Archive for November 28, 2007

Urban blog perspectives

Most bloggers about urban issues have social science backgrounds (loosely defined) in fields like economics, economic history, urban planning, sociology, demography, etc.

Our opinions sometimes differ, along with the topics we choose to write about. But, we tend to approach the question of how cities work with similar tool kits and frameworks for analysis.

That’s why its refreshing to read analysis about cities from people who view urban issues with different tool boxes or lenses.

Dave Atkins often blogs about city issues, particularly in Boston. He is a technologist who is well read on urban issues and actively involved in his community and city. He often offers fascinating perspectives on how cities work. I’ve asked him to author some guest blogs postings on All About Cities, in the form of book reviews.

His first posting, an examination of how the concepts detailed in Wikinomics are impacting cities, follows below.

Wikinomics – 5 implications for cities

By guest blogger, Dave Atkins

Don Tapscott and Anthony Williams’ book Wikinomics is not a book about cities. However, the social changes it describes will have profound effects on cities because they impact how we live and work as well as how businesses perform. Here are five potential implications of the “wiki effect” on cities:

1) The “global plant floor” – distributed manufacturing—will create opportunity for smaller cities and regions. Manufacturers like Boeing are recognizing the value of collaboration and are opening up their design and manufacturing processes to take advantage of global talent. In some cases, this means parts are cheaper to make offshore, but it also creates opportunities in particular cities where entrepreneurs with teams of knowledge workers can seize the opportunity to create component solutions. The key implication for cities and economic development is that it’s no longer about attracting a huge factory to town–it’s more about helping entrepreneurs find their role to play–as part of a globally distributed operation.

2) The “wiki workplace” will connect teams of knowledge workers in different cities. This will allow teams in smaller and satellite cities to connect with larger organizations and projects. Tapscott relates a story of how the President of Best Buy’s “Geek Squad” was concerned that his 20 tech support agents in Anchorage were in danger of being isolated. His director said not to worry, “I talk to them all the time.” The agents were playing Massively Multiplayer Online Games—and in the course of their gaming, talking about work. Even without (or perhaps in spite of) top-level direction, workers find ways to use technology to build connections across geography. In the case of Geek Squad, this allows the small Anchorage team to be a part of the national Best Buy organization, where agents can help each other out informally and share knowledge so agents in smaller cities are not at an information disadvantage to their counterparts in more tech-heavy big cities.

3)“Platforms for participation” will strengthen local action, empowering citizens in smaller cities and towns. A platform is an enabling technology that other users can employ to build a shared application. For example the Google Maps API gives users a platform upon which they can build “mashups’—maps that integrate data from other sources and map the data in interesting ways. Housingmaps.com pulls real estate listings from craigslist and displays the location of the properties on a map. The developer of the website put two existing technologies together to create something new and valuable. In my case, over the weekend, I used the open source community platform software drupal to create a blog for my town. But technology is only half of the equation–you still need a critical mass of local people who find the resulting application relevant and useful. These kinds of participation platforms can be catalysts for local involvement and activism.

4) The city will be an “ideagora” anchor. Tapscott describes how websites that allow people to post problems and solutions are creating “Ideagoras”—marketplaces of ideas. These Ideagoras will allow geographically diverse workers to collaborate outside corporate walls. But it doesn’t work in isolation. People are members of teams, working in companies, but they develop connections outside the company where they trade ideas—sometimes for money, sometimes for fun. This is part of an evolving workplace where knowledge workers are increasingly blending their work and life by pursing their passions. But to do that, in addition to collaboration technology, you need a community of opportunity–real world interactions that inspire you to think of ways to contribute your talents and help you learn. For that, you need a critical mass of people–a city.

5) Young urban people provide the locus of change. Tapscott identifies “Millennials” or “Gen Y” as the “Net Gen.” They grew up with these technologies and are predisposed toward collaboration. Young people are part of the “perfect storm” of change that is going to revolutionize the workplace. The differing generational perspective favors collaboration in cities–example: many people of my generation (X) have long been excited about telecommuting–and the idea that you could line up a well-paying tech job, then do it from a nice, rural location. We did crazy stuff like buy condos 40 miles from the city and then commute for hours, balancing it out by telecommuting a few days a week. But a more typical experience I have with younger workers is that they have their laptop in their messenger bag, or are carrying a Blackberry while they hang out with their friends in the city. They might have lots of side projects going on while they stay connected to work. The new dream is to be able to quickly fix a work problem remotely from a party and then get back to the party, not to work in a bunker in the burbs.

