Tag Archives: cities

Obama administration proposal to limit tax-free government bonds for stadiums

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Federal policy might change how sports teams and municipalities negotiate stadium deals:

That’s what the Obama administration proposed in its budget last month: to end the issuance of tax-free government bonds for professional sports facilities, a practice that has, according to research by Bloomberg, siphoned $17 billion of public money into arenas for NFL, MLB, NBA, and NHL franchises over the last 30 years and cost Americans $4 billion in forgone federal taxes on top of that. It’s too late for residents of Cobb County, but Congress might yet save the rest of us some dough…

So how did we wind up in this situation? Local authorities have long used tax-exempt bonds to raise money for certain private uses—whether factories, train stations, or home mortgage loans—in addition to schools, sewers, and other infrastructure projects. In most cases, the ensuing economic growth was at least intended to pay back the municipal investment. Sports stadiums were no different: Governments could raise money in exchange for a share of future revenue…

Much of the rest of the article summarizes the research that shows cities and taxpayers tend not to come out ahead in these deals. So, this new policy might solve the problem?

Still, it wouldn’t stop cities from paying for stadiums. The last time Congress made public financing more onerous, in 1986, the result was a disaster: Cities jumped to meet the new, harsher terms, opening a three-decade stadium construction spree.

In other words, the policy might close the loophole for this particular financial instrument but there are other ways to make such deals. As I’ve said repeatedly, few politicians are willing to let the big team get away. Of course, the historical record suggests that everything does not necessarily fall apart when teams move. Many of the cities since the 1950s that saw teams move away later saw new teams take their place. Sports teams only have limited numbers of places they can move to make the kind of money they want; this is the reason Los Angeles looms so large right now in the NFL’s urban landscape because the next options are not very good.

The bigger question may be whether cities and suburbs can stop themselves from making bad deals, even with federal policies that take away some of their options.

SimCity set path for games about systems, not about characters

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In contrast to video games about characters, SimCity made the gameplay about the complex system at work in cities:

Such was the payload of SimCity: not a game about people, even though its residents, the Sims, would later get their own spin-off. Nor is it a game about particular cities, for it is difficult to recreate one with the game’s brittle, indirect tools. Rather, SimCity is a game about urban societies, about the relationship between land value, pollution, industry, taxation, growth, and other factors. It’s not really a simulation, despite its name, nor is it an educational game. Nobody would want a SimCity expert running their town’s urban planning office. But the game got us all to think about the relationships that make a city run, succeed, and decay, and in so doing to rise above our individual interests, even if only for a moment…

The best games model the systems in our world—or the ones of imagination—by means of systems running in software. Just as photography offers a way of seeing aspects of the world we often look past, game design becomes an exercise in operating that world, of manipulating the weird mechanisms that turn its gears when we’re not looking. The amplifying effect of natural disaster and global unrest on oil futures. The relationship between serving size consistency and profitability in an ice cream parlor. The relative unlikelihood of global influenza pandemic absent a perfect storm of rapid, transcontinental transmission.

And system dynamics are not just a feature of non-fictional games or serious games. The most popular abstract games seem to have much in common with titles like SimCity than they do with Super Mario. Tetris is a game about manipulating the mathematical abstractions of four orthogonally connected squares, known as tetrominoes, when subjected to gravity and time. Words With Friends is a game about arranging letters into valid words, given one’s own knowledge merged with the availability and willingness of one’s stable of friends. A game, it turns out, is a lens onto the sublime in the ordinary. An emulsion that captured behavior rather than light…

There’s another way to think about games. What if games’ role in representation and identity lies not in offering familiar characters for us to embody, but in helping wrest us from the temptation of personal identification entirely? What if the real fight against monocultural bias and blinkeredness does not involve the accelerated indulgence of identification, but the abdication of our own selfish, individual desires in the interest of participating in systems larger than ourselves? What if the thing games most have to show us is the higher-order domains to which we might belong, including families, neighborhoods, cities, nations, social systems, and even formal structures and patterns? What if replacing militarized male brutes with everyone’s favorite alternative identity just results in Balkanization rather than inclusion?

