In Vox

If this sounds outlandish or like easily dismissed political posturing — surely Republicans don’t want to turn back the clock on marital law more than 50 years — it’s worth looking back at, say, how rhetorical attacks on abortion, birth control, and IVF have become reality.

And that will cause huge problems, especially for anyone experiencing abuse. “Any barrier to divorce is a really big challenge for survivors,” said Marium Durrani, vice president of policy at the National Domestic Violence Hotline. “What it really ends up doing is prolonging their forced entanglement with an abusive partner.”

In the wake of the Dobbs decision, divorce is just one of many areas of family law that conservative policymakers see an opportunity to rewrite. “We’ve now gotten to the point where things that weren’t on the table are on the table,” Zug said. “Fringe ideas are becoming much more mainstream.”

In New York City, where the majority of residents don’t own a car, it seems odd to assert that a policy benefitting transit users, pedestrians, and cyclists is bad for attracting customers. Commuters who drive into Manhattan have significantly higher incomes than others who work in the borough, so Hochul’s claim that killing congestion pricing would relieve New York’s cost of living crisis is just as suspect.

Even if Hochul is telling the truth about restaurateurs’ complaints, they’re still a terrible justification for her flip-flop on congestion pricing. The same goes for public leaders elsewhere who scuttle other urban transportation reforms that merchants often loathe, such as replacing street parking with dedicated lanes for bikes and buses. When it comes to shoppers’ travel habits, small business owners simply don’t know what they’re talking about — and not just in New York.

In study after study in city after city around the world, researchers have found that merchants exaggerate the share of patrons who arrive by car and undercount those who walk, bike, or ride transit. Those misperceptions lead them to oppose transportation reforms that would limit the presence of cars and make urban neighborhoods cleaner, more pleasant, and less polluted — and would likely increase spending at their business, too.

Once upon a time it was razor blades in apples; this year, it’s rainbow fentanyl in candy. But while fears of children receiving narcotic-spiked treats are unfounded, there is a very real danger that America’s children face on this most hallowed of evenings: cars.

That’s because pedestrians under the age of 18 are three times more likely to be struck and killed by a car on Halloween than any other day of the year. That risk grows to 10 times more likely for children aged 4 to 8 years old, according to a study from 2019 in JAMA Pediatrics. 

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But what happens on Halloween isn’t an isolated incident. After gun injuries, motor vehicle injuries are the second leading cause of death among children in the US overall. And with pedestrian fatalities (both adult and child) at a 40-year high in the US, it’s worth asking why children roaming the streets is so inherently deadly, and what can be done about it.

“Sometimes when you talk about this issue, you get pushback from people and people say, ‘Well, of course, you have more children on the streets, of course, more children are going to die,’” Doug Gordon, a writer and podcast host who advocates for safer streets and cities, told me. “But that accepts a baseline level of danger that I think we as a society have in fact accepted on the other 364 days of the year.”

If you think NIMBYs are hard, it’s astronomically worse when the NIMBYs are right. So you should do everything you can to avoid helping the NIMBYs be right.

I’ll often point to existing buildings and say, “If I thought that’s what I was going to get as a community, I’d be against it too.” The city has to be able to virtually guarantee the quality of the outcome from the urban design, livability, multimodal perspective. And a lot of cities have not set up the culture, the structure, the capacity, the training, or the tools to deliver quality. So when NIMBYs express a fear of change over density, they’re often right.

Don’t let them be right, is what I’m saying. Vancouver has a track record of delivering density in a pretty good way, so we can have a different conversation about change and density and height.

It starts with asking yourself: Do you want families downtown and in urban places? A number of cities say they do, yet they’re not willing to do what’s necessary to make it happen, such as regulate. That’s particularly a problem in the United States, where regulation is a dirty word. It’s that ideology around regulation that can often keep cities from progressing.

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Point two is, even if you have the homes, you need the services and amenities that support family living. Those start with daycare and schools.

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Point three is, you design the public realm for kids and families, because that means it will work for everyone. You have to think about all age groups: the parents with their strollers, young kids and their need for playgrounds, and then teenagers and their distinctive needs, which are different than those of younger kids.

An interview with Brent Toderian:

The fact that you get pockets of urbanism out in the suburbs can be a result of a few things. One, sometimes these pockets are original urban places — traditional towns or villages that stood on their own, initially — that got gobbled up by sprawl. And they’ve become special places within those suburbs. I know so many suburban communities where, if you ask where the best place is, they will name those places, because they’re the places with scale, character, and walkability.

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I’ve worked on New Urbanist projects that are walkable and mixed, and even have some density in their core, but you get to them by getting off the interchange of the highway. The urbanist project is plugged into the big-infrastructure, suburban genetic code.

