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Liberalizing Cities From The Ground Up
Is it even possible today to write a vigorous argument in favor of the urban renewal policies of the 1950s? I doubt it. Jeanne Lowe's 1967 "Cities in a Race with Time* is a sympathetic account of the urban renewal era in its own terms. How does it hold up?
The goal of congestion pricing is not to penalize car trips but to smooth demand over a more extended time to reduce congestion. Unfortunately, many new congestion pricing schemes seem designed to ban cars rather than manage demand for car trips. This article appeared originally in Caos Planejado and is reprinted here with the publisher’s permission. Congestion pricing aims to reduce demand for peak-hour car trips by charging vehicles entering the city center when roads are the most congested. Charging rent for the use of roads is consistent with a fundamental principle of economics: when the price of a good or service increases, demand for it decreases. Charging different rates depending on the congestion level spreads trip demand over a longer period than the traditional peak hour. The goal of congestion pricing is not to penalize car trips but to smooth demand over a more extended time to reduce congestion. Unfortunately, many new congestion pricing schemes seem designed to ban cars rather than manage demand for car trips. Congestion pricing then becomes more akin to the “sin taxes” imposed on the consumption of tobacco and alcohol than to traffic management. The traffic on urban roads in a downtown area is not uniform during the day but is subject to rush hour peaks, while late-night road networks are usually underused. The use of roads in the downtown area is similar to other places like hotels in resort towns. Hotels try to spread demand away from peak season by reducing prices when demand is low and increasing prices when demand is high. When resort hotels charge higher prices during weekends and vacations, it is not to discourage demand but to spread demand over a broader period. Well-conceived congestion pricing for urban roads works under the same principles as the pricing of hotels. […]
Why are Max Holleran's book, Richard Schragger's law review article, and randos on Twitter all misinterpreting one important research article?
The pro-housing movement (more colloquially known as “YIMBYs” as an acronym for “Yes In My Back Yard” can’t catch a break from either the Left or the Right. On the Left, pundits like to “expose” them as supporters of big business. But conservatives don’t always embrace YIMBYs either; both on this page and on Planetizen I have discussed conservatives who are lukewarm about zoning reform. So are YIMBYs liberals or libertarians? I have been at least somewhat active in New York’s YIMBY group, Open New York, for the past few years. There are some center-right people in the group, but my sense is that the membership tends to be more liberal than not, and that many members are more likely than I am to support regulations designed to protect tenants from landlords. Why might this be? First, New York City is to the left of the nation, and the most expensive and highly educated parts of the city (i.e. Manhattan and Brownstone Brooklyn) are especially liberal. So naturally, any organization (other than one focused on conservative policies) is going to have more liberals than conservatives. If there were YIMBY groups in more conservative places, they would probably be less liberal-dominated. Second, Open New York tends to be dominated by people under 50; older people are more likely to have purchased houses or condos, and thus aren’t really that interested in lower rents. In recent decades, younger voters have been well to the Left of older voters. So naturally, our group leans a bit left. Third, New York is dominated by the Democratic Party, and our city’s Democrats have arguably swung to the left over the past decade or so; a group that takes conservative positions is not going to find it easy to build coalitions or to get the attention […]
In his new book Arbitrary Lines, Nolan Gray points out that Tokyo is more affordable than many U.S. cities because its zoning policies are less restrictive. One common counterargument is that because Tokyo is a population-losing city in a population-losing city, it simply lacks the demand to have high housing prices, and is thus more comparable to the low-cost Rust Belt than to high-cost cities like New York. But a short look at my World Almanac suggests otherwise. On page 730, it lists the world’s largest urban areas. It shows that between 2000 and 2021 , Tokyo actually grew by 8.4 percent. By contrast, metropolitan New York-Newark grew by 5.7 percent, and Los Angeles by 5.6 percent. In other words, Tokyo’s population actually grew more rapidly than high-cost U.S. cities.
