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Cities are both contributors to and victims of global climate change. Delta cities, in particular, have long been recognized as being extremely vulnerable because they are located where the stresses on natural systems coincide with intense human activity.
A number of climate change impacts may affect delta cities, including rising sea levels, infrastructure damage from extreme weather events, the public health implications of higher average temperatures, altered energy consumption patterns, stress on water resources, impacts on tourism and cultural heritage, decreased urban biodiversity, and ancillary effects on air pollution (IPCC 2007). Climate change also may affect physical assets used for economic production and services, as well as the costs of raw materials and inputs, which in turn will affect competitiveness, economic performance, and employment patterns.
China’s remarkable economic growth since the beginning of the country’s reform period in 1978 has concentrated a large share of population and wealth along the coast, especially in three megacity regions: Pearl River Delta, Yangtze River Delta, and Capital Region. While the potential implications of climate change pose a challenge for coastal communities around the world, this geographic concentration of population and economic activity seems disproportionate in China.
Among China’s coastal and delta regions, the Pearl River Delta (PRD) in Guangdong province is an important economic center that includes the cities of Guangzhou, Shenzhen, and seven prefecture-level municipalities. Together with Hong Kong and Macao, the greater PRD area is one of the key megacity regions in the world, but its geography makes it highly vulnerable to sea level rise. Unprecedented economic and urban development, along with the major changes in land use and land cover accompanying that development over the past three decades, has released large emissions of CO2, leading to higher temperatures and more intensive and extreme weather events (Tracy, Trumbull, and Loh 2006). Given the importance of this region to both China and the broader global economy, we take a closer look at the PRD’s contribution to and risks from climate change.
Industrialization and Urbanization
With the establishment of the Shenzhen and Zhuhai Special Economic Zone in 1980, the PRD was among the earliest regions in China to begin to liberalize its economy. Its institutional advantages, combined with its proximity to Hong Kong and Macao, made the PRD the fastest growing region in the world during the past three decades. From 1979 to 2008, the PRD’s GDP grew at 15.6 percent annually in constant prices, outpacing both the national rate of 9.77 percent and the provincial rate of 13.8 percent.
As a result, the delta’s contribution to the share of GDP in China soared from 2.8 percent in 1979 to 9.5 percent in 2008. In terms of total fixed investment, foreign direct investment, exports, and energy consumption, the PRD was one of the most important and dynamic economic regions in China during this period (figure 1).
This rapid development resulted from the dual process of industrialization and urbanization. The region’s secondary and tertiary industries have grown rapidly as primary industry has gradually decreased in relative economic importance, with its contribution to GDP declining from 26.9 percent in 1979 to 2.4 percent in 2008, while the tertiary service sector grew from 27.9 percent to 47.3 percent.
Over the same time, the population increased from 17.97 to 47.71 million residents, reaching an urbanization rate of 82.2 percent in 2008. In terms of land use, areas designated for manufacturing, residential, and commercial uses grew by 8.47 percent annually, increasing from 1,068.7 square kilometers (k2) in 1979 to 4,617.16 k2 in 2008 (figure 2).
Climate Changes
Given these dramatic land use changes and the region’s increased emissions of greenhouse gases, it is not surprising that the PRD has experienced noticeable regional climate changes. The Guangdong Meteorological Administration (2007) reported that the average temperature increase in Guangdong province over the past five decades has been 0.21 °C every 10 years, which is similar to the rate of warming seen nationally in China. Guangdong’s coastal region, especially the highly urbanized PRD, witnessed even greater temperature increases, averaging 0.3 °C every 10 years. The cities of Shenzhen, Dongguan, Zhongshan, and Foshan warmed more than 0.4 °C every 10 years.
After compiling data from 21 meteorological stations in the PRD region, we calculated the average annual and seasonal temperatures during the 1971–2008 period and compared them with the annual temperatures in Guangdong. Our research showed the PRD has experienced significant warming and has been hotter than the entire Guangdong province during the observed period. Since the 1970s, the PRD has seen its average temperature rise by approximately 1.19 °C to 22.89 °C in the most recent decade, with annual average temperatures remaining above the region’s 30-year average temperature of 22.1 °C since 1994 (figure 3).
The winter and autumn seasons saw the most considerable temperature increases, with averages of 24.1 °C in the autumn and 15.2 °C in the winter between 1994 and 2007. These temperatures are significantly higher than their respective 40-year averages of 23.5 °C and 14.6 °C. While not as significant, average spring and summer temperatures in the PRD during the 1997–2007 period were also greater than their 40-year average temperatures of 22 °C and 28.2 °C. This regional warming phenomenon is also seen to a lesser degree in Guangzhou, a populous and characteristic metropolis in the PRD, where average temperatures have risen like those in the greater delta region.
As the PRD’s climate has warmed more quickly than that in the rest of the province, the rapid industrialization and urbanization has generated enormous energy demand from manufacturing industries, transportation, and residential consumers, resulting in greater emissions of CO2 and other greenhouse gases that are contributing to global climate change. The increased concentration of greenhouse gases, both regionally and globally, represents a large latent source of future warming and additional changes.
Impacts of Climate Change
Given its coastal geography and population density, Guangdong is among the most vulnerable of China’s coastal provinces to the sort of meteorological disasters that are expected to increase with global warming. In 2008, Guangdong experienced direct economic losses of 15.43 billion yuan and 73 deaths, accounting for 75 percent and 48 percent of national totals, respectively, as well as the loss of 602 kilometers (km) of land to coastal erosion (table 1). With sea levels in the province having risen by 75 millimeters (mm) during the 1975–1993 period, the China Meteorological Administration’s (2009b) prediction that sea levels will rise a further 78–150 mm between 2008 and 2038 represents a serious threat to coastal infrastructure and communities in the PRD.
Guangdong has long been impacted by marine hazards such as rainstorms, cyclones, and storm surges that have killed hundreds of people, caused serious damage to housing and transportation infrastructure, and impacted farming in the province. In the 1950s, the annual average farming area affected by marine hazards was about 200,000 hectares (ha), which grew to 440,000 ha in the 1960s and 500,000 ha in the 1970s, before jumping to 1,411,000 ha in the 1990s.
In addition to more frequent extreme storm events, instances of drought also have been increasing in the PRD. In the 1950s, the average farming area affected by droughts in Guangdong was 104,000 ha, which grew steadily to reach 201,500 ha in the 1980s, 282,500 ha in the 1990s, and 426,400 ha in the 2000s. Given the expected increases in the frequency of extreme weather events, as well as rising temperatures and sea levels, agricultural and mariculture activities in the PRD will be increasingly vulnerable to future climate change.
Cities in the PRD are particularly susceptible to natural disasters and climate change as they concentrate infrastructure, nonagricultural activities, and population, severely impacting economic activities and daily life. Rainstorms and typhoons occur frequently in the region and typically entail serious damage and huge economic losses. During the 2000–2007 period, for instance, rainstorms and typhoons in Shenzhen caused cumulative direct economic losses of 525 and 277 million yuan respectively, accounting for approximately for 63 and 33 percent of total direct economic losses associated with all meteorological hazards in the city (figure 4).
Meteorological hazards also lead to disruptive impacts on facilities, infrastructure, and transportation. Rainstorms and typhoons impose challenges on urban sewage systems and flood control facilities, while prolonged periods of high or low temperatures exert pressure on urban power supply infrastructure.
In May 2009, Shenzhen experienced an unprecedented rainstorm, with some parts of the city receiving daily precipitation in excess of 208 mm. The storm flooded 40 areas of the city and left 11 areas under at least one meter of water. Two years before, in April 2007, rainstorms flooded the Qinghuhe River in Shenzhen, damaging embankments and toppling power lines. On the other end of the spectrum, in July 2004 Guangzhou suffered a prolonged heat wave that created tremendous demand for electricity. Usage eventually peaked at 8.45 million kilowatts and forced many enterprises to stop production to help conserve power.
Transportation is the lifeline of urban activity and economic production. As two of China’s major population and economic centers, Shenzhen and Guangzhou are particularly important national transportation hubs, and any disruptions from extreme weather events such as rainstorms, typhoons, and flooding have far-reaching effects across the country.
When tropical storm Fengshen landed in Shenzhen on June 24, 2008, the city’s Yantian seaport was forced to close and hundreds of vessels were stuck in port, resulting in huge economic losses. During 2008, four tropical storms and one rainstorm resulted in the cancellation of 249 flights and the delay of 386 other flights at the Shenzhen International Airport, stranding more than 20,000 passengers. In 2009, three major weather events caused the cancellation of 176 flights and the delay of 326 flights, while 4,151 ships were forced to take shelter in Yantian port. As Chinese travelers become more affluent and air travel grows more rapidly, the vulnerability of these cities to disruption by severe weather events is set to increase.
Disruptive Effects of Sea Level Rise
The China Meteorological Administration (2009b) has identified the PRD as one of the country’s areas most at risk from rising sea levels due to its low mean sea level. Previous studies concur that sea levels in the PRD are rising and will continue to do so in the foreseeable future. Figure 5 illustrates the changes in sea level recorded at three tidal gauges (Hong Kong, Zha Po, and Shan Tou) during the 1958–2001 period. Hong Kong recorded a sea level rise of 0.24 centimeters per year (cm/year) during the period, while Zha Po and Shan Tou saw sea levels rise by 0.21cm/year and 0.13cm/year, respectively. Tidal records from six different gauges in the Pearl River estuary show that sea levels have risen at an accelerating rate over the last 40 years.
With the melting of glaciers globally due to climate change, these recent rises in sea level are expected to continue and potentially even accelerate. Li and Zeng (1998) offered three forecasts for sea level rise in the PRD, with 100 cm (high), 65 cm (middle), and 35 cm (low) forecasts by 2100. These predictions have been echoed by similar projections from the Chinese Academy of Sciences (1994), which indicate that sea levels in the PRD would rise by 40 to 60 cm by 2050.
The physical geography and urban development of the delta render it extremely vulnerable to the effects of sea level rise, and many lowland areas are likely to be inundated (Yang 1996). According to calculations by China’s National Marine Data and Information Service, a sea level rise of 30 cm could inundate an area of 1,154 k2 of coast and islands at high tide, with Guangzhou, Doumen County, and Foshan at particular risk (Guangdong Meteorological Administration 2007).
Coastal and river flooding in the PRD is influenced by several factors: rainfall, high tides, high winds, and typhoons and storm surges. The combination of weather and tidal factors that causes water levels to rise by upwards of three meters during tidal cycles is already well known in parts of the Pearl River Estuary (Tracy, Trumbull, and Loh 2006). According to Huang, Zong, and Zhang (2004), the current maximum tidal range increases as one travels up the estuary, from a low of 2.34 meters near Hong Kong to 3.31 meters at Zhewan, before reaching 3.35 meters at Nansha.
Rising sea levels would magnify the effect of storm surges, which already can be dramatic when weather and tidal factors coincide. Analyzing records from 54 tidal gauges across the PRD, Huang, Zong, and Zhang (2004) created predictions for water level rises in different parts of the delta under a number of different flood scenarios. According to the lowest freshwater discharge scenario (2000 m2/s), their simulations show that a 30 cm sea level rise will affect the northwest part of the region most severely and the majority of the area significantly. These researchers also simulated the impacts of a 30 cm sea level rise on the distribution of flood damage based on four freshwater discharge scenarios, showing that as floods increase in severity the size of the areas affected also increases.
Summary and Discussion
Delta cities enjoy locational advantages that make them attractive to both residents and businesses, and thereby lead many delta regions to develop into vital economic cores in many countries. Delta cities, however, are particularly vulnerable to meteorological hazards and are more at risk than inland cities to the existing and anticipated effects of climate change. The Pearl River Delta has witnessed substantial increases in both sea levels and temperatures, greater variation in rainfall, more frequent extreme weather events, and increasing losses from marine hazards.
More frequent meteorological hazards such as flooding from tropical storms and rainfalls have indeed caused disruptive impacts in the PRD: disrupting agricultural and mariculture production, damaging coastal defenses and embankments, destroying houses and facilities, shutting down transportation, and causing the loss of life. Sea level rise resulting from global warming represents a further threat and challenge in many parts of the region. The cumulative impact of these interrelated weather and climate phenomena have increased the costs of development in the PRD substantially. Fortunately, provincial and municipal governments have realized the importance of climate mitigation and adaptation, and are looking to the experiences of other delta cities around the world for valuable lessons about how best to strengthen urban sustainability and resiliency.
References
China Meteorological Administration. 2009a. China marine hazards report 2008. Beijing.
———. 2009b. China sea level report 2008. Beijing.
Chinese Academy of Sciences. 1994. The impact of sea level rise on economic development of the Pearl River Delta. In The impacts of sea level rise on China’s delta regions. Beijing: Science Press.
