Federal officials are eyeing major cuts to the Section 8 program that helps millions of low-income households pay rent.
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Sam Staley is Associate Director of the DeVoe L. Moore Center at Florida State University in Tallahassee where he also teaches graduate and undergraduate courses in urban and real estate economics, regulations, economic development, and urban planning. He is also a senior research fellow at Reason Foundation. Prior to joining Florida State, he was Robert W. Galvin Fellow at Reason Foundation and helped establish its urban policy program in 1997.
<p style="margin: 0in 0in 0pt" class="MsoNormal"><font face="Times New Roman" size="3">My Toyota Prius just turned 100,000. That’s quite a milestone for a car and it may be a harbinger of things to come. Many planners are betting so-called “peak oil” will undermine our car culture because we won’t have the fuel to feed them. The history of my Prius suggests otherwise. </font></p>
<span style="font-weight: normal"><font size="3"><font face="Times New Roman">I recently got <a href="/node/24909" title="Mass Transit Unsustainability">taken to the proverbial wood shed on Planetizen Interchange</a> for arguing that mass transit is unsustainable. So, I decided that it might be useful to look at the mass transit system that seems to be the most successful in nation: New York City. New York has the density and economic activity to sustain transit—perhaps a best-case scenario in the U.S.
<p>The solution to so-called "automobile dependence" within the contemporary planning community is almost alway more mass transit: more trains and buses. But is this realistic, particualarly given current strategies and approaches to providing mass transit? Most investments in mass transit are patently unsustainable, requiring huge investments in capital and dramatic reductions in mobility (measured by travel time) to achieve ridership goals. </p><p>Proof of mass transit's unsustainability is obvious to anyone willing to look at it objectively: </p>
<p>SHANGHAI, CHINA--I've been a fan of New Urbanism for several years, but I've always considered myself an urban "pluralist"--someone who doesn't believe there is an "objective" or general urban form that is persistently successful over long periods of time. Indeed, Bob Bruegmann's thesis in <a href="http://www.amazon.com/Sprawl-Compact-History-Robert-Bruegmann/dp/0226076911/ref=sr_1_1/103-6037660-7039810?ie=UTF8&s=books&qid=1179060172&sr=8-1" title="sprawl: a compact history">Sprawl: A Compact History</a>, suggests that urban form changes and evolves over time, although generally in a less dense direction.</p>
<p>BEIJING, 9 MAY 2007--Anyone questioning China's potential to become the dominant player in the 21st century and beyond need look no further than the <a href="http://www.bjjtw.gov.cn" title="Beijing Transp. Info Ctr">Beijing Transportation Information Center</a>. The entrepreneurial leader of the center, Mr. WANG gang, has lead the development of the most innovative system for managing traffic congestion I've seen, putting U.S. systems to shame and leapfrogging over London's cutting edge signal coordinatin system. Rather than try to regulate congestion by limiting automobile use, they have figured out a way to use technology to make its use more efficient. </p>
