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The NYT has an interesting article on urban planning developments in Aleppo, Syria (the largest city in the Levant – bigger than Beirut, Tel Aviv, Damascus, and Amman!), which includes this section about the history of planning in the Middle East, with a development-as-preservation lesson at the end: The role of postwar urban planning in the rise of fundamentalism is well documented. In the 1950s and ’60s nationalist governments in countries like Egypt, Syria and Iraq typically viewed the congested alleys and cramped interiors of historic centers not as exotic destinations for tourists but as evidence of a backward culture to be erased. Planners carved broad avenues through dense cities, much as Haussmann had before them in Paris. Families that had lived a compartmentalized existence — with men often segregated from women in two- or three-story courtyard houses — were forced into high-rises with little privacy, while the wealthy fled for villas in newly created suburbs. But while preservationists may have scorned Modernist housing blocks, they were often just as insensitive to the plight of local residents who got in their way. Even as they worked to restore architectural monuments in the Muslim world, they could be disdainful of the dense urban fabric that surrounded these sites. Neighborhoods were sometimes bulldozed to clear space around landmarks so they would be more accessible to tourists. Agencies like Unesco often steered governments toward a Western-style approach to preservation. Traditionally a family might have built onto a house to accommodate a newly married son, for instance, adding a floor or a shop out front. But those kinds of changes were often prohibited under preservation rules. I’m also pleased to see that Aleppo won’t be razing its slums: And the city’s mayor, Maan Chibli, said that he recently asked GTZ to help plan for […]
One of many reasons why high-speed rail in America is doomed, from Systemic Failure: When DB or Renfe or even SNCF needs to buy a high-speed train, they simply call up Siemens (or Alstom or Talgo) and order some trains. Simple as that. Customization consists of painting a logo on the outside, and maybe choosing colors for the interior. It is no different than how United or Continental orders airplanes, or how Hertz orders automobiles. Now consider the process for building trains in the USA. Under FTA rules, all train components must be 100% manufactured in the US. And to guarantee no foreign manufacturing takes place, regulators will devise enough oddball design specs that bidders have no choice but to custom design the rolling stock from scratch. Then, local municipalities compete to offer huge tax breaks to lure a manufacturer. For transit agencies, this nonsense results in 100% higher costs for vehicle procurement. And even as a jobs program, the cost-effectiveness is abysmal. I know I haven’t really addressed high-speed rail in a comprehensive way, but that’s mostly because the concept so enrages and saddens me that it’s hard for me to sum up all my negative feelings about it in one post. The arguments against it seem so obvious, and yet the idea has somehow become the primary plank of Obama’s transportation policy. It gives railed transit a bad name, and the fact that its current incarnations are supported by Greater Greater Washington and Streetsblog – blogs whose regions aren’t even being considered for the money! – and pretty much every other urbanist blog out there really disappoints me. To everyone who’s sullying the name of transit and urbanism with this ridiculous white elephant: shame on you.
It’s pretty amusing to me that liberals today are still whining about being called “socialists,” considering the charge is at least a century old. Here one example from Robert Fogelson’s excellent Downtown chapter on height restrictions around the turn of the century: The Post voiced especially strong objections to the argument that a height limit was necessary to prevent new buildings from undermining the profitability of old ones and to deter the business district from moving from one location to another. That was “Municipal Socialism,” it declared. The city had no more business regulating development than running a department store. Municipal authority was already encroaching on private enterprise in too many ways. “And if it be permitted to limit the economic development of the city it might as well buy the city outright and conduct it as a Socialist Elysium.” And here’s another example later in the chapter about comprehensive zoning, with an extra “un-American” mixed in there: In some cities, the efforts to impose height limits through zoning ran into strong resistance. Sometimes the resistance was fueled by the opposition to zoning, which, it was charged, was “unfair, undemocratic, and un-American.” It was unfair because it discriminated among property owners. As Horace Groskin, director of the Philadelphia Real Estate Board, declared: “By what right has a zoning commission to set itself up as the judge and distributer of property values? To take the value away from one property owner and give it to another, or not to give it to anyone but to destroy it entirely for the imaginary benefit of the community, strikes me as coming mighty close to Socialism.” And while I’m in the mood to fill posts with others’ work, here’s another good (unrelated) quote from market anarchist Kevin Carson, as a Christmas Eve bonus: As […]
