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Tag: carrboro

Flipping the Script: Understanding Pedestrian and Bicyclist Safety in Chapel Hill-Carrboro

By Emma Vinella-Brusher, Angles Managing Editor

Each year, over 3,000 pedestrians and 850 bicyclists are hit by vehicles here in North Carolina, making our state one of the least safe states for walking and biking[i]. Last month, the UNC Department of City & Regional Planning and Collaborative Sciences Center for Road Safety were joined by Tom Flood of Rovélo Creative and Arleigh Greenwald aka Bike Shop Girl for a free, two-day workshop on addressing this crisis.

A “ghost bike” sits at Franklin and Graham in Chapel Hill, in honor of cyclist Nick Walton who passed away earlier this year (Source: author)

The April 22-23 Flipping the Script on Traffic Violence event featured a guided bike ride and walk, a facilitated discussion about marketing/storytelling, and a workshop to develop marketing content. Students, academics, professionals, and elected officials gathered together to learn how to better communicate the critical issue of traffic violence towards our most vulnerable road users.

Flipping the Script kicked off at 1 PM Friday with a casual bicycle ride through the streets of Carrboro, Chapel Hill, and the UNC campus. Participants covered ~4.5 miles and stopped to photograph and discuss traffic safety concerns along the way. This was followed by a one-mile walking tour of downtown Chapel Hill, for another opportunity to identify safety challenges for pedestrians and bicyclists in the area. The day concluded with a facilitated debrief of both tours and discussion of opportunities to advocate for and improve local road safety.

The bike route, starting at Wilson Park in Carrboro and ending at New East on UNC’s Chapel Hill campus (Source: author)
Walking tour participants critique a Chapel Hill pedestrian crossing (Source: Tom Flood)

Day 2 of Flipping the Script consisted of an afternoon hands-on workshop, where participants practiced crafting effective media messages about road safety challenges. The group developed messaging around the safety concerns facing pedestrians and cyclists to share with the public and local elected leaders in the hopes of making our streets safer for all.

Tom Flood shows participants the language used by the media to describe crashes resulting in injury or death (Source: Collaborative Sciences Center for Road Safety)

Thank you to Tab Combs, Seth LaJeunesse, Tom Flood, Arleigh Greenwald, and everyone else in putting on this fantastic event!


[i] Watch for me NC, “Crash Facts.”


Featured image: Bicyclists participate in the 2022 Durham Ride of Silence to honor cyclists who have been killed or injured while cycling on public roadways, courtesy of author

Facing Forward and Held Back: Mapping the Role of Zoning in a Progressive Small Town’s Housing Crisis

By Henry Read

For the better part of a century in the United States, exclusion, restriction, and fastidiousness were core values within the accepted best practices around zoning and development. While national trends seem to slowly be reversing course toward less aggressive regulation of uses and limitations on density, the built, legal, and economic environment in communities across the country strongly reflect this history. Even in places that actively seek to be bastions of progressive culture and policy, the legacy of older philosophies persists. And the most severe and obvious of these reflections is the current crisis of affordability in housing.

As a small town with a consciously welcoming culture adjacent to the state’s flagship university, Carrboro, NC, is emblematic of this wider trend. Despite broad community consensus on the need for affordable housing for all residents, housing prices have risen faster than median incomes for decades and new housing construction has been outpaced by population growth for just as long. Carrboro has not been idle in the face of this problem; many policy initiatives have been attempted to address the scarcity of affordable homes. But due to more significant dynamics within the town and the country, these solutions have consistently come up short either in design or implementation.

In an effort to explore and address this archetypical wicked problem, this project from 2021’s course on Zoning For Equity uses mapping, statistics, legal analysis, and investigative journalism to determine why affordable housing is so difficult to come by in an environment so seemingly amenable to its creation. Through the medium of ArcGIS StoryMap, Feel Free (To Be Cost Burdened) describes the background of Carrboro’s housing crisis, the most notable attempts that have been made to address it, and the trends and policies that continue to negate the impacts of those attempts. The StoryMap then goes beyond analysis by offering a suite of potential solutions, ranging from immediate and practical tweaks to Carrboro’s zoning code to grand reworkings of America’s conception of the relationship between property rights and human rights.

In addition to existing as a static artifact of research, Feel Free (To Be Cost Burdened) has entered the world of planning politics in its own right; Its creators presented it to both the Orange County Board of Health and the Carrboro Affordable Housing Advisory Board in early 2022. Hopefully, this project can be revisited and revised to reflect breakthrough successes in Carrboro’s fight for housing affordability in the near future.


