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  • The Drive-It-Yourself Taxi: A Smooth Ride?

    Despite a corporate sponsor that paid handsomely for the naming rights, Londoners stubbornly refer to our bikesharing system as ‘Boris Bikes’, in a nod to our colourful Mayor, Boris Johnson. But what will we call our new drive-it-yourself taxis? My suggestion: ‘Boris Cabs’ – and they are now a reality here, thanks to Daimler’s car2go service, if you happen to live in one of three small and separate sections of town. But why did a one-way carsharing system have to limp into London, when more than a dozen other cities have welcomed these arrangements with open arms? In the US, car2go first appeared in Austin, Texas, and since then has moved into Washington, D.C, Miami, Portland Oregon, San Francisco, San Diego, and Seattle. It operates in Canada and, on the Continent, in Paris and Amsterdam, among other locations. So why no splashy launch across England’s Capital, and no images of a smiling Boris cutting a ribbon?

    First, roads in London are balkanised. Our regional transport agency (Transport for London) runs the main arteries, and they provide little on-street parking, the mother’s milk of one-way carsharing. That leaves the local streets in the the domain of the 33 boroughs that are each independent municipalities. Car2go is making a brave attempt to get off the ground here by starting with hundreds of cars (the press release reports 500; in practice,170 are in operation two weeks after the launch) in disconnected sections of town, something it has not resorted to anywhere else. Its standard practice is to strike a city-wide deal with whoever’s in charge of on-street parking, and no single agency fits that bill here. What’s the rush? Well, BMW is hot on their heels with its competing DriveNow system, with staff in London well into the advanced stages of planning.

    Second, there is genuine uncertainty about the impacts”. Will we take drive-it-yourself cabs to work, and avoid the crush on the Tube? It would be a very different experience than traditional carsharing — London is said to be Zipcar’s second-biggest market after NYC — which doesn’t work for the daily commute. In the Zipcar model (soon to be the ‘Zipcar by Avis’ model?) you take a car on a round-trip basis and pay by the hour, like filling a parking meter. The novelty of this new generation of drive-yourself cabs lies in their flexibility: as with a taxi meter, you pay by the minute for just the time it takes you to get from ‘A’ to ‘B’, then drop the car off and forget about it.

    What does this mean for traffic congestion? CO2 emissions? What about the cute blue-and-white Smart Fortwo-model cars now parked in your neighbourhood – will they mean less parking for private car owners? Not bloody likely. The expectation is that, in time, enough private car owners will switch to using the fleet’s cars, meaning that on balance fewer cars will need to be parked. But try explaining this to car2go’s new neighbours who are not familiar with the subtleties and will be the ones dealing with the growing pains as we feel our way forward.

    Transport is a long game, so it will be years until we properly understand the impacts of drive-yourself cabs. My research suggests that likely impacts are:

    1) A much larger market than traditional carsharing (about four times as many subscribers)
    2) A roughly 4% reduction in personal car ownership
    3) About a 1% decrease in car driving vehicle miles travelled (including personal cars, traditional carsharing, and drive-yourself cabs)
    4) About a 1% decrease in the number of public transport journeys

    We can be reasonably certain that some surprising impacts will be revealed during field trials, and if at some future point London’s authorities are not happy with the knock-on effects there’s nothing to stop us from regulating the industry like any other. But for the moment we don’t understand it well enough to do anything other than let the operators experiment and keep tabs on what’s happening.

    We just don’t know what the impacts on traffic levels and CO2 will turn out to be, and, frankly, it’s unfair to – as some suggest – hold the industry to a no-net-traffic/CO2 standard. We don’t do that to Black Cabs or [advance-booking-only] minicabs, or indeed to the automotive or urban transport sectors more broadly. A fairer standard, admittedly more complex to administer, would be to assess whether net value is created after accounting for effects on traffic levels, emissions and more. In other words: get the prices right, just like the economics textbooks say.

    The question that needs thinking through is what would transport in London look like if drive-yourself taxi systems went viral and we came to depend on them. What happens, for instance, when instead of 500 of these cabs there are 50,000, and the necessary communication links go down? How would the transport system work if on-road congestion became replaced by virtual queuing to get access to a car? And what about times when the system is under stress, like when a hurricane is approaching, for instance. Is it OK to just flip the switch off on the whole fleet? Who would make this decision, and what guidelines would they follow?

    If the history of the car in cities has taught us anything, it is that we need to be humble about our ability to forecast the future. So what is the way forward for Boris Cabs in London? Start with a small fleet and short-duration contracts. Be clear on the objectives and flexible on the implementation. Keep our options open. It will be an interesting ride.

    Scott Le Vine, AICP is a research associate in transport systems at Imperial College London and a trustee of the shared-mobility NGO Carplus, which serves as the UK’s carsharing trade body. He authored the recent study Car Rental 2.0: Car club [carsharing] innovations and why they matter.

    Flickr photo: Car 2 Go in the 1700 block of Q Street, NW, Washington DC on Easter Sunday, 8 April 2012 by Elvert Barnes Photography

  • California’s Blue Utopia

    The Progressive wing of the Democrat Party sits at the left end of their spectrum. JFK’s liberal positions would be regarded as moderate today. Progressives have a unique vision of what a blue state utopia would look like that begins with clean air, clean water, and green energy. Over the last twenty years, with the backing of the public employee unions that control the political process in California, the Progressives have managed to neuter the Republican Party and turn California Blue, owning every elective office in the state. They did not need much help according to Dan Walters, who stated, “Even the most anti-immigrant, anti-gay marriage, anti-tax, anti-abortion Republican activist must now recognize that with the party’s wipeout in last month’s elections, continuing down its recent path is a plunge into complete irrelevance”.

    In 2012, the progressive Democrats captured a super majority in both houses so that with their Progressive governor, they no longer require a single Republican vote to pass any form of legislation, leaving conservatives an “irrelevant” minority.  As an independent businessman, I have created many jobs and opportunities. But despite my contributions to society, and the taxes I have paid over the last thirty plus years, the Progressives believe I need to pay more so that I pay “my fair share.” Only when I pay my fair share can their blue vision of utopia be fulfilled.

    What is my fair share? Under existing Federal and State income tax rates, I will pay 50% of my income in taxes. In California alone, my “fair share” on a million dollars of income is $133,000 each year. In exchange for my taxes, I receive little from the state. In addition, I pay gasoline taxes that pay for the upkeep of the highways. I pay airline taxes that maintain the airports I use. I pay among the highest in the nation sales tax on what I consume. I pay property taxes for the schools my grown children no longer use (they have already left California). I pay utility taxes for the upgrade of infrastructure. I pay higher health insurance rates. I already pay more than my own way.

