Tag Archives: cities

Ambitious new plans for Gary, Indiana

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Chicago recently profiled the new Harvard-graduate mayor of Gary, Indiana and her ambitious plans to turn the city around:

To improve Gary’s desperate financial situation, the mayor has put together a blockbuster plan that includes a land-based casino, improvements to the airport that could finally make it an attractive and viable field for commercial and cargo flights, a transportation and shipping facility next to the airstrip, and possibly a teaching hospital for the Gary branch of Indiana University. The price tag for all this? “It really is too early [to say],” she says, “but our current plan is that the dollars that will be leveraged from the land-based gaming will be invested in the airport and other parts of the industrial corridor.”

Her plan is hardly a slam dunk. Freeman-Wilson can’t make it happen without approval from state legislators, who in recent years have been cool to massive spending proposals for Gary—understandable given the mismanagement and corruption that have marked some previous efforts. And believe it or not, the Indiana legislature is in recess from March through mid-November in even years like this one. The soonest her bill could come up for vote, insiders say, is early 2013.

“Gary is Gary,” says Maurice Eisenstein, an outspoken professor of political and social sciences at Purdue University. “Nothing really changes.” While Eisenstein says he holds no personal animosity toward Freeman-Wilson, he sees her falling into the same trap as her predecessors—a sort of “brass ring” syndrome. “They don’t want to do the nitty-gritty, the day-to-day stuff, the difficult things. They want the brass ring: If we can just win the lottery, we’ll be back on top.”

“In the past we have gone for the home run, the economic development effort that would be the be all and end all,” Freeman-Wilson responds. “The difference about my solution is that I’m looking to build on existing assets. I don’t have to build a stadium. I don’t have to build an interstate. I don’t have to build a rail line. I don’t have to build an airport. I don’t have to build a lake or create our proximity to Chicago. These things already exist.”

The mayor is busy laying the groundwork for the vote on her bill. “She has spent a lot of time in Indianapolis, meeting with the right people,” says Ed Feigenbaum, a longtime observer of the political scene in northern Indiana and the publisher of Indiana Legislative Insight. “She’s got a lot of allies down there, people who want to see Gary succeed.”

Her admirers include not just fellow democrats but two conservative Republicans: Greg Zoeller, Indiana’s attorney general, and Luke Kenley, a state senator. “Karen is very bright, very direct, and very focused on where she thinks she’s going,” Kenley says. “She has a chance to do a lot of good for Gary.”

Freeman-Wilson isn’t focusing only on macro solutions, mind you. For example, she has issued a call for volunteerism, including an adopt-a-park program. That’s both an appeal to civic pride and a reality-check acknowledgment that while big-ticket changes are afoot, there’s little room in the budget for block-to-block cleanup. Gary’s citizens, she says, are going to have to do their part.

When I ask her about the “savior” talk, Freeman-Wilson doesn’t exactly look comfortable, but neither does she back down. “I know people are expecting a lot. I understand people need hope. But this is so not about me. I don’t have a magic bullet.” And then it appears again: the Smile. “But I do have vision,” she says.

There is some interesting stuff here about the decline of Gary and previous big plans that have failed. There are a few cities in the United States that tend to get attention for “failing.” For example, see this earlier post about shrinking cities and a list of “dying cities.” Detroit is one that has received a lot of attention in recent years. Cities like Cleveland, Flint, and Buffalo get some similar attention. Gary is another classic example: it was heavily dependent on the steel industry which tanked and the population dropped from a peak of just over 178,000 people in 1960 to just over 80,000 in 2010.

But this article suggests that Gary hasn’t failed just because of a lack of ideas. Rather, the ideas haven’t worked or the ideas weren’t any good in the first place. What would it really take to stabilize the city? Is it realistic to even think that the population might grow again? This makes me wonder if a team of urban sociologists could prove helpful here (a sociological version of a charrette?). If we put some of the best urban sociologists into a room and tell them to develop workable and sustainable ideas for the city, could they reverse the tide? Why should sociologists wait for the mayor of Gary to call – why not convene a one-day conference in Gary or Chicago and put a plan together?