It’s very difficult to retrofit the growth pattern of cities on a project-by-project basis. You get islands of right in a sea of wrong. It ultimately has to come down to a new system, a new genetic code at a regional scale — which is really hard to do, but important.

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There’s an old Chinese proverb that says: The best time to plant a tree is 20 years ago; the second-best time is now. So wherever you are in the learning curve, stop doing the wrong thing! [laughter]

That’s often the hardest part. It’s easier to start doing the right thing, because you get credit for those things. What’s hard is to stop doing things that don’t match your new vision — building wider roads and more lanes, or building big-box retailing on your periphery. It’s not enough to start doing the right thing, you have to stop doing the wrong thing. 

In principle, there is no reason why population growth must push up the cost of shelter. Immigrants need homes — but they are also disproportionately likely to work in construction and, thus, increase the economy’s home-building capacity.

The problem arises when governments effectively prohibit the supply of housing from rising in line with demand. Between 2012 and 2022, Americans formed 15.6 million new households but built only 11.9 million new housing units. As a result, even before the post-lockdown surge in migration, there were more aspiring households than homes in America’s thriving metro areas.

This was largely a consequence of zoning restrictions. Municipal governments have collectively made it illegal to erect an apartment building on about 75 percent of our country’s residential land. In large swaths of the country, there are households eager to rent or buy a modest apartment, and developers eager to provide them, but zoning restrictions have blocked such transactions from taking place.

This creates a housing shortage. You can house 32 families much more quickly and cheaply by building a single apartment building than by erecting 32 separate houses. To require all of your community’s housing units to be single-family homes isn’t all that different from prohibiting the manufacture of all non-luxury cars. In both cases, you end up with artificial scarcity and unaffordability.

By offering private companies more favorable financing terms, Montgomery County hoped to move forward with new construction that they’d own for as long as they liked. They had plans to build thousands of publicly owned mixed-income apartments by leveraging relatively small amounts of public money to create a revolving fund that could finance short-term construction costs. Eighteen months ago, this “revolving fund” plan was still mostly just on paper; no one lived in any of these units, and whether people would even want to live in publicly owned housing was still an open question.

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Since 2017, Boston has been working to redevelop some of its existing public housing projects by converting them into denser, mixed-income housing. Kenzie Bok, who was tapped by the city’s progressive mayor last spring to lead the Boston Housing Authority, said that existing work helped pave the way for leaders to more quickly embrace the Montgomery County model.

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“The default assumption is that affordable units are hard to build and market-rate ones will build themselves from a profit-motive perspective,” Bok said. “In fact, we have a situation now where ironically it’s often affordable LIHTC units that can get built right now and other projects stall out.”

Bok and her colleagues realized it’s not that mixed-income projects don’t generate profits — those profits just aren’t 20 percent or higher. Mixed-income affordable housing wouldn’t need to be produced at a loss, Boston leaders concluded, they just might not be tantalizing to certain aggressive real estate investors. By creating a revolving fund and leveraging public land to offer more affordable financing terms, Boston officials realized they could help generate more housing — both affordable and market-rate.

The British luxury brand Burberry brought in $3.6 billion in revenue last year — and destroyed $36.8 million worth of its own merchandise.

In July 2018, the brand admitted in its annual report that demolishing goods was just part of its strategy to preserve its reputation of exclusivity.

Shoppers did not react well to this news. People vowed to boycott Burberry over its wastefulness, while members of Parliament demanded the British government crack down on the practice. The outrage worked: Burberry announced two weeks ago it would no longer destroy its excess product, effective immediately.

Yet Burberry is hardly the only company to use this practice; it runs high to low, from Louis Vuitton to Nike. Brands destroy product as a way to maintain exclusivity through scarcity, but the precise details of who is doing it and why are not commonly publicized. Every now and then, though, bits of information will trickle out. Last year, for example, a Danish TV station revealed that the fast-fashion retailer H&M had burned 60 tons of new and unsold clothes since 2013.

In May 2018, Richemont, the owner of the jewelry and watch brands Cartier, Piaget, and Baume & Mercier, admitted that in an effort to keep its products out of the hands of unauthorized sellers, it had destroyed about $563 million worth of watches over the past two years. Whistleblowing sales associates and eagle-eyed shoppers have pointed out how this practice happens at Urban Outfitters, Walmart, Eddie Bauer, Michael Kors, Victoria’s Secret, and J.C. Penny.

The fashion industry is often cited as one of the world’s worst polluters — but destroying perfectly usable merchandise in an effort to maintain prestige is perhaps the dirtiest secret of them all.