A lot of time I hear liberal urbanists claiming that trading development rights for community amenities (I’d definitely include affordable housing mandates here) is a win-win situation, but there’s a real danger of killing the goose that laid the golden egg, as appears to be happening in Vancouver: Development of the Cambie corridor is being “paralyzed” because the City of Vancouver is taking too much of the profits resulting from property rezonings, the Urban Development Institute says. Paul Sullivan, chair of the UDI taxation committee, said at least three potential developments along the new Canada Line have fallen apart because the city is being too aggressive in seeking community amenity contributions when rezonings take place. The city uses the money — an average of 75 per cent of the profits resulting from rezonings — for community amenities like parks and seniors’ centres. It’s interesting that the city openly admits to taking the vast majority of the upshot from the rezonings. One could interpret this as a marginal tax rate on dense development of 75% – I’m not sure that you could find a single politician or economist who would support a such a tax bracket on income, but I guess developers are viewed as less productive and more easy to leech off of than even the ultra-rich. Another odd aspect of the story is that the rules are in fact not even formalized: Sullivan, a real estate appraiser by trade, said the city could solve the problem by establishing a set amount for CACs that developers can factor into their purchase prices. “What we need is certainty in the policy, not just in the density but in the lift so that land can get priced fairly,” he said. “If you don’t have that it makes it very hard to get a […]
I didn’t mean for these all (except the last one) to be about DC, but it looks like it turned out that way… 1. Matt Yglesias on lot occupancy rules in DC. I have a feeling, though, that these are more or less irrelevant in the face of other, stricter limits on density. 2. The feds, along with the Committee of 100 (surprise, surprise), are having a hissy fit over overhead wires on proposed streetcar lines. Regarding San Francisco: “But then you see these wires in the center. It’s like: Oh, great.” 3. WAMU manages to do a whole segment about DC’s historical streetcars without once mentioning that they were built and operated (at least for most of their history) by private industry. 4. WMATA institutes random bag checks on the Metro – an anti-terror strategy that has more holes in it than Swiss cheese. 5. Washington authorities might purposely make the Dulles Metro station inconvenient, to avoid “dual” terrorist threat. “We are not just looking at this (project) from a cost perspective.” 6. The price of gas in Iran skyrockets from 10¢ to 40¢ a liter, and China raises its fuel prices much more slightly, as governments feel the pinch of subsidized gasoline.
Inclusionary zoning is a bad enough idea, but at least it doesn’t cost taxpayers anything directly. But New York State’s Housing Finance Agency is taking the worst of both worlds – affordable housing mandates and public subsidies – and plopping them down in new luxury construction in the heart of Downtown Brooklyn. Behold, some of the most expensive “affordable housing” in all five boroughs (at least, let’s hope it’s the most expensive!): • 388 Bridge Street Apartments, between Willoughby and Fulton streets in Downtown Brooklyn, a 234-unit, brand new 49-story multifamily rental apartment building controlled by the estate of Stanley Stahl, which received $94.6 million in financing. Forty-seven of the units will be set aside for tenants with household incomes up to $39,600 for a family of four. • 25 Washington St., between Plymouth and Water streets in DUMBO, a 106-unit, eight-story multifamily rental apartment being converted by Two Trees Management Co., which received $22.2 million in financing. Twenty-one of the units will be set aside for tenants with household incomes up to $39,600 for a family of four. • 29 Flatbush Ave., at Nevins Street in Downtown Brooklyn, a 333-unit, brand new 44-story multifamily apartment building controlled by The Dermot Company, which received $99 million in financing. Sixty-seven of the units will be set aside for tenants with household incomes up to $39,600 for a family of four. That comes out to a little over $2 million per subsidized apartment in the first tower, $1 million in the second, and almost $1.5 million in the third. And that’s not even counting the rent that the future impoverished (because, let’s face it, if you earn less than $40k for a family of four in NYC, you’re impoverished) tenants will have to pay. That’s $215 million spent (see correction) so that […]
Today I stumbled upon a blog that’s gotta be the best one I’ve found in a while. It’s about US transportation policy by a blogger who seems to be based somewhere in the Bay Area, and it’s called, fittingly, Systemic Failure. The post that first got my attention was this one about London’s bike sharing system likely being profitable in the future, which made me realize that this would be a great first government transportation program to privatize, especially considering that the government is keeping the price extremely low (it’s free for trips under 30 minutes) and the system is struggling to keep up with demand. I assume the reason that private companies didn’t try this earlier was that city governments have no framework for renting out small parcels of public space for use as bike racks – this despite having a vast infrastructure in place for renting similar parcels to drivers on a short-term basis (i.e., on-street parking!). But beyond that, (s?)he does a great job covering a range of transit issues, from the misguided attempts at federalization of transit safety by Obama after the WMATA Red Line crash in 2009 (1, 2, 3, 4) to the inanity of helmet laws (1, 2). The “Drunk Engineer” also offers blistering critiques of American protectionism in transit procurement, including one in which he describes the horrible inefficiency of Buy America provisions, which wreaked havoc on a Houston streetcar project and caused a Bay Area transit authority to have two completed Japanese pilot cars disassembled and shipped to the US where they would then be reassembled to conform with the law (another example here). Another interesting post that I found was this one about Senator Barbara Boxer’s insistence that Metrolink trains have two conductors onboard for safety reasons, despite the lack of […]