Anti-urban hymn? “God, who stretched the spangled heavens”

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Yesterday’s service featured #580 in the 1982 Episcopal hymnal, “God, who stretched the spangled heavens.” Beyond being a mid-20th century hymn (and they have some interesting quirks themselves), the second verse was very interesting:

Proudly rise our modern cities,
stately buildings, row on row;
yet their windows, blank, unfeeling,
stare on canyoned streets below,
where the lonely drift unnoticed
in the city’s ebb and flow,
lost to purpose and to meaning,
scarcely caring where they go.

It almost seems like this should be immediately followed by “Eleanor Rigby” by the Beatles: “All the lonely people, where do they all belong?”

This hymn tries to balance two images in this verse (and supported elsewhere in the song): on one hand, we have “stately buildings,” impressive demonstrations of modern capacities and on the other hand, these great cities are full of people “lost to purpose and to meaning.” On the whole, this is not a favorable view of city life, even if it is trying to be descriptive and demonstrate the issues modernists face. Are there any hymns that talk about vibrant urban neighborhoods?

I resolve to be on the watch for anti-urban messages in other hymns. I wonder if there is a large gap in hymn content in this area between more mainline denominations who retained a little more presence in the big cities during the post-World War II suburban boom and also tend to hold to political views that suggest engagement with the city while religious conservatives have more individualized songs and desire escape from the dirty, evil cities.

 

“85% of economists agree that local and state governments should not subsidize professional sports”

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The Freakonomics blog has a discussion about whether cities and states should help pay for professional sports arenas and the weight of academic evidence says no:

So we have two perspectives and one question: Do sports generate jobs and economic growth?

This is a question that has been addressed numerous times by economists.  And these studies – summarized by economists Rob Baade and Victor Matheson — tend to reveal two answers.  When the study is completed by paid consultants prior to the public money being spent, the benefits from sports are numerous are large. However, when independent researchers – who are not paid by professional sports teams or leagues – look for these benefits after the fact, evidence of more jobs and economic growth are hard to find…

Given these three effects, the empirical evidence suggests quite strongly that sports do not create many jobs or generate much economic growth.  And such evidence has proven to be quite persuasive.  In fact, a survey of economists by Gregory Mankiw noted that 85% of economists agree that local and state governments should not subsidize professional sports. Mankiw also notes that only five issues have more agreement among economists.

But with all of this evidence, why would the city of Sacramento recently vote to spend money to build a new arena so that the Sacramento Kings would stay in the city?

Such a story clearly suggests that the Kings used the threat of re-location to elicit a substantial subsidy from the people of Sacramento.  Although the Kings do not have much economic impact on Sacramento, the Kings do make basketball fans happy.  And if they departed, those same people would be very unhappy with Kevin Johnson.  Consequently, the Mayor has an incentive to do what he can to keep the Kings in Sacramento (although it not entirely clear if making the non-basketball fans unhappy is good politics).

I think this is correct: no one want to be the politician that allows the popular local sports franchise to leave town. The stakes are even higher in places like Sacramento where the Kings are the only professional franchise so if they left, the city isn’t even on the professional sports map. A politician who let this happen might be punished by opponents and by voters (though they too would then have to go against all of the evidence from studies). I think this is similar logic to what happens in tax breaks debates like the one recently in Illinois: while it is hard to justify giving wealthy corporations a tax break to stay in Illinois, who wants to be the politician who let several thousand good jobs go to another state?

I also think that while this can be studied in economic terms, i.e., does helping to build a stadium lead to economic benefits for the city, or in political terms, this misses some of the point: having a sports team is also about status. It makes a city feel like a major league city. While perhaps we could argue that Sacramento has enough going on being the state capital of the country’s largest state, the average citizen might connect more to the sports team. When national TV crews come to televise a game, fans feel like they are being recognized (see this post as an example of this). With a sports teams, politicians and business people can take big wigs to games, signalling that their city is really part of the big time, even if the economic data doesn’t necessarily bear this out. While I am skeptical of arguments that people in Cleveland are worse off because their sports teams haven’t won, having a big sports team can mask other issues or at least help people ignore them. This is more difficult to measure than economic benefits but this cultural dimension still matters when these decisions are made.

(This post was prompted by part of a TrueHoop post from yesterday.)