Henry Read is a Master’s student in the Department of City and Regional Planning, with a focus on land use policy. He is fascinated with the minutia of development regulation and doesn’t understand why so many people think zoning is boring. He hopes to work in the public sector after graduation, and would like to be remembered as the guy who got your town to stop requiring bars to have customer parking and start planting native fruit trees in parks.


Edited by Jo Kwon

Featured image: Feel Free (To Be Cost Burdened) StoryMap

A Call to End Parking Minimums in Carrboro for a More Equitable, Sustainable, and Economically Vibrant Future

By Will Curran-Groome

With the Town of Carrboro’s first-ever comprehensive planning effort currently under way, our community has a unique opportunity to assess where we’re at and chart a better vision for the future. This is a call for Carrboro’s Town Council to abolish parking minimums in Carrboro, which will help to move our town toward a more racially and economically equitable, sustainable, and economically vibrant future. You can urge the Council to end parking minimums by sending them an email at council@townofcarrboro.org, or by signing up to speak at a Council meeting.

Parking minimums have received recent attention in a number of cities and towns across the U.S. as communities have reckoned with antiquated policies that subsidize driving, mandate large areas of impermeable surface, increase the costs of housing, and degrade natural environments and the aesthetic characters of neighborhoods. Cities such as Minneapolis, MN,[1] and Berkeley, CA,[2] have recently moved to eliminate parking minimums. Carrboro should follow suit.

In this article, I first provide a brief background on parking minimums and how they operate in Carrboro. Then, I look at how removing parking minimums can help to address three interrelated issues: 1) racial and economic inequities; 2) environmental sustainability; and 3) the economic health of our community.

Background

Parking minimums are unfortunately common in towns and cities across the U.S. As car ownership became increasingly widespread beginning in the 1920s and accelerating dramatically post-war,[3] parking minimums in turn became bread-and-butter planning policy.[4] In response to fears that free, on-street parking would become overwhelmed unless there were also sufficient off-street spaces, and through pseudo-scientific assessments of how many off-street spaces are needed, planners created parking minimums.

These minimums require a specific number of parking spaces for each new development, with the total required parking dependent on characteristics such as the number of bedrooms (for residential development) or the square footage (e.g., for retail or office uses). But because the number of parking spaces is usually based on the peak demand—for example, calculating the number of parking spaces required for a mall based on the number of cars expected the day before Christmas—minimums almost always require more spaces than are actually needed. And because parking minimums bundle parking costs in with other expenses, such as the cost of your housing or the price of food at the grocery store, they both force non-drivers to pay for parking and hide the true costs of these requirements. In the words of UCLA Professor Donald Shoup: [5]

“[Parking minimums] increase traffic congestion, pollute the air, encourage sprawl, raise housing costs, degrade urban design, prevent walkability, damage the economy, and penalize everyone who cannot afford a car.”

So how do parking minimums work in Carrboro? Carrboro’s Land Use Ordinance (LUO) establishes the parking minimums that apply to different types of development. Table 1 highlights some of the most common types of residential development and their required parking levels, but don’t forget that parking minimums apply to retail, office, and other land uses as well! (They’ve been omitted here for brevity; you can avail yourself of them in detail on pages 425-430 of the LUO.)

Table 1. Carrboro’s Parking Minimums

Type of developmentrequirement
Single-family detached housesTwo per unit, plus one per rented room.

Spaces in a garage don’t count.
Duplexes and triplexesTwo per unit; one-bedroom units only require one.
Multi-family residencesOne space per bedroom, plus one per four units.  

Except if “each dwelling unit has an entrance and living space on the ground floor”:

Two per unit; one-bedroom units only require one.

Except if the unit is limited to low- or moderate-income residents or the elderly:

One per unit.

The product of Carrboro’s minimums is a streetscape overwhelmed by empty parking, as shown below.