Du, Yao-dong, Li-li Song, Hui-qing Mao, Hai-yan Tang, and An-gao Xu. 2004. Climate warming in Guangdong province and its influences on agriculture and counter measures. Journal of Tropical Meteorology 10(2): 150–159.
Guangdong Meteorological Administration. 2007. Assessment report on climate change in Guangdong. www.gdemo.gov.cn
He, Canfei, Lei Yang, and Guicai Li. 2010. Urban development and climate change in the Pearl River Delta. Working Paper. Cambridge, MA: Lincoln Institute of Land Policy.
Huang, Z., Y. Zong, and W. Zhang. 2004. Coastal inundation due to sea level rise in the Pearl River Delta, China. Natural Hazards 33: 247–264.
IPCC (Intergovernmental Panel on Climate Change). 2007. Climate change 2007: Impacts, adaptation, and vulnerability. Contribution of Working Group II to the Fourth Assessment Report of the IPCC. Cambridge, UK: Cambridge University Press.
Li, P., and Z. Zeng. 1998. On the climatic and environmental changes in the Pearl River Delta during the last 500 years. Quaternary Sciences 1: 65–70.
Tracy, A., K. Trumbull, and C. Loh. 2006. The impacts of climate change in Hong Kong and the Pearl River Delta. Hong Kong: Civic Exchange.
Wu, Y. and Li, H. 2009. Meteorological disasters and hazard evaluations in Shenzhen since 2000. Guangdong Meteorology. 31(3): 43-45 (in Chinese).
Yang, H. 1996. Potential effects of sea-level rise in the Pearl River Delta area: Preliminary study results and a comprehensive adaptation strategy. In Adapting to climate change: An international perspective, J. N. Smith, et al., eds. New York: Springer-Verlag.
About the Authors
Canfei Heis professor in the College of Urban and Environmental Sciences, Peking University, and associate director of the Peking University–Lincoln Institute Center for Urban Development and Land Policy. He is also the associate director of the Economic Geography Specialty Group of the China Geographical Society. His research interests include multinational corporations, industrial location and spatial clustering of firms, and energy and the environment in China, and his publications appear in many international journals.
Lei Yang is a Ph.D. student in Shenzhen Graduate School of Peking University.
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Latin American cities have been leaders in the implementation of bus rapid transit (BRT) systems—a transportation mode often characterized by infrastructure improvements that prioritize transit over other vehicles, provide off-vehicle fare payment, and allow quick vehicle access. More than 45 cities in Latin America have invested in BRT, accounting for 63.6 percent of BRT ridership worldwide.
In Curitiba, Brazil, BRT has been used as a tool to spur development that supports and reinforces the overall transit system. The city introduced exclusive bus lanes in 1972 and encouraged mixed-use, high-density development along the five main corridors that converge in the downtown center and have guided urban growth for decades. Curitiba’s new green line is predicated on similar principles: to encourage urban development that enhances and facilitates transit use. The case of Curitiba suggests that the success of BRT can increase with the presence of concentrated land development along the transit corridor. Other studies have examined whether BRT can actually stimulate land development.
Transit-oriented development (TOD) is the term used to describe development that is compact and has a mixture of land uses, often including residential, commercial, and office uses, as well as high-quality pedestrian environments that effectively connect with transit. Development is considered transit-friendly or transit-supportive because it can concentrate demand along corridors, balance passenger flows, and create opportunities for multimodal travel. U.S. evidence suggests that residents of TODs do use public transportation more than other commuters. Although the majority of TODs are built around rail systems, TOD can be a strategy to complement and build on the strengths of BRT as well.
TOD Typologies
Researchers and practitioners have developed a variety of TOD typologies, but none have focused specifically on BRT. The type of development that could happen around BRT stops is critical for planning development around them, for understanding how TOD fits within a regional growth strategy, for raising awareness and engaging the public, and, ultimately, for increasing the success of the system.
The literature on TOD suggests important potential differences in the characteristics and types of such development. One approach relies on the expertise and experience of planners, architects, and urban designers. Peter Calthorpe (1993) used urbanity to identify urban and neighborhood TODs with such distinguishing features as the quality of transit service, land uses, development intensity, and urban design. The geography of these TODs could vary from greenfield development to infill and redevelopment. A similar typology developed for the state of Florida in 2011 focused on center size (regional, community, neighborhood), but also included another dimension that was specific to the transit mode (Renaissance Planning Group 2011).
Dittmar and Poticha (2004) blended geography and urbanity in their TOD typology that includes urban downtown, urban neighborhood, suburban town center, suburban neighborhood, neighborhood transit zone, and commuter town. The same approach has taken hold in most recent applications of TOD typologies. For example, Sacramento, California, defined TOD as urban core/downtown, urban center, employment center, residential center, commuter center, and enhanced bus corridor (Steer Davies Gleave 2009). Reconnecting America developed a typology for the San Francisco Bay Area that included regional center, city center, suburban center, transit town center, urban neighborhood, transit neighborhood, and mixed use corridor (Metropolitan Planning Commission 2007). In Denver, Colorado, the Center for Transit Oriented Development (CTOD 2008) developed a guide for station area planning that included the addition of a special use/employment district type.
An alternative approach to developing typologies a priori is to use data-grouping techniques to examine existing evidence. For example, a typology of development around 25 rail stations that had integrated development in Hong Kong revealed five types: high-rise office, high-rise residential, large-scale residential, large mixed use, and mid-rise residential (Cervero and Murakami 2009). Another study used cluster analysis to develop a spatial-functional definition of station area types around Phoenix’s light rail lines (Atkinson-Palombo and Kuby 2011). Employment centers, middle-income mixed-use areas, park and ride nodes, high population/rental areas, and areas of urban poverty were the types identified.
A final set of emerging typologies led by CTOD embodies the built environment with an implementation or performance dimension. These typologies often become a two-dimensional matrix, with built environment types in one axis and measures of implementation readiness in the other. Such typologies developed for Portland, Oregon, and Baltimore, Maryland, are used to guide investments and promote policy change and are particularly helpful in raising awareness about the travel benefits of TOD (Deng and Nelson 2012).
Study Cities and Data Collection
To understand the status of BRT-oriented development in Latin America we examined the built environment around BRT stops in seven cities (table 1). We looked for large cities that had BRTs in operation for five years or more and identified the following places: Bogotá (Colombia); Curitiba (Brazil); Goiânia (Brazil); Guatemala City (Guatemala); Guayaquil (Ecuador); Quito (Ecuador); and the São Paulo (Brazil) metro region (ABD Corridor). Together, these cities represent 16 percent of the world’s BRT ridership and 31 percent of Latin America’s BRT ridership. We considered two types of stops: regular stops, which refer to common BRT stops; and terminals, which refer to stops at the end of the line or where significant transfers occur from one BRT line to another. With the help of local planners we identified particular stops that were representative of the entire system, regardless of the development orientation towards BRT. In the end, we identified 51 regular stops and 31 terminals for further examination.
The absence of common data at a high spatial resolution required that we collect data in the field with an environmental audit tool designed for use at the road segment and block levels. A segment was defined as the street between two intersections. The data collection form contained the following fields about the environment:
For regular stops, we examined road segments within 250 meters (m) of the stop. For terminals, we examined the area within 500m. In some instances (seven cases in Guatemala City and one in Goiânia) we examined two stops (instead of one) because of one-way streets that influenced the location of stops along parallel streets. In these cases the area analyzed was slightly larger than 250m. In addition to the audit data, we used some secondary data obtained from local authorities, such as population within each stop area.
Overall, we audited 10,632 segments and 2,963 blocks around 82 BRT stops and terminals. Because the surface area audited among stops was similar, comparisons of segments and blocks per stop provide information about compactness and connectivity in those areas of each city. One stop in Guayaquil had the most segments (102.1), while stops in São Paulo (ABD) had the fewest (43.1). A similar pattern was detected when examining segments per block.
All data were aggregated at the stop level. Data collected at the segment level were aggregated to develop measures of the percentage of segments around a stop with or without a given feature. Data collected at the block level were aggregated to develop measures of the raw number or the density of features around a stop. In the end, we calculated 38 variables characterizing the built environment around each stop.
BRT Stop Typologies
With such a large number of variables (38) and a relatively low number of observations (82), we used exploratory factor analysis to develop a subset of variables and to estimate their factor scores. Factor analysis relies on the correlation of the data to identify groups of variables that are most alike. The 38 variables were reduced into nine factors for further study:
Several observations emerged from examining the factors and their descriptive statistics. First, development intensity around stops seems to be relatively low. For example, only 8 percent of segments have developments of high density, but 31 percent of segments contain low-density development. Second, in the cities studied redevelopment as a strategy to encourage BRT-oriented development seems critical. Only 8 percent of segments had low levels of consolidation and 11 percent of them had vacant lots. By contrast, almost half of the segments had development that was highly consolidated. This result suggests limited opportunities for BRT-oriented development in undeveloped greenfield sites. Third, in terms of parking, it is remarkable that 26 percent of segments had on-street parking and 30 percent had commercial and retail activity with off-street parking. This highlights the challenge of managing parking supply (and demand) and may indicate that the environment around BRT stops often is not as friendly to pedestrians and BRT users as it should.
The performance of each stop on the nine factors was combined with population density and three additional variables that did not correlate with any other variables in an agglomerative cluster analysis to determine which stops could be grouped. The resulting cluster analysis was the basis for the typology, which identified 10 development types around BRT stops (table 2).
When examining the typology by city we find that two stop types capture city-specific factors: Quito’s city center and several stops unique to Guatemala City, which has the newest system among those studied. Its newness and the fact that it serves fairly consolidated parts of the city might explain why the stops cluster together. The other eight stop types represent a broad cross-section of stops across several cities.
Five attributes appear to discriminate among stops: (1) multifamily developments with and without BRT orientation; (2) single-family attached housing, in some cases built informally, and with access to some commercial activity, often away from activity nodes; (3) high population density, supportive pedestrian infrastructure, and access to parks and green spaces, often away from activity nodes; (4) institutional stops with green spaces, not necessarily open to the public; and (5) stops that are saddled with physical barriers set by the convergence of multiple high-volume roads.
The types identified embody a wide range of possible built environments around BRT. The BRT-oriented Satellite Center type, illustrated by Bogotá, contains significant commercial activities, public facilities, parks, and pedestrian amenities while mixing in multifamily residential and single-family attached housing (figure 1). Together, these characteristics come close to the ideal of an urban TOD. Similarly, the type represented by the downtown, city center Quito stop also has many attributes of urban TOD. Whether the presence of these types translates into higher transit ridership remains an empirical question to be tested.
Community Center and Neighborhood Center stops seem to align well with Calthorpe’s (1993) definition of community and neighborhood TODs. Among the cases analyzed, the former type exhibits some single-family attached housing and mixed uses that include institutional uses often aimed to serve proximate areas of the city. Neighborhood centers have a higher intensity of residential development, mostly focused around single-family attached housing. Our Corridor type stops seem consistent with the concept developed for enhanced bus services in Sacramento and San Francisco, although our data can clearly distinguish between corridors that are dominated by institutional uses and others that simply have a broad mix of uses.
Our typology also identified challenges and opportunities to improve the BRT orientation of development. Only the Downtown City Center and the BRT-oriented Satellite Center types provided adequate integration between the pedestrian environment and transit. The Urban Center type, such as in Curitiba, is ripe for improved integration with the BRT because it has the densities and mix of uses to support it (figure 2). The Nexus stop type, as shown in Goiânia, embodies a frequent challenge for local planners (figure 3). Such stops and terminals should be located to facilitate intermodal transfers, but this often sacrifices access by local users and the transit orientation of the stop.
Compared to other typologies, we did not find strong evidence for employment and commuter-based stops. This may be due to the relatively muted role played by mixed land uses among stops, since land uses played a significant role in other typologies. One explanation could be the typically high degree of mixed uses already present in Latin American cities, which contributes to a low degree of variation across stop areas.
In terms of housing policy, the Neighborhood Center and Green Area types contain an interesting combination of distance to centers of activity and low-income housing. Because the stops are far from activity nodes, they are more likely to contain green spaces, affordable housing, and sometimes informal housing. Latin American cities tend to have a fairly strong land price gradient, with areas with privileged access to activity nodes having higher prices than peripheral areas. These two types raise questions over the possible consequences of BRT on exacerbating the segregation of housing and the financial burden of mobility on low-income residents.
Analysis of Stop Types and Planning Visions
Our examination of 82 BRT stops in seven Latin American cities revealed a variety of development patterns. Some types have attributes that are consistent with the principles of TOD. Others are burdened by land uses, road infrastructure, and development characteristics that do not support BRT. Still other types appear to be works in progress, with significant vacant land and development that has not been fully consolidated. Finally, some stops seem to capture urban conditions that arise in many Latin American cities: informal housing distant from activity nodes; large commercial developments, frequently of the big-box type, providing private spaces for public use and commerce; and a relative absence of green spaces open to the public. This information is helpful in facilitating planning for BRT-oriented development given the rapid growth of BRT over the last two decades. Some 146 cities worldwide now have some form of a bus-based priority transit system.
