This interview, which has been edited for length, is also available as a Land Matters podcast. 

When he was elected in 2017, Randall L. Woodfin became the youngest mayor to take office in Birmingham in 120 years. Now 40 and nearly a year into his second term, Woodfin has made revitalization of the city’s 99 neighborhoods his top priority, along with enhancing education, fostering a climate of economic opportunity, and leveraging public-private partnerships. 

In a city battered by population and manufacturing loss, including iron and steel industries that once thrived there, Woodfin has looked to education and youth as the keys to a better future. He established Birmingham Promise, a public-private partnership that provides apprenticeships and tuition assistance to cover college costs for Birmingham high school graduates, and launched Pardons for Progress, which removed a barrier to employment opportunities through the mayoral pardon of 15,000 misdemeanor marijuana possession charges dating to 1990.  

Woodfin is a graduate of Morehouse College and Samford University’s Cumberland School of Law. He was an assistant city attorney for eight years before running for mayor, and served as president of the Birmingham Board of Education. 

ANTHONY FLINT: How do you think your vision for urban revitalization played into the large number of first-time voters who’ve turned out for you?  

RANDALL WOODFIN: I think my vision for urban revitalization—which, on the ground, I call neighborhood revitalization—played a significant role in not just the usual voters coming out to the polls to support me, but new voters as well. I think they chose me because I listen to them more than I talk. I think many residents have felt, “Listen, I’ve had these problems next to my home, to the right or to the left of me, for years, and they’ve been ignored. My calls have gone unanswered. Services have not been rendered. I want a change.” I made neighborhood revitalization a priority because that’s the priority of the citizens I wanted to serve. 

AF: With the Infrastructure Investment and Jobs Act and the American Rescue Plan Act bringing unparalleled amounts of funding to state and local governments, what are your plans to distribute that money efficiently and get the greatest leverage? 

RW: This is a once-in-a-lifetime opportunity to really supercharge infrastructure upgrades and investments we need to make in our city and community. This type of money probably hasn’t been on the ground since the New Deal. When you think about that, there’s an opportunity for the city of Birmingham citizens and communities to win.  

We set up a unified command system to receive these funds. In one hand, in my left hand, the city of Birmingham is an entitlement city and we’ll receive direct funds. In my right hand, we have to be aggressive and go after competitive grants for shovel-ready projects. 

With our Stimulus Command Center, what we have done is partner not only with our city council, but we’ve partnered with our transportation agency. We have an inland port, so we partner with Birmingham Port. We partner with our airport as well as our water works department. All of these agencies are public agencies who happen to serve the same citizens I’m responsible for serving. For us to approach all these infrastructure resources through a collective approach, that’s the best way. We have an opportunity with this funding to supercharge not only our economic identity, but also to make real investments in our infrastructure that our citizens use every day. 

AF: The Lincoln Institute has done a lot of work aimed at equitable regeneration in legacy cities. What in your view are the key elements of neighborhood revitalization and community investment that truly pay off? 

RW: This is how I explain everything that happens from a neighborhood revitalization standpoint. I’ll first share the problem through story. The city of Birmingham is fortunate to be made up of 23 communities in 99 neighborhoods. When you dive deep into that, just consider going to a particular neighborhood in a particular block. You have a mother in a single-family household where she is the responsible breadwinner and owner. She has a child or grandchild that stays with her. She walks out onto her front porch, she looks to her right, there is an abandoned, dilapidated house that’s been there for years that needs to be torn down. She looks to her [left], there’s an empty lot next to her. When she walks out to that sidewalk, she’s afraid for her child or her grandchild to play or ride the bicycle on that sidewalk because it’s not bikeable. That street, when she pulls out from the driveway, hasn’t been paved in years. The neighborhood park she wants to walk her child or grandchild down to hasn’t had upgraded, adequate playground equipment in some time. She’s ready to walk her child or grandchild home because it’s getting dark, but the streetlights don’t work. Then she’s ready to feed her child or grandchild, but they live in a food desert. These are the things we are attempting to solve for.  

One is blight removal, getting rid of that dilapidated structure to the right of her. We need to go vertical with more single-family homes that are affordable and market rate so [we don’t have] “snaggletooth” neighborhoods where you remove blight, but now you have a house, empty lot, house, empty lot, empty lot. 

That child, we have to invest in that sidewalk so they can play safely or just take a walk. We have to pave more streets. We have to have adequate playground equipment. We have to partner with our power company to get more LED lights in that neighborhood, so people feel safe. We have to invest in healthy food options so our citizens can have a better quality of life. These are the things related to neighborhood revitalization that I frame and address to make sure people want to live in these neighborhoods. 

