Taking a Lesson in Math to Limit Urban Sprawl
Without a fundamental shift by government to address the fundamental policies that exacerbate urban sprawl, building new light rail systems and subsidizing select projects alone will have little impact on urban growth patterns or environmental preservation.
Order of operations matters. In math, we know the correct solution to several numeric figures hinges on doing your multiplication before subtraction, for example. Screw up the order and you get the wrong answer and a lot of wasted effort. In matters of urban development, there is an analogous situation. But in the real world, you can't just erase the answer if you've miscalculated your order of operations.
The current planning wisdom holds that subsidizing light rail transit systems and downtown redevelopment projects will spur more dense development near transit stations and infill locations thereby reducing urban sprawl, auto use and related congestion and pollution. Another favored intervention, especially in the West, is the urban growth boundary sometimes euphemistically referred to as a greenbelt. Simultaneously, there are dozens of other policies which are in fact, increasing sprawl. But, aggressively attacking one component of urban development without consideration of its causes can lead to poor results and unintended consequences.
Consider that urban growth boundaries do not really preserve open space as much as transfer it to other areas and then by restricting developable land in urban areas, housing prices are artificially inflated. Possibly even worse, development sometimes leapfrogs (a favorite planning term) further outside the growth perimeter into more remote open space. Light rail systems compete, to some extent, with existing bus routes and have done little to solve traffic congestion in many of the nation's cities. Despite the best intentions, there are good reasons why this two-pronged strategy fails.
A host of policies contribute to our sprawling urban regions such as zoning, revenue-raising land use decisions by cities, poor and inadequate pricing of infrastructure and natural resources, corporate welfare-like economic development by some suburban local governments, and lack of school choice. Without first addressing these fundamental policy flaws in our urban regions, building big shiny, new public works projects and drawing arbitrary lines around cities is likely to have little positive effect.
A better order of operations would be as follows. First, preserve open space in the most remote, pristine areas where there is little development pressure as of yet. The land is cheaper and there would be less political upheaval. Second, start pricing infrastructure such as roads, water/sewer, and other "public services" like utilities, according to use. Third, stop using local land use regulation to swell city coffers and stop pandering to NIMBY activists to limit innovative and high density developments. Fourth, eliminate barriers to downtown or city living by reducing crime, offering school choice, and cleaning up toxic sites known as brownfields. Allowing markets to respond to these new policies and conditions will likely create a more compact region, one desired by planners and environmentalists. Finally, allow private transit companies to offer a transit product that makes the most sense given the emerging land use pattern.
The current conventional wisdom tells us that the order does not matter and that enacting growth boundaries, building fixed-route transit systems, and promoting high density development near transit stations will reshape America's metropolitan regions and provide environmental benefits. It tells us that an overhaul of zoning can occur later and that infrastructure pricing is not a prerequisite for the shifting of urban form. It tells us that local economic development is in fact, desirable. Unfortunately, this conventional wisdom ignores the underlying economic forces of land development and simply discards the unintended adverse effects of the strategy on the environment, home buyers, commuters, and taxpayers. By acting out of order, we risk large public expenditures with little return and unintended consequences. If roads, autos, and low density development do not pay the full costs associated with their development and use, transit and high density development will have difficulty competing and subsidies will exist in vain. If Euclidian zoning and its sprawl-like requirements are not changed first, what large-scale competitive chance does compact or new urbanist style development have? They will simply be the exceptions in a sea of conventional development with many projects requiring direct public spending to succeed.
Without a fundamental shift by state and local governments to address the fundamental policies that exacerbate urban sprawl, building new light rail systems and subsidizing select projects alone will have no major impact on urban growth patterns or environmental preservation. Let's learn a lesson from math, get the order right, and alleviate the negatives of urban sprawl the right way.
Chris Fiscelli is a Senior Fellow at the Reason Public Policy Institute's Urban Futures Program. Chris spent the previous three years in the real estate industry as a market analyst. Prior to that, he worked as a Research and Policy Analyst for the Arizona Legislative Council conducting policy-related studies and analyzing a variety of policy issues for the State Legislature. Chris also worked in local government as a land use and economic development planner.
Chris earned a Bachelor of Science in Land Use Planning from Eastern Michigan University. He also holds a Master of Science in Policy Analysis from Penn State University where he focused on urban development issues.
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What offsets cost of having to live in urban area?
Mr. Fiscelli tells us that we should block development of land far from cities, properly charge for quasi-public goods, ignore NIMBY-heads, and make cities attractive places.
Properly pricing quasi-public goods is something that should *always* be done whenever possible. But suppose that his fourth step is achieved: Urban crime goes down, schools improve, and brownfields are cleaned up. Why, then, would we need to preserve land away from the city?
If public goods are properly priced and if barriers to moving to cities are removed, then if people still want to move to undeveloped areas it is because they prefer those areas to urban areas. It is a fact of life that forcing those people to live in cities by proscribing development of the hinterland will *necessarily* harm them.
Just as one person may have a preference for being an urbanite and having a forest to stay untouched, another person may have prefer to be a sub- or exurbanite and have no concern whether a forest has some development in it. If the second person if forced into an urban area by public policy, then she is being unambigiously harmed by said policy. It would be unethical to claim that her preferences are arbitrarily less valuable than the urbanite's preferences. The question then becomes: How do you intend to compensate the would-be suburbanite for the harm done to her through land-use policy?
I suspect that Mr. Fiscelli's first so-called "order of operation" is an implicit admission that urban areas, even ones with low crime and few brownfields, simply are unattractive to many people. There are plenty of people who simply prefer non-urban settings, and preservation programs are required to force those people into urban areas.
