Local Government in the Middle (by John G. Craig Jr.)
At last week’s Southwestern Pennsylvania Smart Growth Conference, there was a session on what companies look for when seeking a place to locate Northeastern University’s Center for Urban and Regional Policy directed the discussion and used 10 questions to help those in attendance determine how ready local government in this region is to attract business and industry.
Each question had three possible answers: this subject is "very important" to businesses, it is "important" to businesses, it is "less important" to businesses. The audience with the moderator’s direction went through the subjects one at a time and with a show of hands indicated its choice.
In the exercise it did not matter what members of the audience themselves believed to be important; what counted was what the Northeastern Center’s accumulated knowledge about preferences in site selection indicated business decision makers care about. It was also made clear that the 10 questions were a representative sample and many more factors are involved in location decisions.
For reasons I will get to in a moment, it was notable if not surprising that two of the four most important factors in the demonstration involved motor vehicle operations: the availability of on-site parking and a major arterial highway within two miles. The other two "most important" factors were (1) a well-educated population and (2) local government that is able to move quickly and efficiently on matters of consequence.
I did not count hands but it was doubtful to me that any of these hot factors came as a surprise to an audience heavily populated by people involved in local government. Bankers and developers and newspaper columnists have been telling us for years, "go suburban young man, go suburban" and we have Monroeville and Cranberry and Southpointe to prove it. If the region wants to get ahead, government needs to be quick and simple, employees need to be smart and adaptable and you always have to have a place to park.
What made this presentation notable for me was that it came immediately before the keynote address by Christopher Leinberger, Brookings Institution fellow and director of the University of Michigan’s Graduate Real Estate Program. Leinberger made it clear that from his perspective the opposite is true: the suburbs are no longer the center of the action and not likely to be so ever again if development trends now underway in the United States continue. The wave of the future, Leinberger said, are urban areas made up of "walkable communities."
By way of example he cited the mushrooming neighborhood that has sprung up in South East Washington D.C. around the convention and Verizon centers. Real estate prices are solid, places to work and play are abundant and a wide range of shopping and dining is within a comfortable walk. Leinberger also described the Main Line communities of Philadelphia as examples of historic walkable communities in the process of rebirth.
He was a bit vague about the optimum size of such places, but 25,000 to 50,000 residents would seem to be the range with the key determinant being building height limits: if you can’t go up, population numbers are circumscribed by walking distances that become uncomfortable. By Leinberger’s count there are 14 of these communities in the greater District of Columbia area with Metro service obviously being a key element. He said Pittsburgh had two such neighborhoods but had a long way to go. (He did not elaborate on what neighborhoods he was citing, so I found myself thinking that Mt. Lebanon and Squirrel Hill might fit the bill.)
Adding to the irony of mixed messages for me was the fact that for the previous two days I had attended the annual conference CEOs for Cities that was held in Pittsburgh this year. Its theme was summed up in a paper delivered by Chicagoeconomist, Joe Cortright: "Driven to the Brink. How the Gas Price Spike Popped the Housing Bubble and Devalued the Suburbs." There was also a session on "Sustainable Urbanism" at which another Chicagoan, architect Douglas Farr, emphasized the same message. He quoted liberally from his recent book of that title which explains why cities composed of viable neighborhoods, linked to each other by easily accessible corridors (as in mass transit), are what regions should be developing.
The conclusion that drove all these futurist sessions: The Era of the Automobile is over in the United States because the infrastructure subsidies necessary to support its ubiquity are increasingly beyond the economy’s capacity to sustain and the annual operational costs of motor vehicles are beyond the means of more and more people. Add to this, the new realities of climate change, global food shortages and housing bubbles and it is obvious to these experts that the handwriting is on the wall for the three-car garage and cathedral ceiling.
I have two reactions; first, one has to take notice even as you have to be cautious about any such sweeping conclusions; second, and more important, sympathy for the plight of the elected local official. On the one hand she is being urged to consolidate with her neighbors in order to act with dispatch on zoning applications and approve an extra lane of highway in front of Wal-Mart, and on the other being told by the deep thinkers to just say "no" to demands that are already out of date. Pittsburgh Indicators is presented with a similar challenge, if not comparable pressures. If you look at our topic areas indexed on the PittsburghToday site, you will find links to 260 indicators. The unstated bias of a great many of them is measurement of the very sort of growth that CEOs for Cities and Brookings experts are warning against.
I do not believe this makes these data suddenly irrelevant, but it is clear that we need to supplement it. We should provide not just government officials but also the general public with relevant measures on matters like the accessibility of mass transit and annual miles driven per capita, affordable housing and the region’s capacity to sustain over time a healthy and productive life for its residents. As we do this, I would welcome your reactions and recommendations on other indicators that we should be developing.