    I used to develop new homes in California and paid development fees, school fees, park fees, bridge & thoroughfare fees, endangered species fees, utility hook up fees, and processing fees to employ the city workers who reviewed my plans. Such fees totaled $40,000 to $75,000 for each new home built in California. I more than paid my own way. Such new homes are no longer feasible in California considering that home prices have fallen between 20-40% since 2008. And with the new regulations to be imposed in 2013 with the passage of the Global Warming Solutions Act of 2006, housing and energy will cost even more making new houses even less attractive than they are now.

    A problem in Blue Utopia

    The number 1 topic of conversation amongst the despised 1% in California today is when you are leaving California or whether you can leave. Property owners who cannot move their apartment building or office complexes can move their homes and change their residency. On a flight from Austin, Texas to Orange County last week, I sat next to the owner of a substantial manufacturing business whose plant is in the inland southern California community of Ontario. He lives in Austin, flies in on Monday and home on Thursday. He spends less than 180 days a year in California. His savings in state income taxes more than pays for his airfare, hotel and rental car expenses. His home and gas and energy all cost less in Texas. More significantly, he will not expand his plant in California and intends to move his plant and people to Texas over the next five years.

    What do the progressives have to say about a successful businessman wanting to move out of the state? Some like Paul McCloskey who recently attempted to pass a ballot measure for a Wealth Tax imposed on those leaving the state, would like to follow the French. France imposed a 75% tax rate on anyone making more than one million Euros per year. France’s Prime Minister Jean-Marc Ayrault said about people leaving France for lower rates, “We cannot fight poverty if those with the most, and sometimes with a lot, do not show solidarity and a bit of generosity," McCloskey’s proposal would impose an additional 17.5% tax on those with incomes exceeding $150,000 ($250,000 joint) and 35% on incomes exceeding $350,000/year. He would use the extra income to purchase shares of California public companies to “influence their environmental policies and practices”. While his ballot measure did not succeed, it is sobering to think the Democrats do not need a single Republican vote to pass legislation such as this.

    So many of the 1% are quietly leaving. The exodus has already begun. Spectrum Location Solutions reported that 254 companies left California in 2011. Despite claims of an upturn, a press release by the State Controller’s office last week revealed tax revenues from both personal income taxes and corporate taxes fell during the month of this November. Revenue from personal income dropped 19 percent below projections while corporate tax revenue was down a whopping 213.4 percent. Such declines will continue unabated for years to come as the California brain drain proceeds.

    When a government becomes a one-party state, nothing can stop the utopians and zealots of either party. In California, there’s no brake on progressives imposing its vision of Blue Utopia on its people.   California may have clean water, clean air and green energy but at the expense of its people, prosperity and fiscal health.

    The problems in Blue Utopian society will be similar to the unintended consequence of protecting the Delta Smelt in the Central Valley. The Blues labeled this tiny fish, previously known as “bait,” as an endangered species. The Endangered Species Act was created to protect the American Bald Eagle but now extends protection for the Delta Smelt, forcing water to be diverted from the farms of the Central Valley to the Pacific Ocean. The Delta Stewardship Council shows the water cutoffs had no effect on the smelt population. But it did a devastating effect on another endangered species: the California family. When 300,000 acres went fallow, 37,000 jobs were lost. Unemployment has reached 40% in some areas of the Central Valley. Food lines have appeared in the world’s most fertile agricultural valley. Farmworkers were forced to accept bags of carrots grown in China. Orchards that existed for decades died without water. The Central Valley now needs food stamps to feed its residents.  

    The Blues are excited to impose their vision of Utopia on California. I, for one, will not be here to see it. My home goes on the market next month. My company has already re-located to another state. My children have already moved away seeking a future more promising than anticipated here in California. It is ironic because that is why I left my parents in Cleveland, Ohio to come to California four decades ago. I will be sad to leave my home and friendships acquired over decades. But I realize our leaders will neither notice, and if they did, they would not care. 

    As the tax revenues continue to fall (as they always do when rates increase), the Blues will rail against the remaining 1%, claiming that if only “they” would pay their fair share, things would be perfect. They will raise rates, fees, costs, and penalties again on the business class, and will do so as long as they hold power.

    But there is a problem in Blue Utopia. Short term, the state may be supported by the occasional Internet or Housing Bubble, but the money will finally run out.  When it does, maybe they will ask us to come back to the Golden State. They will promise to lower rates and turn the water back on. But it is already too late for the dead orchards of the Central Valley. And it will soon be too late for all but a handful of entrepreneurs of California.

    ¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨

    Robert J Cristiano PhD is the Real Estate Professional in Residence at Chapman University in Orange, CA, a Senior Fellow at the Pacific Research Institute in San Francisco, CA and President of the international investment firm, L88 Companies LLC in Washington DC – Newport Beach – Denver – Prague. He has been a successful real estate developer in California for more than thirty years and now makes his home in Austin, Texas.

    California coast photo by BigStockPhoto.com.

  • New Geography’s Most Popular Pieces of 2012

    Here’s a list of the most popular pieces from 2012 here at NewGeography, our fourth full calendar year. Thanks for reading and happy 2013.

    10. The Cities Where a Paycheck Stretches the Furthest In this piece from July, Joel Kotkin looks at average pay in U.S. metropolitan areas adjusted for regional cost of living based on my analysis of data from EMSI and C2ER. Since it ran, the table at the end of the piece has been updated with 2012 data. This piece also ran in Forbes.

    9. The Export Business of California (People and Jobs) Wendell Cox quantifies the outmigration from California and outlines a few reasons why residents might be leavings.

    8. America’s Future is Taking Shape in the Suburbs The evidence suggests that it’s not time to write off the suburbs just yet, according to this July Joel Kotkin piece. This piece also appeared at Forbes.

    7. The New Geography of Success in the U.S. and the Trap of the “New Normal” Joel Kotkin suggests that all of the public discussion about a “new normal” of U.S. mediocrity may not be the case due to a few of America’s inherent competitive advantages. “The stories of the successful states tell us the key to success lies  in promoting basic industries like energy, agriculture and manufacturing — which then create business service and high-skilled jobs — combined with a broad agenda favorable to entrepreneurs of all kinds.” This piece also appeared in Forbes.

    6. Sex (or Not) and the Japanese Single Edward Morgan explores the issue of sex and fertility and how it may affect the future of Japan.

    5. The Unseen Class War that Could Decide the Presidential Election In August Joel Kotkin pointed out that the issue of class is one of the most important facing American policymakers. He points out that the “clerisy” of both parties has ignored upward mobility and the needs of the “yeomanry.” This piece also appeared in Forbes.