Parking lots dominate Weaver St. just one block from the heart of town. Photo credit: Google Maps 2021

Racial and Economic Inequities

Parking minimums disproportionately impact lower-income residents of our community, who are less likely to own a car,[6],[7] are more likely to live in multi-family housing[8]—which has the highest parking requirements per unit—and for whom the added costs of unneeded parking represent a greater share of their income.[9] Though parking minimums might appear to be “race neutral”, they also disproportionately affect Black, Indigenous, and other People of Color (BIPOC) community members, who, due to systemic racism, are more likely to be lower-income.[10]

By making residents pay for parking in order to obtain housing, buy groceries, or get a haircut, parking minimums directly contribute to issues of housing unaffordability and effectively impose a regressive sales taxi on other goods and services. One recent study estimates that each residential parking space costs $800 per year,[11] and Carrboro’s parking minimums require at least two parking spaces per unit. This means that we’re forcing households to pay hundreds of dollars each year for parking in order to obtain housing… even if those households don’t own a single car. 

i While the costs of parking, which are bundled into the costs of goods and services, are undoubtedly regressive, the sales tax analogy is imperfect. Sales taxes generate revenues for the taxing government, and consumers can clearly identify the impact of a sales tax on their bill or receipt, in contrast to parking costs (among other differences).

Environmental Sustainability

Parking requirements, beyond creating and sustaining racial and economic inequities, are also environmentally destructive in terms of both our community’s natural environment and the effects parking and driving have on greenhouse gas (GHG) emissions.

By legally requiring unneeded parking spaces as part of new construction, parking minimums require development to pave over more of our community’s land, converting open space to impermeable surface and leading to serious stormwater runoff problems. Further, because parking minimums effectively subsidize the cost of driving,[12] and thus induce more driving, they contribute significantly to transportation-related GHG emissions.[13] And because parking minimums reserve otherwise valuable land for parking, they push other development outward.[14] This contributes to lower-density, sprawling development patterns, which in turn are directly related to higher levels of driving and GHG emissions.[15] Finally, the process of creating and maintaining parking generates GHG emissions in and of itself.[16]

Economic Vitality

The negative economic effects of parking minimums stem from many of the issues introduced above. Carrboro’s parking minimums force residents (and everyone else who might want to do something in town) to pay for parking, instead of spending their money on local goods and services. Parking payments don’t accrue to the Town government, the way sales tax revenue would, nor do they redound to local business owners. This money just goes toward the costs of installing, maintaining, and paying the taxes on parking.

Speaking of taxes, lost property tax revenue is another huge, hidden expense of parking. Instead of more valuable and productive uses of our community’s land, such as housing, businesses, and offices, we waste acres of our most valuable land on mostly-unoccupied pavement. Because the per-square-foot tax assessments of parking are so low, parking mandates preclude more robust public revenues. When we come up short for funding critical community services such as our schools, subsidized affordable housing, libraries, and parks, the prevalence of low-tax-value parking is significantly to blame.

Conclusion

Our community already has too much unneeded parking; there’s no good reason to require more of it. Ending parking minimums doesn’t mean prohibiting new parking—it just means allowing new development to build more appropriate quantities of parking going forward. As one of very few places in the country with a free public transit system, and as the densest municipality in the state, Carrboro is ideally positioned to take this progressive step forward. Ending parking minimums will support our community’s economic health, align with our climate change goals, and serve to remove one significant but invisible policy that perpetuates racial and economic inequity.


Will is a second-year master’s student in the Department of City and Regional Planning. Prior to UNC, he worked in public health and social services research with a nonprofit in Philadelphia. Will’s academic interests include land use policy, affordable housing, and the relationship between the built environment and health.


Edited by Emma Vinella-Brusher

Featured image: Front yard or parking lot? The perverse outcomes of Carrboro’s parking minimums. Image source: Author.


[1] Muzzy, Emalyn. 2021. “Minneapolis Planning Commission approves a parking requirement change that may impact future developments new UMN.” The Minnesota Daily. Retrieved May 5, 2021 from: https://mndaily.com/267426/news/ctparkingmin/.

[2] Souza, Jacob. 2021. “Berkeley City Council ends parking requirements for new housing.” The Daily Californian. Retrieved May 5, 2021 from: https://www.dailycal.org/2021/01/29/berkeley-city-council-ends-parking-requirements-for-new-housing/.

[3] Federal Highway Administration. 1997. “State Motor Vehicle Registrations, by Years, 1900 – 1995.” Retrieved from: https://www.fhwa.dot.gov/ohim/summary95/mv200.pdf

[4] Walker Consultants. 2019. “Are Parking Minimums a Thing of the Past?” Retrieved May 5, 2021 from: https://walkerconsultants.com/blog/2019/02/13/are-parking-minimums-a-thing-of-the-past/.