Fascinating argument. Could video games truly be a tool that help players move beyond individualism? At the same time, even a game about systems still can provide an individualized experience: SimCity players could spend hours by themselves crafting a city in their own image (and the game even provided some space for this with honorary statues and the like). Such games could be social – you could have various players interacting with each other either as leaders of different cities or even as leaders within the same city – but they generally were not.

This doesn’t have to stay at the level of argument. Why not run some tests or experiments to see how players of character-driven versus system-driven games compare on certain outcomes?

When a major city’s tallest structure is a roller coaster

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Perhaps this could only happen in Orlando: the city’s tallest structure will soon be a roller coaster.

The Skyscraper aims to live up to its name. When construction of the roller coaster is completed in 2106, it will dominate Orlando’s skyline. At 570 feet, the Skyscraper will loom over the next tallest structure, the Suntrust Center—which is itself only a few dozen feet taller than the Orlando Eye, a 400-foot-tall Ferris wheel opening this spring.

Orlando appears to be one-upping other cities in the global race to build soaring structures that aren’t buildings. Where plenty of cities have built observation wheels (Orlando included), the Theme Park Capital of the World is looking to distinguish itself through a different kind of roller coaster, one whose footprint and height resemble, well, a skyscraper’s.

Developers released new plans last week for the Skyplex, a $300 million entertainment center that will anchored by the Skyscraper. The expanded plans include the Skyfall, a 450-foot tall drop ride (built into the Skyscraper structure) that will itself be taller than the tallest building in downtown Orlando.

Tall buildings may be functional but they are also intended to say something about the city: that it is has a certain level of success and sophistication. A skyline is meant to stand out and provide a lasting and permanent (though it is open to change, people don’t really consider losing major buildings from the skyline) image of a city. So, Orlando seems to be staking its claim to entertainment and amusement, to lasting screams and high speeds. And once you have this tall ride, how do you top it?

American cities to have driverless cars by next year

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It won’t be long before some major American cities feature self-driving cars:

Automated vehicle pilot projects will roll out in the U.K. and in six to 10 U.S. cities this year, with the first unveiling projected to be in Tampa Bay, Florida as soon as late spring. The following year, trial programs will launch in 12 to 20 more U.S. locations, which means driverless cars will be on roads in up to 30 U.S. cities by the end of 2016. The trials will be run by Comet LLC, a consulting firm focused on automated vehicle commercialization…

He explained that they’re focusing on semi-controlled areas and that the driverless vehicles will serve a number of different purposes—both public and private. The vehicles themselves—which are all developed by Veeo Systems—will even vary from two-seaters to full-size buses that can transport 70 people. At some locations, the vehicles will drive on their own paths, occasionally crossing vehicle and pedestrian traffic, while at others, the vehicles will be completely integrated with existing cars…

In addition to the first test site set for Tampa Bay, they’re looking to implement two more projects in Florida. The Comet team is also planning trials in Greenville, South Carolina and Seattle, Washington, where the 70-person buses will be used in public transit.

At 25 to 40 percent cheaper, the cost to ride the driverless public transit vehicles will be significantly less expensive than traditional buses and trains, according to Mr. Clothier. They’ll also be far less expensive to operate. The vehicles are electric, rechargeable and could cost as low as $1 to $3 to run per day.