    4. After the November election, Joel Kotkin argued that the nation may be in for a future similar to the current state of California in the piece, “For a Preview of Obama’s America in 2016, Look at the Crack-up of California.” This piece also appeared in Forbes.

    3. World Urban Areas Population and Density Wendell Cox’s summary of population data on the world’s urban areas has become a popular resource for readers looking for population data in search engines.

    2. Is California the New Detroit? In August Robert Cristiano called out California political leaders about the state of the state: “The beaches are still beautiful. The mountains are still snow capped and the climate is still the envy of the world. Detroit never had that. But will California’s physical attributes be enough?”

    1. Best Cities for Jobs 2012 Articles Our Best Cities Rankings measure short-, medium-, and long-term employment growth in the nation’s metropolitan areas and metropolitan divisions. We keep the measure simple on purpose: to offer an indicator of which regions are changing the fastest.

    Mark Schill is a community strategist and analyst with Praxis Strategy Group and New Geography’s Managing Editor.

  • China Freeways: Continuing Expansion

    Beijing’s xinhuanet.com reported on December 30 that 11,000 kilometers (7,000 miles) of new freeways (motorways) were built in 2012. This is equivalent to more than 150 percent of the freeway mileage in California.

    Based on figures reported at the end of 2011, the additional 11,000 kilometers would increase China’s national freeway system (the National Trunk Highway System) to approximately 96,000 kilometers (60,000 miles). This is approximately 20,000 kilometers (12,000 miles) longer than the US interstate highway system, as reported in 2010. As a result, China’s national freeway system is the longest in the world.

    Both China and the United States have additional freeway segments that are not a part of the national systems. In 2010, the United States had approximately 99,000 kilometers (62,000 miles) of freeways, including the interstate system. Data is not readily available for a number of urban and provincial level freeways in China that are not a part of the National Trunk Highway System.

    It seems likely that the US continues to lead, though by only a small margin, in total freeway mileage. However, China is continuing to expand its system at a rapid rate. This is evident in the map below, which uses purple and green to indicate uncompleted freeways, while blue and red indicate open segments. Long stretches remain to be completed to Urumqi, the capital of Xinjiang, and beyond to the border of Kazakhstan in the Pamir Mountains, as well as two long routes to Lhasa, the capital of Tibet. A number of additional routes are also planned in the densely populated eastern third of the nation.


    Map by WikiCommons user Pafun

    Also see:
    China’s Expanding Roadways (February 2012)
    China Expressway System to Exceed US Interstates (January 2011)

  • Demography as Destiny: The Vital American Family

    Recent reports of America’s sagging birthrate ‑ the lowest since the 1920s, by some measures ‑ have sparked a much-needed debate about the future of the American family. Unfortunately, this discussion, like so much else in our society, is devolving into yet another political squabble between conservatives and progressives.

    Conservatives, including the Weekly Standard’s Jonathan Last, regularly cite declining birth and marriage rates as one result of expanding government ‑ and a threat to the right’s political survival. Progressives, meanwhile, have labeled attempts to commend a committed couple with children as inherently prejudicial and needlessly judgmental.

    Yet family size is far more than just another political wedge issue. It is an existential one – essentially determining whether a society wants to replace itself or fall into oblivion, as my colleagues and I recently demonstrated in a report done in conjunction with Singapore’s Civil Service College. No nation has thrived when its birthrate falls below replacement level and stays there – the very level the United States are at now. Examples from history extend from the late Roman Empire to Venice and the Netherlands in the last millennium.

    Falling birthrates and declining family formation clearly effect national economies. One major United States’  advantage has long been high birthrates, akin to a developing nation’s, as well as a vibrant family-oriented culture. This was largely because of immigrants and their children, striving first- and second-generation Americans. The United States, according to the U.S. Census Bureau, is expected to have a roughly 40 percent growth in its workforce in the first half of this century, largely thanks to immigration.

    In contrast, the Census Bureau predicts that leading U.S. competitors, notably Japan, Europe and South Korea, will likely suffer a decline of 25 percent or more over that time. Even China, whose birthrate has dropped precipitously under its one-child policy and rapid urbanization, is expected to see a sharp drop in its labor force over the next decade.

    Perhaps the greatest threat from collapsing fertility is the aging of society. Consider “the dependency ratio,” which measures the number of people in the workforce compared to retirees, in effect, how many working people are needed to support those over age 65. In 1960, before the decline in birthrates, that ratio was 9 percent in the 23 most developed countries. Today, it is 16 percent across these advanced countries. By 2030 it could reach as high as 25 percent.

    Countries with the longest history of declines in fertility face the biggest fiscal crises. By 2050, for example, Germany and Singapore  are predicted to have roughly 57 people above age 65 for every 100 workers. In the United States, this ratio will rise by 50 percent, to roughly 35 per 100 workers, even if the current decline is eventually reversed.

    If birthrates continue to decline, Western nations may devolve into impoverished and enervated nursing homes. And without strong families, children are likely to be more troubled and less productive as adults.

    You don’t need a crystal ball to see what this future could look like. Consider Japan. By 2050, there are expected to be three people above age 65 for every person in Japan under 15. In fact, more people are expected to be over 80 than under 15.

    This demographic shift signals a kind of death sentence for that once thriving, but now declining, nation. Not only are Japanese couples having far fewer children, sociologist Mike Toyota notes, roughly one-third of Japanese women in their 30s are not getting married ‑ which, in that conservative society, essentially means they are unlikely to have children. Even teenagers, according to a recent government-commissioned study by the Family Planning Association, seem oddly indifferent to dating and sex.

    Given the stakes, Americans must forgo political squabbles and focus on practical ways to remove barriers to marriage and child-rearing. One crucial component for strong birthrates is steady economic growth. Before the 2008 economic collapse, the U.S. fertility rate  was 2.12, the highest in 40 years. But the tumultuous economic problems since then have helped drive the fertility rate to 1.9 per woman, the lowest since the economic malaise era under President Jimmy Carter in the late 1970s.

    Even amid increasing awareness of the country’s demographic problems, however, political extremes focus on their own ideological spin. Conservatives set their arguments in neo-traditionalist terms, embracing right-wing tropes against gay marriage and abortion while blaming expansive government and rampant individualism. Others on the extreme right link declining fertility rates, particularly among Caucasians, to what Pat Buchanan calls “the end of white America.”