[5] Donald Shoup. 2020. “Zoning Practice: The Pseudoscience of Parking Requirements.” American Planning Association. Retrieved from: https://planning-org-uploaded-media.s3.amazonaws.com/publication/download_pdf/Zoning-Practice-2020-02.pdf.

[6] Nicholas Klein and Michael Smart. 2019. “Life events, poverty, and car ownership in the United States: A mobility biography approach.” Journal of Transport and Land Use. http://dx.doi.org/10.5198/jtlu.2019.1482.

[7] National Multifamily Housing Council. 2020. “Household Characteristics.” Retrieved May 5, 2021 from: https://www.nmhc.org/research-insight/quick-facts-figures/quick-facts-resident-demographics/household-characteristics/.

[8] National Multifamily Housing Council. 2020. “Household Incomes.” Retrieved May 5, 2021 from: https://www.nmhc.org/research-insight/quick-facts-figures/quick-facts-resident-demographics/household-incomes/.

[9] Donald Shoup. 2016. “How parking requirements hurt the poor.” The Washington Post. Retrieved May 5, 2021 from: https://www.washingtonpost.com/news/in-theory/wp/2016/03/03/how-parking-requirements-hurt-the-poor/.

[10] Valerie Wilson. 2020. “Racial disparities in income and poverty remain largely unchanged amid strong income growth in 2019.” Economic Policy Institute. Retrieved May 5, 2021 from: https://www.epi.org/blog/racial-disparities-in-income-and-poverty-remain-largely-unchanged-amid-strong-income-growth-in-2019/.

[11] Victoria Transport Policy Institute. 2020. “Transportation Cost and Benefit Analysis II – Parking Costs.” Retrieved from: https://www.vtpi.org/tca/tca0504.pdf.

[12] Angie Schmitt. 2017. “If Americans Paid for the Parking We Consume, We’d Drive 500 Billion Fewer Miles Each Year.” Streetsblog USA. Retrieved May 5, 2021 from: https://usa.streetsblog.org/2017/07/26/if-americans-paid-for-the-parking-we-consume-wed-drive-500-billion-fewer-miles-each-year/comment-page-2/.

[13] Antonio Russo, Jos van Ommeren, and Alexandros Dimitropoulos. 2019. “The Environmental and Welfare Implications of Parking Policies.” Organisation for Economic Co-operation and Development. Retrieved from: https://www.oecd.org/officialdocuments/publicdisplaydocumentpdf/?cote=ENV/WKP(2019)4&docLanguage=En.

[14] Sofia Franco, Bowman Cutter and Autumn DeWoody. 2010. “Do Parking Requirements Significantly Increase the Area Dedicated to Parking? A Test of The Effect of Parking Requirements Values in Los Angeles County.” Retrieved from: https://mpra.ub.uni-muenchen.de/20403/.

[15] István László Bart. 2010. “Urban Sprawl and climate change: A statistical exploration of cause and effect, with policy options for the EU.” Land Use Policy. https://doi.org/10.1016/j.landusepol.2009.03.003.

[16] Mikhail Chester, Arpad Horvath, and Samer Madanat. 2010. “Parking infrastructure: energy, emissions, and automobile life-cycle environmental accounting.” Environmental Research Letters. http://dx.doi.org/10.1088/1748-9326/5/3/034001


Weaving together the Threads of Our Community: Weaver Street Market

This piece was originally published by UNC undergraduate students Adam Hasan and Ezra Rawitsch on their personal blog, Global Third Space, on June 15, 2017. 

If the sun hadn’t traced a low, southerly path across the sky that morning, it’d have seemed like the first day of autumn. A chilly breeze wound its way through the enormous oak that hangs over the Weaver Street Lawn, and dozens of people—of all ages—gathered in the patchwork shadow of the tree to take part in a ritual of great importance to this part of America: breakfast.

In fact, it was January, but the fleeting good weather belied the truth, and in the unseasonably warm morning air, the wind carried notes of new music, fresh coffee, and hearty meals shared between families and friends. The sun had brought the community back outside to a surprising and delightful patch of dirt outside this natural foods co-op. Here, as on practically every Sunday morning, they gathered to eat and chat, to unwind from the demands of an academic schedule. Weaver Street is a magnet for local academics, like the all-Slavic literary discussion group seated under the farthest reaches of the mighty oak’s canopy, or the 2015 Nobel Laureate in Chemistry who would occupy the table after them. Whether students or professors, there was little question the space was an extension of the nearby University of North Carolina at Chapel Hill: even the university Wi-Fi network has a special hub here. It’s either the cloudless sky or the sea of UNC apparel—whatever the reason, Weaver Street Market is tinted Carolina Blue.