AF: What are your top priorities in addressing climate change? How does Birmingham feel the impacts of warming, and what can be done about it? 

RW: Climate change is real. Let me be very clear in stating that climate change is real. We’re not near the coast and so we don’t feel the impact right away that other cities do, like Mobile would in the state of Alabama. However, when those certain weather things happen on the coast in Alabama, they do have an impact on the city of Birmingham. We also have an issue of tornadoes where I believe they continue to increase over the years and they affect a city like Birmingham that sits in a bowl in the valley. Around air quality, Birmingham was a city founded from a blue-collar standpoint of iron and steel and other things made here. Although that’s not driving the economy anymore, there’s still vestiges that have a negative impact. We have a Superfund site right in the heart of our city that has affected people’s air quality, which I think is totally unacceptable. Addressing climate change from a social justice standpoint has been a priority for the city of Birmingham and this administration. What we are doing is partnering with the EPA for our on-the-ground local issues. 

From a national standpoint, Birmingham joined other cities as it relates to the Paris Deal. I think this conversation of climate change can’t be in the isolation of a city and unfortunately, the city of Birmingham doesn’t have home rule. Having the conversations with our governor about the importance of the state of Alabama actually championing and joining calls of, “We need to make more noise and be more intentional and aggressive about climate change” has been a struggle. 

AF: What about your efforts to create safe, affordable housing, including a land bank? 

RW: I look at it from the standpoint of a toolbox. Within this toolbox, you have various tools to address housing. At the height of the city of Birmingham’s population, in the late ’60s, early ’70s, there was about 340,000 residents. We’re down to 206,000 residents in our city limits. 

You can imagine the cost and burden that’s had on our housing stock. When you add on homes passing from one generation to the next and not necessarily being taken care of, we’ve had a considerable amount of blight. Like other cities across the nation, we created a land bank. This land bank was created prior to my administration, but what we’ve attempted to do as an administration is make our land bank more efficient. Then driving that efficiency is not just looking toward those who can buy land in bulk, but also empowering the next-door neighbor, or the neighborhood, or the church that’s on the ground within that neighborhood to be able to participate in purchasing the lot next door to make sure, again, that we can get rid of these snaggletooth blocks or snaggletooth neighborhoods, and go vertical with single-family homes. 

Another thing we’re doing is acknowledging that in urban cores, it’s hard to get private developers at the table. What we’ve been doing [with some of our ARPA funds] is setting aside money to offset some of these developer costs to support not only affordable but market-rate housing within our city limits, to make sure our citizens have a seat at the table so they can feel empowered, if they choose to want to actually have a home, that there’s a path for them. 

AF: Finally, tell us a little bit about your belief in guaranteed income, which has been offered to single mothers in a pilot program. You’ve joined several other mayors in this effort. How does that reflect your approach to governing this midsize postindustrial city? 

RW: The city of Birmingham is fortunate to be a part of a pilot program that offers guaranteed income for single-family mothers in our city. This income is $375 over a 12-month period. That’s $375 a month, no strings attached, no requirements of what they can spend the money on. 

Every city in this nation has its own story, has its own character, has its own set of unique challenges. At the same time, we all share similar fates and have similar issues. The city of Birmingham has its fair share of poverty. We don’t just have poverty, we have concentrated poverty, [and] guaranteed income is another tool within that toolbox of reducing poverty. Birmingham has over 60 percent of households led by single women. That is not something I’m bragging about. That is a fundamental fact. A lot of these single-family mothers struggle. 

I think we all would agree, no one can live off $375 a month. If you had this $375 additional funding in your pocket or your homes, would that help your household? Does that help keep food on the table? Does it help keep your utilities paid? Does it help keep clothing on your children’s backs and shoes on their feet? Does it help you get from point A to B to keep your job to provide for your child? 

This is why I believe this guaranteed income pilot program will be helpful. We only have 120 slots, so it’s not necessarily the largest amount of people, but I can tell you over 7,000 households applied for this. The need is there for us to do every single thing we can to provide more opportunities for our families to be able to take care of their families.  

Anthony Flint is a senior fellow at the Lincoln Institute, host of the Land Matters podcast, and a contributing editor to Land Lines. 

Image courtesy of Anthony Flint. 

For years, innovations in alternative mobility—scooters, e-bikes, autonomous vehicles—have focused on how individuals get around. But the pandemic era has put fresh emphasis on a different mobility goal: moving stuff around. 