    Yet conservatives must recognize that fertility is not just a white or high-income Asian issue. Fertility and even marriage rates are, for example, declining throughout much of the Muslim Middle East, in some cases below our own levels, as my colleague Ali Modarres has shown.

    Nor is “white America” likely to be demographically overwhelmed by the current dramatic influx of Latino immigrants, particularly Mexicans, as many on the far right insist. Within a generation, Mexican-Americans immigrants’ fertility rates decline to that of native-born U.S. citizens. In fact, as Mexico modernizes, its fertility rates are falling to U.S. levels.

    Conservatives also seem to have a hard time admitting that one major culprit ‑ particularly in the United States and East Asian countries such as Singapore ‑ is modern capitalism. Young workers building their careers can face consuming demands for long work hours and substantial amounts of travel. Many confront a choice between a career and family.

    “In Singapore,” Austrian demographer Wolfgang Lutz observes, “women work an average of 53 hours a week. Of course they are not going to have children. They don’t have time.”

    For hard-pressed low-wage workers, raising children can be even harder. Indeed, much of the decline in child-rearing in the U.S. can be traced to a fall-off among immigrants, particularly Latinos, who fared particularly poorly in the long recession.

    On the other side, many Democrats praise the rise of “singlism” ‑ demonstrated by  the women in their 40s who never had offspring. This cohort has more than doubled since 1976. Pollsters like Stan Greenberg hail single women as “the largest progressive voting bloc in the country,” and Ruy Texeira, a leading political scientist, asserts that singletons are critical to the “emerging Democratic majority.”

    Progressives also embrace urban density ‑ a residential pattern that discourages child-rearing. Unlike the wave of immigrants or rural migrants who flooded the American metropolises of the early 20th century, urbanites today are not raising large families in cramped spaces. Instead, in virtually all high-income societies, high density today almost always translates into low marriage rates and fertility rates.

    The causes of this radical change are diverse. But crucial reasons include decline of extended family support networks; erosion of traditional, often religiously based values; and a culture that celebrates individualism.

    We no longer see family-centered urban neighborhoods like those depicted in the Chicago of Saul Bellow’s novel The Adventures of Augie March. Instead, many urban centers today are among the most “child free” ‑ whether in Manhattan, San Francisco, inner London or Paris, Singapore, Hong Kong or Tokyo.

    In contrast, America’s nurseries are in the suburbs, exurbs and lower-density greater-metropolitan areas. The metropolitan regions of Atlanta, Dallas-Fort Worth, Houston and Salt Lake City have above-average numbers of children. The percentage of children, according to the census, under age 15 in these cities is almost twice that of Manhattan or San Francisco.

    Many progressives don’t seem to care much if the birthrate falls. Some green activists seem to actually prefer it –  perhaps viewing offspring, particularly in wealthy countries, as unwanted carbon emitters. They seem to have taken up the century-old Malthusian concerns about overpopulation and environmental ruin. “A whole lot of people don’t have kids BECAUSE they’re worried about the future,” explains one critic of our report, suggesting that concern for the environment may justify the decision not to have children.

    Before signing on to a low-fertility agenda, American progressives as well as conservatives might want to consider the long-term consequences. The long fertility-rate declines in Europe and Japan occurred as economic growth flagged. Diminishing expectations of the future, painfully evident in countries such as Spain, Italy and Greece, are now further depressing marriage and childbirth.

    As to the culture wars between religious social conservatives and progressives, let’s declare a truce. Spiritual values and traditional families are precious resources to be nurtured. Mormons, evangelicals, practicing Catholics and highly self-identified Jews, all of whom largely favor big families, help make up for the almost certain continued expansion of single, and often childless, people.

    Social conservatives also need to champion more than the narrowly defined “natural family.” Many children, whether because of divorce or diverse family circumstances, must look to someone other than their birth parents for nurturing. Adoptive parents, grandmothers, uncles or aunts or other sorts of extended-family units also need to be cherished as committed caregivers.

    Popular TV shows like Modern Family show the wide range of family types today. The crucial element is that family obligation often extends well beyond “likes” and ties exist over generations. This can be true for gay couples or “blended families” in a way that can rarely be said of people who are dating, or friends, both of the real and Facebook variety.

    Fortunately, the long-term prognosis is not all bad. Pew Research Center reports that the emerging millennial generation rank being good parents, owning a home and having a good marriage as their top three priorities. Generational chroniclers Morley Winograd and Mike Hais, in their book Millennial Momentum: How a New Generation is Remaking America, suggest that the younger generation is as family-oriented as their elders, albeit with a greater emphasis on shared responsibilities and more flexible gender roles.

    “No matter how many communes people invent,” the anthropologist Margaret Mead once remarked, “the family always creeps back.” Let’s hope she’s right, not only about the past but the future as well.

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared at Reuters.

    Baby photo by Bigstock.

  • “Livability” vs. Livability: The Pitfalls of Willy Wonka Urbanism

    livability: (livable) fit or suitable to live in or with; “livable conditions”.

    “Livability” has been a buzz word in city development for some time, and for good reason, as who doesn’t want livability, outside the zombie cohort? Things get hairy, though, when “livability”—as an economic development strategy—gets unpacked, because questions arise: “Livability” for whom? “Livability” at what cost?

    Making a city “livable” these days largely means appealing to a select group of folks so as to form “an attractive economic place”. This notion of “livability” really came on in the late 1980’s, and was done under the presumption that certain cities offered higher quality of life, read: better lifestyles. For instance, in 1989 geographer David Harvey wrote that cities need to “keep ahead of the game [by] engendering leap-frogging innovations in life-styles, cultural forms, products, and service mixes…if they are to survive.” This was a radical departure from previous societal efforts to make quality of life a priority (think: pollution remediation) in that “life” was swapped out for “lifestyle”.

    You could argue, then, that the original sin of “livability”-driven economic development begins right there. Namely, the emphasis will not be on the people of a city, but on potential consumers, particularly high-valued consumers with means, subsequently referred to as the “creative class”. As for creative class wants? They are, according to Richard Florida, “[an] indigenous street-level culture – a teeming blend of cafes, sidewalk musicians, and small galleries and bistros…” In this sense, the idea of “livability” gets precariously slimmed out.

    Nonetheless, this thinking has penetrated mainstream economic development, with cities attempting to one-up each other in their want to attract a slice of the “livability” electorate. The consequences have become predictable: more comfort for some, less comfort for most.

    ***

    Perhaps the city most famous for livability-driven economic development is Portland. It is America’s amenity apex, and a recent study showed it attracts the young by the boatload due to a certain leisure-lifestyle it affords.

