Post(s) tagged with "urbanization"

Census Estimates for 2011 Show Population Growth in New York - Sam Roberts via NYTimes.com ⇢

New York is growing faster than projected, a combination of increased immigration, higher birthrates, and decreased emigration.

Sam Roberts via NYTimes.com

New York City gained nearly 70,000 residents in the 15 months ended July 1, 2011, almost matching the growth of the 1990s, when an influx of foreigners set annual records, according to census estimates released on Wednesday.

[…]

In the estimates by the Census Bureau for July 1, 2011, the biggest gains were recorded in Brooklyn and Queens. Brooklyn had gained nearly 28,000 people since April 1, 2010, and Queens had gained more than 17,000.

Those gains, combined with increases in every other borough, boosted the city’s population by 69,777, to 8,244,910.

Remember that Brooklyn is an area with growing numbers of Hispanic and Asian immigrants, Hasidic Jews, and the largest concentration of ‘artists’ in the history of the world.

Also keep in mind that they faster that humanity crams itself into cities, the better for the environment, as well as for human social innovation. So the increase in New York and other US cities is largely a move in the right direction (although the US southwest has a long term water problem).

Driverless Car Could Defy the Rules of Sprawl - Robert Bruegmann via Bloomberg ⇢

Briegmann wonders if the driverless (autonomous) car would lead to reduced congestion, but also greater sprawl?

Robert Bruegmann via Bloomberg

The driverless car might well substantially alter all the equations: the division between public and private, the collective and individual. Transportation policy has never been as clear as the polemics on the subject would suggest. The taxi, for example, has long shared characteristics of each. In recent years, the divide between public and private transport has been further eroded with the Zipcar (ZIP), Super Shuttle and other on- demand vehicles such as Personal Rapid Transit, a system of small automated vehicles running on guideways. A pioneering and successful example of PRT, constructed in the 1970s, can still be seen in operation in Morgantown, West Virginia.

Flexible System

What the driverless automobile might do is further break down the distinctions. Suppose an individual can summon a vehicle on demand — a small capsule like a golf cart for doing errands in the city, for example, or something more like a van to transport a track team to another city — and that vehicle can go directly from starting point to destination. The flexibility this system could provide might well reduce the incentive for owning an automobile, which has to serve all purposes, is expensive to buy and maintain, and in most cases spends most of its time taking up valuable space in a garage or parking lot.

If the driverless car reduces congestion by maximizing the use of existing highways and taking passengers farther and faster with greater comfort, it could lead to even more dispersed cities. But it could also have the opposite effect.

Given the large amount of space devoted to roads and parking in American cities, even minor increases in collective use of vehicles could lead to less need for new pavement and parking and to higher residential and commercial densities. This would reinforce a trend that is already visible, as new development at the far suburban edge of most urban regions is currently being created at higher densities than in the past and there is a great deal of infill in city centers and close-in suburbs.

Although the driverless automobile, like almost every technological advance, will undoubtedly bring on a great many new problems, it could also help ease several existing problems caused by the automobile, notably traffic fatalities and congestion.

My bet is that the transition will follow an S curve of adoption, with very different models at different stages. At first, when less than 15% of the population use auto-autos it will be like today’s electric cars: a personal choice, but basically leading to only small changes in the ecosystem: for example, very few chargers at strip malls and offices. It is only after the early majority start to adopt auto-autos that things will really change, and I bet it will unfold fastest in cities.

Bruegman mentions taxis as vehicles that have elements of both public and private transportation. What happens, though, when taxis are autonomous, and no longer require taxi drivers? First of all, they become much much cheaper. Let’s imagine that 50% of the expense of a taxi is the human driving it. So taxi fares could — would — drop by at least half, and probably more, including the tip!

Stackable city cars like these are the taxis of the future

In such a scenario, those living anywhere with a high enough population density to support taxis would have very strong motivations to not own a car, much more so that today, even given taxis, Zipcar and other public transport. In areas of lower density, even those where taxis are not really viable in large numbers, taxis would become much more prevalent.

My sense is that this would allow for a strong incentive for people to move from lower to higher density areas, along with the added benefit of not requiring parking for the no-longer necessary car.