This review was contributed by guest blogger, Dave Atkinsa technologist and urban parent who blogs about issues affecting the creative class and their city lifestyle choices, often focusing on Boston where he now lives (after doing some time in the Bay area).

He has previously blogged about Wikinomics and Wikis:

Where does talk stop and action begin?

Can Wikis help us make a better world?

Wikipolitic

Public toilets and cities

Jim Dwyer penned a fascinating story this month on the history of public toilets — or the lack thereof — in New York City.  A temporary collection of port-a-johns in Time Square created quite a stir, as few other options exist if you need to go in the city that never sleeps.

This got me thinking about different public toilets I have used around the world — and how they reflect the city or country.

In many cities and towns in Latin America toilets are often businesses.  You pay someone a few coins and in return they offer you toilet paper and a chance to use a public toilet.  They are responsible for keeping it semi-clean as well.  In some towns the toilet is a pit, but in most cities it is a cement house with flush toilets.   I assume the buildings were government-built, but local enterprising people, usually middle aged women, operate them to earn a living.  Actually, in some government buildings, a private individual seemed to run the washroom facility.   This mix of some government initiative combined with small enterprise is quite typical of the region (transit tends to work this way as well).

In Dresden Germany I saw my first coin operated, automatic, self-cleaning toilet.  It was amazing.  You put a coin in and the door opened like a space-aged pod.  You went it, did your business.  When you stood up the toilet flushed.  When you put your hands under the soap dispenser, it automatically dispensed soap; under the tap, and water flowed.   And then the air dryer came on the dry your hands.  When you exited the pod, it closed itself and went through a self-cleansing ritual before accepting a coin from the next person.  All very efficient (and stereotypically German?).   Someone probably made a little money on these things, but didn’t have to be there to oversee it.  And I assume they had a license from the government to place these pods in different places.

In Havana, Cuba, we found that the fancy hotels were the best options for foreigners needing a toilet.  Even though we were staying in a private guest house, when nature called we would walk into the hotel like we were staying there and use a restroom.  Locals couldn’t do this.  The two-tiered system with a different opportunity set for foreign tourists in comparison to local Cubans.

In Brasov, Romania the only public toilet was a “McToilet” — McDonalds.  Buy some fries and use the toilet.  There were no government run facilities and there was no private enterprise operating them either.   There was neither a strong state nor a strong sense of micro entrepreneurship among the people.  If you couldn’t afford McDonalds, which most of the locals probably could not, then they just went in an ally or went home, I guess.

New York City, by Dwyer’s account, sounds a lot like Brasov or Havana.

Is divorce good for the urban economy?

Is divorce good for the urban economy?

A recent article by Kerry Gold in the Globe and Mail suggests that it is.

Divorce generates real estate transactions and housing demand. Quoting real estate agent Brad Lamb:

“But for real estate agents, we do really well because we sell them the apartments they both lived in before they get together, then they get married and buy a bigger apartment or house, and we sell them that. Then when they split up, inevitably, five years later, we sell the house or condo, and they buy two more.

“In a matter of five years, you are doing six or seven transactions, as opposed to 20 years ago, [when] you’d be doing just one.”

If we extrapolate from the article, there are further implications for the urban economy:

First, every time people move (whether as renters or buyers) they tend to need some new furniture and other miscellaneous household things.

Second, when people buy a new place, they often do major or minor renovations to make it their own — whether painting the walls or remodeling the kitchen.

So, tongue in cheek, perhaps cities with struggling economies and housing markets need more divorces?

More seriously, it might be interesting to examine whether cities with continued strong housing markets have higher rates of divorce or common law couples splitting up.

Rapid transit and democracy

As Winston Churchill said, “Democracy is the worst system in the world, save all the others.” However, he wasn’t trying to get a new metro system built.

As many US cities may be proving, there can be too much of a good thing — voters keep vetoing bills to build or expand transit systems and roads. As a result cities and their economies are becoming stifled by congestion and pollution with no solutions in sight.

Seattle and Milwaukee are two recent nay-saying regions. Some Los Angelinos are also fighting a light rail system on the basis that people might get hit by trains (whereas apparently the existing vehicular traffic is not seen as a threat).

One problem, of course, is no one wants to vote for new taxes. Another problem is that many of these bills contain a variety of projects – transit and road construction packaged together — such that it’s easy to find a reason to vote no.

In Vancouver, by contrast, elected politicians made a decision to build a new metro line; they claim sufficient funds exist (so lets hope they’re right), and construction is now half done. One could argue this is undemocratic because citizens didn’t get to vote on it. On the other hand, a metro line is being built that the city desperately needs. Now that the other two lines exist, few people argue that they are a bad thing.