But if Chapel Hill’s academics feel like owners of this space, they do so as a small part of a far larger and more diverse group. “It’s hard to believe a town of 60,000 people can be as international as this one,” said former Chapel Hill Mayor Mark Kleinschmidt in an interview late last year, “and we probably have a greater international flair to our daily lives than any city of our size in the world.” But whatever international clientele the co-op serves, its success is firmly rooted in the tendency of that same diverse group to fall in love with local community. Weaver Street Market has more than 18,000 consumer-owners—all co-op members who filter through the aisles of organic food and linger in the pleasant shade outside. In a local community of fewer than 100,000 inhabitants, almost everyone in Chapel Hill and Carrboro knows or is a partial owner of this cooperative and this space. So the chilly mornings here belong to a spectrum of community members, bound by responsibility to patronize and engage with the cooperative—but not necessarily by any other commonalities. In this regard, Weaver Street is the glue that binds together a community whose disparate origins might otherwise tend to isolate.

Take Bruce as an example of Weaver Street’s ability to, well, weave together the threads of this community. He is a tall man with graying hair and a kind disposition that could put anybody at ease. But he’s not originally from Carrboro—he came here in 1998 on parole just out of a Florida prison for a crime he committed in 1980. He moved to Saxapahaw, a town about 15 miles west of Carrboro, to a place called the Human Kindness Foundation, an Ashram-based community. There, Bruce “practiced kindness and Hindu, Buddhist, and Christian meditation.” To hear Bruce tell it, Weaver Street Market was what drew him into this community:

“I stayed out there for about eight months, and then I came to Chapel Hill. I got a job at the Weaver Street bread bakery, where I baked bread for about three years. When I first got here, I didn’t dance as I do now. And if you saw me, you would see me sitting on a bench reading a book, or doing yoga, or talking to people.”

Bruce quickly found home in a community that values public access to art and music. Within four blocks of the Lawn, there are ten public murals, many of which depict Carrboro’s diversity, community values, and natural environment. Every Thursday evening and Sunday morning between spring and autumn, the Lawn regularly hosts live music from local musicians. It is through this cultural context that Bruce discovered he was a dancer.

“One day I came back for the Thursday night community. And I was sitting at the table watching some kids and a friend of mine dance around this tree that everybody loves.” Bruce paused to look affectionately at the large oak tree which towered over us before continuing, “And I looked out and I said to God, ‘God, I want to dance with the kids,’ and God said to me, ‘Well, get out there and dance with the kids.'”

IMG_3191

Carrboro is home to medical students, lawyers, artists, and yes, even anarchists. Photo Credit: Adam Hasan

Bruce’s story is just one thread of the fabric that gives the Lawn its identity. The space is also designed as much for children as it is for adults.

“I actually live in Durham, but I come here because I’m a co-op member, and my son likes to climb the trees,” Tim, a local musician, explained to me as his son swung off a low-lying branch of an oak tree and ran up to him. When asked about why he liked the Lawn, without hesitation his son replied “because I like to climb the trees!”

Whether intentionally or not, the Lawn is a space designed for children. It is well defined, serves as a natural playground, and is always occupied by fellow parents and patrons alike.

“Really, one of the coolest things about this space,” Tim said as a smile crossed his face, “is that I can be here talking to someone, while my son is having a conversation with those people at that table over there, who are strangers – I’ve never met them before – and I can feel totally comfortable with it.” Enrique Peñalosa, mayor of Bogota, Colombia, once described children as an “indicator species” in urban space, stating “if we can build a successful city for children, we will have a successful city for all people.”

Shaheen, a Muslim student at UNC from Raleigh, explains that the space offers safety for more than just children, “Carrboro feels like a really open-minded, diverse community, and I feel safe here, like no one is judging you for looking different.” She brings the girl she babysits to the Lawn as well. As she says, “I like coming here because I get to see my friends, do my homework, and be outside.” Coming to the lawn never fails to elicit the simple, utilitarian beauty of life’s everyday experiences.

“If we can testify to nothing else in this world, we can testify that it’s beautiful. Look at that!” Bruce says as he points to the sunset, “You can’t tell me that ain’t beautiful.”

“Look at that!” he says again in a similar fashion as he points to the limbs of the oak tree, “You can’t tell me that ain’t beautiful. And in the spring time, oh my God!”