    For example, from a recent article entitled “(P)retirement’s new frontier”, the author interviews a 36-year old who is “underemployed on purpose”, as well as a couple who quit their jobs in Austin, sold their car, and have backyard chickens, yet now feel “much richer”. Such folks are referred to by economist Joe Cortright as “lifestyle entrepreneurs”. Part of this entrepreneurial output, touched on in the article, is a website called Badass that rates Portland neighborhoods for amenities like pinball machines, food carts, and access to bike lanes. At times the article reads like Portland was dreamed up by Willy Wonka.

    Here, I half kid. From a description of the movie Charlie and the Chocolate Factory, notice the parallel themes: the Peter Pan motif, an escape from an unsatisfactory reality, and the promise of limitless sensory and savory experiences:

    The Chocolate Room is designed to look like an outdoor landscape complete with trees, flowers and a waterfall, but Wonka has made the entire scene out of candy and chocolate. Charlie and the other children see some doll-sized human beings in the Chocolate Room, and Wonka explains they are Oompa-Loompas whom he saved from the dangerous country of Loompaland. The Oompa-Loompas agreed to work for Wonka and live in his factory in exchange for a safe home and an endless supply of their favorite food, cacao beans.



    Courtesy of Knotworkshop

    Swap out the over-educated and underemployed for the Oompa-Loompas, chocolate for lifestyle amenities, and the Chocolate Room for the concept of “Portland-as-place”, and you got yourself a sequel. But there are problems with such city building: it’s too often defined by the ephemera, or that “transitory matter not intended to be retained or preserved”. And while the ephemera aren’t building blocks to economic growth—but instead represent America’s tendency to fix hard structural deficits with the airy promises of the pleasure principle—they are nonetheless a main cog in the modern day city-making machine. From an article entitled “Placemaking Revolution: the powerful role of ephemera and the arts in our cities”:

    Coletta addressed the question of how ephemeral events can have lasting impacts in cities. “I think you can do temporality with regularity. Some temporary events are so powerful that they stay in the memory for a long time, and spark the imagination.

    But I would argue that now more than ever we need less fantasy in city building than we do reality—as reality can’t keep being handed off to folks who are unable to consume their way to imagining existence as anything but decidedly not livable.

    ***

    “Livability” backlashes are becoming increasingly common across the country. For instance, a piece in Crain’s Chicago questions whether Chicago’s catering to the global creative class is worth the debt it is incurring, and whether the split between the amenity-rich rich neighborhoods and the amenity-poor poor neighborhoods is worth the investment, particularly given the record levels of violence that is tearing parts of the city to pieces. And while Mayor Emanuel’s bike-pathing of the City moves forward because “he wants all of [Seattle’s] bikers”, libraries are closing, red light cameras are ubiquitous, taxes are rising, and the city has a police manpower shortage of 1,000 that can’t be plugged because there’s no money. In fact things are so desperate that the City recently turned to Twitter to fight crime.



    Stop-The-Violence Campaign in Chicago. Courtesy of Metropolis Coffee

    In New York, the President of NYU is under a vote of no confidence for his plans to extend the creative classification of the campus into Greenwich Village. And while this has been ongoing—for instance, one commenter in the bookWhile We Were Sleeping: NYU and the Destruction of New York” states “There are days when I feel like I’m stranded in some upscale mall in Pasadena”—the recent city-sanctioned plan to bulldoze and “mix use” a residential neighborhood for “livability” purposes in order to “attract ambitious students and faculty to sustain the region’s economic base and quality of life” has pushed faculty and the community over the edge.

    Perhaps not coincidentally, the plan—and fight for it—comes at a time with Richard Florida joining NYU as a Global Research Professor, with the President commenting on the unison this way:

    There is a certain symmetry here: Richard Florida is joining NYU…at a moment when the University has begun responding to the forces that give rise to his most trenchant insights.

    Even in Portland, the “livability” backlash is present. A September 2012 article entitled “Portland’s livability conflicts: Contradictions of affluence and affliction” states:

    With its tree-lined streets, bike paths and transit options, Portland is beautiful and very safe. But behind that facade, Portland is also a city of contradictions.

    These contradictions, according to the author, involve the discordance brewing between the poverty and “alarmingly large number of hypodermic needle” situation on one hand, and the topographical layering of that “everything is fine” sheen that remains intact for many coming to seek it.

    Others in the community are questioning the theory of livability-driven economic development in its own right. For instance, in a piece entitled “The Portland Question: Livability or Job Growth?”, the author notes the growing worries in the region as to the path Portland is on:

    Last year, Portland’s own catalyst for economic change, the Portland Development Commission, warned that the city’s traditional focus on livability projects such as streetcars and housing had not delivered the job growth needed to stay competitive. That’s a strong statement considering that livability has become what largely defines Portland’s character.

    ***

    Taken together, perhaps it’s time for city leaders and citizens alike to take stock in how cities are being made, and for whom the making is focused. In fact maybe it’s time to drop the “livability” gimmicks that define Willy Wonka urbanism–or to squeeze “the style” out of “lifestyle” so as to expose the highest priority, the highest necessity: which is life.

    So, you wanna make your city “hot”? Then cook the irons of affordable housing, mobility, education, and solid jobs.

    Or, you know: livability.


    Richey Piiparinen is a writer and policy researcher based in Cleveland. He is co-editor of Rust Belt Chic: The Cleveland Anthology. Read more from him at his blog and at Rust Belt Chic.

    Kauffman Performing Arts Center photo by Bigstock.

  • The Evolving Urban Form: Bangkok

    Since 2000, the Bangkok region has experienced annual population growth 2.5 times the rate of growth from 1980 to 2000. By 2010, the Bangkok region – which includes the provincial level city of Bangkok and the provinces of Samat Prakan, Samut Sakhon, Pathum Thani, Nonthaburi and Nakhon Pathom –  was nearing a population of 15 million (Note 1).

    As is characteristic of urbanization in both developing and developed countries, much of Bangkok’s recent growth has occurred outside the city, in suburban (and exurban) areas. Between 2000 and 2010, the city grew by 30%, while the suburban provinces grew more than twice as quickly, at 66%. The city’s population growth was 1.9 million, while the suburban provinces added 2.5 million population (Figure 1).

    Much of the urban expansion has been on the periphery both within the city of Bangkok and in the provinces of Samut Prakon to the east, Samut Sakhon to the west and Pathum Thani to the north. Unlike most cities in Asia, where new development has taken high-rise form, much of this new development has been townhouses and detached housing. (Photo: Detached housing).


