Tag Archives: cities

Data suggests cities, suburbs, and rural areas divided about Obama

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Recent data continues to suggest President Obama has quite different levels of support across cities, suburbs, and exurbs:

But the most important Obama divide to keep your eye on this year is the one between urban, suburban and rural places.

Urban America is still strongly in Mr. Obama’s corner, 66% say they are optimistic or satisfied. That’s down from 2009’s 74%, but not sharply. The suburbs have grown more skeptical with only 48% saying they are in the optimistic/satisfied camp. In 2009, 63% of the people in suburbs were feeling positive about Mr. Obama’s first term. And rural America is particularly gloomy about the next four years, with only 35% saying they are optimistic or satisfied. In 2009, 58% in rural America thought Mr. Obama would do a good job in the White House.

This is not a new split; Joel Kotkin, for example, has argued for years that the suburbs are the current battleground for voters as city dwellers tend to lean Democratic and people in rural areas tend to lean Republican. But the persistence of this divide goes beyond a red state, blue state divide that has been at the center of American political discourse for over a decade. It is not just about states, which matter particularly for Congress and electoral votes. Rather there are large divides even within states that lead to all sorts of more local issues about how resources should be allocated and who should be able to make decisions. President Obama is known for calling for a purple America bringing together red and blue states but perhaps he needs to call for an America that bridges the big divides between cities, suburbs, and rural areas.

San Francisco leads US cities in terms of official tourism Twitter accounts

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While New York, Los Angeles, and Chicago may lead in terms of population and prestige, San Francisco is the leader in a more modern category: official tourism Twitter account followers.

What’s your favorite city to follow on Twitter? If you chose San Francisco (@onlyinsf), you’re one of the 99,000-plus followers that made it No. 1 among the 10 most popular U.S. cities on Twitter.

New York City (@nycgo) and Las Vegas (@vegas) come in second and third while Los Angeles (@discoverLA) takes eighth place. Cities were ranked by the number of people following their official tourism Twitter accounts, not city government or other Twitter feeds.

The rest of the top 10 cities:

4. Miami (@miamiandbeaches)
5. Philadelphia (@visitphilly)
6. Chicago (@choosechicago)
7. Portland, Ore. (@travelportland)
9. Columbia, S.C. (@columbiasc)
10. Louisville, Ky. (@justaddbourbon)

The report from Skift, a newish New York company that produces travel information and news, looked at how tourism agencies use social media. During a two-week period, it found that Portland and Philadelphia were most responsive to answering questions via Twitter, and that New York City, Las Vegas and Portland had the quickest average response times to their tweets.

Does Louisville get a prize for having the most clever Twitter handle of the top 10? I want to know several things about these Twitter accounts:

1. How does the number of Twitter followers translate into tourism dollars? Tourism is big business for all of these cities so they have an interest in having engaging Twitter accounts.

2. Are most of these followers looking for special deals? Do they tend to follow the city when they already have a trip planned?

3. This doesn’t necessarily line up with one recent measure of the leading American cities for tourists. According to 2009 data listed by Forbes, here are the top tourist cities:

Orlando, Fla.: 48 million visitors
New York City: 47 million visitors
Chicago, Ill.: 45,580,000 visitors
Anaheim/Orange County, Calif.: 42,700,000 visitors
Miami, Fla: 38,100,000 visitors
Las Vegas, Nev.: 36,351,469 visitors
Atlanta, Ga.: 35,400,000 visitors
Houston, Texas: 31,060,000 visitors
Philadelphia, Pa.: 30,320,000 visitors
San Diego, California: 29,600,000 visitors

This data plus the Twitter data could be interpreted in a few ways. One way to view it is that some cities don’t need much of a Twitter following. For example, I assume Orlando and Anaheim get so many visitors due to the Disney presence. Thus, these visitors care a lot less about the cities (are there many people looking to get to downtown Orlando or Anaheim?).

4. Any chance these Twitter accounts take advantage of fake followers to improve their image? Boosterism may know few bounds…

Kenya plans new Konza Technology City dubbed “Africa’s Silicon Savannah”

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Kenya is planning an ambitious new city intended to be a technology center:

Located almost 40 miles south-east of the capital Nairobi, Konza Technology City is expected to create more than 20,000 IT jobs by 2015, and around 200,000 jobs by the time it’s completed in 2030.

The 2011-hectare site will have a residential area comprising around 37,000 homes to accommodate 185,000 people…

“It is expected to spur massive trade and investment as well as create thousands of employment opportunities for young Kenyans,” said Kenya’s president Mwai Kibaki at the groundbreaking ceremony.