One argument against bus lanes, bicycle lanes, congestion pricing, elimination of minimum parking requirements, or indeed almost any transportation improvement that gets in the way of high-speed automobile traffic is that such changes to the status quo might make sense in the Upper West Side, but that outer borough residents need cars. This argument is based on the assumption that almost anyplace outside Manhattan or brownstone Brooklyn is roughly akin to a suburb where all but the poorest households own cars and drive them everywhere. If this was true, outer borough car ownership rates and car commuting rates would be roughly akin to the rest of the United States. But in fact, even at the outer edges of Queens and Brooklyn, a large minority of people don’t own cars, and a large majority of people do not use them regularly. For example, let’s take Forest Hills in central Queens, where I lived for my first two years in New York City. In Forest Hills, about 40 percent of households own no car. (By contrast, in Central Islip, the impoverished suburb Long Island where I teach, about 9 percent of households are car-free- a percentage similar to the national average). Moreover, most of the car owners in Forest Hills do not drive to work. According to the U.S. Census Bureau’s American Community Survey (ACS), only 28 percent of the neighborhood’s workers drive or carpool to work. Admittedly, Forest Hills is one of the more transit-oriented outer borough neighborhoods. What about the city’s so-called transit deserts, where workers rely solely on buses? One such neighborhood, a short ride from Forest Hills, is Kew Gardens Hills. In this middle-class, heavily Orthodox Jewish neighborhood, about 28 percent of households are car-free- not a majority, but again high by American or suburban standards. And even […]
The Manhattan Institute, a conservative (by New York standards) think tank, recently published a survey of New York residents; a few items are of interest to urbanists. A few items struck me as interesting. One question (p.8) asked “If you could live anywhere, would you live…” in your current neighborhood, a different city neighborhood, the suburbs, or another metro area. Because of Manhattan’s high rents, high population density, and the drumbeat of media publicity about people leaving Manhattan, I would have thought that Manhattan had the highest percentage of people wanting to leave. In fact, the opposite is the case. Only 29 percent of Manhattanites were interested in leaving New York City. By contrast, 36 percent of Brooklynites, and 40-50 percent of residents in the other three outer boroughs, preferred a suburb or different region. Only 23 percent of Bronx residents were interested in staying in their current neighborhood, as opposed to 48 percent of Manhattanites and between 34 and 37 percent of residents of the other three boroughs. Manhattan is the most dense, transit-dependent borough- and yet it seems to have the most staying power. So this tells me that people really value the advantages of density, even after months of COVID-19 shutdowns and anti-city media propaganda. Conversely, Staten Island, the most suburban borough, doesn’t seem all that popular with its residents, who are no more eager to stay than those of Queens or Brooklyn. Having said that, there’s a lot that this question doesn’t tell us. Because no identical poll has been conducted in the past, we don’t know if this data represents anything unusual. Would Manhattan’s edge over the outer boroughs have been equally true a year ago? Ten years ago? I don’t know. Another question asked people to rate ten facets of life in New York […]
Nolan Gray plunges into the Sam Raimi "Spider-Man" trilogy to uncover the housing problems (and solutions) of expensive cities like New York.
After reading an article suggesting that New York’s subways seeded COVID-19, Salim Furth’s response to that article on this blog, and one or two other pieces, I decided to write a more scholarly piece summarizing the various arguments. The piece is at https://works.bepress.com/lewyn/196/ For those of who you don’t feel like downloading the full paper, here’s a summary: Jeffrey Harris of MIT (whose article seeded this controversy) wrote that COVID-19 infections rose most rapidly before subway ridership began to decline; this alone, of course, is not a strong argument because as subway ridership declined, many other crowded places (such as restaurants) were also shutting down. Harris also notes that infections rose more slowly in Manhattan, where ridership declined most rapidly. However, a majority of the city’s jobs are in Manhattan. Thus, Manhattan’s lower subway ridership may have been a reflection not of changed behavior by Manhattan residents, but of the citywide loss of jobs as non-Manhattanites stopped riding the subway to Manhattan jobs. Furthermore, Alon Levy writes that ridership did not decline as rapidly in residential parts of Manhattan (which nevertheless have low infection rates). Levy also asserts that Harris’s reliance on data from subway entrances is misleading in one technical but important respect. If a Manhattan stops riding the subway to a Manhattan job, this means there are two fewer subway entries for that person. On the other hand, if a Queens resident stops riding the subway to a Manhattan job, this means there is one fewer Queens entry and one fewer Manhattan entry.[ Why does this matter? Suppose that on March 1, there were 100 Manhattan-to-Manhattan commuters and 100 Queens-to-Manhattan commuters, and a week later 30 of each group stop riding the subway. Because there were 90 fewer entries at Manhattan stations (60 from the first group and […]
With Spider-Man: Far From Home hitting theaters earlier this month, the Marvel Cinematic Universe has taken one of the series’ biggest risks yet: pulling Spider-Man out of New York City. The gravity of this decision is baked into the film’s title — with good reason. More than any other Marvel superhero, Spider-Man is a uniquely urban superhero. Of course, his iconic powers — web-slinging and wall-crawling — depend on a forest of skyscrapers. But on a deeper level, Parker’s problems are quintessentially urban. Repeatedly, Peter encounters the issue of housing affordability, a recurring challenge for him and Aunt May in the comics and a key issue in the Sam Rami films from 2002 to 2007. In the Rami trilogy, Uncle Ben’s death pushes the family’s already-precarious financial situation into a monetary melee. We witness Aunt May desperately attempt to refinance, though she ultimately faces foreclosure and eviction. Rami’s Spider-Man (2002) stays true to the comics in putting Peter Parker’s family in Forest Hills — a well-heeled Queens neighborhood, depicted in the films as lower-middle class. Their home was assessed this year at approximately $850,000, which would entail a monthly mortgage payment of roughly $3,700 after a hefty downpayment. To make this affordable, Uncle Ben and Aunt May need to somehow make $135,000, a year before property taxes and upkeep. If that’s a stretch for a professional electrician, it’s impossible for a retired homemaker. The frustrations surrounding Aunt May’s eviction are an important part of Parker’s decision to give up being Spider-Man in the second film, and it’s easy to see why: May’s options post-eviction aren’t pretty. Assuming a standard Social Security check and a payout from Uncle Ben’s death, Aunt May really only has about $1,000 to spend on rent. Rising rents will make it tough to find a decent […]