Understanding the type of development that could happen around BRT stops is critical for planning station areas and for identifying how TOD fits within a regional growth strategy. Robert Cervero (1998) argues that a successful urban development vision must precede and guide transportation investments, and that planning is necessary if subcenters around transit stops are to take place. He buttresses his argument with the impressive evidence of Copenhagen, Stockholm, and Singapore, suggesting that efforts to develop regional and station-area visions are critical for the future success of TOD. In fact, the burgeoning TOD typologies in the United States are predicated in part on their ability to support long-term TOD planning. For example, the Denver typology was critical to create a land use vision for its existing and forthcoming light rail station areas.
Visions of what potential future development could take place and where it would occur are central to planning, and are frequently embodied in potential future scenarios that decision makers, the public, and planners must consider. Visionary planning is often a precondition for effective TOD station area planning. The CTOD calls for planning for the plan, involving the public, marketing the project, and creating a regional TOD strategy, all of which necessitate a vision of what development can occur. Visions are particularly powerful to engage the public because they materialize potential outcomes of the planning process and enable a better understanding of the impact of their decisions about density, the mix of uses, and access to station areas.
The next step in our research is to determine the causes of the different development patterns we have identified. In some cases, the environment has changed dramatically with BRT investments, whereas in other cases there has been little change. At play are market and regulatory forces that determine the outcome of development and revitalization. Changing land use regulations, relaxing density caps, or reducing parking requirements are ways to further leverage the development potential of parcels close to BRT or other mass transit stops. This coordinated strategy between land use and transportation is the cornerstone of TOD.
About the Authors
Daniel A. Rodríguez is professor of city and regional planning, adjunct associate professor of epidemiology, and director of the Carolina Transportation Program at the University of North Carolina at Chapel Hill. His research focuses on the reciprocal relationship between the built environment, including bus rapid transit, and the behavior of travelers.
Erik Vergel tovar is a Fulbright scholar and doctoral student in city and regional planning at the University of North Carolina at Chapel Hill. Trained as an architect, he received a master’s degree in urban management and development with distinction at the Institute for Housing and Urban Development Studies (IHS) at Erasmus University in Rotterdam, The Netherlands. He researches the relationships of urban transportation (especially bus rapid transit) with affordable housing and land policies.
References
Atkinson-Palombo, C., and M. J. Kuby. 2011. The geography of advance transit-oriented development in metropolitan Phoenix, Arizona, 2000–2007. Journal of Transport Geography 19(2): 189–199.
Calthorpe, P. 1993. The new American metropolis: Ecology, community, and the American dream. New York: Princeton Architectural Press.
Cervero, R., 1998. The transit metropolis: A global inquiry. Washington, DC: Island Press.
Cervero, R., and J. Murakami. 2009. Rail and property development in Hong Kong: Experiences and extensions. Urban Studies 46(10): 2019–2043.
CTOD. 2008. Station area planning: How to make great transit-oriented places. Washington, DC: Reconnecting America.
Deng, T., and J. D. Nelson. 2013. Bus rapid transit implementation in Beijing: An evaluation of performance and impacts. Research in Transportation Economics 39(1): 108–113.
Dittmar, H., and S. Poticha. 2004. Defining transit-oriented development: The new regional building block. In The new transit town: Best practices in transit-oriented development, eds. H. Dittmar and G. Ohland, xiii and 253. Washington, DC: Island Press.
Metropolitan Planning Commission. 2007. Station area planning manual. Oakland, CA. http://ctod.org/pdfs/2007MTCStationAreaPlanningManual.pdf
Renaissance Planning Group. 2011. A framework for transit oriented development in Florida. Orlando, FL. http://www.fltod.com/renaissance/docs/Products/FrameworkTOD_0715.pdf
Steer Davies Gleave. 2009. Sacramento regional transit: A transit action plan. Sacramento, CA: Sacramento Regional Transit.
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Hace cinco años, Mandy Pumilia, residente de Nueva Orleáns, estaba preocupada por la gran cantidad de estructuras aparentemente deterioradas que existían en su barrio, conocido como Bywater, donde actualmente se desempeña como vicepresidente de la asociación de vecinos. A pesar de todos los esfuerzos realizados con posterioridad a la catástrofe de Katrina, resultaba muy difícil identificar y rastrear las propiedades que verdaderamente presentaban problemas y, además, Pumilia no tenía acceso a los datos municipales que podrían haberle sido de utilidad. En lugar de ello, elaboró su propia planilla de cálculo en Google y la llenó con los resultados de su propia investigación y trabajo de campo. Según recuerda, “fue un proceso arduo”. Y a pesar de sus conocimientos tecnológicos y su determinación, esta tarea sólo fue una solución limitada: no resultaba fácil compartir la información más allá de las personas que ella conocía directamente y, además, estar al día de las audiencias municipales relacionadas con temas de la propiedad era una tarea enorme.
A partir de entonces, la aplicación web BlightStatus (blightstatus.nola.gov) –que se traduciría como “status de deterioro”– se ha convertido en una nueva y valiosa herramienta a la hora de tomar medidas de recuperación en su barrio. Creada en el año 2012 por Code for America, una organización sin fines de lucro especializada en proyectos de código abierto dirigidos al gobierno municipal, BlightStatus facilita a ciudadanos como Pumilia el acceso a datos sobre propiedades, permitiéndoles participar de manera más estrecha en la gestión del deterioro y otros desafíos de planificación. Esta iniciativa llamó la atención de otras ciudades, lo que generó una iniciativa derivada, denominada Civic Insight, que actualmente despliega su tecnología en Dallas, Atlanta, Palo Alto, Sacramento y otros lugares.
En Nueva Orleáns, BlightStatus reúne información sobre inspecciones, quejas relativas a las normas, audiencias, juicios, ejecuciones hipotecarias, etc. Por lo general, estos datos se encuentran encriptados o resulta muy difícil acceder a los mismos; sin embargo, esta aplicación reúne y actualiza la mayoría de los datos a diario. Los usuarios pueden buscar por dirección o utilizar un mapa interactivo para buscar a nivel de barrio o de ciudad. Un aspecto particularmente útil es la función “lista de observación”, que permite a un usuario como Pumilia mantener pestañas abiertas relacionadas con ciertas propiedades específicas y oportunamente envía alertas sobre audiencias o cualquier otra novedad. Pumilia agrega: “Además, me facilita empoderar a otros residentes, por lo que no soy la única persona que posee esta información”.
Cuando otras ciudades conocieron el uso extensivo que Nueva Orleáns hacía de esta aplicación y, como consecuencia, expresaron su interés en disponer de una herramienta similar, Code for America adaptó la tecnología para que pudiera funcionar en cualquier lugar. Tal como lo expresa Eddie Tejeda, uno de los creadores de BlightStatus: “Parecía que habíamos tocado una fibra sensible”. Los aspectos específicos variaban de un lugar a otro, pero la lucha para obtener datos inmobiliarios oficiales era, claramente, una frustración común a todos. Mucha gente quiere información sobre edificios y propiedades, pero lo único que suele estar disponible, según Tejeda, “es realmente muy difícil de utilizar”, ya que profundizar en estos datos requiere conocimientos y experiencia.
Con una inversión de la Fundación Knight, el grupo creó Civic Insight en el año 2013, utilizando el trabajo que habían realizado en Nueva Orleáns como un modelo que pudiera adaptarse a otras ciudades, ya fueran más grandes o más pequeñas, con diferentes necesidades y conjuntos de datos (las cuotas de configuración y suscripción anual varían según la población: aproximadamente de US$1.000 a US$10.000 para la tarifa básica, más un monto de entre 20 y 70 centavos de dólar per cápita). Entre los nuevos clientes, Dallas está resultando ser un caso de estudio particularmente importante. Esta metrópoli en franco crecimiento, que presenta una gran variedad de barrios muy diferentes entre sí –desde los caros y prósperos hasta aquellos con graves problemas económicos–, demuestra que esta estrategia de tecnología de datos de código abierto no sólo sirve en casos selectivos como el de Nueva Orleáns después del huracán Katrina.
La conexión se dio a través de la organización Hábitat para la Humanidad. La delegación que esta entidad sin fines de lucro tiene en Nueva Orleáns ha sido un usuario entusiasta de la aplicación BlightStatus. Los miembros de esta organización hicieron correr la voz a sus colegas en Dallas, ciudad que ha estado luchando por lograr estrategias para utilizar datos con el fin de definir, rastrear y abordar el problema del deterioro y otras cuestiones, como la identificación de propietarios problemáticos. La versión de Blight-Status para Dallas, cuyo lanzamiento fue a finales del año 2014 con datos similares a la información recabada en Nueva Orleáns, incorporará estadísticas adicionales relativas a delincuencia y tributación, ya que los residentes desean acceder a estos datos más fácilmente, como afirma Theresa O’Donnell, directora de planificación municipal que habló sobre la aplicación en la conferencia de Directores de Planificación de Grandes Ciudades organizada por el Instituto Lincoln en Cambridge en octubre de 2014. Según O’Donnell, “a medida que estos programas se configuren y se comiencen a utilizar, podremos contar cada vez más con los ciudadanos para que nos hagan saber si [las medidas que tomamos contra el deterioro] están funcionando o no”.
Atlanta y Sacramento están poniendo en funcionamiento sus propios programas para poder utilizar la aplicación este año, y Civic Insight está tomando medidas para que pueda utilizarse muy pronto en Fort Worth, Texas, y otros lugares. Los objetivos de los clientes no se limitan a los problemas relacionados con el deterioro, según destaca Tejeda, que actualmente se desempeña como director ejecutivo de Civic Insight: en Palo Alto, donde la zonificación, el desarrollo y la construcción son temas candentes, tanto arquitectos como propietarios utilizan la aplicación para mantenerse al día en los procesos de obtención de permisos. Esta flexibilidad es deliberada. Tal como explica Tejeda, “podemos cartografiar con relativa rapidez [datos sin procesar] en nuestra aplicación. El papel que desempeñamos es el de un traductor que interpreta lo que tiene la ciudad y las necesidades de la comunidad” (la aplicación está diseñada también para recibir nuevos conjuntos de datos, y no es de sorprender que ciudadanos activos de Nueva Orleáns, como Pumilia, tengan muchísimas sugerencias que Civic Insight está tratando de incorporar).
Los conjuntos de datos integrales y otras herramientas digitales han servido de guía a los planificadores y otros funcionarios municipales durante años, pero Civic Insight está ahora pensando en dar el siguiente paso lógico. Según Peter Pollock, fellow del Instituto Lincoln y exdirector de planificación de Boulder, Colorado, “tenemos la gran oportunidad de aprovechar estos datos –que, para muchas ciudades, son datos ocultos– y sacarlos a la luz”, de manera que resulten útiles tanto para los ciudadanos como para los planificadores.
Este nivel de accesibilidad es muy importante, ya que los gestores de políticas deben “coproducir la buena ciudad” junto con los residentes, tal como lo expresa Pollock, quien continúa: “Los planificadores tienen la tarea de aprovechar la energía de la comunidad y encauzarla hacia una visión para el futuro”. Esto implica aspectos tales como la zonificación y la obtención de permisos, pero también los referentes al mantenimiento y el cumplimiento de normas. Pollock concluye: “No se trata sólo de construir la ciudad, sino de cuidar y alimentar a la ciudad a lo largo del tiempo”.
Aun así, la propuesta de Civic Insight puede parecer confusa al principio: ¿Cómo se beneficia una ciudad al esperar que los ciudadanos analicen cuidadosamente la información que ya posee? Sin embargo, esa es la cuestión. Poner los datos a disposición de las personas que realmente conocen los barrios donde viven y trabajan equivale a una especie de estrategia de crowdsourcing –o externalización distribuida– para el mantenimiento de la ciudad en lo relativo a la planificación.
Si no, preguntémosle a Pumilia. Esta es la esencia de lo que ella trataba de hacer en Nueva Orleáns hace unos pocos años con su planilla de cálculo casera y muchísimo coraje. Ahora puede monitorear su barrio más fácilmente, y puede además recomendar BlightStatus a otras personas para que puedan también obtener rápidamente la información que necesitan y presionar al municipio para que tome medidas respecto a las propiedades problemáticas.
Mientras hablamos, Pumilia busca unos datos y nos cuenta la historia de una dirección en particular: “Sobre esta propiedad pesan no una, dos, tres, ni cuatro causas, sino ¡cinco!”. En pocas palabras, Pumilia acaba de improvisar un expediente listo para usar sobre el abandono de la propiedad, que ayudó a persuadir a los funcionarios públicos a iniciar un proceso que debería desembocar en la subasta pública de la propiedad.
A veces, Pumilia dice, riendo: “Se necesita la acción de los ciudadanos para animar a la gente a realizar su trabajo”.