In order to maximize welfare, i.e. well-being, those people need to be compensated for the damage done to them by land-use policy. Mr. Fiscelli simply doesn't consider this possibility. He is not presenting a roadmap to a better world; he is presenting a roadmap to a world where people who desire to live in non-urban areas are arbitrarily forced to bear the costs that urbanites impose on them.
Mr. Fiscelli claims that he is "allowing markets to respond to these new policies," when in fact his very first suggestion is an anti-market intervention. Mr. Fiscelli offers no viable argument showing a market failure in land use, yet his first step to a brighter future is to assume that he is better able to determine the optimal distribution of resources than the market.
Here is a much better plan to deal with urban sprawl: First determine the market failures causing it. Second, correct or minimize them. Third, if there still is sprawl, accept sprawl as evidence that people are becoming happier and better off--restricting choice is *necessarily* welfare reducing.
Preaching to the Choir
I enjoyed the article and agree with much of it. The problem, at least in my community, is that the Planners are not the people making the decisions(City Council). The NIMBY's are.
Unitization
...is what you are referring to. It's regional planning corollary would require eminent domain, therefore it's not likely. The market does offer a solution, though, properly put together regional planning can provide participating property owners with more money that if they were to act on their own. For those that do not care to participate, we pay for options and rights of refusal, to consolidate control, then we work with pension and equity funds to acquire their property at current market rates. The investors secure and earn a portion of the greater long term value.
re: alignment issues
I was just reading an obituary in the New York Times (I didn't save it) about a guy considered to be the leading oil wildcatter in Texas. As a member of the relevant government commission in Texas, he made sure a law was passed that required that each field be managed collectively, for the best overall resource use and management plan, because each individual owner maximizing his own interest would be detrimental overall. Why that isn't a consideration for overall land use planning and development is beyond me?
http://www.nytimes.com/2004/11/14/national/14halbouty.html?oref=login
Alignment issues
Until we align the carrying capacity of the landscape, with the goals of the property owners in that place, and the demands and absorption rate of the market in that place, we will have sprawl. Control must be consolidate to a single entity, yes, but not a top-down agency. Control must be consolidated to the people in that place, enabling them to best manage the landscape for their future goals and needs and to retain the community values already in place. These values are why people are moving to the rural/suburban fringe, but as development removes existing relationships from the landscape, new dollars - in development parlance 'soft costs' - have to be invested for community building. The new community is not what brought consumers to that area in the first place and this, I believe, is a considerable factor in the general disappointment in suburban neighborhoods.
Given the opportunity to plan and manage for their own future, simple market economics will help them do the right things. My goal when working with landowners is to maximize the value of their lands. It just so happens that value maximization involves a balance of conservation, development, and redevelopment - all directed by the landscape and the market. Something to remember is that there are two kinds of value - particularly with landowners - financial and personal. Given the opportunity to exercise one set of values many are willing to forego some of the other.
The benefits of a multipronged approach
I enjoyed Chris' article and found it be refreshingly progressive for an RPPI piece.
However, while I understand the importance of "order of operations", I think one has to consider the special nature of large infrastructure investments, and the timelines involved from conception to inception. Yes, ideally we would fix the zoning, NIMBYism, and inner city QOL issues in order to create a self-sustaining demand for transit and TOD investments which could then be expeditiously put into place. However, the modern reality is that it take a LONG time to get transit and large TOD developments designed, approved, financed, and built (LA's Metrorail system and Playa Vista are two examples). This reality requires concurrent efforts on all of the "operations" if we want to see any meaningful progress in our lifetimes.
A step forward
I think this is a decent editorial. The comment about "land pooling" is a good one, and undergirds my one reservation. The reason that LR and TOD don't, in and of themselves, change a lot of things in the short run is because of the massive decentralization of regions and increasing land use and size of properties. Houses keep getting bigger, even as household size decreases. So do lot sizes, except in areas where land is especially pricy.
To me, the two "first orders of change" in advance of the five listed by Mr. Fiscelli, concern re-centralizing of activity in some sense. That probably comes from an urban growth boundary which would require development towards the core. A third change, Smart Codes instead of zoning, would also help, to ensure quality site design as well as quality design of individual buildings.
Note that LR and TOD reap extra-normal gains where there is already decent density, urban form, grid, and mixed use. OTOH, LR or HR being put in the suburbs of Salt Lake City isn't going to do much in the short, intermediate, or long term... Unfortunately, some LR systems are more political and development engines than sprawl reducers.
re: Landpooling
David, I found your comment on Chris's op/ed fascinating. I'd love to learn more about this landpooling concept. Perhaps you could write an article about it for us. Please email me to discuss.
Market-based Regional Planning: Landpooling
Changing fundamental policies is a starting point, however, I believe a real solution will only be found if we look further ahead (and a bit back in time as well.) Sprawl and natural resource fragmentation occur because our planning process is applied and amended parcel-by-parcel, project-by-project. Economically speaking, one must realize that each parcel only represents a portion of the area's market opportunity and, from an environmental perspective, recognize that the natural resources we aim to protect rarely reside fully within one parcel. Ian McHarg, as ever a bit ahead of his time, proposed a solution over thirty years ago. His 'Plan for the Valleys' is a premise upon which we are building our business. Using economic and ecological analysis, we determine which parcels most effectively control what opportunities and then help those property owners create a business together that maximizes value. By assembling control to one entity, of which the property owners are the shareholders and board of directors, we avoid the real fundamental problem with today's planning and development process - the 'tragedy of the commons'.