I used to think people would find such vehicles disturbing at first but I wonder if people will even take a second long by the time these come along. And, even if they are bothered or it takes some time to get used to, people would definitely like the cost savings, safety, and dependability. Now, whether the cost savings would be passed on to mass transit riders is another matter…

Picking apart the top cities for singles rankings

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Rankings of the top cities for singles may not be that valid:

“It doesn’t make much difference” where millennials live in terms of their marriage prospects, Andrew Cherlin, director of Johns Hopkins’ sociology department, wrote in an email. He said most major cities now have about the same rate of millennial inhabitants…

And indeed, most of the top cities for this category were near military installations. No. 2 on Wang’s list was San Luis Obispo, which is less than an hour from Vandenberg Air Force base, the third-largest air force base in the country. No. 4, in Hanford, Calif., has a large Navy presence…

So what does predict whether you’ll get married? The reigning champ of marriage indicators is Mormonism, even for millennials. Utah towns occupy the top three slots among 18-34 year-old marriage rates (nearly 2/3rds of millennials are already spoken for in western Utah County, Utah). And the U.S.’s top-three Mormon states, Utah Wyoming and Idaho, occupy the top three slots for states.

Surprise, surprise; rankings found on the Internet may not be that great. Sometimes this has to do with methodology: what is included in the rankings and how are the different dimensions rated? This is discussed here: do you want to look at millennial composition (where Washington D.C. leads the pack) or millennial marriage rate (Washington D.C. doesn’t do as well)? One lesson might be to have more specific rankings – do you really mean it is best for singles if your data is based on the marriage rate?

Additionally, two other issues arise. One, what if the cities aren’t that different from each other? Rankings are intended to differentiate between options but mathematical differences do not necessarily equal substantive significances. Second, why are the rankings in this order? Here, what related factors – such as the proximity of military installations – might be relevant? This may be hard to pick up at times because not all the cities may be affected by the same phenomena. Thus, the researcher has to do some extra digging to try to explain the rankings rather than just simplistically report them.

Even with the argument from Richard Florida about the creative class seeking out cities with enticing culture and entertainment, how many people move where they do because of such rankings?

Growing Latino populations in American cities

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Latinos constitute a growing share of American urban populations, raising implications for future political races:

While many cities are experiencing an influx of young whites, those gains are more than offset by the continuing exodus of working- and middle-class whites. The result is a net decline nationwide of the white share of city populations.

Hispanic ascendance is apparent in both cities and suburbs, increasing the likelihood of the election of Latinos to local, state and federal office.

Over time, blacks stand to lose leverage. Cities have been a crucial base of power for African-American politicians. Insofar as the black population becomes diffuse, black leaders will have to grapple with a decline in black-majority districts, especially city council districts, in cities with declining black populations…

Frey pointed toward the rapidly increasing strength of the Latino vote in the 100 largest metropolitan areas. Between 1990 and 2010, the percentage of city dwellers in such areas who are Hispanic grew to 26 percent from 17 percent; and the share of suburban residents who are Hispanic rose to 17 percent from 8 percent.

Some striking demographic changes that have potential consequences in areas like politics. The changes are numerous: an influx of younger, educated whites into city centers even as whites leave other areas of cities; an increase in the suburbanization of blacks; and growing Latino populations in both cities and suburbs. These changes may not quickly become apparent in the political landscape but should at least draw the attention of political operators. For example, is incumbent Mayor Rahm Emanuel really in danger in the run-off election? Given the demographic changes in large cities like Chicago, perhaps.

Cities that have experimented with free mass transit

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Some communities have tried free mass transit but it doesn’t often lead to increased ridership:

The earliest urban experiment in free public transit took place in Rome in the early 1970s. The city, plagued by unbearable traffic congestion, tried making its public buses free. At first, many passengers were confused: “There must be a trick,” a 62-year-old Roman carpenter told The New York Times as he boarded one bus. Then riders grew irritable. One “woman commuter” predicted that “swarms of kids and mixed-up people will ride around all day just because it doesn’t cost anything.” Romans couldn’t be bothered to ditch their cars—the buses were only half-full during the mid-day rush hour, “when hundreds of thousands battle their way home for a plate of spaghetti.” Six months after the failed, costly experiment, a cash-strapped Rome reinstated its fare system.