Rob Walker (robwalker.net) colabora con Yahoo Tech, Design Observer y The New York Times.
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Una versión más actualizada de este artículo está disponible como parte del capítulo 2 del libro Perspectivas urbanas: Temas críticos en políticas de suelo de América Latina.
Uno de los más formidables retos para los líderes políticos y sociales de este siglo radica en poder crear condiciones económicas e institucionales que conduzcan a una gestión ambiental urbana eficaz, y que al mismo tiempo estén comprometidas a consolidar la democracia, promover la justicia social y erradicar la pobreza urbana. Este desafío de promoción de la inclusión socioespacial resulta todavía más significativo en los países en vías de desarrollo y con economías en transición, dada la complejidad de los problemas resultantes de la urbanización intensiva, la degradación ambiental, las crecientes desigualdades socioeconómicas y la segregación espacial. Merece especial atención el debate sobre las condiciones jurídico-políticas del desarrollo y la gestión ambiental urbana.
La discusión sobre ley e ilegalidad en el contexto del desarrollo urbano ha cobrado impulso en años recientes, especialmente desde que el Programa Hábitat1 de la ONU destacó la importancia fundamental del Derecho Urbanístico. En los talleres de trabajo facilitados por el Grupo Internacional de Investigación sobre Legislación y Espacio Urbano (IRGLUS) de los últimos ocho años, los investigadores han señalado la necesidad de realizar un análisis crítico del papel de las instituciones y de las estipulaciones jurídicas en el proceso de urbanización. Según lo sugiere la Campaña Mundial de Gobernabilidad Urbana del Centro de las Naciones Unidas para los Asentamientos Humanos (CNUAH)2, la promoción de la reforma jurídica ha sido considerada por organizaciones nacionales e internacionales como una de las condiciones principales para cambiar la naturaleza excluyente del desarrollo urbano en países en desarrollo y en transición, y para confrontar eficazmente el problema cada vez mayor de la ilegalidad urbana.
Las prácticas ilegales han proliferado de formas variadas, especialmente en el contexto cada vez más extenso de la economía informal. Un número creciente de personas han tenido que ponerse al margen de la ley para poder tener acceso a tierra y viviendas urbanas, y se ven forzadas a vivir sin seguridad de tenencia en condiciones muy precarias, generalmente en zonas periféricas. Este proceso tiene muchas repercusiones serias —sociales, políticas, económicas y ambientales— y requiere confrontación por parte del gobierno y de la sociedad. Generalmente se reconoce que la ilegalidad urbana debe entenderse no sólo en términos de la dinámica entre sistemas políticos y de mercados del suelo, sino también en función de la naturaleza del orden jurídico en vigor, sobre todo en lo que se refiere a la definición de los derechos de propiedad inmobiliaria urbana. La promoción de la reforma urbana depende principalmente de una reforma comprensiva del orden jurídico, que modifique los reglamentos de los derechos de propiedad del suelo y el proceso general de desarrollo, legislación y gestión del suelo urbano. Se ha concedido especial importancia a las políticas de regularización de la tenencia, dirigidas a promover la integración socioespacial del pobre urbano, tales como las propuestas por Campaña Mundial de Tenencia Segura del CNUAH.
Comparación entre enfoques conservadores e innovadores
Este complejo debate jurídico-político tiene serias repercusiones socioeconómicas en el mundo entero, y debe considerarse bajo tres enfoques político-ideológicos, conservadores pero influyentes, del derecho y la reglamentación jurídica.
En primer lugar, la función de la ley en el desarrollo urbano no puede cifrarse a los términos simplistas propuestos por quienes sugieren —a pesar de los resultados históricos— que el capitalismo de por sí permite distribuir ampliamente la riqueza, y quienes defienden un estilo “no intervencionista” a la regulación estatal para controlar el desarrollo urbano. Considerando que la globalización es sin duda irreversible y en cierto modo independiente de la acción gubernamental, no hay justificación histórica para la ideología neoliberal que supone que al maximizarse el crecimiento y la riqueza, el mercado libre también optimiza la distribución de ese incremento (Hobsbawn 2000).
Varios indicadores de la creciente pobreza social, especialmente los que guardan estrecha relación con las condiciones precarias del acceso al suelo y a la vivienda en áreas urbanas, demuestran que, incluso si el mundo se ha enriquecido como resultado del crecimiento económico y financiero mundial, la distribución social y regional de esta nueva riqueza dista de ser óptima. Aún más, el desarrollo industrial exitoso de muchos países (por ejemplo Estados Unidos, Alemania o incluso Brasil y México) se logró adoptando medidas de regulación y rechazando la aceptación incondicional de la lógica del mercado libre. Quizás más que nunca es de importancia capital redefinir la acción estatal y la regulación económica en países en desarrollo y en transición, especialmente en lo que se refiere a la promoción del desarrollo urbano, la reforma del suelo, el control del uso del suelo y la gestión de la ciudad. No se puede pasar por alto el papel central de la ley en este proceso.
En segundo lugar, el efecto de la globalización económica y financiera sobre el desarrollo de los mercados del suelo ha presionado a los países en desarrollo y en transición para que reformen sus leyes nacionales del suelo y homogenicen sus sistemas jurídicos a fin de facilitar la gestión internacional de los mercados del suelo. Este énfasis en una reforma globalizada orientada al mercado de la tenencia de la tierra y del derecho, con la resultante “americanización de las leyes comerciales y la expansión de bufetes anglo-estadounidenses mundiales”, se basa en un enfoque del suelo “puramente como un activo económico que debería estar a la disposición de cualquiera que pueda aprovecharlo para lograr los más altos y mejores beneficios económicos”. Este punto de vista está encaminado a facilitar las inversiones extranjeras en el suelo, más que a reconocer “el papel social del suelo en la sociedad” y que dicho suelo es “parte del patrimonio social del Estado” (McAuslan 2000).
Un tercer y cada vez más influyente punto de vista se ha basado mayoritariamente, y a veces imprecisamente, en las ideas del economista Hernando de Soto. Él defiende la noción de que se puede resolver el problema de la pobreza global si se incorpora la creciente economía extralegal informal a la economía formal, particularmente en áreas urbanas. En su opinión, los pequeños negocios informales y viviendas marginales de los pobres son esencialmente activos económicos (“capital muerto”), que deberían ser revitalizados por el sistema jurídico oficial y convertidos en un capital líquido que permita a sus dueños el acceso al crédito formal y la posibilidad de invertir en sus viviendas y negocios, y de esa manera fortalecer la economía como un todo. Ahora bien, en vez de cuestionar la naturaleza del sistema jurídico que generó la ilegalidad urbana en primer lugar, varios países han propuesto la total —y frecuentemente incondicional— legalización de los negocios informales y el reconocimiento incondicional de títulos de propiedad absoluta para los habitantes urbanos de algunos asentamientos informales como método “radical” para transformar las economías urbanas.
Contrario a estos enfoques conservadores, varios estudios recientes han señalado que, en ausencia de planes urbanos bien estructurados, coherentes y progresistas, el enfoque del (neo)liberalismo jurídico no hará más que agravar el ya serio problema de la exclusión socioespacial. Tanto legisladores como organismos públicos deben tomar conciencia de las muchas y a veces malignas repercusiones de sus propuestas, especialmente las relativas a la legalización de los asentamientos informales. El tan esperado reconocimiento de la responsabilidad del Estado por suministrar derechos de vivienda social no puede reducirse al reconocimiento de los derechos de propiedad. La legalización de actividades informales, particularmente a través del reconocimiento de los títulos individuales de propiedad, no garantiza automáticamente la integración socioespacial.
Y si no se formulan dentro del ámbito de políticas socioeconómicas comprensivas y no se asimilan a una estrategia ampliada de gestión urbana, las políticas de legalización de la tenencia podrían tener efectos indeseados (Alfonsin 2001), entre ellos: nuevas cargas financieras no intencionales a los pobres urbanos, poco efecto en la reducción de la pobreza urbana, y, lo más importante, el refuerzo directo de los poderes económicos y políticos que han sido los causantes tradicionales de la exclusión socioespacial. Las nuevas políticas deben integrar cuatro factores principales:
La búsqueda de soluciones jurídico-políticas novedosas de tenencia para los pobres urbanos debe integrar la promoción de la tenencia individual con el reconocimiento de los derechos sociales de vivienda, incorporar esa dimensión siempre olvidada del papel de la mujer e intentar reducir los impactos de tales soluciones en el mercado del suelo, para que los beneficios de las inversiones públicas estén a disposición de los pobres urbanos y no de los promotores inmobiliarios privados. Perseguir esos objetivos es de fundamental importancia dentro del contexto de la promoción de una estrategia de reforma urbana más amplia y de carácter inclusivo (Payne). Varias ciudades, como Porto Alegre, Ciudad de México y Caracas, han tratado de materializar planes urbanos progresistas con la reforma de sus sistemas jurídicos tradicionales. Entre las medidas significantes que se han tomado para democratizar el acceso al suelo y a la propiedad, figuran normas y regulaciones de naturaleza menos elitista, zonificación residencial especial para los pobres urbanos y cambios en los mecanismos fiscales de captura de plusvalías del suelo, para tornarlos menos regresivos.
Para ampliar el debate
Dentro del contexto de estos acalorados debates sobre Derecho Urbanístico, el Instituto Lincoln prestó su apoyo a tres conferencias internacionales recientes:
Ley y gobernabilidad urbana
En vista del énfasis relativamente nuevo en establecer vínculos entre los estudios urbanos y los estudios jurídicos, es necesario que la dimensión jurídica del proceso de desarrollo urbano se convierta en el centro de la investigación de una forma más explícita. Para ello se requiere un abordaje más coherente al lenguaje, de manera que conceptos claves, como los derechos de propiedad, puedan discutirse adecuadamente tanto en términos políticos como jurídicos. La mayoría de los artículos presentados en esta conferencia de IRGLUS se centraron en la regularización del suelo. La regularización se ha convertido en la respuesta política más frecuente al problema general de los asentamientos ilegales, pero el término es usado de muchas maneras y con diferentes significados por diferentes organismos e investigadores. Para implementar la dimensión física de las políticas de regularización se impone actualizar infraestructuras e introducir servicios, como también destacar puntos de sensibilidad cultural. Por ejemplo, para que las políticas de regularización aporten seguridad de tenencia, se deberá prestar más atención al impacto del proceso sobre la mujer.
Los participantes también señalaron los efectos de las políticas de regularización en los mercados de suelo formales e informales. Algunos perciben la regularización como un “mercadeo” de los procesos operativos de los antiguos asentamientos ilegales. Un punto de preocupación fue la posibilidad de “elitización” (gentrification) la cual en este caso no se refiere a restaurar y cambiar el uso de las edificaciones, sino más bien al proceso mediante el cual grupos de medianos ingresos “invaden” asentamientos recientemente regularizados para fines residenciales u otros, hasta desalojar a los inquilinos originales. No hay duda de que al definir las políticas de regularización, es importante considerar una amplia gama de aspectos económicos y políticos. En particular, hay que incluir a los habitantes de los asentamientos ilegales en la vida económica y política de la ciudad, para así evitar mayor segregación socioeconómica y sus peligros asociados.
Dar respuestas adecuadas a los problemas complejos de los asentamientos ilegales es difícil, aparte de que las soluciones particulares no siempre funcionan en todos los casos. A la hora de la verdad, el éxito de un programa de regularización depende de acciones gubernamentales y de costosos programas y reformas jurídicas. Sin embargo, hay una brecha significativa entre las preguntas planteadas y la práctica real. Debido a la urgencia de adelantarse a los procesos de los asentamientos ilegales, los organismos públicos se están concentrando en la cura, y no en la prevención.
¿Cómo pueden los gobiernos municipales detener el proceso de los asentamientos ilegales? Aportando soluciones más eficaces de suelo y vivienda. Los participantes de la conferencia defendieron la legitimidad de los programas de tenencia, pragmáticamente en algunos casos, como un derecho fundamental en otros. Dado el enfoque de direccionamiento “desde arriba” que suele aplicarse a este asunto, se debe ampliar el círculo de participantes con capacidad decisoria para que incluya la voz de los pobres urbanos.
Conferencia del CNUAH/CEPAL
América Latina fue la única región que elaboró un plan de acción para el programa Hábitat II, señal de que, a pesar de las diferencias fundamentales de tipo lingüístico, histórico y cultural de la región, existe un plan común que debería facilitar la colaboración. La estructura urbana de la región está pasando por cambios profundos como resultado de varios procesos combinados, entre ellos:
Todos estos problemas han empeorado debido a la expansión de la globalización económica, las políticas de liberalización inapropiadas y los esquemas de privatización carentes de regulación. Pese a su rápida integración al creciente mercado global, América Latina ha experimentado una explosión de pobreza social en la última década. Las proyecciones del Banco Mundial sugieren que, de no confrontarse este problema, 55 millones de latinoamericanos podrían estar viviendo con menos de US$1 al día en la próxima década.