The “gravity law” vs. the “radiation model” in predicting intercity mobility

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Here is an overview of two ways to model intercity mobility: the “gravity law” and the “radiation model” which was just recently proposed in Nature:

The reigning model of intercity mobility, used to predict patterns of movement from commuting to the spread of infectious disease, is called the “gravity law.” It was developed in the early 1940s by a Harvard lecturer named George Zipf and is, of course, based on Newton’s law, which says gravitational force increases when the mass of two objects is great and the distance between them is minimal.

In that same spirit, Zipf’s “gravity law” of mobility assumed that movement between two cities would be most frequent when their populations were large and their separation small. In reality, however, the “gravity law” doesn’t do a great job estimating the intercity movement it was intended to predict. While Zipf’s law frowns on the notion that people travel frequently between distant cities, recent research on so-called “super-commuters,” outlined by our own Richard Florida, shows that a considerable subset of urban populations is actually willing to commute quite far…

The “radiation model,” as the new idea is called, makes several assumptions the gravity model does not. For starters, it downplays the distance between two cities and emphasizes not only the cities themselves but the density of the areas surrounding them. That enables the model to estimate the number of jobs in a region more accurately. It also accounts a bit more for actual human behavior: while the radiation model presumes that people choose a job based on a balance of proximity and benefits, it recognizes that they’re willing to make long commutes if few jobs in their region satisfy their requirements.

As a result, the radiation model out-predicts the “gravity law” in direct competition. As an example, the researchers looked at mobility between two pairs of counties in Utah and Alabama. Both counties of origin had similar populations, as did both destination counties, and both pairs are more or less equidistant from one another. Actual Census data shows that 44 people make the commute in Utah, while six do in Alabama.

This sounds very interesting and required advances in data collection on this topic as well as modeling social networks and demographics. The main finding seems to be this: distance is not the only factor that matters in looking at trips between cities. As the case of the super-commuters suggests, people will live one place and work in another place far away in the right circumstances. Perhaps we should have already known this because of the relative importance of different cities: world-class cities or cultural centers or centers for certain industries (New York City, Los Angeles, and San Francisco, respectively) would draw people from longer distances compared to “average” big cities (St. Louis? Denver?). Or, if we put this in world systems theory terms, certain cities sit at the center of American urban life and businesses and industries tend to concentrate within them while other cities are in more peripheral positions.

I would be interested to know whether the “radiation model” can suggest whether the number of super commuters will increase in the long-term and how this is affected by the strength of the overall economy and housing market.

SimCity 5 coming soon

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It appears that Maxis plans to reboot the SimCity franchise:

Enter SimCity. No really, just SimCity, like when you remake an old-school movie and crib the name unadorned — simple, straightforward, unambiguous. Only this isn’t a remake, it’s “a true rebirth of the franchise,” according to publisher EA and developer Maxis’ press release.

There’s obviously still going to be a drive to make it as accessible as possible, but EA and Maxis claim the reboot “brings the depth of simulation that has been the series hallmark for more than two decades and marries it with next generation accessibility and a robust multiplayer mode, giving players the power to change a world together.”

The emphasis this time appears to be on multiplayer, judging from the initial info-dump. Imagine building “a world that co-exists alongside friends,” in which the choices you make in your city have “long-lasting repercussions that will extend beyond [your] city limits.” You’ll be grappling with “real global challenges such as climate change, the search for renewable resources and natural disasters,” and have to choose “whether to compete or collaborate” with your fellow metropolitan masons.

“Everything you see in the world we sim,” writes EA/Maxis. “Sims in each city will have jobs or can lose them, buy homes, be prosperous or be an economic drain on the city. SimCity is the city builder in which every choice powers real change that affects the character of your city, the state of your region and fellow players within the entire SimCity world. Original fans and newcomers alike will relish the opportunity to build visually and functionally unique cities that take on the character of their choices.”

You can watch the SimCity 5 trailer at the link above.