    Photo: Detached Housing in the Bangkok city eastern sector

    The Urban Area

    The urban area, or area of continuous urban (and suburban) development will reach 14.5 million residents in 2013, according to United Nations projections. The urban area (Figure 2) covers approximately 900 square miles (2,330 square kilometers) and has a population density of the urban area is 16,200 per square mile (6,200 per square kilometer). This is 1.5 times the density of the Paris urban areas and more than 2.5 times that of the Los Angeles. However, Dhaka (Bangladesh), the most dense urban area, is at least eight times as dense.

    Bangkok’s high density and inadequate road system combine to make Bangkok’s traffic among the worst in the world. The Bangkok region is well served by freeways but government authorities have failed to provide the necessary arterial road (secondary road) infrastructure, as noted by Shlomo Angel, Stephen C. Sheppard, and Daniel L. Civco in a World Bank report (Note 2). As a consequence, they said that:

    The cost of reducing congestion in Bangkok is now higher—by one or two orders of magnitude—from what it would have been had adequate rights-of-way been secured earlier.  

    Bangkok is not the first urban area to have made this mistake. Atlanta’s traffic congestion is substantially worsened by its failure to provide a proper arterial roadway system.

    Bangkok’s best chance of reducing its traffic congestion lies in the expansion of its underdeveloped arterial roadway system. Nonetheless, the scattered development has preserved opportunities to develop arterial roads cost effectively in some suburban areas. The siting of more commercial and employment growth in these areas would also help.

    Some officials have suggested that expanded rapid transit would reduce traffic congestion. Bangkok has been expanding its small rapid transit system (as can be appropriate in very high density centers). There is little potential, however, for transit to reduce traffic congestion, as the intense traffic congestion and long commutes in cities well served with transit indicates (See photo at top and Note 3)

    Suburban and Exurban Bangkok

    Suburban expansion has been made possible by the increasing affluence of the Bangkok area, inexpensive land and house construction prices and the rising share of households with personal motorized vehicles (automobiles and motorcycles). Suburban dwellers are in the process of obtaining their own "Thai Dream" of home ownership, the popularity of which is demonstrated by the continuing draw of households to these rapidly developing areas.

    Angel, et al noted that the Bangkok area had become “model of a well–functioning land and housing
    market," and that:

    Affordable and minimally–serviced land was brought into the market by the efficient creation of a minimal number of narrow tertiary roads that connected building plots to the existing road system; mortgages became widely available; and private developers went down–market in large numbers, selling land–and–house packages that were affordable for more than half the urban households.

    Data from the Real Estate Information Centre of Thailand indicates that average new house prices remain similar in relation to average household income as a decade ago. By maintaining a competitive land market for new housing, Bangkok has retained housing affordability. 

    However there are difficulties. Some suburban areas, particularly in Pathum Thani, were hard hit by the 2011 floods. There has been controversy on this issue, as governments, national and local have come under criticism for their failures to control the flooding. At a minimum, the failure of the Bangkok region governments to coordinate their efforts contributed to the seriousness of this disaster. Nonetheless, new house construction continues in the suburbs and exurbs.

    The City ("Bangkok Metropolis")

    The core city of Bangkok is a provincial level jurisdiction, referred to popularly as the "Bangkok Metropolis" (Note 4). Bangkok is not a compact city, however, covering 605 square miles (1.570 square kilometers). This is 15 times the land area of the ville de Paris and larger than either Houston or Los Angeles, two of the most geographically expansive municipalities in the United States.  

    Beyond central Bangkok, the north, east and west sectors of the core city have experienced strong growth in detached and attached (row house or townhouse) construction.

    Bangkok’s commercial core is dispersed, like many other Asian cities, in China and elsewhere.  Manila is every bit as polycentric as Los Angeles or Atlanta. Bangkok, however, may be the ultimate core dispersion. There are at least five areas of high-rise commercial concentration, and large office buildings are sprinkled throughout the large central area (Photo: Dispersed core development). The UITP Millennium Cities Database indicated that only 11 percent of employment was in the central business district in the middle 1990s. With the ongoing dispersion, this figure may be lower now.


    Photo: Dispersed core development

    An Economic Success

    Bangkok residents live well compared to many living in other East Asian cities. Not only is their housing more affordable, but they have achieved much higher incomes. According to the most recent Brookings Global Metro Monitor, Bangkok has gross domestic product per capita of $23,400 annually (based on purchasing power). This is more than all but four of Latin America’s metropolitan economies (Brasilia, Monterrey, Buenos Aires and Sao Paulo), according to the Brookings the data. If Bangkok were in China, its per capita GDP would rank in the top quarter  of metropolitan economies (Note 5).

    Challenges Facing the Bangkok Region

    Bangkok seems likely to continue to grow rapidly, simply because it is virtually the only "urban draw" in Thailand. None of the world’s megacities (over 10 million population) is larger relative to other urban areas in the nation. Bangkok has more than 20 times the population of the next largest urban area in Thailand (Chon Buri). Strong population growth always presents formidable challenges for governments. The Bangkok region’s principal tasks will be to retain housing affordability by ensuring a competitive land market, and by providing a road system that reduces its exceedingly long travel times.  

    —–

    Note 1: There has been confusion about the Bangkok region’s total population. As late as 2009, the city of Bangkok projected the 2010 regional population, excluding Nakhon Pathom’s fewer than 1 million population at 10.3 million. The population as counted in the 2010 census was 3.3 higher.

    Note 2: Developers (and thus home buyers) pay for building the tertiary road systems that serve the new housing developments, similar to the practice in nations like the United States, Canada, Australia and New Zealand.

    Note 3: This is illustrated by Tokyo and Hong Kong, which each have one-way work trip travel times of 46 minutes — the longest reported in high-income world metropolitan areas. Tokyo has the world’s largest transit system and Hong Kong has the highest average urban density in the high-income world. By contrast, Los Angeles, where transit carries a small share of travel, and which has much lower densities than Tokyo or Hong Kong, has a one-way average work trip travel time of 27 minutes.

    Note 4: The city of Bangkok is a provincial level jurisdiction, formally called the Bangkok Metropolitan Administration. This use of the term "metropolitan" can be confusing, since much of the metropolitan area is outside the city (in between two and four other provinces, depending on the definition. This is similar to Tokyo and the former situation in Toronto. The prefecture of Tokyo is referred to as the "Tokyo Metropolis," which comprises barely one-third of the population of the Tokyo metropolitan area. Before the formation of the present city of Toronto, the regional authority was called the "Municipality of Metropolitan Toronto," however contained barely one half of the metropolitan area population. These semantic issues have been the source of considerable misunderstanding, not only by casual observers, but also by some academics.