The demand for rapid delivery has increased sharply in the past two years, and it doesn’t seem to be abating. By some estimates, companies like Door Dash see the quick delivery of groceries alone adding up to a $1 trillion market. With major companies from UPS to Domino’s trying out new ways to deliver their products, the pace and range of vehicle experiments has accelerated—and that is likely to impact the design, planning, and regulation of urban and suburban spaces. 

While it’s unclear which of these experiments will pan out, it’s undeniable that new kinds of delivery vehicles are or soon will be on our streets. With new questions arising, urban design thinkers, retail and technology companies, and municipalities are working to address the convergence of increasing delivery demand and new vehicle forms. Leading the micro-mobility pack is the e-bike, a form that’s been around for decades but has lately become strikingly popular: with sales up 145 percent since the pandemic started, e-bikes now reportedly outsell electric cars. John MacArthur, a program manager at Portland State University’s Transportation Research and Education Center (TREC), has been researching their potential—including the “tantalizing hope” that micro-mobility tech gets more people out of cars—for the better part of a decade. Last year, he taught a new class focused on cities dealing with all manner of new micro-mobility experiments, or “technologies being thrust in the public right of way.” 

Students in that class found that the pandemic was inspiring a range of responses from cities. On the one hand, work-from-home trends reduced and reconfigured car-centric commuter patterns. In Portland and elsewhere, MacArthur notes, that led to the creation of more bike and bus lanes. On the other hand, delivery demand spiked, leading to concern about a corresponding spike in single-occupancy delivery vehicles. 

MacArthur’s research connected him to Portland’s B-Line Urban Delivery, a 12-year-old firm that operates a fleet of electric cargo trikes that can handle 500-pound loads. With input from TREC and B-Line, Portland is now considering ways to create “micro-delivery hubs.” In this model, a truck brings a load of deliveries to a strategic location, with e-bikes or other micro-vehicles handling the last mile for each delivery, reducing traffic congestion. Such experiments are already underway in Europe, where delivery giant UPS has been experimenting with e-bikes, delivery hubs, and other “sustainable logistics solutions.” 

MacArthur acknowledges that complicated zoning and other issues are involved. But the bigger point is that Portland is among the cities proactively grappling with the future of mobility and how cities can respond to it and, more important, shape it. Shaping the response to new vehicle forms was a theme of a recent “Rebooting NYC” research project spearheaded by Rohit Aggarwala, a senior fellow at the Urban Tech Hub of the Jacobs Technion-Cornell Institute at Cornell Tech. Aggarwala—who previously led mobility work for Sidewalk Labs and recently joined New York City government as commissioner of the Department of Environmental Protection and the city’s chief climate officer—sketches the broader context. “If a vehicle is designed to fit well in traditional traffic, then it is almost by definition not designed to be a good urban vehicle,” he says. Cars, pickups, and SUVs are built for highways; their makers put far less emphasis on, say, turning radius or other factors that would make them more suited to the narrower confines of urban streets. 

Thus the rise of new, smaller autonomous vehicles such as the Nuro, shaped like a diminutive van and about half the width of a conventional sedan; with no driver, it’s designed to haul up to 500 pounds of cargo. The startup might be best known for a limited pilot program in Houston with Domino’s, offering “the world’s first fully automated pizza delivery service.” 

While such wee vehicles are pitched as virtuously reducing not just pollution but also traffic congestion, the reality is that they’re often fundamentally unsuited to real-world traffic. So where can they go? 

Another recent pilot program involving startup Refraction AI’s REV-1 had the three-wheeled, washing machine–sized autonomous vehicle hauling pizzas via bike lanes in Austin, Texas—a development that some cyclists were not pleased about. “What if in two years we have several hundred of these on the road?” one bike advocate asked a local journalist. Yet another startup, Starship, has been testing its small mobile robot—a 55-pound object with the footprint of a wagon—in several cities, using sidewalks. This, too, has met with a mixed response. Such responses signal a major potential flashpoint, but also, perhaps, an opportunity. Aggarwala points out that in New York and other cities, bicyclists and e-bike users (who are often delivery workers) have long battled over bike lane use. In many cases, bike advocates have fought for years or decades to establish dedicated lanes, and have little interest in seeing them clogged with newfangled motorized vehicles of any kind.  

