have been a typical way for Chicagoans to live in a multigenerational setting, something that cottage courts can also promote.

Radish comprises two properties that started with two existing apartment buildings and an existing backyard house. Levin et. al. added another backyard house (ADU), a small building for a coworking office and shared kitchen (called “Blueberry” on the site plan below), and an RV for housing guests. All of those additions encircle a large shared space with a grassy yard, communal and scattered seating, a fire pit, a hot tub, and a sauna, separated from the car parking area by a privacy fence.

The lot area of the two parcels is about 18,859 s.f. The site plan is from 2020 and the population count reflects that year. Site plan: Supernuclear

In total, there are eight dwelling units on the property in four houses on an 18,589 s.f. set of two parcels. That lot area is the equivalent of six standard size lots in Chicago, on which 12-18 dwelling units will typically be found. But, that large lot size is atypical for Oakland.

Another aspect of cottage courts is that they can facilitate sharing food, high-cost resources (like a hot tub), and child care. Phil, the other residents, and even former residents who live nearby and stop by during the filming, describe how the cooking and child care is shared in the video. Phil’s blog details how he and his wife, Kristen, “built Radish to be a great place to have kids”.

Stay tuned for another blog post on this topic. I worked with Jamin Nollsch to create a cottage court site plan specific for Chicagoans to pair with a memo and sample ordinance that I wrote to promote legalizing this form of housing and living here.

Ride in Chicago with “Bike Mayor” John Bauters to help elect him to higher office

I’m co-hosting a fundraiser for John Bauters when he visits Chicago in two weeks on Monday, July 22. You can donate now or keep reading to learn why it’s important to support candidates like John.

John is formerly the mayor of Emeryville, California, and is running for Alameda County Supervisor in a runoff election on November 5, 2024. After finding out that he was coming to Chicago (for a work conference), I talked to some other Chicagoans and quickly put together an idea for a “meet and greet” event.

I was really just excited that I could meet John because I wasn’t able to meet him when he was here in August 2022 and rode in the monthly Critical Mass bike ride. John is well known online as “America’s Bike Mayor” because of how he rides around Emeryville, a city of 13,000 people, posting photos and videos of new sustainable transportation infrastructure and housing in the city, sometimes with his dog, Reyna. 

Because of the successes in reducing traffic crashes there and increasing the number of affordable homes and housing for the homeless that John has shepherded as a council member and as mayor, John is known around the United States as a progressive leader. 

On Monday, July 22, I’ll be co-hosting a fundraiser for John in Chicago, alongside Nate Hutcheson, Ben Wolfenstein, Michelle Stenzel, Tim Shambrook, and Brendan Kevenides (an attorney with FK Law Illinois). We’ll start the bike ride in Lincoln Square, ride through the 40th and 47th Wards making a couple stops along the way to showcase good and bad urbanism, and end the ride on the lakefront for a community discussion followed by a happy hour. 

We’re asking people to donate to John’s campaign (for Alameda County Supervisor, where he’s in a runoff) to get the details for the ride. We’re also looking for additional people to join the host committee (contact me if you’re interested). You can donate as little as $20 to join this ride and you’re adding your voice to a call for more active transportation leadership nationally.

So here’s the question I think a lot of people are wondering: why should Chicagoans donate to someone running for office in another state?

Michelle Stenzel, founder of Bike Walk Lincoln Park, said, “It’s important for city planners to have examples from the United States of successful balanced street designs. Former Emeryville Mayor John Bauters was an agent for making the roads less car-centric. I’m supporting John in running for a new position that will allow him to broaden his influence even further, which will benefit everyone who cares about livable streets.”

Brendan Kevenides, an attorney who represents many injured cyclists in Chicago, said, “FK Law is proud to support John Bauters because he’s the kind of bicycle advocate, the sort of pragmatic leader that cities and towns throughout the United States need more of. He puts in the work necessary to bring about change in transportation policy that saves lives and improves living.”

Molly Fleck, a bicycle and ADU advocate, said, “John’s work in Emeryville on affordable housing and people-oriented transportation serves as a model of what’s possible for cities that want to do things differently. I am donating because John’s leadership resonates far beyond Alameda County.”

