Brookhill is a privately owned housing complex (teehee, I used that on purpose), and I always found that a horrible case of how starving an area of trees and landscaping makes an area seem very bad. The actual public housing, Southside, does not look that bad when I've seen it. It would be really great if Brookhill could get a rebuild as mixed income housing in an attractive way. The progress in SouthEnd might actually be a good precursor to that.
CCP is the group of ivory tower ReRe's that put diagonal lines through uptown blocks and made up bullsht terms like Uptown North, which is actually northeastern part of Uptown, and trashed the perfectly rational and understandable ward divisions. Obviously, there are reasons that neighborhoods get names to differentiate them, and Lower Southend is fairly intuitive but the SoHo-style abbreviation is silly. Like the TRIangle BElow CAnal (Tribeca), they sometimes can make cool and trendy names. However, I think people mostly view the SoHo-style names as trite. Lower Southend is intuitive and fine, LoSo is SoLame. With the heart of this neighborhood being the New Bern Street station, NewBe would have been as good a name as any if you're going to pick one of those names . Also, any neighborhood with a street name as badass as Youngblood in it, is wasting a great opportunity by not embracing it.
As for traffic, Southslider explained quite well, but I'd add that dense transit oriented development in walkable neighborhoods is a far better way to reduce traffic in a city. If the alternative housing location were in suburban neighborhoods farther down South Blvd, not only would more trips require a car, (not possible to walk to the grocer and restaurants) but when they drive to places like uptown, the longer vehicle miles traveled adds a unit of traffic to a much longer stretch of road. A car traveling from uptown to archdale adds more traffic to the city than from uptown to southend, and the driver is usually more prone to speeding because they have farther to go and want to reduce time more than someone going only a mile or two. When you build in a pattern that gives great alternatives to driving (transit, biking and walking) and when the driving that does happen is within a mile or two, it is a far lower impact on the street network than the suburban patterns we have been used to for decades. But yes, in a myopic sense, it may add traffic to side streets like Atherton and Iverson, but when you walk or even drive to that Publix, you're adding less traffic to Dilworth on the way to the East Blvd Harris Kreeger.