La Declaración de Santiago producto de esta conferencia estableció la meta de un plan ambiental urbano para poner en marcha diálogos político-institucionales y gestiones conjuntas. El objetivo es crear las condiciones necesarias para salvar los obstáculos de gobernabilidad política que siguen oponiéndose a los esfuerzos de las dos décadas pasadas para promover reformas económicas y democratización en la región. A fin de desarrollar una estructura urbana más competitiva y eficiente, tal plan de acción regional debe:
Como parte de una estrategia de reforma urbana más amplia, debe prestarse atención urgente a la necesidad de suministrar condiciones habitacionales mejores y más accesibles para los pobres urbanos. Dada la reciente disminución de las inversiones públicas habitacionales en la mayor parte de América Latina, es crítico comenzar ya a proporcionar nuevas unidades habitacionales, mejorar las existentes y regularizar los asentamientos informales.
Igualmente, la Declaración de Santiago adelantó una variedad de propuestas, entre ellas nuevos marcos normativos para políticas urbanas y habitacionales; políticas de organización territorial y mecanismos de control del uso del suelo; y políticas públicas para integración social e igualdad de los géneros. Sin embargo, no confrontó el hecho de que muchos de los problemas sociales, urbanos y ambientales de la región son consecuencia de los sistemas jurídicos nacionales de carácter conservador, elitista y mayormente obsoleto que siguen vigentes en muchos países. Cualquier propuesta para un nuevo equilibrio entre estados, mercados y ciudadanos para apoyar el proceso de reforma urbana, requiere no sólo cambios económicos y político-institucionales, sino también una completa reforma jurídica, especialmente la gestión jurídico-política de los derechos de propiedad.
Conferencia de Derecho Urbanístico de Brasil
La constitución brasileña de 1988 introdujo un capítulo pionero sobre política urbana al consolidar la noción de la “función social de la propiedad y de la ciudad” como el principal marco conceptual para el Derecho Urbanístico brasileño. Si bien es cierto que las constituciones brasileñas desde 1934 establecían nominalmente que el reconocimiento del derecho individual de propiedad estaba condicionado a la realización de una “función social”, hasta 1988 no se había definido claramente este principio ni se había podido ejecutar con los mecanismos de observancia en vigor. La Constitución de 1988 reconoce el derecho individual de propiedad en áreas urbanas únicamente si el uso y desarrollo del suelo y de la propiedad satisfacen las estipulaciones con sesgo social y ambiental del Derecho Urbanístico, especialmente de los planes maestros formulados en los ámbitos municipales. Como resultado, se ha decretado un sinnúmero de leyes municipales urbanas y ambientales para apoyar una amplia variedad de políticas y estrategias de gestión urbana progresista.
Algunas de las experiencias internacionales más innovadoras de gestión urbana están teniendo lugar en Brasil, como el proceso del presupuesto participativo adoptado en varias ciudades (Goldsmith y Vainer, 2001). La inminente aprobación de la Ley Nacional de Desarrollo Urbano (el llamado “Estatuto de la ciudad”) debe contribuir a consolidar el nuevo paradigma constitucional de planificación y gestión urbana, especialmente por el hecho de reglamentar instrumentos de observanción constitucional tales como edificación obligatoria, transferencia del derecho de construir, expropiación mediante tributación progresista y derechos de prescripción adquisitiva.
Proceder a ese cambio en el paradigma jurídico es de importancia fundamental. La tradición incipiente de estudios jurídicos urbanísticos en Brasil tiende a ser esencialmente legalista, pero refuerza las nociones tradicionales del derecho individual de propiedad especificadas en el Código Civil de 1916. Este Código obsoleto considera el suelo y los derechos de propiedad casi exclusivamente en función de las posibilidades económicas ofrecidas a los propietarios individuales, sin dejar mucho campo para una intervención estatal con sesgo social, dirigida a conciliar los diferentes intereses existentes sobre el uso del suelo y de la propiedad. Tan importante es decretar nuevas leyes como lo es consolidar el marco conceptual propuesto por la Constitución de 1988, y de esa manera sustituir las estipulaciones individualistas del Código Civil, las cuales todavía sientan las bases para una interpretación judicial conservadora sobre el desarrollo del suelo. Gran parte de la resistencia ideológica a las políticas urbanas progresistas que sostienen grandes grupos conservadores de la sociedad brasileña tiene su origen en el Código, que no considera el papel de la ley y la ilegalidad en el proceso de desarrollo urbano y de gestión urbana.
Los artículos presentados en esta conferencia exploran las posibilidades jurídicas, políticas e institucionales creadas por el nuevo marco constitucional para ejecutar acciones estatales y sociales en el proceso de desarrollo urbano y control de uso del suelo. Los participantes recalcaron que la discusión de leyes, instituciones jurídicas y decisiones judiciales debe estar respaldada por un entendimiento de la naturaleza del proceso legislativo, las condiciones de cumplimiento de la ley, y la dinámica del proceso de producción social de ilegalidad urbana.
Los participantes también advirtieron que si el tratamiento jurídico del derecho de propiedad se saca del ámbito restrictivo del Derecho Civil, de forma que pueda ser interpretado a partir de los criterios más progresistas del redefinido Derecho Urbanístico público redefinido, entonces las posibilidades ofrecidas por el Derecho Administrativo brasileño tampoco son satisfactorias. Las estipulaciones existentes y en vigor, limitadas y formalistas, carecen de suficiente flexibilidad y competencia para manejar y garantizar la seguridad jurídica y las relaciones político-institucionales que están transformándose rápidamente en varios niveles: dentro del entorno estatal, entre niveles gubernamentales, entre Estado y sociedad, y dentro de ésta. Las nuevas estrategias de gestión urbana se basan en ideas tales como plusvalías, asociaciones público-privadas, operaciones “urbanas” e “interligadas”, privatización y terciarización de la prestación de servicios públicos y presupuesto participativo; el problema es que dichas estrategias carecen de un soporte pleno del sistema jurídico. Además, la nueva base constitucional del Derecho Urbanístico brasileño todavía requiere consolidarse como el primer marco jurídico para la gestión urbana.
Conclusión
Todavía quedan sin contestar muchas preguntas importantes sobre ley e ilegalidad urbana, y antes de que puedan contestarse adecuadamente, se necesitarán muchos más trabajos, investigaciones y debates. Sin embargo, formular las preguntas correctas es a veces tan importante como dar las respuestas acertadas. Por esa razón, el debate de la dimensión jurídica del proceso de desarrollo urbano y de gestión urbana continuará explorando las interrogantes para América Latina y el resto del mundo.
Notas
1) Programa Hábitat: Plan de acción global adoptado por la comunidad internacional en la Conferencia Hábitat II en Estambul, Turquía, en junio de 1996
2) CNUAH: Centro de las Naciones Unidas para los Asentamientos Humanos (Hábitat). Consulte los sitios www.unchs.org/govern y www.unchs.org/tenure para obtener información sobre la Campaña Mundial de Gobernabilidad Urbana y la Campaña Mundial de Tenencia Segura del CNUAH.
Referencias
Alfonsin, Betania de Moraes. 2001. “Politicas de regularizacao fundiaria: justificacao, impactos e sustentabilidade”, in Fernándes, Edésio (org) Direito Urbanistico e Politica Urbana no Brasil. Belo Horizonte: Del Rey.
de Soto, Hernando. 2000. The Mystery of Capital. London: Bantam Press.
1989. The Other Path. London: I.B.Tauris & Co.
Fernandes, Edésio. 1999. “Redefinición de los derechos de propiedad en la era de la liberalización y la privatización”, Land Lines (noviembre) 11(6):4-5.
Goldsmith, William W., and Carlos B. Vainer. 2001. “Participatory budgeting and power politics in Porto Alegre”. Land Lines (January) 13(1):7-9.
Hobsbawn, Eric. 2000. The New Century. London: Abacus.
McAuslan, Patrick. 2000. “From Greenland’s icy mountains, from India’s coral strand: the globalisation of land markets and its impact on national land law”. Trabajo presentado en la Conferencia de Derecho Urbanístico de Brasil.
Payne, Geoffrey. “Innovative approaches to tenure for the urban poor”. United Kingdom Department for International Development.
Sobre el autor
Edésio Fernandes, abogado brasileño, es profesor de la Unidad de Planificación para el Desarrollo del University College de Londres. También se desempeña como coordinador de IRGLUS (Grupo Internacional de Investigación sobre Legislación y Espacio Urbano). Fernándes desea expresar su agradecimiento a los participantes del taller de trabajo del IRGLUS en Cairo quienes compartieron sus notas, especialmente Ann Varley, Gareth A. Jones y Peter Marcuse.
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While the issue of managing suburban growth has long been on the Lincoln Institute’s agenda, “sprawl” is now receiving a great deal of attention from citizens, policy analysts and policymakers, as well as the popular press. However, crafting policies to respond to suburban growth is extremely difficult for a variety of reasons.
First, we lack a public consensus about what sprawl is. Even paraphrasing former US Supreme Court Justice Potter Stewart, “. . . but I know it when I see it” does not work in this case. For example, one often hears from anti-sprawl activists that they do not want their community to be “another Los Angeles.” However, Los Angeles is more densely populated today than it was 30 years ago.
Dowell Myers and Alicia Kitsuse report that “the Los Angeles urbanized area (the region excluding mountains and deserts) has the highest gross population densities among the 20 largest metropolitan regions, higher even than New York.”1 Exploring deeper, one finds that “Los Angeles” is code for a variety of social problems that are concentrated in our nation’s cities, such as urban crime, teenage pregnancy, poverty, persistent unemployment, and a variety of other concerns, not the least of which is the organization of uses in metropolitan space.
A second challenge to crafting policies to respond to suburban growth is the threat to anticipated economic gain by some of those who own undeveloped land on the fringes of metropolitan areas. For example, one can imagine the great interest these landowners would have in negotiations to redraw urban growth boundaries. The line on the map can have significant monetary implications for a parcel depending on which side of the line it lands.
A third challenge is the variety of existing policies and laws that have encouraged suburban growth over the past 50 years. In a recent Institute-supported study, Patricia Burgess and Thomas Bier make a strong case that governmental fragmentation on two fronts contributes to a policy environment that supports sprawl.2 Fragmentation between levels of government makes regional planning approaches difficult, while fragmentation across functional agencies impedes comprehensive solutions. In another study, Joseph Gyourko and Richard Voith have argued that the combination of the federal mortgage interest deductions and local-level exclusionary zoning have encouraged low-density residential development in jurisdictions surrounding central cities.3
Finally, there is little agreement about desired future development patterns. Thus, if the forces that create sprawl are based on a combination of federal, state and local policies, if our existing landscape reflects both public and private actions, and if the desired future is unclear, how does one even begin to address the issue? The Lincoln Institute’s mission is to contribute to and improve the quality of debate about land policies. Toward that end, our work on sprawl is multi-dimensional, focusing on educational programs for policy officials at the federal, state and local levels.
Programs for Federal and State Officials
Land use issues have increased in importance on the federal policy agenda, and the Institute has begun working with Region 1 of the Environmental Protection Agency (EPA), based in Boston, to develop a training course for senior administrators. Many staff at EPA are not schooled in land use planning, but their work in traditional EPA areas such as water or air quality requires that they pay attention to land use issues.
Harvey Jacobs, professor of urban and regional planning at the University of Wisconsin-Madison, developed and taught a course to two groups of EPA administrators in the fall of 1998. Response to the two-day program, which included the historical and institutional context of land use planning, was so positive that the EPA asked the Institute to offer this program annually as part of EPA’s required orientation for new administrators.
At the state level, the Institute has recently supported programs to facilitate information exchanges among legislators and planning directors. Patricia Salkin of the Government Law Center at the Albany Law School has researched lessons to be learned from states that attempted state-level legislation on growth management, but failed. Among her findings was the lack of in-depth knowledge among state legislators and executive-level policymakers about the causes and consequences of suburban sprawl. In order for any kind of growth management legislation to be passed successfully, sponsorship is needed by the appropriate legislator. Depending on the state, this might be the chair of the Local Affairs Committee or a different committee leader.
In an attempt to respond to this need for better understanding about sprawl on the part of legislators and their staffs, the Lincoln Institute and the Albany Law School cosponsored a briefing session in February 1999, in Albany. It coincided with the legislative session and, fortuitously, was held on the day of a press conference announcing that the bipartisan “Smart Growth Economic Competitiveness Act of 1999” had been filed in both houses of the New York legislature. The bill includes three key provisions:
(1) It charges the Governor to create an inter-agency council to review existing policies related to growth and development.
(2) It creates a task force to study the issue and come up with recommendations.
(3) It asks the Governor to provide grants for regional compact efforts.