    Note 5: The ranking for Chinese metropolitan areas is adjusted in China, using the population figures from the 2010 census (which included the urban migrant population). The issue is described in Endnote 19 in the Brookings Global Metro Monitor.

    Wendell Cox is a Visiting Professor, Conservatoire National des Arts et Metiers, Paris and the author of “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life.”

    ——

    Photo: Rapid transit and traffic congestion in Bangkok (all photographs by author)

  • Is America’s Future Progressive?

    Progressives may be a lot less religious  than conservatives, but these days they have reason to think that Providence– or Gaia — has taken on a bluish hue.

    From the solid re-election of President Obama, to a host of demographic and social trends, the progressives seem poised to achieve what Ruy Texeira predicted a decade ago:  an “emerging Democratic majority”.

    Virtually all the groups that backed Obama — singles, millennials, Hispanics, Asians — are all growing bigger while many of the core Republican groups, such as evangelicals  and intact families, appear in secular decline.

    And then, the Republicans, ham handed themselves, are virtually voiceless (outside of the Murdoch empire) in the mainstream national media.

    Whatever the issue that comes up — from Hurricane Sandy to the Newtown shootings or the “fiscal cliffs” — the Republicans, congenitally inept to start with, end up being portrayed as even more oafish.

    Not surprising then that progressive boosters feel the wind of inexorability to their backs. Red states, and cities, suggests Richard Florida are simply immature versions of blue state ones; progress means density, urbanity, apartment living and the decline of suburbs. Republicans, he argues, are “at odds with the very logic of urbanism and economic development.”

    Yet I am not sure all trends are irredeemingly progressive. For one thing, there’s this little matter of economics. What Florida and the urban boosters often predict means something less progressive than feudalist. The Holy Places of urbanism such as NewYork, San Francisco, Washington DC also suffer some of the worst income inequality, and poverty, of any places in the country.

    The now triumphant urban gentry have their townhouses and high-rise lofts, but the service workers who do their dirty work have to log their way by bus or car from the vast American banlieues, either in peripheral parts of the city (think of Brooklyn’s impoverished fringes) or the poorer close-in suburbs. This progressive economy works from the well-placed academics, the trustfunders and hedge funders, but produces little opportunity for a better life for the vast majority of the middle and working class.

    The gentry progressives don’t see much hope for the recovery of blue collar manufacturing or construction jobs, and they are adamant in making sure that the potential gusher of energy jobs in the resurgent fossil fuel never materializes, at least in such places as New York and California. The best they can offer the hoi polloi is the prospect of becoming haircutters and dog walkers in cognitively favored places like Silicon Valley. Presumably, given the cost of living there, they will have to get there from the Central Valley or sleep on the streets.

    Not surprisingly, this prospect is not exciting many Americans. So instead of heading for the blue paradises, but to lower-cost, those who move now tend towards low-cost, lower-density regions like Dallas-Fort Worth, Houston, Atlanta, Austin, Charlotte and Raleigh. Even while voting blue, they seem to be migrating to red places. Once there, one has to doubt whether they are simply biding their time for Oklahoma City to morph into San Francisco.

    In this respect, the class issue so cleverly exploited by the President in the election could prove the potential Achilles heel of today’s gentry progressivism. The Obama-Bernanke-Geithner economy has done little to reverse the relative decline of the middle and working class, whose their share of national income have fallen to record lows. If you don’t work for venture-backed tech firms, coddled, money-for-nearly-free Wall Street or for the government, your income and standard of living has probably declined since the middle of the last decade.

    If the main focus of progressives was to promote upward mobility, they would deserve their predicted political hegemony. But current-day leftism is more about style, culture and green consciousness than jobs and opportunity. It’s more Vogue’s Anne Wintour than Harry Truman. Often times the gentry agenda — for example favoring higher housing and energy prices — directly conflicts with the interests of middle and working class families.

    The progressive coalition also has little to offer to the private sector small business community, which should be producing jobs as they have in the wake of previous recessions but have failed to do so this time. A recent McKinsey study  finds that small business confidence is at a 20 year low, entrepreneurial start-ups have slowed, and with it, the innovation that drives an economy from the ground up.

    These economic shortcomings are unlikely to reverse themselves under the Obama progressives. An old Democrat of the Truman and Pat Brown, perhaps even Bill Clinton, genre would be pushing our natural gas revolution, a key to blue-collar rejuvenation, instead of seeking to slow it down. They would be looking to raise revenues from Wall Street plutocrats rather than raise taxes on modestly successful Main Street businesses. A HUD interested in upward mobility and families would be pressing for more detached housing and dispersal of work, not forcing the masses to live in ever smaller, cramped and expensive lodgings.

    Over time, the cultural identity and lifestyle politics practiced so brilliantly by the President and his team could begin to wear thin even with their core constituencies.  Hispanics, for example, have suffered grievously in the recession — some 28%  now live in poverty, the highest of any ethnic group.

    It’s possible that the unnatural cohesion between gentry progressives and Latinos will tear asunder. For one thing Hispanics seek out life in suburbs with homes and backyards, and often drive more energy-consuming cars that fit the needs of family and work, notably construction and labor blue collar industries — all targets of the gentry and green agenda.

    Arguably the biggest challenge for the blue supremacists may prove the millennials, a group I have called the screwed generation. They have been vulnerable in a torpid recovery following a deep recession since they depend on new jobs or having their elders move to better ones; more than half of those under 25 with college degrees are either looking for work or doing something that doesn’t require tertiary education.

    For now, millennials — socially liberal, ethnically diverse and concerned with economic inequality — naturally tilt strongly to the President. Their voting power continue to swell as they enter the electorate. As Morley Winograd and Mike Hais have demonstrated, if they remain, as they predict, solidly Democratic, the future will certainly be colored blue.

    But this result is not entirely assured. Now that the first wave of millennials are hitting their thirties, they may not want to remain urban Peter Pans, riding their bikes to their barista jobs, as they age. A growing number will start getting married, looking to buy homes to raise children. The urban developers and gentry progressives may not favor this, preferring instead they remain part of “generation rent”  who remain chained to leasing apartments in dense districts.

    And then there’s the economy. What happens if in two or four years, millennials find opportunity still lagging?  Cliff Zukin, at Rutger’s John J. Heidrich Center for Workforce Development, predicts the young generation will “be permanently depressed and will be on a lower path of income for probably all their life”. One has to wonder if, at some point, they might rebel against that dismal fate. Remember the boomers too once tilted to the left, but moved to the center-right starting with Reagan and have remained that way.