But the problem isn’t the e-bikes or AVs or robots, each of which offers positive alternatives to traditional cars, Aggarwala says: “The problem is all these alternative vehicles being shoehorned into an incomplete network of generally unprotected lanes that are way too narrow.” Thus the “Rebooting NYC” proposals include creating New Mobility Lanes. This would involve widening and expanding the city’s existing bike lanes into a “network that can accommodate both bicycles and these new vehicles.” 

Other researchers have made similar proposals for “light individual transport lanes,” with varying specifics but a common goal. “You’re basically providing more space for different kinds of vehicles,” says MacArthur of PSU. “That’s the big question that planners will have to face in the next five years.” It’s a knotty challenge for municipalities caught between the ambitions of tech companies, the limits on local regulation resulting from superseding state or federal rules, and the reality that even designating bike lanes in the first place depends more on mustering political will and popular support than it does on the planning that underpins it. 

On that last point, Aggarwala suggests a potential opportunity. As a political matter, bike lanes are often seen as benefiting just a portion of the population at the expense of everyone else. But pretty much everyone has been stuck behind a delivery vehicle. And, maybe more to the point, more of us than ever have come to depend on those delivery vehicles. So rejiggering the way road space is divided doesn’t just benefit the few—it’s for nearly everyone. In other words, Aggarwala asks: “What if you broaden the relevance of a bike lane by expanding its use?” 

Clearly a wave of new-vehicle experimentation is poised to disrupt the delivery business, in a time of unprecedented demand. It’s worth thinking about how planners and policy makers can not just respond to that wave, but harness it to help make city streets more functional and accessible for all. 

Rob Walker is a journalist covering design, technology, and other subjects. He is the author of The Art of Noticing. His newsletter is at robwalker.substack.com. 

Image: Nuro, an autonomous vehicle company founded by two former Google engineers, has partnered with companies including Domino’s, CVS, Walmart, and FedEx on delivery pilot projects in several U.S. states. Credit: Domino’s.

Citing the increasing demand for water even as drought is shrinking supplies, several national organizations representing planners, water utilities, and other key stakeholders have issued a call to action urging more comprehensive integration of land and water planning and management.  

The statement emerged in the wake of Connecting Land and Water for Healthy Communities, a virtual conference held in July 2021 that was cosponsored by the American Water Resources Association (AWRA) and the Babbitt Center for Land and Water Policy. After the conference, which was attended by more than 200 water and planning professionals from around the country, organizers released the findings to address why fragmentation of land and water management occurs and how to repair and prevent it. They also released a set of guiding principles to help land and water managers better recognize and build upon the connections between their work. In addition to AWRA and the Babbitt Center, the American Planning Association’s Water and Planning Network and the American Water Works Association (AWWA) signed on to the statement. 

“The fact that multiple organizations signed off on this statement is a really good outcome of the conference, and we hope to build upon that,” said Sharon Megdal, director of the Water Resources Research Center at the University of Arizona, who cochaired the 2021 conference with Jim Holway of the Babbitt Center. “Places all over the world are feeling pressure to their water supplies due to water quality concerns and the changing climate,” said Megdal, who is also a board member for AWRA. “Taking available water resources into account is critically important when planning for land uses, [but] there is a lack of connection between water planners and land planners.”  

There are many reasons for that disconnect, including the fact that decisions related to land and water have historically been made by different departments or agencies. “Siloing didn’t start as a bad thing,” notes Bill Cesanek of APA’s Water and Planning Network, which provides a platform for interdisciplinary exchange about water-related issues and boasts approximately 500 members. “Different agencies focused on different problems and created different solution sets.” Too often, though, those solutions didn’t take into account the complicated relationship between land and water, leading to issues ranging from supply shortages for new developments to contamination in water sources.  

“We need to make sure we don’t stay in these siloes,” said Chi Ho Sham, president of AWWA, a nonprofit scientific and educational association dedicated to managing and treating water. AWWA’s membership includes 4,300 utilities that supply about 80 percent of the country’s drinking water and treat almost half of its wastewater. “We need to reach across to other disciplines to take a holistic view on the availability and quality of water—the world’s most vital resource.”  

That’s true whether you’re in the drought-stricken West, the flood-prone East, or somewhere in between, says Joanna Endter-Wada, professor of natural resource and environmental policy at Utah State University: “Growth-related plans have to take water into account.” Endter-Wada, who coauthored the findings statement and cochairs AWRA’s Policy Committee, noted that she knows of at least one state-level water official who has already brought the statement into policy conversations. In April, the Rocky Mountain Land Use Institute will use it as a backdrop to a seminar series on opportunities and challenges facing communities due to the Colorado River Basin shortage declaration.  