Three similar experiments in the U.S.—in Denver, Colorado, and Trenton, New Jersey, in the late 70s, and in Austin, Texas, around 1990—also proved unfruitful and shaped the way American policy makers viewed the question of free public transit. All three were attempts to coax commuters out of their cars and onto subway platforms and buses. While they succeeded in increasing ridership, the new riders they brought in were people who were already walking or biking to work. For that reason, they were seen as failures…

Another report followed up 10 years later, revisiting the idea of a fare-free world. The report reviewed the roughly 40 American cities and towns with free transit systems. Most of the three dozen communities had been greatly successful in increasing ridership—the number of riders shot up 20 to 60 percent “in a matter of months.” But these successes were only to be found in communities with transit needs different from those of the biggest cities; almost all of the areas studied were either small cities with few riders, resort communities with populations that “swell inordinately during tourist seasons,” and college towns. In other words, slashing fares to zero is something that likely wouldn’t work in big cities.

Despite that, one big city has tried. In January 2013, Tallinn, the capital city of Estonia, announced that it was making public transit free to all of its citizens. A study released a year later revealed that the move only increased demand by 1.2 percent—though it did inspire Estonians that year to register as Tallinnian citizens at three times the normal rate. The authors of the Tallinn study reached the same conclusion as the NCTR: Free subway rides entice people who would otherwise walk, not people who would otherwise drive.

Two thoughts:

1. More evidence that once people can drive they don’t want to go back to mass transit? We might expect this in the United States but could it also be true elsewhere in the world?

2. Even experimenting with this sort of strategy requires a long-term perspective. thinking about giving up fares for the good benefits of less driving. I’m not sure many communities would be willing to undergo such a test.

MLK streets in the US contained in a “nation within a nation”

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Many American cities have streets named after Martin Luther King Jr. and many are located within black areas:

Across the country there are 730 streets named after civil rights leader Rev. Martin Luther King Jr…

For his book “Along Martin Luther King: Travels on Black America’s Main Street,” author Jonathan Tilove visited nearly 500 Martin Luther King streets across the country. In his book, he described a “nation within a nation” as “a parallel universe.”

“For many whites, a street sign that says Martin Luther King tells them they are lost,” Tilove wrote. “For many blacks, a street sign that says Martin Luther King tells them they are found.”

And Dr. Martin Luther King Jr. drive in Chicago has its own complicated past:

Instead, a South Side designation was boosted by Mayor Richard J. Daley. It was a move Adam Cohen and Elizabeth Taylor describe as “disingenuous” in their Daley biography “American Pharaoh.”

Foes when King was alive, Daley, by supporting the renaming, was attempting to portray himself as a forward thinker on race relations ahead of the 1968 Democratic National Convention, the biographers said.

In dedicating the street, Daley “invoked King’s devotion to nonviolence in a verbal formation that made it sound as if Daley had the idea first,” Cohen and Taylor wrote.

Par for the course in a racialized country: where the effects of race extend even to street names. That said, I wonder what would happen in some major cities if there were efforts to extend MLK street into white and/or tourist areas…

Would cities consider tiny house villages to combat homelessness?

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One writer explores how villages of tiny houses can address problems of homelessness in American cities:

Tiny-home villages for the homeless have retained the idea of everyone having their own tiny structure to sleep and find privacy in, but have, for the most part, consolidated bathroom, kitchen, and recreational space into one or two communal buildings with some combination of plumbing, electricity, and heat. In many ways, they are a multi-roof version of the old-fashioned urban SRO (single-room occupancy) hotel or boarding house, with separate bedrooms but shared baths and kitchen, that provided the working and nonworking poor with affordable living options in so many cities before gentrification turned those properties into boutique hotels or market-rate apartments…