    Of course, the blues have one inestimable advantage: a perennially stupid Republican party and a largely clueless, ideologically hidebound conservative movement. Constant missteps on issues like immigration and gay rights could keep even disappointed minority or younger votes in the President’s pocket. You can’t win new adherents by being the party of no and know-nothing. You also have to acknowledge that inequality is real and develop a program to promote upward mobility.

    Unless that is done, the new generation and new Americans likely will continue to bow to the blue idols, irrespective to the failures that gentry progressivism all but guarantees.

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared at Forbes.com.

    Barack Obama photo by Bigstock.

  • Urban Housing: A Master Plan for the Few

    How we, as a nation, find bounty and beauty in the future depends upon how we react to two trends emerging from the recent difficult period in American urbanism. The first of these trends is the increasing lack of affordability in mainstream urban America, with the costs of maintaining a middle-class lifestyle at a level where distinct have/have-not lines are now drawn. The second is the increasing authoritarianism in mainstream urban America, where decisions about how our cities function are guided by a new array of authority figures that represent the common good. Both trends point to a disempowerment of a vast section of the American population.

    Our loss of housing affordability is an insidious development that will continue to eat away at the urban triumphalism that marked the beginning of this century. Generation Xers, seniors on fixed incomes and the struggling middle class will have much in common during the coming decade, with fewer and fewer housing solutions designed for them. If half of our consumer goods are purchased by the top ten percent, then the rest of us are increasingly irrelevant in terms of goods, and services, as well as in housing,

    Affordability on Main Street was once a concern of Wall Street. It was broadly known as Fordism, from the days when Henry Ford paid decent wages so that his workers could afford his new product, the car. Today, with Main Street on its knees, Fordism is dead and Wall Street turns more and more to itself, and to large, multinational conglomerates for profits. Volume generated by the middle class comes from a few companies like Apple, and, as the class shrinks, psychological distance between the haves and have-nots widens the gap, especially for those with memories of the material wealth they had in earlier days.

    Solutions to the affordability gap in the urban realm are conspicuous by their absence. Desirable addresses, decent houses, and access to amenities are now the province of relatively few, who are serviced by those on the outside, commuting into town from less hip and trendy places. New residential housing, driven by the Wall Street investment community, is geared towards the market-rate. The linkage between mass transit and affordable housing has been deftly snipped apart by the investment community, where the topic of affordable housing generates a yawn.

    Solutions? We might do well to investigate anti-urban trends, where peripheral and rural communities are stable and growing, and look at how these communities cope. Housing solutions like prefabricated units (think trailer parks, America’s answer to the favela) might be studied.

    Non-affordability, as a trend, is strongly linked to a co-evolutionary partner that is driving a wedge between the haves and have-nots: an authority figure which has become a new interlocutor in of the urban conversation, a sort of urban do-gooder to save us from ourselves, pushing more requirements and accepting fewer improvisations. Affordable housing has less to do with the square footage that is in that space, and more to do with the ingredients found within the square footage.

    The gloved hand of quasi-government authority has come to rest upon our cities with an increasingly tight grip, in the name of the green lobby or in the name of the traditional town.

    Cities underwent rapid change in the fifties and sixties due to the car, and subsequently parking garages, commercial strips, suburbs and highway overpasses sprouted. All these developments facilitated growth and expansion. Americans were remarkably unsentimental about their historic urban fabric, and notably experimental about innovative technological solutions to remove obstacles to this growth.

    Today, our confidence is shaken. The rise of authorities to dictate urban form signals that the era of innovation and improvisation is over, and that American cities are entering a new era of more rigid control of what gets built. The authority, in the form of a Master Plan, treats the city as if it were a vast, private land holding, and its citizens as if they were animals in a forest that was about to be developed.

    Master Plans have already been passed in Denver, Philadelphia, and Miami, and are on the boards for other cities in 2013. When a developer Master-Plans his land, he relies upon a Master to create the vision for the land, and this Master – credentialed, experienced, and hopefully talented – sets out the form of the future construction. The Master may have a passing interest in the voices from the land itself – biologists who count endangered species, for example – but the overarching form comes out of his mind, and the developer then implements the plan.

    When the same process is used upon a living, dynamic city, the results vary. Future citizens, bound by the edicts of this Master Plan, may submit to the Master’s vision, or, they may chafe at its restrictions. These Master Plans are formulated with great citizen input and collaboration until the time at which they are set. After that, they are to be obeyed. The plans create a physical model, or form; they are like a glove into which the city must fit its future hand.

    Master Plans attempt to take all possibilities into account, while creating ‘perfect’ rules by which the city can grow. Physical order, it is hoped, will lead to social order, as buildings once again behave like they did before the car. Should the future evolve as the Master predicts, the glove will fit the grown-up hand However, the future is notoriously difficult to predict.

    The new regulatory regime has become fashionable as citizens, sickened by the dirt and ugliness of our cities, seek an authority to keep us from temptation. As such, Master Plans arise from a noble intent not unlike the one held by city planners at the turn of the 20th century: to improve urban hygiene. And they may be correct in thinking that emulating urban form as it was before the car might just bring walkability back into fashion once again.

    The future, however, is ephemeral and dynamic, not static like a Master Plan, and may become frustrating to the Master Planners who have created elaborate blueprints for our nation’s cities. America’s fluid economic situation is giving rise to in-home workplaces, negating the need for traditional office space. It is giving rise to in-home manufacturing, reducing the size and complexity of factories. Warehouses, in today’s era of just-in-time-delivery, are being converted into other uses. And finally, Master Plans all seem to reminisce about Main Streets with lovely, tree-lined rows of shops under apartment (parking would be safely tucked in the back). These shops, renting for top dollar, stand empty today, made even more remote from reality with the advent of online retail.

    In short, Master Plans that rigidly enforce an urban form of yesteryear may become next year’s white elephants. Cities bearing these master plans may find themselves with a regulatory burden that is reducing their desirability as places to live and work. Following these cities specifically, learning of their successes and failures, and analyzing how Master Plans are working will tell us a lot about the future.

    As affordability is reduced and regulation increases, American cities could soon evolve into forms that are quite different from those of our past. And as confidence in the future fades, our cities take increasing comfort in the past, fossilizing our urban form as the Romans once did. For those underneath the affordability curve, improvisation and innovation will still continue, and insight into both of these emerging trends will yield a new sense of direction for the places where we live and work.

    Richard Reep is an architect and artist who lives in Winter Park, Florida. His practice has centered around hospitality-driven mixed use, and he has contributed in various capacities to urban mixed-use projects, both nationally and internationally, for the last 25 years.

    Flickr photo by alesh houdek: A walled and gated Miami home.