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The Weaver Street Market Lawn. Photo Credit: Adam Hasan

Unlike many grocery stores whose scale necessitates a car trip, the co-op appeals to daily visitors and students. Three of Chapel Hill’s fare-free bus lines make stops at the Market, and one of the area’s few paved, dedicated bike paths sends a constant stream of cyclists right into the mouth of Carrboro at Weaver Street and Main. And while it’s a bit of a hike from the UNC campus, students still make the trek even when the buses aren’t running.

For Bruce, too, the Lawn at Weaver Street Market is more than just a social space—it’s a spiritual one. “One of the beautiful things I learned through dancing is that I can get into that same sacred space I get into when I sit for hours in silent meditation,” he explained. But initially, he was worried about dancing in front of people, afraid of what they might think of him. What quickly became apparent, however, was that Carrboro was different from where he had lived before.

“It’s a very open minded town. Because when I first got here—I’m originally from New Jersey—I used to go on break, and I would be walking down the street here, and keep in mind I don’t know anybody, I’m new. And people would walk by me, and they would say ‘Good morning!’ and I would do like this…” he says as he reenacts his experience by looking around theatrically, “because I thought they were talking to somebody behind me. Because where I’m from people don’t speak to people, unless they know them. Carrboro was more open-hearted than where I grew up. And that’s why I love the town of Carrboro, and that’s why I come here all the time.”

But not everyone was willing to accept Bruce. In 2006, management at Carr Mill Mall, which owns the Lawn, banned him from dancing. “I was out here dancing one morning, and the security guard was sitting right there by the tree. He got up, came toward me, I took my headphones off, and he said to me, ‘I just got a call from the mall manager and he said that you are not allowed to dance on the lawn anymore.’ I said, ‘Hmm. Well, officer, you tell the manager I said thank you for allowing me to dance as long as I have been dancing out here. And tell him I said Merry Christmas and God bless you, and may God bless you.’ I bowed to the security guard, I got my stuff, I got in my car, and I drove off.” It was the beginning of a highly publicized debate over who could use the Lawn, how they could use it, and who could regulate its use. “Even though I handled it with diplomacy and kindness, when I got in my car and drove off, I just about cried all the way out there. Because it was like his words of telling me I can’t dance out here was like a spear to my heart.”

The kindness Bruce had shown the people of Carrboro did not go unanswered. For the next three months, the town rallied around him and fought for his right to dance on the Lawn. The dispute attracted media attention from around the Research Triangle, and community members from as far away as Raleigh lobbied the mall to change their policy. The message Bruce and the citizens of Carrboro sent was clear: the Lawn belongs to all members of the community, and everyone has a right to enjoy it.

There is a temptation to observe third spaces in a vacuum—what works, what doesn’t, what’s positive, what’s negative. But most third spaces are far more complex than their obvious attributes. Third spaces are where we choose to spend time, yes, but in a way they are the sites of life’s most important moments: the quotidian experiences that make up who we are—as individuals and as communities. To judge if a public space is “good” for a community or not would ignore that third spaces are our communities, and the people who populate them the stewards of the microculture that emanates from any third space. Third spaces are not just places to sit—they’re expressions of the values and customs communities around the world choose to share. To hear it from Bruce, Weaver Street Market, perhaps to a passer-by nothing more than a grocery store, is a deep symbol of a community that is welcoming and open to all who choose to engage it:

“If it weren’t for this loving, compassionate, diverse community, Carrboro, I wouldn’t be able to dance right here. And that’s why I come here. And that’s why I love this space.”

Featured Image: Weaver Street Market. Photo Credit: Adam Hasan

About the Authors: Adam Hasan is a junior undergraduate student studying geography and city & regional planning. His research interests include understanding the actors involved in defining and redefining Global South urbanisms through social movements, governance systems, and media, as well as the history of spatial planning in post-colonial regions. Adam has previously worked with participatory informal settlement upgrading in South Africa, coastal resilience planning in Brooklyn, and was once ranked internationally as one of Simcity 4’s best city builders. In his free time he enjoys birdwatching, coffee roasting, and plays vice-skip on a local curling team.

Ezra Rawitsch studies economics, urban planning, and the geography of development at the University of North Carolina at Chapel Hill. Raised in Los Angeles, he spends his free time improving his guitar-playing, hand-drawing, and people-watching skills. Now, he explores the art and data that drives the urban world. His favorite third space is Stories Books & Café in Echo Park, Los Angeles.