Daniel Comeaux, a transportation planner, said, “John is an inspiring leader who is at the forefront of the national movement to build cities for people and not just cars. I’m donating because I am excited to see that work continue, as a model for communities nationwide.”

About John

John’s work has been trendsetting from the Bay Area. Under his leadership, Emeryville has been transformed as a community. Examples of sustainable urban policies they’ve led on:

  • One of the first cities to eliminate parking minimums and reduce maximums.
  • Removing on-street parking in favor of separated, protected bike lanes and dedicated transit-only lanes.
  • Developed “Sustainable Streetscapes” program that requires implementation of the bike/ped plan when streets are repaved.
  • Designated a “Pro-Housing City” by Governor Newsom for the abundance and affordability of housing the city is producing

John also championed Alameda County’s 400-mile Countywide Bikeways Plan and also initiated the County Transportation Commission’s Race & Equity Action Plan. (Note that Alameda County covers most of the East Bay communities, including Oakland, Berkeley, and Emeryville.) In 2022, the San Francisco Bay Chapter of the Sierra Club gave John their inaugural Visionary Award for his work to build safe, sustainable, and environmentally-forward communities through climate action and leadership.

Eric Rogers, a prolific photographer who bikes for transportation and fun and took one of the photos above, said, “Mayor Bauters has been an inspirational leader in encouraging cities to adopt people-centric mobility policies that make us all healthier and safer. We need to give him a bigger platform to bring these ideas to more people. Plus, he’s a friendly guy with deep roots in Chicago and the Midwest, and we have to support our own!”

John is an accessible politician and holds “mobile office hours” talking to constituents on walks and bike rides. He’ll spend some time speaking to us about safe streets advocacy after the ride but would also welcome a chance to talk about supporting broader causes, helping elect women and urbanists, and protecting vulnerable community members. Please chip in and come join us for a solidarity ride with an elected official who is modeling what we want to see here in Chicago.

Voting on bikeways in San Luis Obispo County

Session summary: A staffer at San Luis Obispo Council of Governments (SLOCOG) wants to learn about ways to have residents learn about proposed bikeways in the jurisdiction, their costs, and possibly vote or rank them to prioritize installation. SLOCOG is also considering a referendum for a sales tax that would fund transportation improvements to pay for road maintenance, transit service, and bikeways. This tool could be used to decide how the sales tax revenue is spent.

UNEDITED

SLOCOG – what a funny name
250-300k population for the county.
slow-growth county, not affordable

GIS, web interface – routes of bikeways, identified by color
$30m over 25 years
bike plan
Oh, you want that class 1 to the beach? That’s $15m
survey of unmet bike needs

This is what we want to do, this is the money we have.
This is where 10k people want a bike lane.

passenger car sales tax (I missed how the sales tax would work)? county sales tax increase to fund transportation
quadruples range of options.

Adriel Hampton: Bright Idea – ideation, vote them up and down
Lot of marketing, moderation, outreach
Just cuz you build it, people don’t come
You have to market it hard.

Me: Will there be a soft side to this? In-person charrettes? No, but will consider.
Have the potential bikeways already been identified and have all had their costs estimated?
Yes, bikeways identified.
Costs will be estimated soon based on past construction projects.

Starting with bikeways, then complete streets modules, streetscapes.

Jeff Wood:
Phily Planning Organization, web interface – click on the projects you want
Portland
Sacramento – Willingess to pay game?

Matt: How do they frame sales tax? This is the touchiest subject for us.

OpenPlans GeoExt application.

Adriel: I think scenarios is better than open.
Matt: We’ve made the plan, have the network. We need the people to justify the funding decisions we make.
mottmann@gmail.com

Leah: TechSoup – let county-wide bike coalition get grants to pay for software/application.
Google StreetView – have the trike feature your best bike route.
LA Times, if you do this in the budget, then this happens. Generated a lot of buzz.

Sean Hedgpeth: Capital and operating budgets.
I added about federal funding not paying for maintenance.

Matt: rideshare.org
Richard: 66% votes needed to approve the sales tax.
Sean: Have to sell sales tax with potholes.
Matt: Cycling will get 7% of sales tax.