National experts on sprawl, state legislators and commissioners, and Mayor William A. Johnson of Rochester and members of his staff exchanged up-to-date information on related state-level efforts, as well as possible resources for their continued work on this issue. The briefing session gave prominence to the issue of growth management at an important juncture in the state’s history. Perhaps most useful to the legislators and other senior-level policymakers was the neutral forum that the briefing provided for frank discussion of the complexities of “smart growth.” While the event was designed with legislators in mind, it is clear that participants from the executive branch who attended the briefing session also benefited.
In another attempt to target our educational programs to key decision makers, the Lincoln Institute, the Regional Plan Association (RPA) and the New Jersey State Planning Commission cosponsored a leadership retreat for state planning directors from ten of the eleven Northeast states. The directors, or in states without a state planning director a representative from the executive branch, met in Princeton in March for a day characterized by peer-to-peer training.
States with nascent state-level efforts were able to learn from those with more institutionalized programs. While Delaware is as different from New York as Connecticut is from Maine, their state officials were able to benefit enormously from stepping outside their individual political, geographic and economic contexts and considering alternative solutions to similar problems. While each state must construct strategies appropriate to its own needs, all states face many common concerns.
The gathering also provided an opportunity to contribute to a larger, region-wide planning effort. Among the initiatives presented by Robert Yaro, executive director of RPA, was Amtrak’s introduction of high-speed rail service between Boston and Washington, DC, which may leverage substantial economic growth for cities along the corridor. Boston, New York, Philadelphia, Baltimore and Washington will clearly benefit from rapid, comfortable transportation between terminals. However, it may be in smaller cities such as Providence, Hartford, New Haven, Bridgeport, Stamford, Newark, Trenton and Wilmington where high-speed rail could have a far greater impact. Frequent service to these cities, where airline connections are limited, could bring new investment as well as increased access to other employment centers for their residents.
RPA is drafting a proposal to provide the analysis and preliminary recommendations needed to evaluate the benefits of the Amtrak service. The state planning officers at the Princeton meeting felt that the initiative would be of great interest to their governors and agreed to take the RPA proposal back to their states in an effort to broaden the coalition in support of Amtrak’s high-speed rail service in the Northeast Corridor.
Programs for Local Officials and Community-Based Organizations
At the local level, strategies to address suburban sprawl also need to focus on development and redevelopment in the cities, and the Institute is expanding its course offerings to groups long interested in urban policy. Last November, the Institute cosponsored “Breaking Barriers, Building Partnerships: Urban Vacant Land Redevelopment” with the Massachusetts Association of Community Development Corporations. Meeting in Boston, staff from community development corporations and private and non-profit lenders explored strategies for bringing underutilized land back into use. A similar group gathered in Chapel Hill, North Carolina, in May for a workshop cosponsored by the North Carolina Community Development Initiative and the Kenan Institute for Private Enterprise. The hands-on training was designed to give participants experience in generating alternative financing strategies for urban redevelopment
In another effort in the Southeast, the Lincoln Institute provided support to Spelman College as part of an effort to contribute to the redevelopment of its neighborhood in Atlanta. In June, Spelman and its partners from the Atlantic University Center held a community summit as part of a larger initiative to identify both neighborhood needs and university-community strategies to address those needs.
Our experiences in these programs confirm the complex factors influencing current development patterns: the variety of social, economic, technological and political forces; complex and sometimes conflicting policies at the local, state and federal levels; and the actions of those in the public, private and non-profit sectors. Through this work we have come to understand the need for basic information about the broader issue of land markets. In particular we are interested in how and why land markets operate as they do and the implications of land market activity on various public and private stakeholders. Future curriculum development efforts in this area will concentrate on materials to help policymakers and citizens gain a better appreciation of these markets. In doing so, we will have a fuller understanding of the sprawl issue: what causes sprawl, where interventions will be effective, and the characteristics of successful interventions.
Rosalind Greenstein is a senior fellow and director of the program in land markets at the Lincoln Institute.
Notes
1. Myers, Dowell, and Alicia Kitsuse, “The Debate over Future Density of Development: An Interpretive Review.” Lincoln Institute Working Paper, 1999: 22.
2. Burgess, Patricia, and Thomas Bier, “Public Policy and ‘Rural Sprawl’: Lessons from Northeast Ohio.” Lincoln Institute Working Paper, 1998.
3. Gyourko, Joseph, and Richard Voith, “The Tax Treatment of Housing and Its Effects on Bounded and Unbounded Communities.” Lincoln Institute Working Paper, 1999.
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Scholars and practitioners involved with the regularization of low-income settlements in Latin America shared their experiences in a forum sponsored by the Lincoln Institute last March and hosted by the City of Medellín and its regularization office, PRIMED (Integrated Program for the Improvement of Subnormal Barrios in Medellín). Participants included representatives from PRIMED, Medellín city officials, and observers from multilateral institutions including the Inter-American Development Bank (IDB), the World Bank, AID and GTZ (Germany).
Twelve major presentations reported on the most significant case studies from eight countries: Brazil, Colombia, Costa Rica, Ecuador, El Salvador, Mexico, Perú and Venezuela. The forum proved to be a landmark meeting whose findings, summarized below, are expected to have important implications for Latin American policymakers.
Comparative Perspectives on Regularization
Several different approaches to regularization are illustrated in the country case studies. The two primary approaches are juridical regularization, i.e., legal land entitlement procedures to convert from de facto to de jure property ownership, as in Perú, Ecuador and Mexico; and physical regularization (urbanization), including the extension of infrastructure into irregular settlements, as in Colombia, Venezuela, Brazil and other countries. A third approach, which has been emphasized only recently, puts priority on the social and civic integration of low-income settlements and their populations into the urban fabric by a combination of measures.
While most countries have elements of all three forms of regularization, they usually focus on one direction or another. In Mexico all three approaches are used simultaneously. In most other countries the emphasis depends on the relative strengths of the actors, organizations and politics on the one hand, and on the way the regularization problem is conceived (“constructed”) by federal and local authorities on the other.
Juridical Regularization: Land Title Programs
The regularization of land titles has become accepted practice by governments, international agencies and NGOs alike. (see Figure 1.) In fact, the question “Why Regularize?” that was raised at the beginning of the forum seemed to catch everyone by surprise. Yet, posing this question goes to the heart of the matter about who defines the problems regarding land tenure and who establishes policies in favor of regularization. Most of the legal titling programs examined in the case studies were lengthy and expensive, and, by the time they came on-line, did little to significantly affect the level of security or to systematically provide services in the settlements.
Figure 1 Common Arguments in Favor of Land Regularization
As far as the poor are concerned, however, several of the arguments in favor of regularization would appear to be spurious. Established households generally have de facto security and rarely prioritize the need for full legal title, the latter being a need more associated with middle-classes value systems. Moreover, once settlements are well-established, home improvements and consolidation occur at a rate that is closely tied to available resources, not to title security. As for the introduction of services, most providers follow their own internal rules for timing and procedures; rarely is legal title an important criterion.
Furthermore, low-income households do not like falling into debt and are uneasy about entering formal credit systems, even though NGOs and governments are moving towards micro-credit support. In short, where low-income groups want regularization of tenure it appears to be because the state wants them to want it and then constructs demand accordingly.
One may conceive of tenure regularization as both an end in itself and a means to an end. Regularization as an “end” emerged clearly in the Lima case, where access to land and land titling programs substitute for a systematic housing policy. The most recent round of land titling (since 1996) even includes a retitling of previously regularized lots as an arena of political patronage serving the central government at the expense of the city’s political leaders. (1) A similar situation prevailed in Mexico with the multiplex regularization agencies created during the 1970s. In both countries the commitment to tenurial regularization is clearly indicated by active programs, usually providing a large number of titles each year at low cost.
Elsewhere, regularization may also be an “end,” but it is of secondary importance. In Colombia, Brazil, El Salvador and Ecuador, for example, titling is at best only a minor part of the physical regularization package. Even so, the absence of legal tenure and the need for regularization may be used to good political effect by regulating the flow and order of infrastructure provision.
Regularization of titles as a means to an end is promoted widely by international agencies as part of the World Bank’s New Urban Management Program. Mexico is a good example of the process whereby land titling is a prerequisite to urban land management, planning and public administration. Regularization incorporates the population into the system of land registry, tax base, planning controls, construction permissions, consumption charges, and recovery of services and infrastructure. Regularization becomes the means to urban sustainability and management, and this more than any other reason explains its widespread espousal and adoption today.
One notable feature in several case studies was the apparent reluctance to regularize on private lands unless the initiative had the support of the original landowner. As a result, the settlements most likely to be regularized are those occupying public land or land whose ownership is unchallenged. With the exception of Mexico, governments are reluctant to expropriate in the social interest. Several countries have a system of land occupancy rights that permits transfer of ownership after a certain number of years of proven and appropriate use. In Brazil this usucapión system has been extended recently to allow for title transfer on privately owned urban lots of less than 250m2 that have been occupied continuously for five years.
Issues in juridical regularization programs:
Physical Regularization: Urbanization and Infrastructure Provision
The second principal arena of regularization reported by many of the case studies at the forum focused on the physical regularization process in different forms of irregular settlements. In Medellín, for example, approximately 12 percent of the total population is estimated to live in fast-growing barrios, which are often built on steep slopes like their hillside counterparts in Rio or Caracas. There are undoubted problems and dangers in these areas, but most of the participants who visited the PRIMED settlements were more encouraged by their level and rate of consolidation than the local officials appeared to be. (The discussion did not address upgrades and interventions in inner-city tenements-conventillos, vecindades, cortiços.)
It is impossible to do justice to the many innovative programs that were described at the forum, but one major success story is the Favela/Bairro program in Rio de Janeiro. This project is predicated on close collaboration with local residents to open up favela streets to vehicular access in combination with service installation. However, it is important to recognize that its success has only been possible at considerable cost: the total expenditure between 1994 and 1997 has been US$300 million, in large part provided by the IDB. This raises important questions about the replicability of such programs.
Issues in physical regularization programs:
>
Regularization as a Means of Social Integration
It became apparent in the deliberations that an increasingly explicit goal of regularization is to achieve social integration by bringing low-income populations into the societal mainstream and into the urban fabric. This is most frequently observed in reference to the “rescue” of low-income populations and other marginal groups and their incorporation into the urban citizenry. This was one of the important goals in Brazil’s favela/bairro program, which, in part at least, aimed to break up the drug and delinquent youth gangs and to rescue the local population from their influence.
A potential problem with this approach is that concepts of “good citizen” and the societal mainstream are social constructions that are often highly value-laden and may derive from within a particular class and dominant power group. Regularization to achieve integration into the wider set of social opportunities such as public education and health care is one thing; regularization for social convergence and conformity is another. However, this theme remains incipient in the literature, and the whole notion of citizenship with its bundles of rights and responsibilities is part of an agenda still largely unconsidered.
Conclusion
This international forum emphasized the need to be aware of the different underlying rationales for juridical and physical regularization in individual countries, and to be aware that they are closely tied to the political and planning process. In order for regularization to work well there has to be genuine political commitment such that all departments and officials who intervene do so with greater integration, cooperation and empowerment. Policymakers should also think imaginatively about alternative, “parallel” ownership systems and opportunities for genuine public participation in decisionmaking at all stages in the regularization process.
Important, too, are financial commitment and sustainability. Unless regularization is tied to medium- and long-term cost recovery through taxes, user charges and deferred assessments, programs will continue to depend on major external funding and subsidies, which will severely limit the extent and scale of their application.
An exciting last session of the forum allowed participants to reflect on future directions for research and policy analysis on land market regularization. Five major areas emerged. First, we recognized the need to identify the various actors and interest groups involved in promoting irregular or illegal land development in the first place, and to make explicit the differences between land invasions, owner subdivisions, company subdivisions and other actions. The point here is that irregularity is produced by various actors and interests groups as a for-profit business, and is not just a result of dysfunctional urbanization.
Second, we discussed moving away from dualist thinking and breaking with the idea of conceptualizing the land market in terms of the formal and informal city, the parallel city, or normal and subnormal barrios, all of which implicitly assume that the poor are locked into a separate land market. In fact, there is a single land market that is segmented, not separated, along a continuum in terms of access and affordability.
Third, we need to confront the issue of financial replicability and the ways in which finance might be leveraged through cross-subsidies, plusvalia, valorization charges, tax-and-spend, progressive consumption charges, and other mechanisms. Fourth, we need to be less gender-blind. It is important to think more imaginatively about regularization priorities with respect to gender and to explore innovative titling schemes that address the need for women’s settlement and housing rights.
Finally, we need to be much more precise in our terminology, and, more importantly, to recognize that there is a “social construction” embedded within language. The terms adopted in any society are revealing about how that society views and diagnoses housing and related social issues. Terminology may lead to punitive or patronizing policy solutions; it may even “criminalize” local populations. Most of the differences and variations in the case studies stem from the way each society constructs its understanding of the housing problem and how it presents that vision to its people-through its terminology, through its laws, procedures and policies, and through the bureaucratic and administrative organization of the state itself.