I grew up playing a lot of SimCity, particularly SimCity 2000 (though I have played plenty of all the other versions). For my money, that version was a great blend of complexity and gameplay. I think the trick for SimCity in the future is rediscovering or updating this balance: making it fun but also making it realistic. To me, the real genius of SimCity was taking real-life situations that we all know (we all live somewhere) and making an interesting game out of it. Along the way, a player would learn some principles about city planning. At the very least, you would learn about different zones and how to connect basic infrastructure (electricity and roads/trains in the original, later including water/pipes and mass transit) to all of the zones. At a more complex level, you could create intricate arrangements of land uses, mixing in civic structures like schools, city hall, parks, stadiums, marinas, and other goodies while having to balance a city budget. All of this could give a player feelings of creativity and control.

I know that people today talk about the “Madden effect” for football fans. The idea here is that through playing a realistic football game, fans learned about the intricacies of the game in a way that they wouldn’t get by watching games on TV or watching highlights on the news or on SportsCenter. For example, Madden players know the difference between different zone schemes in the defensive secondary or different pass routes. Is there a similar effect from SimCity? Would players know the different between a vibrant city and a disjointed place? (This makes me wonder: how many SimCity players built a whole map of suburban sprawl? You could do this in the game but it wasn’t really the point and the maintenance costs, usually per road piece or square of pipes or losing water pressure if it is pumped too far, would make it costly. Were the makers trying to make a point?) Going even further, are SimCity players better civic and social actors after learning more about how the urban world is put together?

Preserving “authentic” spaces can lead to more “contrived and uniform places”

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While I haven’t read the book, I was intrigued by this one paragraph that describes sociologist Sharon Zukin’s argument in her recent book Naked City: The Death and Life of Authentic Urban Spaces.

Sharon Zukin’s Naked City: The Death and Life of Authentic Urban Places signals its ambivalent relationship to Jacobs’s work in its subtitle, which both echoes Jacobs and argues with her legacy. Zukin’s argument is that Jacobs’s city is as much an artificial construct as any other, and that its imposition on living cities has tended to create mummified museums of urbanism rather than vibrant and authentic centres of human life: above all, it has unleashed the wave of middle-class-friendly gentrification that has made the special into the commonplace, the characterful into the bland, the human into the corporate. It seems that the more people insist on authenticity and individuality, the more contrived and uniform places become. Zukin uses New York to illustrate the problem: if you don’t know the city, you will definitely be at a disadvantage, as she wanders through streets and districts providing a sometimes illuminating, sometimes irritating commentary showing the ways in which the city has lost — or rather sold — its soul.

Authenticity: something that many people want but it is hard to find in places and perhaps even harder to maintain.

This reminds me of some ideas I’ve run into in recent years. One ASA presentation I saw a few years ago addressed this very issue by looking at a neighborhood that was just on the edge of gentrification in Chicago. This means the neighborhood hadn’t quite yet been overrun by wealthier, white residents but it had enough artists and wealthier residents to be clearly on the rise. The argument was that soon this place was going to tip into gentrification, meaning the true grittiness of the neighborhood would be scrubbed away as people moved in looking for “authentic” urban living.

Additionally, you could argue that wanting to preserve authenticity is behind many NIMBY efforts. Once having moved into a place, residents want to preserve what they liked in the first place, sometimes going so far that it seems like they wish they could have frozen that place in time. In these cases, residents are often fighting against outsiders and trying to promote their own vision of an authentic neighborhoods. In the end, few, if any, places can really be frozen in time except maybe corporatized spaces like Main Street U.S.A. at DisneyWorld. Places change and might go through cycles when they are authentic and then become inauthentic.

So how exactly do you get authentic places? This particular reviewer doesn’t like Zukin’s suggestion that government should help guide this process. I might chime in that government in the past has been known to promote its own interests or the interests of wealthy businesspeople over residents. At the same time, if we leave everything up to an unfettered market, authentic spaces tend to get commodified, taken over by wealthy residents, and influenced by corporations. I would guess that Zukin prefers to have places where residents have a say in what happens in the neighborhood, that everything isn’t decided by outside forces and that government can act as a referee to look out for the interests of current residents.

A reminder: there are plenty of people who have a stake in whether a place is authentic or not and this complicates everything.

Pedestrians in a world of driverless cars

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Many bloggers are starting to tease out the social and infrastructure implications of driverless cars, including David Alpert over at the Atlantic:

[Driverless cars] will bring many changes, but when it comes to the car’s role in the city, they may just intensify current tensions.