“This is not just a one-off statement,” Endter-Wada says. “Given the challenges the world is confronting, we will keep sharing the science and making the argument. The power of words and the power of action go together.” 

That steady drip of communication is key, agree Cesanek and his Water and Planning Network cochair Mary Ann Dickinson, who send a regular newsletter to their members and maintain a collection of reports, toolkits, and other resources on the APA website. Cesanek thinks the message about the importance of integrating land and water seems to be getting out; he pointed to a new book about comprehensive planning written by David Rouse, a Water and Planning Network steering committee member and former APA director of research. The book touches on both green infrastructure, a nature-based urban stormwater management approach, and One Water, an integrated approach to water management that prioritizes sustainability and community vitality. This type of integrated approach “needs to be applied universally, and climate change has made that all the more apparent by exacerbating not only a lack of water but excess water,” Cesanek says. 

Promoting conceptual, scientific, and management frameworks and techniques like One Water is one of six guiding principles laid out in the joint statement. The others include balancing the health of human and ecological communities; incorporating diverse perspectives; honoring and learning from traditional and tribal knowledge; protecting land critical to drinking water source protection; and utilizing collaboration, engagement, and boundary-spanning tools.  

The call to action, which marks the first such collaboration between the four organizations, “was just one example of the partnerships that emerged from the AWRA conference,” said Faith Sternlieb, senior program manager at the Babbitt Center and coauthor of the findings statement. Sternlieb noted that plans are in the works for a follow-up conference in 2023, and said organizers hope to focus on the “action” part of the recent call to action.  

Sham said he is optimistic about the collaborations underway and looking forward to the 2023 conference, as well as other opportunities to keep this conversation going: “We need time for folks to meet up, think about the big issues, and come up with solutions.” 

It’s a conversation that is increasingly urgent in an era marked by history-making drought, floods, and extreme weather. “We face a lot of challenges due to climate change,” said Megdal of the University of Arizona, who published a reflection inspired by the findings statement. “We can only do a better job if we put our heads together.” 

Katharine Wroth is the editor of Land Lines.

Image: A national call to action recommends embracing frameworks like One Water, an integrated approach to water management that prioritizes sustainability and community vitality. Credit: Courtesy of Brown and Caldwell.

Stretching from Portland, Maine, to Norfolk, Virginia, the Northeast megaregion is a powerhouse of the knowledge economy. Yet it struggles with grinding congestion, escalating climate change risks, and skyrocketing housing costs—problems that too often fall to the region’s more than 1,500 individual cities, towns, villages, and boroughs to solve. 

The Northeast and a dozen other U.S. megaregions will shape the country’s future over the next century. Each one is a network of metropolitan areas united by history, culture, economics, and shared infrastructure and natural resource systems. They contain only 30 percent of the nation’s land, but most of its people. As a new book makes clear, they face complex challenges that require planning, policy, and governance that cross traditional political boundaries. 

Written by planning scholars Robert D. Yaro, Ming Zhang, and Frederick R. Steiner, Megaregions and America’s Future explains the concept of megaregions, provides updated economic, demographic, and environmental data, draws lessons from Europe and Asia, and shows how megaregions are an essential framework for governing the world’s largest economy. 

Far from being a substitute for a strong national government, megaregions are, in the authors’ view, the perfect geographic unit for channeling federal investment and managing large systems such as interstate rail, multistate natural resource systems, climate mitigation or adaptation, and major economic development initiatives. 

“Creating national, megaregional, and metropolitan governance systems will require a reinvention of the federal system and a nationwide program of innovation and experimentation unlike any that the country has undertaken since the New Deal almost a century ago,” the authors write. 

The book pays particular attention to defenses against sea-level rise and storm surges, calling for regional alternatives to the “go-it-alone approach” of cities like Boston and New York, and to high-speed rail, which could open access to opportunity as it has in other highly industrialized countries. Building better rail networks within cities and regions is critical to the success of high-speed rail, the authors write. 

Geared to urban and regional planners and policy analysts, staff and decision makers in transportation, environmental protection, and development agencies, faculty and students in related fields, as well as business leaders, Megaregions and America’s Future includes a case study of the Northeast—the nation’s oldest megaregion and the source of the concept—but delves deeply into every megaregion, from the Great Lakes to the Gulf Coast to Southern California. 

The book builds on two decades of Lincoln Institute scholarship on megaregions, including several books on the European model and Regional Planning in America: Practice and Prospect, a foundational text in the field of regional planning.