1. Julio Calderon, “Regularization of Urban Land in Peru,” Land Lines, May 1998.
Peter M. Ward is professor of sociology and of public affairs at the University of Texas at Austin and a faculty associate of the Lincoln Institute. Among his many books is Methodology for Land and Housing Market Analysis, coedited with Gareth Jones and published by the Lincoln Institute in 1994.
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A group of Latin American scholars, practitioners and government officials who monitor urban market information systems and publish statistical reports on market behavior met in Chile in April to share their experiences and explore plans for future cooperation. Representatives came from Mexico City; San Salvador, El Salvador; Sao Paulo and Porto Alegre, Brazil; Montevideo, Uruguay; Santiago, Chile; Quito, Ecuador; and Bogota, Colombia. Specialists from the World Bank, the Inter-American Development Bank and the United Nations Development Program (UNDP) also participated.
Most of the cities’ initiatives originated from small ventures to obtain information for project evaluation, research requirements or market analysis, and later expanded into larger-scale systems to monitor different types of markets and broader geographic regions.
Newly constructed housing and office and commercial buildings are the most frequently studied markets; price, location and product type are the basic variables being computed. Other variables are used in specific cases to obtain more precise information about each product being supplied to the market or each transaction. In all cases, statistics are gathered from the formal market, even though an estimate from Bogota indicates that this market represents only about one third of all transactions.
Newspapers, magazines or specialized publications are the major sources of market data, but building permits or visits to construction sites also provide useful information. In San Salvador, the main source is data from the banking system on credit loans for the acquisition of real estate property.
The geographical area and the time period for which statistics are computed vary from case to case. Yet, all systems face the same dilemma of losing statistical validity when reducing the size of the unit of analysis or shortening the time period. On the other hand, broadening the geographic area means a loss of homogeneity of well-defined neighborhoods, and broadening the time frame limits fine tuning of the phenomena.
General statistics and market trends are disseminated through newspapers and specialized publications, while more detailed statistics are sold through periodical bulletins and reports. Published listings of new construction provide an open and useful mechanism for correcting information, because when a case is not listed the supplier is the first one to make it known.
At present, only Brazil and Mexico are operating their information systems on a profit basis. In other countries, income from the sale of market data covers only operating expenses, but dissemination of the data provides opportunities for professional consultants to use it for related profitable activities. Thus, this information aids the private sector by making markets more transparent and helping entrepreneurs evaluate urban projects and define geographic and economic trends. For the public sector, the market data assists in the public valuation of properties and in planning purposes.
Many challenges remain to improve the coverage of urban market transactions, the quality of the information, the analysis of the data, and the debate this information can stimulate regarding urban land policy. From an academic perspective, the challenge is to improve the understanding of the phenomena being observed. From a professional perspective, it is to use the available information for better project analysis and to adjust valuation maps to establish more accurate records for property tax purposes.
Since many Latin American cities lack any type of urban market monitoring systems, the special challenge facing the participants in this ongoing project is to find ways to share their experiences to improve the efficiency of market operations and urban planning throughout the region.
Pablo Trivelli is regional coordinator of the Urban Management Program, United Nations Development Program, Santiago, Chile. The seminar was cosponsored by the Lincoln Institute with the GTZ-MINVU project, the Urban Studies Institute of the Catholic University of Chile, and Chile’s Ministry of Housing and Urban Development.
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Brownfields are industrial and commercial properties with known or suspected soil contamination problems. The environmental and financial challenges of dealing with these sites represent serious barriers to potential urban revitalization.
As the antonym for greenfields, or undeveloped land in suburban and rural communities, brownfields have made their way to the top of many urban priority lists. The National Conference of Mayors, National League of Cities, U.S. Environmental Protection Agency, U.S. Economic Development Administration, and U.S. Department of Housing and Urban Development are among the groups that have made recent brownfield policy statements.
Development Perspectives
Many central cities have nearly exhausted their supply of “clean” land for development, contributing to their loss of residents, jobs and a stable tax base. Inner-city businesses often relocate to surrounding suburbs because land is not available in the city to support their future expansion. Thus, urban brownfields give an inadvertent boost to the economic development strategies of outlying areas. This increased development pressure, in turn, can pose complex suburban and rural growth management issues.
While most known or suspected brownfields are in central cities, the problem is also evident in older inner-ring suburbs, some rural areas and military base communities. Brownfields, in short, play an important role in shaping regional development patterns by influencing the location of residential and business activities. Central cities must tackle the brownfields problem to provide new land for development and reverse their declining economic competitiveness.
Environmental Perspectives
Varying opinions exist on the extent of the brownfields problem, and more importantly what the public and private sectors should do about assessing environmental hazards on these sites. This situation will change, but not before environmental regulators clarify the relevant policies. Brownfields are not Superfund sites by regulatory definitions. The environmental and health risks of Superfund sites are significantly greater than those of brownfields. Nevertheless, brownfields can pose serious environmental threats where “real” environmental and health risks are documented through risk assessment. In many instances, however, brownfields may be less threatening than earlier thought.
Depending upon future site use, environmental and health threats can vary considerably, which raises the “how clean is clean” issue. Regulators, property owners, developers, lenders, insurers and local government officials are engaged in an open debate over future brownfields clean-up standards. Many experts, myself included, advocate standards based upon the future use of the property, as opposed to a “one standard applies to all uses” approach. Earlier regulatory practices required sites to be fully cleaned for potential residential use, which requires the highest level of clean-up. These practices are being challenged because they are so costly and because they discourage recycling of industrial land.
State Policy Innovations
Nineteen states have created voluntary brownfields clean-up programs as alternatives to regulatory enforcement. Programs such as those in Ohio, Michigan, Minnesota and New Jersey allow property owners, municipalities and other parties greater flexibility in meeting clean-up standards.
State voluntary programs are positive for several reasons. First, because they are voluntary they allow property owners and developers to initiate the process without traditional enforcement pressures. This leads to more response from private markets, and to more creative and cost-effective clean-up and redevelopment. Secondly, these programs encourage problem solving at the local level, where land use, zoning and planning regulations can contribute to solutions.
Thirdly, the state programs address key liability concerns by offering a level of “comfort” to banks, property owners, and others involved in clean-up and redevelopment. Many argue these programs must go even further. A final benefit is that state government is often willing to provide financial incentives, which experience shows are often necessary to get companies and developers to clean and reuse these properties.
State programs are expected to continue to gain momentum over time, but most administrators believe they need extra help from the EPA to make their programs more successful. They are urging federal authorities to strengthen assurances against future liability claims by stronger “comfort letters” to property owners, lenders and developers. Currently the federal government cannot provide a 100 percent delegation of authority to the states for brownfield regulation, without future federal legislative changes. Better intergovernmental coordination and greater information exchange about standards and remediation technology would help the situation. The states would welcome federal financial support for their programs, even though many will rely on private user fees to finance program administration.
Future Knowledge and Investment Needs
Most cities discover that the unknowns outweigh the facts about older industrial and commercial properties. This lack of knowledge limits city leaders’ ability to shape cost-effective strategies to cope with these problems. Knowledge is an essential ingredient in effective strategy development—ask any corporation employing knowledge strategies to best their competition. Communities with brownfields must inventory these sites and investigate the risks and opportunities associated with these properties.
Properly used, the information from these investigations can help separate real from perceived problems related to site conditions and future development potential. Knowledge can help manage the risks and reduce the uncertainty. In short, we need to end the hysteria about brownfields, which may motivate political action but also may reduce public and private confidence that cities can be revitalized and made whole once again.
Many people are searching for “deep pockets” to finance brownfield remediation. This search frightens all levels of government as budget-cutting pressures continue to grow across the public sector. Corporations and private property owners, on the other hand, reject the notion that they should either pay clean-up costs that may be unnecessary or pay for pollution problems created by previous owners or third parties.
Overall national costs to the public and private sectors of cleaning up brownfields are unknown because there is no agreed-upon definition of brownfields, and because clean-up standards continue to change. Both problems greatly affect cost estimates. City officials are unable to assess the cost of property clean-up within their jurisdictions for the same basic reasons. Future use of risk assessment techniques, coupled with the use of more cost-effective remediation technology, will help to lower these costs.
In the absence of deep pockets, communities must identify creative approaches to funding site clean-up and redevelopment. Through citywide planning, policymakers must establish useful priorities to guide their investments based upon future development trends and land use patterns. Serious environmental threats should be eliminated on any site, regardless of its development potential. In most other cases, the development potential should be a primary factor in considering next steps.
The public sector should engage corporations that own contaminated sites, banks, insurance companies, pension funds, and real estate investment funds to determine what is required to attract private capital to fund clean-up and redevelopment. Private property owners, corporations and developers should seek state and local economic development groups as potential investment partners in returning these sites to productive use.
Donald T. Iannone directs the Economic Development Program and the Great Lakes Environmental Finance Center in The Urban Center at Cleveland State University. Much of his work focuses on financing the redevelopment of brownfield sites.
Additional information in printed newsletter.
1. Photo caption: The Publicker site, a former distillery on the Delaware River in Philadelphia, was cleaned up with EPA funds and will be redeveloped as a shipping terminal.
Photo credit information: – Richard McMullin, photographer, Office of the City Representative, Philadelphia
2. Map of U.S.: EPA Brownfields Demonstration Cities
Large Cities:
Cleveland/Cuyahoga County, Ohio
Baltimore, Maryland
Detroit, Michigan
Indianapolis, Indiana
New Orleans, Louisiana
St. Louis, Missouri
Mid-Size Cities:
Birmingham, Alabama
Bridgeport, Connecticut
Knoxville, Tennessee
Louisville, Kentucky
Richmond, Virginia
Rochester, New York
Sacramento, California
Trenton, New Jersey
Smaller Cities/Clusters:
Cape Charles/Northampton County, Virginia
Laredo, Texas
Oregon Mill Sites (7 small towns), Oregon
West Central Municipal Conference, Cook County, Illinois
Caption: Eighteen cities or regions have already received grants of up to $200,000 through the EPA’s Brownfields Economic Redevelopment Initiative. An additional 32 cities will receive funds by the end of 1995. The common objectives of these projects are to assess contamination at abandoned sites; involve community residents in decision making; leverage other public and private funds for clean-up and redevelopment; resolve liability issues; and serve as role models for other communities.
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Between 1970 and 1989, 17 progressive urban reform projects were submitted to the Colombian Congress, but all failed due to opposition from the conservative party supported by the influential private sector including the construction industry and real estate developers. In 1989, after three years of parliamentary debates, Law 9a (for urban reform) was approved, despite opposition from FEDELONJAS, the entity representing the real estate and development groups. After the law was approved, FEDELONJAS brought a lawsuit before the Constitutional Court with reference to the owners’ loss of rights of those lands that were not developed during the time defined by the master plan (Plan de Ordenamiento Territorial or POT). The court ratified Law 9a, and the real estate sector protested throughout the country for what was deemed unfair expropriation without compensation. The law was considered “communist” and dangerous for the private capital linked to construction and real estate.
The city of Cali, with 2.5 million inhabitants and a large housing deficit in the early 1990s, applied Law 9a with its threat of a property taking to a large area of the city whose lands were held by a small number of owners. In anticipation, developers and builders in Cali suggested that these landowners join together in an association to develop a large amount of social housing on their properties.
As a result of this positive experience, the Cámara Nacional de la Construcción (CAMACOL, the national union of the construction industry, including developers, constructors and promoters of urban projects) supported these development processes in other cities, especially Bogotá and Medellín. The way was paved so that the private real estate sector accepted Law 388 in 1997, which was an enhancement of Law 9a, and that support has revolutionized urban land management in Colombia. The new law grants municipalities the authority to manage urban land, promotes the master plan (POT), allows urban value capture and generates instruments for land use regulation.
By 2000, discussions were no longer focused on lawsuits but rather on the advantages of obtaining land to develop projects at a lower price. The Colombian construction and real estate sectors have entered the twenty-first century with a proactive attitude toward the public capture of the land value increments (plusvalías) and other instruments of urban land management. They now understand that this legislation releases land for development, generates land sharing in large projects, and facilitates the production of social housing. Urban land prices have been moderated, and the financial capital is now used more efficiently for home building in Colombian cities. Opposition to the reforms remains, especially in intermediate-sized cities, but it is not as strong as in the 1970s and 1980s.
The change of attitude in the private real estate sector brings its interests closer to other social and collective concerns. It is clear that the proprietor owns the land, but that the right to develop land is owned by the public and may be granted through instruments such as the participation in plusvalías, transfer of development rights, or the sale of building rights. Profits from urban land development are now better distributed among all three stakeholders: the capital investor, the landowner and the municipality.