In Toronto, new subway lines are under construction, and again, it was the elected politicians who made the decision and found the money. It should be noted that in both cities, significant federal government funding is helping the projects to proceed.

Many people in Toronto and Vancouver continue to protest the transit expansions currently underway — whether because they dislike the destinations (feeling other routes should have come first) or the specific route and locations of stations or the construction mess and mayhem.

But perhaps the only thing worse than not having much of a say, is giving the electorate a direct say. If that happened, Toronto and Vancouver metro areas might not be building the transit infrastructure required to support growing populations.

Street names – do they reflect the true city?

Most people give little thought to their city street names. In older neighborhoods most streets have held their name for a century or more. But if you stop and think about street names in your city and community, do they reflect the region’s history?

In Vancouver there are some of Spanish names, honoring the first European explorers in the region (Langara, Cordova, Navarez, Quadra to name a few) but the vast majority are English (or English-language names that might be Irish, Scottish, etc.). This makes sense given that the English and their decedents held most political power in the early decades of the city’s history and arguably into the present day. And many names do carry some Canadian or British Commonwealth history, honoring battles, stops on the CPR railroad, and other, older Canadian towns from which early European settlers arrived.

However, these street names do not reflect the true social history of the region. I can think of no Chinese or Japanese names — not even in Chinatown or what used to be Japan town. In little Italy, there are no Italian street names. In Punjabi Market / Little India, there are no Punjabi or Hindi street names that I can think of (please readers, correct me if I’m wrong). A few First Nation names exist (or anglicized versions of them), such as Capilano or Kitsilano (which is a neighborhood not a street). There were once some German names, like Bizmark Street that was renamed during the first world war to Kitchener Street — going from honoring one war hero to another, and raising the issue of how many streets are named after war heroes and battles.

But, all this said, should streets be renamed in order to reflect the community more broadly? or to reflect more recent values (ie fewer war inspired names and more peace inspired ones)?

Recently residents of North Portland fiercely debated whether to rename Interstate Avenue, Ceasar E. Chavez Blvd after the farm workers’ rights advocate. The controversy generated some racist overtones, but also some valid points on both sides. Chavez wasn’t an Oregonian, some pointed out, arguing a rename should be to honor a more local figure. But there is a large Hispanic population in Oregon and some argued that their national, Hispanic-American heroes should be honored in local streets. Others argued that Portland is more multicultural than official naming of streets and other artifacts would suggest, and that this re-name should therefore be considered on those grounds.

Business owners with companies named after the existing street can feel their livelihood is at stake. This argument came up in North Portland as well as in other cities including Montreal when the city proposed renaming Parc Avenue to Bourassa Avenue following the death of a long-serving former premier.

There’s also the issue that one group’s hero is another’s villain. The Bizmark-to-Kitchener example above is one such case (I’m sure Kitchener wasn’t a hero to the Germans!) This also came up in New York city recently when a motion to rename a street after the late African-American activist Sonny Carson was defeated – to some he was a criminal, to others a hero.

With street names, as with so many things, to the victors go the spoils — those with the power profoundly influence the names. Immigrants and minorities might make huge contributions to city life, but this isn’t reflected in the official grid.

***

Of course, any renaming should be done with caution to avoid confusion. In 1993 I visited Managua, Nicaragua where street renaming had occurred in a rapid flourish following the 1979 revolution. There were at least three different major roads named after the hero Julio Buitrago and numerous other streets had been renamed to honor the same set of revolutionary heroes and events. Getting around was rather confusing to say the least (although the locals have their own system that does not require street names and numbers).

Virtual vacation planning (San Diego)

We’re going on a real winter vacation to San Diego, not a virtual one. But, instead of following our previous travel style of just making things up on the fly, we decided to plan (seemed a better idea with a baby and a toddler in tow).

In deciding where to stay, we combined our faithful Lonely Planet guide book and some internet vacation home rental sites, with Google Maps and Google Earth. Satellite views on Google Earth allowed us to visually see whether a place was right on the freeway (no thanks), near a park (potentially useful), and near amenities like restaurants and shops (the locations of which can be turned on in a side bar).

With regular Google maps the Street View feature we could actually see what the streets looked like. All very cool.  And the implications for business trip planning, location decision making, as well as personal travel planning are endless.

Now we just need to find a balance between adult and toddler activities – suggestions from readers welcome (especially for less-well-known gems and great toddler play areas).

Do schools and condos mix?