“This ambitious book makes the case for recognizing American megaregions as a driver of policy, planning, and investment,” said Sara C. Bronin, a planning professor at Cornell University. “It provides a road map for breaking down jurisdictional boundaries to address urgent needs in affordable housing, ecosystem vulnerability, and transportation-system connectedness—and it is essential reading for anyone hoping to broaden their thinking about our national trajectory.” 

Will Jason is director of communications at the Lincoln Institute of Land Policy.

Image: DKosig/iStock.

Randall Woodfin, Birmingham’s “millennial mayor” and rising star in Alabama politics, has launched an urban mechanic’s agenda for revitalizing that post-industrial city: restoring basic infrastructure on a block-by-block basis, setting up a command center so federal funds are spent wisely, and providing guaranteed income for single mothers. 

“This is a once-in-a-lifetime opportunity to really supercharge infrastructure upgrades and investments we need to make in our city,” Woodfin said, referring to the Infrastructure Investment and Jobs Act and the American Rescue Plan Act, which are bringing unparalleled amounts of funding to state and local governments. “This type of money probably hasn’t been on the ground since the New Deal.” 
 
Woodfin talked about neighborhood revitalization, housing, climate change and other topics in an interview for the Land Matters podcast. An edited version of the Q&A will appear in print and online as the Mayor’s Desk feature in the next issue of Land Lines magazine. 
 
When he was elected in 2017, Woodfin was the youngest mayor of Birmingham in over a century. Now 40 and nearly a year into his second term, he’s made revitalization of the city’s 99 neighborhoods a top priority, along with enhancing education, fostering a climate of economic opportunity, and leveraging public-private partnerships. 
 
In a city battered by population and manufacturing loss — including iron and steel industries that once thrived there — Woodfin looked to education and youth as keys to a better future. He set up Birmingham Promise, which provides apprenticeships and college tuition assistance to local high school graduates. He also established Pardons for Progress, a mayoral pardon of 15,000 misdemeanor marijuana possession charges dating back to 1990, that had been a barrier to employment. 

Woodfin is a graduate of Morehouse College and Samford University’s Cumberland School of Law. He was an assistant city attorney for eight years before running for mayor, and served as president of the Birmingham Board of Education as well. 
 
Too many Birmingham residents have been living in areas where they are constantly reminded of decline, Woodfin said — stepping out of their house and seeing a dilapidated house next door and a broken streetlight out front. Playground and park equipment is out of order, and many live in food deserts. The answer, he said, is to “triple down” on efforts to create new housing and other infrastructure and eradicate blight, to address “snaggletooth” blocks where “you have a house, empty lot, house, empty lot, empty lot.” 

Chipping away at concentrated poverty through physical improvements improves quality of life for thousands, and will help the entire city rebound, Woodfin says.  

More near-term, Woodfin said he embraced the concept of guaranteed income because as a practical matter, a few hundred dollars a month could help single mothers fend off “the monotony of concentrated poverty.” 
 
“I think we all would agree, no one can live off $375 a month,” he said. But if households had that additional money, “does that help keep food on the table? Does it help keep your utilities paid? Does it help keep clothing on your children’s back and shoes on their feet? Does it help you get from point A to B to keep your job to provide for your child? 

“This is why I believe this guaranteed income pilot program will be helpful. We only have 120 slots, so it’s not necessarily the largest amount of people, but I can tell you over 7,000 households applied for this,” he said. “The need is there.” 

The Lincoln Institute’s Legacy Cities Initiative is developing a community of practice for the equitable regeneration of post-industrial cities, like Birmingham, that have been hit hard by manufacturing and population loss. Strategies to maintain good municipal fiscal health for these and all cities include one that Woodfin is making a priority: keeping better track of intergovernmental transfers, such as the billions in federal funding that is currently on the way. 

You can listen to the show and subscribe to Land Matters on Apple Podcasts, Google Podcasts, Spotify, Stitcher, or wherever you listen to podcasts. 

Anthony Flint is a senior fellow at the Lincoln Institute of Land Policy, host of the Land Matters podcast, and a contributing editor of Land Lines.

Photograph courtesy of Anthony Flint. 

Further reading: 

Everything you need to know about Birmingham’s millennial mayor 

Seven Strategies for Equitable Development in Smaller Legacy Cities 

How Smarter State Policy Can Revitalize America’s Cities 

The Empty House Next Door: Understanding and Reducing Vacancy and Hypervacancy in the United States