In this regard, they may be solutions that not only alleviate homelessness, but also prevent it by creating more affordable housing. They provide an option below the lowest rungs of market rent, which in cities such as Portland and Eugene can start around $700. In the gap between such rents and low-income units (such as those subsidized by the federal Section 8 program), for which there are often long waits, homeless people often have no options except for shelters — which afford no privacy and, more vexingly, usually kick people out between early morning and late afternoon — or the streets…

They may sound prefab, but tiny-home villages, governed and operated at least in part by the villagers themselves, offer a modicum of safety, stability, warmth, cleanliness, autonomy, and privacy. The feds “have very high standards for [traditional] affordable housing and it’s quite expensive,” said Kitty Piercy, Eugene’s mayor, “so Opportunity and Emerald are ways for us to be able to help some people at a much-reduced cost.”

Add to that reduced fear and stress on the part of residents. “I don’t wanna live here forever,” I was told on a visit to Opportunity Village by a wiry, sweet-natured, 42-year-old recovering alcoholic who goes by the name Johnny Awesome. He was building a small greenhouse onto the front of his cheerful blue cottage, festooned with colored flags and a small disco ball. “This isn’t the top rung of society,” he said. “And the weather dictates a typical day here too much.” Sunny days found residents outside, gardening and building; rainy and cold ones found them holed up in their cottages or congregating in the 30-foot-diameter communal yurt containing computers with Wi-Fi, a large-screen TV, and a pantry.

As the overview goes on to note, this may not just be an issue of being able to build some tiny houses and forming a community. Rather, such villages raise larger questions that cities need to address. Are they willing to let some profitable land be used for such purposes? Where might they allow zoning for such villages? Are cities truly committed to affordable housing? Are cities willing to address the complex issues of homelessness rather than simply trying to regulate or legislate homeless people away? These are not easy questions for cities to answer as they all feel the need for more revenue and exciting new developments. Tiny house villages might be effective ways to address homelessness but they come with an opportunity cost of the land not being used for something else.

I wonder if there is a major city outside of the particular area profiled here – “So far, they seem to be occurring in and around mid- and small-size Western cities whose cultures have some mix of permissive, progressive politics and a certain pioneer DIY spirit” – that would be willing to run an experiment with such a community.

Cities that build their own highspeed internet services

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Several American cities have put together their own highspeed Internet services:

Chattanooga isn’t alone. Cities like Wilson, North Carolina and Lafayette, Louisiana have likewise given up on waiting for private companies and started their own ultra-highspeed internet services. But some community efforts have been stymied by state laws prohibiting governments from competing with private internet providers…

The debate over the future of municipal broadband is central to both the economic development of communities across the US—and to the future of investment in broadband infrastructure. Improvements to the state of broadband can’t come soon enough. The US lags behind countries like South Korea and the Czech Republic in both speed and cost of internet access.

Sure, the rise of Google Fiber has spurred competition both in cities lke Austin, where Google has only recently begun rolling out service, and areas that some providers think could be next on Google’s list. But there’s no guarantee that Google Fiber will spread beyond a very limited number of cities, and some communities are being left further behind in the broadband revolution than others. While 94 percent of Americans living in urban areas can purchase broadband faster than 25mbps, only 51 percent of rural Americans can purchase access at those speeds, according to the report.

The report also says that 30 percent of homes have no broadband connection, and high prices for access is a big part of that. Plus, there’s not much competition in most cities: 40 percent of US citizens have only one company in their area that can provide fixed line connections faster than 10mbps—if they have any option at that speed at all. “Without strong competition, providers can (and do) raise prices, delay investments, and provide sub-par quality of service,” the report says.

While this article tends to emphasize the public vs. private provision of the Internet, I wonder how much these projects are intended to help raise the profile of these cities and give them an edge in attracting businesses and residents. Cities compete through a variety of variables including tax breaks, the existing collection of businesses, the human capital of residents, the cultural and entertainment amenities that each place has. I would guess highspeed Internet could provide an edge, particularly for firms that want to be part of an innovative and enterprising community.