What’s the county’s policy on open data? It’s not that it’s hidden, it’s just that the organization and outreach is not there.

SidewalkChalk (?, url)

Adriel: SeeClickFix – civic points – put a gaming aspect on things. participation rates are so low.
1-9-90 model. Create, read, do nothing to web content.
Look at
Adding some goofy elements to project.
So anti-Farmville until I found out about their special corn that would help Haiti

Who wants to give up high-speed rail

UPDATED: 11/16/10 and 11/19/10 to include new reports from Journal-Sentinel about Walker’s campaign contributions and to reorder the timeline (now in chronological order) and news about North Carolina.

The Governors-elect of Wisconsin (Scott Walker) and Ohio (John Kasich) made it clear during their campaigns that they would put an end to current or upcoming high-speed rail construction paid for mostly by competitive grants from the Department of Transportation.

Illinois was the first state to start high-speed rail construction using federal stimulus money. Photo taken just outside of Springfield, right before IDOT announced the first phase of track construction (from Alton to Springfield) is complete and phase two should have begun yesterday, Monday (from Springfield to Lincoln).

Because of their stance, and because Secretary Ray LaHood has made it clear that Wisconsin’s $810 million and Ohio’s $400 can only be used for high-speed rail, the news changes daily. Here’s the latest in the chronology that’s happened in the past two weeks:

LaHood is laying on the pressure that high-speed rail will happen, but perhaps not in Wisconsin, if Walker has his way.

*3C stands for Cleveland, Cincinnati, and Columbus.

Two Amtrak trains waiting to depart Chicago Union Station (CUS) in May 2010. Photo by Eric Pancer.

HOT lanes and equity

The following is extracted from a paper I wrote about I-15 Express Lanes (first phase in 1998) and Managed Lanes (second phase, still under construction). Read the paper, Implementing value pricing on a highway in Southern California.

Equity

Political support is necessary for any value pricing application. Mayor Jan Goldsmith’s story of political maneuverings gave that indication. Implementing value pricing is politically difficult to implement because of the high opposition from the public. This is because of the costs borne by the user. In the case of I-15 Express lanes, all users have the opportunity to use the express lanes if they ride the bus, a motorcycle, ride with a friend or coworker, or drive an exempt low-emission vehicle. There are several tollways around the United States and the world which don’t have a free alternative.

Weinstein and Sciara (2006) suggest that we should avoid defining whether or not the HOT lane concept is equitable, but instead how to address perceived equity issues. The pair have written two reports for planners who will potentially work on value pricing projects. Both reports are cited in this section.

It has been found in the I-15 Express lanes application that users who never use the express lanes, and only use the main lanes (free lanes) occasionally benefit from the lane shift of users to the Express lanes. (Supernak, et al. 1998)

Another concern is that low-income drivers, who cannot afford to pay for the express lanes, will disproportionately benefit high-income drivers (Weinstein and Sciara 2006, 179). This debate between rich and poor drivers has emerged under the title of “Lexus lanes”, but the arguments calling HOT lanes a fast lane for the wealthy are unfounded:

a. Users from all income groups use the express lanes on I-15 and find it fair. The final report’s (Supernak 1999) attitudinal survey found that within all income groups, a majority of respondents approved of the FasTrak tolling of solo drivers in the I-15 HOV lanes.

b. As a mitigation measure to this perception, the Express lanes operation is paid for entirely by toll revenue, which also pays for increased express bus service. Oddly, though, Calfee and Winston (1996) found that the way toll revenues are used does not affect commuters’ willingness to pay (WTP), suggesting that these two mitigation measures do not affect public perception.

Works Cited

Calfee, John, and Clifford Winston. “The value of automobile travel time: implications for congestion policy.” Journal of Public Economics 69 (1998): 83-102.

Supernak, Janusz, Jacqueline M Golob, Kim Kawada, and Thomas F Golob. “San Diego’s I-15 Congestion Pricing Project: Preliminary Findings.” Institute of Traffic Studies, University of California, Irvine, Irvine, 1998.

Weinstein, Asha, and Gian-Claudia Sciara. “Unraveling Equity in HOT Lane Planning: A View from Practice.” Journal of Planning Education and Research 26 (2006): 174-184.