Tag Archives: cities

Some proposed solutions to the problem of 947,000 hours a year in traffic lost to parcel delivery trucks

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Cities are looking into ways to better facilitate parcel delivery than having trucks park along the curb:

Over the last couple of years, urbanists have dreamed up a handful of new parcel delivery strategies. A number got a field test in Europe last year as part of CITYLOG, a project funded by the European Union to evaluate fresh ideas in urban transport.One of these new strategies, the BentoBox, works by shifting delivery truck activity away from peak driving hours. If congestion reduction is the goal, the ideal time to deliver packages would be late at night—but customers won’t likely be smiling when they answer the door. Named after a single-serving Japanese takeout tray, the BentoBox is a storage locker that can be loaded with parcels and then dropped off at a local docking station after hours. Customers in the area can access one of six subdivided units with a key the following morning…

TNT Express has its own program aimed at piloting urban delivery solutions. In Brussels, where the courier company delivers about 1300 parcels per week, three-quarters of those deliveries are already made using pedal-assisted electric tricycles. These small vehicles are more environmentally sound than large trucks and vans, and much less disruptive to traffic patterns when parked.

TNT is modeling a new distribution model for Brussels that it calls the “mobile depot.” In this system, which works similarly to the BentoBox, a trailer containing a large number of parcels is towed to a central location in the city during off hours. Parcels are delivered by last-mile drivers in small electric or human-powered vehicles. If a few of these mobile depots could be dropped in strategic locations around the city, package trucks, which currently use surface streets and highways en route to distribution hubs located outside the city, could be eliminated.

The “mobile depot” idea sounds interesting but it might be difficult to find suitable distribution sites within cities. This idea reminds me of the rail traffic problems in the Chicago area where the solution in recent years has been to keep moving distribution facilities to areas further away from the core of the region. But, new distribution sites could inconvenience certain neighborhoods or areas while providing a benefit to the city or region.

I wonder if this is similar to adding lanes on highways: if delivery trucks are taking up less space, will more cars fill the space?

The “extreme architecture” of “a drone-proof city”

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With the recent talk about drone use, here is an interesting thought exercise: how to best build a city that limits the reach of drones?

Kohn’s envisioned drone-proof community, which he calls “Shura City,” is a thought experiment, a provocation (shura, Arabic for consultation, is a word associated with group decision-making in the Islamic world). It’s a self-contained environment with elaborate architectural devices designed to thwart robotic predators overhead. Minarets, along with the wind-catching cooling towers called badgirs, would obstruct the flight path of the drones. A latticed roof, extending over the entire community, would create shade patterns to make visual target identification difficult. A fully climate-controlled environment would confuse heat-seeking detection systems. He has not included any anti-aircraft weapons in this scenario…

Kohn writes in his proposal that he envisions Shura City as a brick-and-mortar response to a 21st-century conundrum, a world in which war is ill-defined and combatants on both sides live in an extrajudicial limbo…

Kohn says that he thinks it is a duty for his generation to challenge the newly mechanized means of warfare that have become routine over the last 10 years. “If people are going to create new and exciting ways to kill people, I think there’s no harm in pushing the envelope of peace technology,” he says. Imagining Shura City is part of Kohn’s personal response to that challenge, a way to hack the machines of modern war.

“There is a deliberate impudence to the City,” he wrote to me. “Drones rely on data mining of individuals and tracking of individuals, kind of like Facebook. The City hides the individual in the embrace of the community, using human traits drones cannot understand as protection. The City subverts the aggressor.”

Peace architecture vs. war architecture. Cities with the ability to hide people vs. the ability of drones to find people. There are some interesting contrasts here. Many urban sociologists like to promote public spaces where people of all backgrounds and circumstances can share physical settings (see the example of The Cosmopolitan Canopy by Elijah Anderson). But what happens if the public spaces that perhaps mark democratic society are places citizens are afraid of being spotted from above? Can cities more closed to above still be open in the sense that we think of them?

While this particular example may be far-fetched, it wouldn’t surprise me if some cities around the cities attempt to limit the effectiveness of drones.

Repeat argument: Washington D.C. is the real second city in the United States

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Aaron Renn argues that Washington D.C., and not Los Angeles or Chicago, is the real “second city” in the United States:

During the first decade of the twenty-first century, the Washington metropolitan area overachieved on a variety of measurements versus its peer metro areas—that is, the rest of the ten largest metros in the country, plus the San Francisco Bay Area (which federal classifications divide into two, neither of which would make the Top Ten on its own). Among these regions, Washington ranked fourth in population growth from 2000 to 2010, trailing only the three Sunbelt boomtowns of Atlanta, Dallas, and Houston (see “The Texas Growth Machine”). Washington is currently the seventh most populous metropolitan area in America.The region has performed even more impressively on the jobs front. Since 2001, Washington has enjoyed the lowest unemployment rate of its peer group. Over the course of the entire decade, it ranked second in job growth, trailing only Houston. That wasn’t just because of the federal agencies and gigantic contractors of Washington stereotype. The region has also been a hotbed of entrepreneurship—much of it, to be sure, dependent on federal dollars. During the 2000s, it had 385 firms named to the Inc. 500 lists of fastest-growing companies in America, according to Kauffman Foundation research—by far the most of any metro area. From 2000 through 2011, according to rankings developed by Praxis Strategy Group, Washington’s low-profile but powerful tech sector had the country’s second-highest job growth, after Seattle’s. The region is also one of America’s top life-sciences centers.

Then there’s economic output. During the 2000s, per-capita GDP grew faster in Washington than in any of its peer regions except the Bay Area. Today, Washington’s per-capita GDP is the country’s second-highest—again, after the Bay Area. Unlike Washington, however, the Bay Area hemorrhaged jobs over the course of the decade. Related to Washington’s impressive output is its astonishing median household income, the highest of any metro area with more than 1 million people. A remarkable seven of the ten highest-income counties in America are in metro Washington. And during the 2000s, per-capita income rose in Washington faster than in any of its peer metros.

Finally, Washington’s population is the best-educated in America. Almost half of all adults in the Washington region have college degrees, the highest proportion of any metro area with more than 1 million people. The same is true of graduate degrees: almost 23 percent of Washingtonians hold them…

But what solidifies Washington’s emerging status as America’s new Second City isn’t its economic performance or its emerging global-city profile. Both of those are secondary effects of the real change in Washington: the increasingly intrusive control of the federal government over American life.

Washington has changed in recent decades and Renn highlights some of these shifts. Three things strike me about his analysis:

1. Washington still lags compared to Los Angeles and Chicago in being a world city. According to the 2012 A.T. Kearney Global Cities Index, New York is #1, Los Angeles #6, Chicago #7, Washington #10, and Boston is the next American city at #15.

GlobalCitiesIndex2012ATKearney

This may not be a huge gap but L.A. and Chicago particularly have edges in business activity, human capital, and cultural experience while Washington has the clear edge in political engagement.

2. The choice to build a new capital in the United States back in the late 1700s is still having far-reaching implications today. Imagine New York City as both #1 global city and center of US government. While Renn argues the federal government in Washington is helping propel it up the rankings of cities, I wonder how government centers will fare in the future versus business and trade centers like New York, L.A., and Chicago (which aren’t even the state capitals). We might then benefit from a cross-national comparison with other countries that have similar set-ups.

3. Renn has made this argument before. I wrote a post titled “Washington D.C., not Chicago or LA, the real “second city” of the United States?” back on April 7, 2012 based on Renn’s piece on newgeography.com titled “The Great Reordering of the Urban Hierarchy.” So Renn is making this argument…is anyone else?

h/t Instapundit

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.