The project, which is part of the government’s Vision 2030 initiative to improve the Kenya’s infrastructure, is also set to include a university campus, hotels, schools, hospitals and research facilities.

Sounds impressive. See more at the city’s official website which includes this overview of the history of the project:

The idea and interest for an African Silicon Savannah in Kenya was first inspired by trends in Business Processing Outsourcing and Information Technology Enabled Services (BPO/ITES), which showed a global offshore BPO/ITES revenue estimated at US$ 110 billion in 2010 and a projected three fold growth to reach US$ 300 billion by 2015.

Currently there over 2.8 million people employed in this sub-sector world wide, however, statistics show that Africa only attracts about 1 % of the total revenues accruing from this growing industry. Only a few African countries have made effort to develop this industry; South Africa, Egypt, Morocco, Ghana and Mauritius have each launched national programs to grow BPO/ITES.

It became clear that Kenya stood a good chance to attract a sizeable chunk of the expected growth in the off shoring BPO/ITES trade revenues if the Government took lead in the development of this industry.

Now we just have to wait a while to see how it all turns out. I’m not saying it will turn out badly but what if it does – who is responsible for the costs and how might this affect the technology sector in Africa?

While the term “Silicon Savannah” sounds catchy, does having such a name help the prospects for the project? I imagine it could appeal to some with the imagery of connecting Silicon Valley and Africa but it also seems derivative and something plenty of other places have tried.

Data suggests urban residents in some cities leaning toward bicycles and away from “war on cars”?

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Some recent data from Seattle, New York, and Toronto leads one writer to suggest the “war on cars” is over:

Here are some of the poll’s findings:

  • 73 percent of the 400 Seattle voters surveyed supported the idea of building protected bike lanes.
  • 59 percent go further and support “replacing roads and some on-street parking to make protected bicycle lanes.”
  • 79 percent have favorable feelings about cyclists.
  • Only 31 percent agree with the idea that Seattle is “waging a war on cars.”

The “war on cars” trope has long been a favored talking point for anti-bicycle and anti-transit types. But this survey and others seem to indicate that it might, at last, be wearing a bit thin, no matter how much the auto warriors try to whip up their troops.

Last year, a Quinnipiac poll of New York City residents showed that 59 percent support bike lanes, up from 54 only a few months earlier. Quinnipiac also found that 74 percent support the city’s sadly delayed bike-share plan. A New York City Department of Transportation poll about the Prospect Park Bike Lane – supposedly a bloody battleground of the war on cars that the New York Post insists the DOT is waging – found 70 percent of respondents liked the lane.

Toronto has also been a major front in this fight. The city’s embattled mayor, Rob Ford, famously declared that his election would mean an end to the city’s supposed war on cars. (He also said that when a cyclist is killed by a driver, “it’s their own fault at the end of the day.”) On Ford’s watch, Toronto removed some downtown bike lanes last fall, prompting protests and even an arrest for mischief and obstructing a police officer.

But the aftermath has been more constructive than martial. Tomislav Svoboda, the physician who was arrested for his act of civil disobedience, was recently joined by 34 of his medical colleagues in a call for faster construction of new bike infrastructure, asking the city council to “change lanes and save lives.” Even Ford seems to be feeling less combative. He came out the other day talking about a 2013 budget that will include 80 kilometers of new on-street bike lanes, 100 kilometers of off-street bike trails, and 8,000 new bike parking spaces.

Based on the data presented here, it sounds like these urban residents are moving toward a position where both cars and bikes can coexist in cities. This relationship is notoriously hostile as people have made zero-sum arguments: more bikes means less room for cars and vice versa.

But we could also look at why people have these opinions. Here are a few options:

1. Are bike advocates getting better at marketing or framing their cause (this is the suggestion at the end of this article)?

2. Are people generally less interested in cars (and this could be for a variety of reasons including cost and environmental impact)?

3. Are residents tired of paying for road improvements without little change in congestion (those new lanes just don’t help)?

4. Is there a genuine interest in shifting away from cars in cities and toward other forms of transportation (bicycling, more walkable neighborhoods, etc.)?

Building beautiful cities

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Architecture critic Edwin Heathcote suggests the beauty in cities is to be found in its ordinary moments.

My first thought is that standards of what is beautiful in cities changes quite a bit over time. Architecture changes. Material conditions change. Culture changes. Buildings go through cycles of acceptance and what might be charming or notable in one city is not so revered elsewhere.