As more families move to dense urban areas in places like New York, Toronto or Vancouver, the question of fitting schools into an already dense urban landscape emerges.   The traditional and suburban model of a large one-story building surrounded by proprietary sports fields won’t work.

As reported in the NY Times this week (pointer Planetizen), a school in New York city launched an innovative plan to pay for a new school through building 18 storeys of luxury condominiums on top of the eight-storey school.  Many are opposed to the project for various reasons.

While there might be legitimate reasons to deny this specific project (and I don’t know the neighborhood issues involved), the overall concept is one I expect we’ll see with increasing frequency for several reasons:

1. It allows private organizations to afford to build or expand a school (as in the NY case above).

2. The only way to make downtown living family friendly is to offer more space in schools — whether private or public.  And the only affordable way for a city school board (or private school operator) to acquire land (or space for a school) is to partner with a developer who would be asked to give up the school space in return for other concessions such as a taller tower or another form of higher density.

In Vancouver there is a pending university-and-condo development.  Why not an elementary or high school?

New lens on New York (Warhol Economy Reviewed)

Elizabeth Currid, The Warhol Economy: How Fashion, Art and Music Drive New York City (Princeton University Press, 2007). See also the earlier post, “Top Three Reasons to Read the Warhol Economy.

Elizabeth Currid seeks to turn our assumptions about New York‘s economy upside down. Most people assume that New York‘s economic core and global pull comes from its financial core — from Wall Street. Currid argues that its true global importance comes from its artistic and creative cluster — artists, musicians, fashion designers and writers and the activities that surround them. An assistant professor of urban planning, Currid also wants to make planners recognize the importance of the cultural economy as well as show how this cluster is intricately intertwined within the city — almost any policy or action that affects New York, affects the culture cluster.

The main evidence for the cultural economy’s importance to New York‘s economy is in chapter three. Until then, I was skeptical of her assertions that the arts community mattered that much — (a better organizational flow for the book might have been to have made this the first chapter). Using a methodology called location quotient, Currid illustrates that arts and culture workers and the media sector are more concentrated in New York than employees of any other industry when compared to other cities. Among the other evidence Currid cites, she found that New York has been steadily losing its share of US corporate head offices, from holding 31% in 1955, today the entire metro region (which includes parts of New Jersey, Pennsylvania and Connecticut) only holds 14%.

Currid provides a focused lens into how the arts and culture community is intricately intertwined with New York‘s history as well as its present. In chapter one she illustrates how, during the late 1960s though early 1980s, when New York’s economy was struggling and crime was high, the arts flourished. Artists, musicians and related creative types found cheap housing and inexpensive studio space in particular neighborhoods like SoHo. Inexpensive rent also allowed night clubs to flourish in these areas. Since that time, rents have gradually increased, pushing out artists as well as their haunts (the closing of CBGB being the most notable).

The dense concentration of artistic types allowed them to meet, socialize, and cross pollinate ideas as well as promote each other’s works. Currid has many great stories about how well known artists and musicians got their breaks. Clap Your Hands and Say Yeah was a local indie band until David Bowie and Talking Heads’ David Byrne heard a buzz on the street, went to a show, loved the music, and started telling their friends. Soon Clap Your Hands had a record deal and a tour. Madonna became known, in part, through dating a famous (or infamous) New York graffiti artist. The artistic scene in New York allows this to happen.

The numerous formal and informal — and even messy — interactions that connect the people and companies within a cluster come alive under Currid’s direction. Currid offers a detailed, thorough account of how a cluster works at the micro level where people cross over related industries (graffiti artist and fashion designer, for example), cross-pollinate ideas, and work through word of mouth. Artists, musicians, fashion designers, and their media supporters and critics run in the same social circles, attending the same gallery openings or indie band concerts, and frequenting the same night clubs (like the famous CBGB). People and their ideas cross-pollinate in the social, informal milieu.  A cool part of the book is how Currid herself became part of her subject – the arts network — attending gala gallery openings and exclusive parties, talking to people who then introduced her to others. It really is all about “who you know.”

While she briefly acknowledges the social informal networks in other clusters, Currid downplays its importance outside the culture cluster. However, you can replace the gallery openings in Currid’s treatment with a golf course or the box suite at a hockey or football game and the process is remarkably similar. Because of the details, students interested in clusters generally should be able to glean some good insights and develop new theories into how they work.

The artistic and creative economy evolved organically in New York. The density of artists allowed them to support and inform each others work – and the density attracted more creative people. But how do you preserve the physical milieu in which the arts culture thrives — the night clubs, cheap artists studios and housing, galleries, etc. — in light of gentrification forces? (Assuming that you can stop or profoundly shape urban evolution and organic change, which Currid does seem to assume).