Guy Sorman has an absolutely fascinating article in the City Journal about Asia’s megacities, and I can’t bear to bury it in a link list. He takes a very negative view of Shanghai, citing its deputy mayor for finance’s candid admission that it’s a “costly facade to maintain,” and blasts Beijing for its never-ending ring roads, among other things. But halfway through the article, he takes up the issue of Seoul, and each paragraph is more interesting than the last. He describes the transition from military dictatorship to liberal democracy thusly: Democratization has helped transform Seoul into a more livable city in an extraordinarily short time. Before democracy, the authorities pursued economic growth at virtually any cost: real estate operated with little constraint, the number of private cars swiftly exceeded street capacity, public transportation was shoddy, and public spaces were basically nonexistent. But Seoul’s mayor during the 2000s, Lee Myung Bak—formerly the CEO of the Hyundai Construction Company—understood that Seoulites wanted a city center, plazas, gardens, and spaces to shop and stroll, and he led a dramatic reshaping of the city, preserving what was left of the past but making huge improvements in urban amenities. He won the nickname “Bulldozer” for good reason. Among the projects undertaken while he was mayor: the Han’s banks, formerly devoted to parking garages and freeways, became accessible to pedestrians; an ancient stream, the Cheonggyecheon, which once flowed through Seoul until buried by a freeway, was restored, helping vivify the central city; and rapid-transit buses joined the city’s transportation system. During his mayoralty, too, formerly abandoned industrial areas transformed into gentrified neighborhoods, Korean versions of New York’s Meatpacking District. These popular changes helped propel Lee Myung Bak to the South Korean presidency in December 2007. From there, it only gets better from a market urbanist […]
1. Cuban dissident blogger (as in, living in Cuba) Yoani Sánchez describes the state of the Cuban real estate market, and discusses new rules that apparently legalize buying and selling houses, though she has her doubts that the government will allow the overt displays of inequality that would undoubtedly occur once the market is liberalized. 2. The NYT Magazine has a profile of a physicist who claims to have mastered the mathematics of the city. Hmm, where have I heard that before? He’s got some positive things to say about cities over suburbs and Joel Kotkin seems to disagree with him (always a plus in my book), but at the end of the day there’s something about him and his context-free pronouncement about “cities” writ large that really rubs me the wrong way. 3. A preservation vs. development story in the NYT about Seoul’s traditional “hanok” houses, with the chief preservationist being a white foreigner who doesn’t approve of interior redesigns or added basements or second stories. Something tells me he proably wouldn’t be a huge fan of my “development as preservation” theory.
1. Lydia DePillis responds. I’m all for upzoning only(/mostly) poor neighborhoods if that’s all the extra density we can get (though here at Market Urbanism we’re kind of utopians – we don’t care much about political feasibility), but I’m not nearly as optimistic about inclusionary zoning as she is. At its worst it’s a tool for anti-growth suburbanites to kill new dense development while seeming like they care about the poor, and at it best it’s a misguided tax on developers of multifamily units that helps only those resourceful and connected enough to get themselves a rent controlled apartment, which is then subsidized by the neighbors who didn’t manage to get one. 2. Philadelphia eases up on the parking minimums, but parts of Center City and (all of??) Old City, both of which have incredible transit access, will still require 1 off-street space for every three units of new construction, which seems like a lot more than they have now. 3. Vancouver contemplates raising its height limits. Of course, all new towers will have to meet higher-than-LEED Gold standards – god forbid anyone should acknowledge that density is, in and of itself, good for the environment. 4. Jersey City looks like it will get its High Line, but the question now is, how much development will be allowed around it? 5. One NYC councilman wants to impose rent controls on commercial landlords. The “Small Business Survival Act,” he likes to call it. 6. Tysons Corner scores a huge new development with a 33-story tower and a “European styled esplanade” in front of the new Tysons Central Metro station, while the Lower East Side debates kinda sorta maybe thinking about developing seven acres of parking lots near the foot of the Williamsburg Bridge. 7. Hipster Runoff, the hipster blog of record, […]