My second thought is that this may be an exercise in gatekeeping: who exactly gets to declare cities or designs as beautiful? Architecture critics, of course, get to do this.

My third thought is that Heathcote may just be right. Much of the attention cities receive tends to come down to particular neighborhoods, like the business core or trendy locations, or particular buildings (like the tallest and/or newest skyscrapers). For example, visitors in Chicago tend to get to see the “greatest hits” including Michigan Avenue, the Loop, the museums, Millennium Park, and other glitzy and well-maintained places meant to project an image. The problem is that most of Chicago doesn’t look like this and the majority of residents are operating in other parts of the city.

The year 2012 in skyscrapers

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The Council on Tall Buildings and Urban Habitat provides a review of skyscraper trends in 2012:

For the first time in six years the number of tall buildings completed annually around the world declined in 2012, as the consequential effects of the 2008/2009 global financial crisis became evident in tall building construction in many Western countries. Sixty-six buildings taller than 200 meters were completed during 2012, the third most in history, but down from the 82 finished in 2011. This number of completions was slightly lower than expected, with some projects under construction delayed or stalled. However, several of the projects forecast to finish in 2012 are now expected to complete in 2013 and 2014, with global completion numbers expected to rise again next year…

With the addition of 66 buildings in 2012, the global number of buildings taller than 200 meters has almost tripled since 2000, increasing from 263 to 756 at the end of 2012. The recent slowdown in the West was partially offset by tall building construction in the Middle East and Asia, particularly China. In total, 35 buildings taller than 200 meters were completed in Asia in 2012 and 16 in the Middle East. In contrast, six were completed in North America, including only two in the United States, which once dominated tall building development.

Several factors are spurring this move toward taller development. The limited availability of land in urban centers is driving up prices and prompting developers to build taller to recoup their investments. Several countries, including China, are also in the midst of a dramatic shift from rural to urban economies. In addition, new technologies and building systems are increasing the efficiency of tall buildings, allowing developers to cost-effectively create taller projects.

But the biggest factor, in some cities, is a sharp increase in prices for luxury apartments. In New York, a full-floor apartment in One57, a project still under construction, sold for $90 million in 2012. Forty-one of the tallest 100 projects completed in 2012 featured a residential component. Early in 2012, 23 Marina earned the title of world’s tallest residential building at 393 meters. A few months later the 413-meter Princess Tower completed construction, taking the title of world’s tallest all-residential building. The four tallest residential buildings in the world are now located in Dubai.

There are some good images here, interesting charts, and fun facts including only two buildings over 200 meters (roughly 656 feet) were constructed in the United States in the last year. Overall, it looks like there are some clear trends including a lot of building in China and the Middle East and more tall buildings used for residential and mixed-use purposes.

And if you are keeping track of the tallest buildings constructed in recent years, here is a handy chart:

This reminds me that the Trump Tower in Chicago was a more significant building than I tend to give it credit for…

Seeing stars in the world’s major cities if they had no lights

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Photographer Thierry Cohen has put together a number of images of what the sky above major world cities would look like if the cities had no lights. The takeaway: city dwellers would see a lot of stars. Here is one example:

Photographer Imagines What World Cities Would Look Like Without Lights thierrydarkened 3

 

My first thought is that such scenes would only be possible in reality in a post-apocalyptic scenario (which is quite popular these days). But perhaps a city could undergo a project like this for a night or weekend? Imagine a positive sort of Carmageddon but not quite Earth Hour which is more about reducing energy use and environmentalism.

Seeing American population density one person at a time

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A MIT graduate student has put together new maps of American population density by plotting each person on a map:

Brandon Martin-Anderson, a graduate student at MIT’s Changing Places lab, was tired of seeing maps of U.S. population density cluttered by roads, bridges, county borders and other impediments.

Fortunately for us, he has the technological expertise to transform block data from the 2010 Census into points on a map. One point per person, and nothing else. (Martin-Anderson explains the process in more depth here.)

At times, the result is clean and beautiful to the point of abstraction, but when you know what you’re looking at, it’s a remarkably legible map. And while it resembles, broadly, Chris Howard’s political map of density that appeared after the presidential election, Martin-Anderon’s map can be magnified at any point. Users can watch each of the country’s metro areas dissolve from black to white. Even stripped of the features (roads, rivers) that shape human settlement, density has its own logic.