In the late 1990s, high-end outer suburbs contained most of the expensive housing in the United States, as measured by price per square foot, according to data I analyzed from the Zillow real estate database. Today, the most expensive housing is in the high-density, pedestrian-friendly neighborhoods of the center city and inner suburbs. Some of the most expensive neighborhoods in their metropolitan areas are Capitol Hill in Seattle; Virginia Highland in Atlanta; German Village in Columbus, Ohio, and Logan Circle in Washington. Considered slums as recently as 30 years ago, they have been transformed by gentrification.

Simply put, there has been a profound structural shift — a reversal of what took place in the 1950s, when drivable suburbs boomed and flourished as center cities emptied and withered.

The shift is durable and lasting because of a major demographic event: the convergence of the two largest generations in American history, the baby boomers (born between 1946 and 1964) and the millennials (born between 1979 and 1996), which today represent half of the total population.

Many boomers are now empty nesters and approaching retirement. Generally this means that they will downsize their housing in the near future. Boomers want to live in a walkable urban downtown, a suburban town center or a small town, according to a recent survey by the National Association of Realtors.

The millennials are just now beginning to emerge from the nest — at least those who can afford to live on their own. This coming-of-age cohort also favors urban downtowns and suburban town centers — for lifestyle reasons and the convenience of not having to own cars.

Over all, only 12 percent of future homebuyers want the drivable suburban-fringe houses that are in such oversupply, according to the Realtors survey. This lack of demand all but guarantees continued price declines. Boomers selling their fringe housing will only add to the glut. Nothing the federal government can do will reverse this.

Many drivable-fringe house prices are now below replacement value, meaning the land under the house has no value and the sticks and bricks are worth less than they would cost to replace. This means there is no financial incentive to maintain the house; the next dollar invested will not be recouped upon resale. Many of these houses will be converted to rentals, which are rarely as well maintained as owner-occupied housing. Add the fact that the houses were built with cheap materials and methods to begin with, and you see why many fringe suburbs are turning into slums, with abandoned housing and rising crime.

Christopher Leinberger, The Death of the Fringe Suburb

The New York Times

Waidi Ren and Hukuo: The Two-Tiered Society in China

Waidi ren, or ‘outsiders’, are the rural unskilled who migrate to China’s booming cities illegally, and are forming a permanent underclass:

Andrew Jacobs, China Takes Aim at Rural Influx

According to the Beijing Bureau of Statistics, more than one-third of the capital’s 19.6 million residents are migrants from China’s rural hinterland, a figure that has grown by about 6 million just since 2000.

Numbers like these worry the governing Communist Party, which has a particular aversion to the specter of urban slums and their potential as cauldrons for social instability.

[…]

Known derisively as “waidi ren,” or outsiders, the migrants are the cut-rate muscle that makes it eminently affordable for better-off Chinese to dine out, hire full-time nannies and ride new subway lines in places like Shanghai, Guangzhou and Shenzhen.

“The middle class hates to see that kind of poverty, but they can’t live without their cheap labor,” said Kam Wing Chan, a professor at the University of Washington who studies China’s rural-migrant policies.

To manage the huge population flows — and its own fears — the government relies on an internal passport and registration system dating from the Mao years that ties access to education, health care and pensions to the birthplace of a person’s parent. The hukou system, as it is called, has created a two-tiered population in many Chinese cities: those with legal residency and those without.

Though urbanization is a central tenet of the party’s latest five-year economic plan for the country, Mr. Chan says, the 250 million rural migrants who are expected to move to cities in the next 15 years could become a source of social unrest unless the hukou system is reformed. “Having that many second-class citizens in Chinese cities is dangerous,” he said.

Obtaining an urban residence permit, called a hukou, is possible only for those with deep pockets or top-notch connections, so struggling migrants live in a gray zone of pay-as-you-go medical care, dingy rented rooms and unregistered schools where the education is middling at best. Byzantine property ownership and bank-loan rules mean that most rural hukou holders are frozen out of the housing market even if they can afford a down payment on an apartment.