Oscar Borrera Ochoa is an economist and private urban consultant in Bogotá. He was president of FEDELONJAS from 1981 to 1990.
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This article is adapted from a policy roundtable report on national spatial development strategies prepared under the auspices of the Lincoln Institute, Regional Plan Association and the University of Pennsylvania School of Design. The roundtable was held in September 2004 at the Pocantico Conference Center of the Rockefeller Brothers Fund. The impetus for this project developed in the spring of 2004 in a graduate city planning studio directed by Robert Yaro and Jonathan Barnett, both Practice Professors in City and Regional Planning at Penn, and Visiting Professor Armando Carbonell. With funding support from the Ford Foundation’s Institute of International Education, additional input was provided by a distinguished team of European and American planning experts hosted by Professor Sir Peter Hall at the Institute of Community Studies in London, England.
European efforts to develop policies and investments for the entire continent and for regions that cross national boundaries have been organized under the umbrella of the European Spatial Development Perspective, a set of policy directives and strategies adopted by the European Union in 1999 (Faludi 2002). Over the past generation the EU has initiated a large-scale approach to planning for metropolitan growth, mobility, environmental protection and economic development. Europeans use the umbrella term “spatial planning” to describe this process, involving plans that span regional and national borders and encompass new “network cities” spread out over hundreds of kilometers (see Figure 1). The EU is also mobilizing public and private resources at the continental scale, with bold plans and investments designed to integrate the economies of and reduce the economic disparities between member states and regions, and to increase the competitiveness of the continent in global markets.
By contrast, the United States has no strategy to anticipate and manage comparable concerns, even though the U.S. population is expected to grow another 40 percent by 2050. How can this growth be accommodated in metropolitan regions that are already choking on congestion and approaching build-out under current trends and policies? How can we improve the competitiveness and livability of our own emerging constellation of network cities? How can the U.S. reduce the growing disparities in wealth and population among fast-growing coastal regions, vast interior rural areas and declining industrial cities? How can the U.S. promote regional strategies designed to address these concerns?
Two important precedents have shaped this analysis of America’s spatial development. The national development and conservation strategies prepared by President Thomas Jefferson in 1807 and President Theodore Roosevelt in 1907 stimulated the major infrastructure, conservation and regional economic development strategies that powered America’s economic growth in its first two centuries. Other major strategies and investments promoted in the administrations of Presidents Lincoln, Franklin Roosevelt and Eisenhower also had a profound impact on the nation’s growth. Some examples are the Morrill Act land grant university system, the Homestead Act, and creation of the national rail and interstate highway systems.
Economic, Demographic and Spatial Trends
Rapid population growth
The U.S. Census Bureau forecasts that the nation’s population will grow by 40 percent to 430 million by 2050, whereas most European countries are expected to lose significant numbers of residents, due to declining birth rates and limited immigration. This means we must build half again as much housing and as much commercial and retail space and the infrastructure needed to support these activities in the next half century as we have in the past two centuries.
The study of historical settlement patterns sheds light on current and future patterns. While early settlers clung primarily to the coasts and in compact urban regions, the inventions of rail transportation and later the automobile forever changed settlement patterns and allowed people to set up homes in the interior of the country and in highly decentralized metropolitan areas. Fast-growing Sunbelt states, such as Texas, California and Florida, are expected to see sustained rapid population growth, spurred by the trend of immigrant populations settling in those and surrounding states.
While most central cities will continue to grow at a moderate pace, many metropolitan regions around these urban cores are expected to experience remarkable development. As the city of Philadelphia continues to lose population, for example, its adjacent suburbs and areas further outside the city continue to grow. In general, however, the number of people living in urbanized areas as opposed to rural areas is projected to continue rising, signaling an increase in the amount of urbanized land in the coming decades.
The building out of suburban America
Since 1970 the vast majority of the nation’s economic and population growth has occurred in 30 large metropolitan regions, mostly in their sprawling outer rings. While some cities and inner-ring suburbs are now experiencing infill development and renewed population growth, many others are approaching “build-out,” which increases traffic congestion and commuting times, contributes to loss of farmland, and creates conflicts between new development and green infrastructure, such as public water supplies and wildlife habitat.
In less than three centuries, 46 million acres of America’s virgin landscape have been converted to urban uses. In the next 25 years that number will more than double to 112 million acres. If current growth and land consumption rates continue, another 100 million acres will be urbanized by 2050, at a rate seven times faster than the population will grow.
Uneven and inequitable growth patterns
While most population and economic growth has been in large metropolitan regions, other areas of the country have experienced losses. Large rural regions where resource-based economies or groundwater reserves are in permanent decline are left without the means to support even basic services. A number of large urban centers and second-tier cities also have experienced decades of decline. For example, Philadelphia, Baltimore, Pittsburgh, Cleveland, Detroit, St. Louis and New Orleans have lost a third or more of their populations since 1960. Even in cities where the outer-ring suburbs have grown, many inner cities and inner-ring suburbs have lost residents, tax base and economic activity, and poverty has become highly concentrated. Many of these places have high concentrations of African-Americans, Native Americans, Latinos and poor whites who will be increasingly disadvantaged as economic opportunities in these regions decline.
In contrast with the U.S., the European Union for decades has invested vast sums to promote development and redevelopment of comparable bypassed areas. These investments have produced dramatic results in revitalizing the economies of Ireland, Spain, Portugal and Greece, and formerly depressed cities and regions in Europe’s periphery. Similar strategic investments in America’s disadvantaged cities and regions could produce comparable results.
Limited infrastructure capacity
Metropolitan infrastructure of all kinds, most of it built in the last half of the twentieth century, will reach its capacity limits in the first decades of the twenty-first century. Unless new capacity is created in roads, rails, airports, seaports and other systems, the nation’s economic potential will be artificially limited. Federal transportation investments over the past decade have been largely focused on maintaining the existing infrastructure, not on expanding the capacity of these systems.
Over the last 50 years, Americans have become increasingly mobile. The increase in miles traveled per person has been most pronounced in car and aircraft travel, creating new challenges to keep various types of transportation corridors congestion-free. At the same time, congestion poses a serious threat to manufacturing and freight sectors of the economy. Experts believe that by 2020 there will be nearly a doubling of trucks on the roadways over current numbers. Significant policy measures are needed to channel more resources into high-capacity transportation systems for both individual and commercial activity.
Emergence of megalopolis
In 1961 French geographer Jean Gottman described the Boston–Washington Megalopolis. Between now and 2050, more than half of the nation’s population growth, and perhaps as much as two-thirds of its economic growth, will occur in this and seven other emerging megalopolitan regions whose extended networks of metropolitan centers are linked by interstate highway and rail corridors. Similar networks of cities in Europe and Asia are now seen as the new competitive units in the global economy. Major public and private investments are being made in high-speed rail, broadband communications and other infrastructure to strengthen transportation and economic synergies among their component centers.
The New Megalopolis
The new megalopolis is a model for cooperation among the cities and regions in the U.S. that are growing together and creating diseconomies in congested transportation networks, which in turn affect the economic vitality and quality of life of these regions. This model is based on the idea that if the cities in these colliding regions work together they can create a new urban form that will increase economic opportunity and global competitiveness for each individual city and for the nation as a whole.
These component metropolitan areas will have to cooperate in the formation of a structure that takes advantage of the complementary roles of each area while addressing common concerns in the areas of transportation, economic development, environmental protection, and equity. The new megalopolis model will contribute to improving social and economic cohesion along with a better territorial balance, and will support more sustainable development by emphasizing collaboration on important policy issues, infrastructure investments and instruments for facilitating economic growth and job creation.
To facilitate the development of megalopolitan areas, the U.S. could focus on creating a truly intermodal network linking rail, highway and air transportation. Such connections would relieve congested airports and provide greater options for freight movement. The resulting transportation flexibility would be less vulnerable to terrorist attacks and disaster. Furthermore, regional infrastructure and development focused around rail stations would shape and redirect urban growth in more efficient, less sprawling patterns.
Our current direction is building a country whose competitiveness is threatened by inefficient urban forms and declining rural communities. The new megalopolis concept points us in a different direction, one in which urban areas and their surrounding regions work together on a larger scale to address common concerns and share their complementary strengths. This new model would produce an America that is environmentally sustainable, socially equitable, and competitive in an increasingly global economy.
Six distinctive regions can be identified based on common history, geographic location and topography: the Northeast, Mid-Atlantic, South, Midwest, Southwest and West. Most of the nation’s rapid population growth, and an even larger share of its economic expansion, is expected to occur in eight emerging metropolitan areas spread over thousands of square miles and located in every one of these regions (see Figure 2). These megalopolitan areas are becoming America’s economic engines: centers of technological and cultural innovation where the vast majority of immigrants who are driving population and economic growth will assimilate into the economic and social mainstream.
In Europe and Asia similar network cities are already being seen as the new competitive units in the global economy. The European Union and national governments in Europe, China and Japan are investing hundreds of billions of dollars in new intermodal transportation and communication links and other infrastructure to underpin the capacity, efficiency and livability of these regions. In all of these places, new high-speed rail networks are integrating the economies of formerly isolated regions.
Toward an American Spatial Development Perspective
An American Spatial Development Perspective (ASDP) could encompass long-range strategies to achieve five broad national goals.
The federal government could play a crucial role in this process, through collaborations with existing and emerging “bottom-up” networks of interconnected regional strategies, encompassing each of the emerging megalopoli. Ideally, the federal government would help coordinate and “incentivize” these planning efforts, but rely on local and regional initiatives to drive each region’s own strategies.
The federal government could also lead in coordinating infrastructure planning and investments for national and regional intermodal, high-speed transportation networks, as it did in promoting creation of the national rail and interstate highway systems. These investments would be made through partnerships between federal, state and regional government, and private investors. User fees, tolls and fares would cover a substantial portion of the cost of developing and managing these systems.
Regional strategies could also promote investments in major higher education and research institutions needed to maintain the nation’s competitive advantage in technology and create a lifelong learning system to help skilled workers adapt to economic change. This broad approach could also identify the important natural resource systems that sustain public water supplies, biological resources, sense of place and recreational opportunities. Future growth could be designed to reuse formerly used sites and to reclaim and restore impaired landscapes and natural resource systems.
Plans for these infrastructure systems should be closely coordinated with strategies for smaller-scale urban and regional development, to ensure that future development patterns support, and are supported by, these infrastructure investments. Federal and state governments could invest in demonstration projects to test innovative transportation, land use, environmental and other strategies.
Building and Financing the ASDP
The proposed new infrastructure systems and urban development outlined in this article could cost trillions of dollars, much of which could be financed through user fees and public-private partnerships. It should also be possible to employ modest payroll or other taxes to finance some of these investments, which would generate trillions of dollars of new economic capacity for the whole nation. The expected doubling of the national economy by 2050 would expand the gross domestic product by more than $14 trillion (in constant dollars). Redirecting even a small share of the growth of tax revenues in these strategic investments could secure the nation’s economic future.
For over a hundred years, the U.S. has financed major infrastructure projects through a “top-down” system, with major funding from the federal government complemented by state resources. Based on general public agreement of national priorities, this model financed several generations of growth and paid for one of the world’s great infrastructure systems. However, this approach is now being challenged as the needs of maintaining our aging infrastructure systems outpace federal and state funding, to say nothing of new capacity expansion. Today we witness a debate between “donor” and “donee” states over the fairness of federal transportation funds, even as the total amount of federal dollars falls far short of estimated needs. As a result, we find ourselves increasingly starved for capital for infrastructure systems.
To provide more funding for system maintenance and expansion, metropolitan regions are looking to new and innovative financing systems. Public authorities use their tax-free status to attract private dollars through bond issuances, sales and lease-back arrangements. New user fees, such as congestion pricing or high-occupancy-vehicle lanes on toll roads, link charges to those who benefit the most from new investments, creating new revenue streams. And value capture models, such as tax increment financing, allow increases in land values to finance infrastructure investments.
The federal government is advancing instruments such as TIFIA, the Transportation Infrastructure Innovation Act, to stimulate the development of these projects. However, megalopolitan areas have a critical role to play in this emerging system. They provide a vital link between state and federal government and local jurisdictions, which in many cases have the last word over land use decisions. These regional areas transcend political boundaries and capture the true economic and social geography of their communities. And they have the size, capacity and expertise to undertake complex planning strategies.
Armando Carbonell is senior fellow and co-chair of the Lincoln Institute’s Department of Planning and Development. Robert D. Yaro is president of the Regional Plan Association in New York City.
References
Faludi, Andreas, ed. 2002. European spatial planning. Cambridge, MA: Lincoln Institute of Land Policy.
Lincoln Institute of Land Policy and Regional Plan Association. 2004. Toward an American spatial development perspective. Policy Roundtable Report. September.
University of Pennsylvania School of Design. 2004. Planning for America in a global economy: 2004–2005. City Planning Studio Report. Spring.