In her final chapter, Currid offers advice to public policy makers and urban planners. While I commend her for offering ideas to this challenging issue, I found some of Currid’s suggestions problematic or contradictory. On the one hand, Currid illustrates how the artistic cluster evolved and thrived when more chaos reigned in the 1970s and 1980s. Government wasn’t doing much; the city was almost being let go. But later she calls for government intervention.

One solution she suggests is subsidized artist housing. But she also mentioned this exists now, and bankers, lawyers etc. end up living in it. She suggests finding a way to stop “non artists” from using it. Somehow I don’t think most American people — especially the free thinking creative types portrayed in the book — would accept the level of surveillance on their lives that would be required to make such a policy work.

Something notably absent from Currid’s otherwise thorough work was what she believed the impact of Guiliani’s crime-reduction and disorder-reduction policies were on the arts scene. Everywhere in the book she connects the disorder to creativity, and the higher crime to lower rents and the flourishing of the artistic scene.

One characteristic of a good book is that it inspires further thought and research – and this book had me thinking about myriad issues on every page. A few bigger questions that come to mind:

  • How do the arts and culture clusters work in other cities?
  • How have other clusters risen and fallen with the economic history and cycles of New York and other cities?
  • She hints that the artistic cluster actually ties in other clusters as well – the accountants who know indie music, the lawyer who attends gallery openings. In other cities is there a cluster that connects accountants, lawyers, doctors etc? maybe a sports cluster for example?
  • Can government policy really stop urban evolution? Or shape it?
  • What is the relationship between crime, disorder, and a flourishing arts scene?

Currid’s evidence leads to a question she doesn’t directly address: if we want a thriving artistic economy, should we be wary of policies to bring more order to a city (such as by reducing graffiti, crimes, drug use, etc. ) That might be a tough one to sell to voters.

Bikes, Boston and attracting talent

Does bicycle friendliness contribute to a city’s economic development? City planners and economic development specialists are spending increasing amounts of time trying to make their cities attractive to younger, educated workers and the companies that wish to hire them. They often focus on creating river walks or revitalizing downtowns through cleaning up crime and supporting retail and restaurant businesses.

Dave Atkins (of the Dave Writes blog) argues that reducing obstacles to everyday bicycle travel — to using a bike instead of a car — should also be priorities. According to Dave, cycling around Boston is challenging:

we have a lot of work to do in Boston. I found it ironic that my effort to attend this workshop [on making Boston more bike friendly] illustrates just how much of a fanatic you need to be right now to bike Boston…first, I rode my bike in to work–13 miles dodging potholes, being ever vigilant for crazy drivers, constantly watching for right-turners who would cut me off, timing things to avoid running over oblivious pedestrians, choosing to ride on the sidewalk at times, running stop signs and red lights as a lesser of evils choice to get out of traffic-pinching situations and, after riding a short stretch of interstate onramp that is the only way to get from the South End to Southie, finally arriving at work where I changed clothes in the bathroom and tried not to sweat too much.

At lunch, I rode over to Government Center through the financial district. Again, pedestrians everywhere, delivery trucks, one way streets…I hardly ever run lights, but I found that the safer course of action for me was to run the red lights and go the wrong way a few times. Then I got to government center with its many, many steps on the plaza that I got to carry my bike across.

Whew.

He connects bicycle friendliness to the overall atmosphere that he, his family, and friends or associates desire. He insists that bikes shorten distances between interesting commercial and pedestrian-oriented areas, and between residential neighborhoods and various city amenities.

The bike component is a key feature for any city to achieve the kind of living balance that so many of us want these days. We don’t want to commute by car in from the suburbs. We want to be a part of where we live and work. The bike can really help that feeling of connectedness.

Dave makes a compelling point. Being able to travel by bicycle somehow makes a giant metro area seem more friendly and relaxed. And, I agree could be a factor in attracting and retaining talented people. A further reason that he doesn’t raise is how cycle travel can contribute to better home affordability. If families can get by with only one vehicle or even no vehicles, this allows them to spend more on their mortgage (and housing is expensive in many vibrant cities) or on other lifestyle expenses like lattes, restaurant meals, etc.

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Additional great stuff on bikes:

Rebuilding place in urban space has : “Making biking irresistible” also see bikecommuter.com and the post “I’d ride my bike but…

Virgin vacation rates the world’s top 11 cities for biking (HT Creative Class Exchange)

I see from Planetizen that Seattle has launched a big bike use expansion plan..