[…]

In a rare act of coordinated defiance, more than a dozen newspapers across the country jointly published an editorial last year calling on the government to take on the nettlesome process of reform. “We believe in people born to be free and people possessing the right to migrate freely,” the editorial declared. Within hours, however, the editorial was pulled from the papers’ Web sites and several editors were punished.

Since then, some Chinese scholars have been reluctant to speak out on the issue — indeed, a half-dozen experts on the subject each declined to comment for this article. Others, who were willing to discuss the matter, warned that the status quo was producing the very situation China’s leaders want to avoid.

As income gaps widen and inflation takes its toll on the paltry incomes of big-city migrants, many workers are becoming increasingly bitter. “The system as it stands now is only feeding instability,” said Jia Xijin, a public policy expert at Tsinghua University. “Rural and urban residents contribute to our nation, and they both pay taxes. But they don’t equally benefit. The injustice is glaring.”

One of the problems inherent in China’s urbanization arising from the desire to slow the migration of rural citizens to the cities, but factory owners need low-cost workers. The Chinese leadership is caught in a dilemma of growth. If migration is unfettered, the rural countrysides would be hollowed out even faster that they are now, with 25% of Beijings inhabitants are waidi ren. Inevitably, these outsiders will demand higher pay, and the cost of Chinese products will climb. 

In terms of urbanization, Beijing has two sides: the legal districts, with middle class and upper class Beijingers, and the illegal zones, where waidi ren live in substandard housing, with their kids denied access to subsidized schools, and no access to health care. But these have to be relatively close together, since the waidi ren work as nannies, cooks, and factory workers, coming into daily contact with legal citizens, their bosses and customers.

This is a frail system, and will fail, especially when the kids come of age. They won’t tolerate being shut out.

Zuckerberg Proves He’s No Math Whiz

Alexia Tsotsis, Mark Zuckerberg Explains His Law Of Social Sharing

Zuckerberg explained that in accordance with Facebook’s data, social sharing functions exponentially, so that the amount of stuff you shared today is double the amount of stuff you shared a year ago and the stuff that you will share a year from now will be double the amount you’ve shared today. In Mark Zuckerberg’s Law of Social Sharing, Y = C *2^X — Where X is time, Y is what you will be sharing and C is a constant.

Holding that most people intuitively misunderstand the profundity of exponential growth, Zuckerberg provided the example of a piece of paper folded upon itself 50 times. “If you took a piece of paper and folded it on itself 50 times, how tall would it be?” He continued, “Most people would say a few feet … Turns out it goes to the moon and back 10 times … I mean it’s 2^50 * the height of the paper. It’s a small base doubling many times.”

Whether Zuckerberg’s concise prediction of human sharing behavior is accurate remains to be seen. As Chris Dixon points out, it seems kind of absurd that people will be sharing 1,048,576 (2^20) times the items of information they are sharing today twenty years from now.

It’s impossible.

However, there is a curious power law of social sharing lurking in the nets somewhere, probably something that parallels Reed’s Law, which states that the value of a network increases as a function of the number of groups that are formed in the network. Perhaps, updated to a function of the number of productive relationships each member of the network has?

My bet is that overall sharing in the network increases as a function of both content, specifically the salience and distinctiveness of what people see, and context, which includes both the features of the tools we use to access and communicate through the network, and the nature of the relationship to the person who is the source of information.

The combination of these factors is generally misunderstood. I am much more likely to share information that is unique and timely, and the likelihood of that is principally a function of who I am following. The single greatest factor in information sharing is quality of sources: the more they provide distinctive and compelling messages, the more likely I am to pass those messages along. And therefore by extension, the more likely I am to influence those that follow me to do the same.

So Zuckerberg is wrong to suggest that social sharing will increase without regard to our choices, like the way the universe expands uniformally, as discovered by Edwin Hubble.

On the contrary, sharing increases as a function of our connection to each other.

Damon Centola has shown that increasing social density increases the likelihood and rate at which ideas can travel through social networks. So the factors that increase social density — better social tools, urbanization, ubiquitous connectivity — come to bear directly on this.

It’s not like Hubble’s constant, but a variable, depending on us and the tools we build and use. And most importantly, on the people we chose to follow.

Source: TechCrunch

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