The maps show some different spatial patterns. For example, look at the different between some of the Northeast Corridor and the Midwest:

I don’t know that it is right to see density has its own logic; there are underlying factors behind these patterns. Topography is one factor but we could also look into how cities and suburbs expand (and there are a variety of sociological explanations about this including profit-seeking, competition for land, and global forces) and might also think about this in terms of social networks (the Northeast is denser, the Midwest more spread out).

Additionally, what about the flip side of these maps: there is still a decent amount of less dense space in these maps. We tend to focus on the largest population centers, several of which are represented on these maps, but the really dense areas are still limited. I suppose this is a matter of perspective: just how much less dense space do we need or should we have around and between metropolitan areas? Some of this would be affected by land that cannot be used profitably and well or land that is used for farming.

One caveat I have about how these maps were presented: shouldn’t they be at the same scale to really make comparisons?

$2.1 million Chicago McMansion would be worse if it was in “the tacky suburbs”

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Curbed Chicago takes notes of a listing for a $2.1 million, 9,000 square foot McMansion in the Bridgeport neighborhood. Interesting enough but the first comment for the story is more fascinating:

It looks like it belongs in the tacky suburbs like Hinsdale, Barrington, Highland Park, Naperville, and many more suburbs where the new houses look so hideous. More is not always better. Also, many houses in Bridgeport don’t have trees in front of them so they look even worse as the streets aren’t tree-lined in front of many houses. Trees make any area look so much better.

I guess it could be worse with an aluminum-sided facade. It is at least in the city and not the ugly suburbs. It could be worse.

Here we get a concise summary of what is said to be wrong about McMansions: they are too big and they don’t look good (too much siding, not enough trees). But, the overriding concern here is that McMansions contribute to suburban sprawl. “It is at least in the city” is the Bridgeport home’s only redeeming quality as it then is not contributing to “tacky suburbs.” Of course, these suburbs do indeed have McMansions but there is more to these communities than just their garish homes. For example, Hinsdale and Naperville are known for their money and large homes, both in newer subdivisions as well as teardowns, but each suburb has over 100 years of history, a historic downtown core, train stations for commuting into Chicago, and businesses inside the community or nearby that provide thousands of jobs. In other words, these “tacky suburbs” are not just about McMansions though they may look that way from the city.

Selling car insurance by the mile

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The idea of replacing the gas tax with a tax by miles driven is being tested so what about car insurance by the mile? One company has introduced the concept in Portland:

You wouldn’t buy an unlimited fare card if you only took a few transit rides per month, but when it comes to car insurance that’s pretty much how things work. Drivers who are similar in age, gender, and residence pay about the same premium even if some drive 5,000 miles a year and others 50,000 miles. The problem is not only that low-mileage drivers end up subsidizing high-mileage ones — it’s that everyone has an incentive to drive as much as they can.

One idea to undercut this system is pay-per-mile car insurance. Earlier this month at The Atlantic, Matthew O’Brien explained (via this 2008 Brookings report; PDF) just how much America stands to save with such a service. Driving would fall 8 percent nationally; oil usage and carbon emissions would drop 2 and 4 percent, respectively; fewer traffic and accidents could be worth upwards of $60 billion a year.

Since city residents have transportation alternatives at their disposal, they’re likely to benefit from mileage-based systems more than most. That’s the basic idea behind MetroMile, a new per-mile car insurance company that launched earlier this month in Portland, Oregon. While conventional car insurance companies dabble in mileage programs, MetroMile was created explicitly with that low-car lifestyle urban driver in mind — even down to the name…

MetroMile users receive a device called a Metronome (sadly, the “N” isn’t capitalized) that plugs into the car and tracks mileage in real-time. Drivers pay a monthly base rate that’s around $20-30, says Pretre, then pay 2 to 6 additional cents per mile. He says anyone driving fewer than 10,000 miles a year should start to save, and once you get down to 8,000 miles, the savings approach 20 to 25 percent over major car insurers…

While it makes sense to introduce this in Portland or a number of other dense cities where mass transit usage or alternatives to driving are common, would this work as well in the suburbs? Would the costs of paying car insurance be enough to prompt people to change their living patterns? Maybe it depends on how much cheaper that car insurance could be or perhaps the quest for the cheaper house that provides more bang for the buck would still win out.

The 2008 Brookings report cited above titled “Pay-As-You-Drive Auto Insurance: A Simple Way to Reduce Driving-Related Harms and Increase Equity” makes an interesting point: increased driving is related to increased income (see page 10 and 40). In other words, Americans who have the money to do so drive more. This helps explain the reluctance of higher-income Americans to use buses.