David suggests that new technology will simply exacerbate current trends by “trigger[ing] a whole new round of pressure to further redesign intersections for the throughput of vehicles above all else”:

If autonomous cars travel much faster than today’s cars and operate closer to other vehicles and obstacles, as we see in the [University of] Texas team’s simulation , then they may well kill more pedestrians. Or, perhaps the computers controlling them will respond so quickly that they can avoid hitting any pedestrian, even one who steps out in front of a car.

In that case, we might see a small number of people taking advantage of that to cross through traffic, knowing the cars can’t kill him. That will slow the cars down, and their drivers will start lobbying for even greater restrictions on pedestrians, like fences preventing midblock crossings.

Our metropolitan areas could then look, more and more, like zoos for humans interlaced with pathways for the dominant species, the robot car.

Personally, I think one of these scenarios (i.e., “travel much faster…[and] kill more pedestrians”) is unlikely.  Initially, driverless cars will almost certainly be much more expensive than equivalent conventional vehicles.  A car that is both (1) more expensive and (2) more dangerous seems unlikely to sell well, to say nothing of the likelihood that such lawsuit-magnets would be sued utterly out of existence.  To catch on with a mass market, driverless cars will at least need to uphold safety’s current status quo.

As far as David’s second fear (“metropolitan areas [that] look, more and more, like zoos for humans”), I’m unclear how much that differs from current development patterns.  While there are plenty of examples of “walkable” cities, much of contemporary American infrastructure is extremely unfriendly to pedestrians, cyclists, and other non-car users.  To the extent that cars dominate today’s roads, a move to driverless cars seems only to continue, rather than augment, that trend.

Transit-oriented development in the Boston area

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Transit-oriented development has been popular for years now and here is an update on this development strategy in the Boston area:

“We see a huge demand around Greater Boston. We’re working in communities from Winchester to Lawrence that are all working to develop vibrant urban villages around public transportation,” Leroux said. “An overwhelming number of people want to live in these types of places, and communities that don’t create them are less competitive for residents and jobs.”

Filling the need in Somerville, where the residential landscape consists mainly of three-decker homes, is Maxwell’s Green, which will feature 184 rental units with amenities to rival many downtown Boston luxury apartment buildings.

Near completion and ready for occupancy this September, the $52.5 million development sits on 5.5 acres and is located minutes from the Red Line stop at Davis Square and adjacent to the much- anticipated MBTA Green Line Extension’s Lowell Street station…

SouthField, one of the largest transit-oriented developments in Greater Boston, is on track for South Weymouth at the former naval air station.

The first phase of the project is already complete, with residents occupying both apartments and townhouses. The total cost of the project, including the homes already built, is targeted at about $2.5 billion, which includes 2,800 homes and 2 million square feet of commercial space.

The “urban village” concept has been around now for several decades. They are thought to be particularly attractive for young professionals who want to live in the suburbs or further away from the city core (partly because of cheaper prices), don’t yet want to buy a home (condos being easier to maintain), want mass transit access, and also want to be in more lively areas with some cultural and dining options.

These types of development are very popular in the Chicago suburbs are well, particularly along the railroad lines that radiate out from Chicago’s center. Many suburbs have sought to build multi-use developments (condos plus offices or small retail establishments) near their commuter train stations. While this means that the residents can access mass transit, it also provides more pedestrians and hopefully customers for the downtown. A number of suburbs have pursued these developments as part of a downtown revitalization strategy.

I would be interested to see how studies about how much these developments reduce traffic and congestion. Particularly in a suburban setting, a couple might be able to go down to one car (or none?) if both use mass transit a lot. However, while mass transit access to the city center might be great, there is often a lack of mass transit options across between suburbs.

I also wonder how much transit-oriented development succeeds because it is seen as trendy.

More “super-commuters” in America

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A new report says the number of “super-commuters” increased across the United States from 2002 to 2009:

New York University’s Rudin Center for Transportation reports from 2002 to 2009 the number of super-commuters grew in eight of the 10 largest U.S. metropolitan areas. They grew in the Philadelphia area by more than 50 percent during that period.

The growth of super-commuters has occurred not just on the East Coast, but in cities such as Seattle and Houston, which had the greatest increase. The typical super-commuter is under 29 and more likely to be in the middle class.

