Twelve conceptually distinct dimensions of land use patterns are operationalized for 50 large US metropolitan areas using a battery of indices. Common patterns of variation in these indices across metropolitan areas are discerned using correlation and factor analyses. We find that: (1) seven principal components best summarize the dimensions of housing and employment land uses, (2) metro areas often exhibit both high and low levels of sprawl-like patterns across the seven components, and (3) housing and employment aspects of sprawllike patterns differ in nature. Thus, land use patterns prove multi-dimensional in both theory and practice. Exploratory analyses indicate: (1) little regional variation in land use patterns, (2) metro areas with larger populations are more dense/continuous with greater housing centrality and concentration of employment in the core, (3) older areas have higher degrees of housing concentration and employment in the core, (4) constrained areas evince greater density/continuity, and (5) inter-metropolitan variations in several dimensions of land use patterns are not well explained by population, age, growth patterns, or topographical constraints on development. Results imply that policymakers must carefully unravel which land use dimension is causing undesirable outcomes, and then devise precise policy instruments to change only this dimension.
The paper explores relationships between seven dimensions of land use in 1990 and subsequent levels of three traffic congestion outcomes in 2000 for a sample of 50 large US urban areas. Multiple regression models are developed to address several methodological concerns, including reverse causation and time-lags. Controlling for prior levels of congestion and changes in an urban area's transport network and relevant demographics, it is found that: density/ continuity is positively related to subsequent roadway ADT/lane and delay per capita; housing centrality is positively related to subsequent delay per capita; and housing-job proximity is inversely related to subsequent commute time. Only the last result corresponds to the conventional wisdom that more compact metropolitan land use patterns reduce traffic congestion. These results prove two points: that the choice of congestion measure may substantively affect the results; and that multivariate statistical analyses are necessary to control for potentially confounding influences, such as population growth and investment in the transport network.
Our concern in this article is corporate civic elite organizations and their role in social production and urban policy in the United States. Recent urban literature has suggested that the power and influence of CEO organizations has declined and that there has been some disengagement of corporate elites from civic efforts in many urban areas. Yet while these trends and their likely consequences are generally acknowledged, relatively little empirical research has been conducted on the nature and extent of the shifts in corporate civic leadership and on how these shifts have affected the civic agendas of central cities and metropolitan regions. In this study we obtain data from 19 large metropolitan areas in order to more systematically examine shifts in corporate civic leadership and their consequences. Our results suggest that the institutional autonomy, time, and personal connections to the central cities of many CEOs have diminished and that the civic organizations though which CEOs work appear to have experienced lowered capacity for sustained action. These trends suggest that while many CEOs and their firms will continue to commit their time and their firms' slack resources to civic enterprises, the problems they address will differ from those tackled in the past. We discuss the important implications these shifts have for the future of corporate civic engagement in urban problem solving and for the practice of urban governance.
In Arlington, Virginia, a steady evolutionary change in biking policy during the last three decades has yielded some of the nation's best biking assets. It has a comprehensive, well-connected, highly integrated, well-mapped, and well-signed system of shared-use paved trails, bike lanes, bike routes, and other biking assets, such as workplace showers. Understanding the conditions that led to Arlington's current biking system can provide lessons in the strategy and tactics of active-living politics. One potentially effective political strategy that was successful in Arlington is for activists to pressure elected officials to select professional managers who see bike-ways as crucial to the overall transportation system. Then it is important to formalize the government-citizen relationship through an advisory panel. Also, in Arlington, the incremental creation of biking assets helped create demand for more and better facilities. In turn, this created political support for expanding and upgrading. Finally, Arlington used potentially negative circumstances (e.g., the building of highway corridors, the introduction of the Metro) as opportunities to change the built environment in ways that have encouraged more active living.
National development policy must address uneven economic performance, disparities in unemployment rates, and income inequities between city and suburban residents and between minority groups and whites. The goals of such a policy are improved economic performance and the reduction of intrametrpolitan disparities in the economic well‐being of residents. Four policy approaches are identified: productivity enhancing policies, cost reduction subsidies, demand‐side policies, and institutional policy. The authors argue that the most effective policy solutions will be drawn from productivity enhancing and institutional policies, especially improving the education and training of the labor force. They suggest that productivity enhancing education and human resource policies are more important to urban economic development than traditional cost reduction subsidies such as tax concessions or enterprise zones. They recommend a variety of institutional policies to provide a more level playing field and reduce nonproductive competition among state and local governments, to improve labor market efficiency, particularly within metropolitan areas, and to reduce metropolitan political fragmentation as a means of reducing disparities within metropolitan areas.
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The Mid-Atlantic Integrated Assessment (MAIA) and its partner, University of Maryland, Baltimore County (UMBC) have developed a graduate-level course focused on successful application of science by decision-makers to address a particular problem. Students conduct a literature review, interview the decision-makers and scientists, and synthesize and document the management problem, the science that was applied to that problem, and other issues that might constrain or drive the solution (e.g., legalities, social pressures, expense, politics, personalities, etc.). Students also quantify the results, evaluate who the intended audience is and how they most appropriately target them, and determine if there are other management problems that could be addressed with the science. The final products are short publications geared towards other decision-makers who might have a similar problem and might be seeking successful innovative solutions. MAIA is distributing these short publications to decision-makers throughout the Mid-Atlantic Region. The publications have been very positively received by state and local governments and watershed groups.
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