The super-commuter is defined as someone who works in the central county of a given metropolitan area, but lives beyond the boundaries of that metropolitan area…

Many super-commuters are willing to take a plane to get to work or drive long distances because they can’t sell homes that have lost value and move. They often travel to another city on Monday, then return to their homes and families at the end of the work week.

Americans tend to go to where the jobs are. Here are several thoughts about this:

1. It would be nice to have an overall number of super-commuters in the United States. The full report gives figures by city and some of these are interesting: 59,000 for Manhattan, 233,000 for Los Angeles, 99,000 in Chicago, 251,000 in Houston, and 175,700 in Houston. On the whole, it doesn’t look like we are talking about a large number of Americans though the rise in this practice is noteworthy.

2. Is this more of a function of the size of the actual metropolitan area (New York has a broader metro region) or about the ease of transportation into a city or a mismatch between the number of jobs and affordable/reasonable housing?

3. This definition of a super-commuter is limited. For example, if a worker from Champaign, Illinois commuted to a job in Oak Brook, located in DuPage County, it wouldn’t count as a super-commute. This seems problematic since the job distribution in metropolitan regions is quite more diffuse today than in the past. If this definition was expanded to include all long trips from one metropolitan region to another, the numbers would be even more noteworthy.

4. One of the maps (Figure 7) from the full report reminded me of the idea of the megalopolis:

This is a reminder that urban and transportation planning needs to be broader in scale.

5. Are these “super-commuting corridors” long-term realities? If the economy improved, would these numbers drop or because of technology plus the realities of the globalized, post-industrial economy, are these corridors only going to continue to grow?

Still using Chicago as “urban laboratory”

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Following in the tradition of the Chicago School which saw the city as an “urban laboratory,” sociologist Robert Sampson explains how the findings from studying Chicago apply to the entire country:

Many cities were considered as a possible launching pad for the study, but Chicago got the nod for its composition of whites, blacks, and Latinos — the three largest groups in the United States — and for the access to the city’s extensive statistics on health, police, and more. “Chicago offered us a picture of American life that we thought was broadly representative,” Sampson said.

According to Sampson, a vast array of social activity is concentrated in place. “We studied crime, health, altruism, cynicism, disorder, collective efficacy, civic engagement, leadership networks — all of which are influenced and shaped by neighborhood effects.”…

Even as the world is increasingly globalized, neighborhood structures remain local and important. “Neighborhoods have legacies,” he said. “Crime and poverty are durable over long periods of time. From the 1960s onwards, cities went through amazing social change — riots, crime — to one of the largest decreases in violence from the late 1990s to the present. Yet communities are persistent in rank ordering. People are moving in and out of neighborhoods, but the perceptions of neighborhoods stay largely the same.”

What’s more, he found, no community in Chicago transitioned from black to white, a pattern he shows is similar to the United States as a whole.

To sum up: place matters.

I’ve thought several times over the years that I would like to see more work about whether Chicago is really representative of America as is often suggested or if other cities are better options. To put it another way, is Chicago studied more often because there is a legacy of studying Chicago well at the University of Chicago and other schools or because Chicago is truly unique? Others have argued that other places are more emblematic of more recent patterns – check out the Los Angeles School for a differing opinion. Chicago might represent Rust Belt cities but what about Sun Belt cities?

When looking at American cities that seem to get most research attention or are covered in “classic works”, having an established research school with an interest in urban sociology seems to matter. Chicago gets a lot of attention as does Philadelphia, Boston, and New York City. This makes sense: these cities have great universities and it is logical that researchers and graduate students would look at some of the surrounding areas and be able to justify this study beyond simply saying it is more convenient or cheaper. In contrast, other major cities don’t seem to get the same level of scrutiny, places like Washington, D.C., Detroit, Atlanta, Dallas, Houston, and a number of other ascendent Sun Belt cities.

Perhaps my thoughts are too impressionistic and one could try to quantify just how much each city actually does get studied. But even then, there are cities with histories that matter, research legacies that have inertia and are likely to continue for some time. Someday we might have a Houston school or an Atlanta school but that requires resources, effort, and research that is recognized as being relevant and innovative.