Progress in Planning最新文献

Places of concentrated poverty are typically described in terms of their deficit, not simply in financial terms, but in their social and cultural resources as well. This characterization extends to informal settlements that exist along the U.S.-Mexico border known as colonias, rural and peri-urban communities lacking basic infrastructure like electricity, running water, and paved roads. Drawing on one case study of a colonia in the state of Arizona, we renew attention to these communities showing how the lack of infrastructure and public services complicate everyday tasks for residents, compromising their wellbeing and life prospects. We also call attention to the allure of colonias in a context of rising inequality, highlighting their promise as viable communities where families can raise families and prosper or retire with dignity. By showing how kin and fictive kin ties propel the settlement process and provide the organizational and cultural structure to these communities, we challenge common depictions of colonias lacking a sense of community and social capital. We find social capital in colonias is best represented through “bonding ties” that provide essential forms of social support, the kind of help that allows the poor to “get by” or cope. We distinguish this from social capital that is garnered via “bridging ties,” to individuals with resources or in positions of influence that can create opportunities for social mobility. The tenacity of colonia residents and their practices of mutual support makes these communities resilient, but the absence of “social leverage ties,” those able and willing to broker complex bureaucratic and political processes, sustains ill conditions in colonias. Colonia residents have set root in these communities worthy of public policy concern and ought to be folded into the larger conversation of poverty concentration, segregation and housing needs in the United States. We call on urban planners, other street-level bureaucrats, and policymakers to work with these communities to bridge and broker grass root efforts.

Urban informality and informal settlements, as research concepts rooted in the global south, have the potential to reveal the relationship between property improvement, tenure security, uneven distribution of resources and asymmetric power relations embedded in urban studies. Investigations of urban villages in China are also inspired by these ideas. The present study of the Ningmeng Apartment project in Shuiwei Village, Shenzhen, China, aims to contribute to these exciting research fields by (1) offering a new governmental mechanism – government-backed informal formalizing of informality – that can strengthen perceived tenure security; (2) investigating a new approach to regenerating problematic urban villages; and (3) revealing a new social-psychological effect underlying the operation of urban informality: perceived formal informality. These three dimensions can be interpreted as government-backed methods of laundering the grey, ways in which state actors use informal operations to strengthen the perceived tenure security and upgrade the spatial quality of informal properties to achieve governmental goals. Based on these three academic contributions, interactions between rule-breaking innovations and a pre-innovation environment emerge from the examination of the Ningmeng project. Such interactions may reflect the experience of China during its post-1978 reform and may inspire new policy practices in other developing countries.

This article looks at the efficacy of a diverse set of local growth management programs undertaken in the United States since the early 1970s. Organized into three sections, it begins with a brief history of growth management milestones, tracing the evolution of growth management programs from Ramapo, New York’s original 1969 ordinance to the emergence of the Smart Growth movement in the mid-1990s. A second part organizes and summarizes the growth management efficacy and adverse effect literatures. A third part takes a fresh look at the success of local growth management programs by comparing population growth, sprawl, and fiscal and housing price outcome measures across eight pairs of communities, one of which (i.e., “case study community”) adopted a growth management program, and the other (i.e., “peer community”) which did not. It concludes with a summary assessment of fifty years of local growth management experiences, along with some lessons for how planners might best deal with forthcoming rounds of suburban growth.

Central cities are vibrant and productive places because of the dense concentration of people, firms and supporting facilities. Yet their dynamism can be undermined by congestion, social tensions and poor urban management. South Africa’s four major city centres experienced tumultuous changes during the transition from apartheid and the exodus of many property owners, investors and occupiers to the suburbs. Buildings decayed, infrastructure collapsed, public health and safety deteriorated, and governance was disrupted by unauthorised activities. Despite the general neglect, signs of recovery have emerged and gathered momentum in recent years. The revival is fragile, partial and patchy in most cases, and dwarfed by scale of new investment in outlying economic nodes. The paper uses a resilience framework to examine how enterprising organisations have spurred regeneration by identifying opportunities for the adaptive reuse of redundant buildings and public spaces for affordable housing and social amenities. It also compares the extent, character and causes of the rebound across the four cities, demonstrating elements of continuity (bounce-back resilience) and transformation (bounce-forward resilience) in each case. Cape Town is characterised more by continuity and Johannesburg more by decline and transformation, with Pretoria and Durban in between. City centre recovery is attributed to a combination of pioneering private and public sector actions, albeit disjointed and uneven in their effectiveness. The paper concludes that central cities are relatively open incubators of economic and social progress, but also cauldrons of competing interests which create many dilemmas for decision-makers to negotiate, and which require coordinated attention and determination to realise their potential.

The benefits of urban greenspace to residents are increasingly recognised as important to planning for sustainable and healthy cities. However, the way that people interact with and benefit from urban greenspace is context dependent and conditioned by a range of social and material factors. This paper applies and expands the ecosystems services based approach to understanding urban environmental quality and the way in which greenspace is appropriated by residents in the context of incomplete urbanisation in three peri-urban target areas in Brazil. We develop and employ the notion of indirect (scientifically detected) and directly experienced ecosystems services, and undertake a science based ecosystem services assessment and a qualitative analysis of interviews, walking narratives and images captured with a smartphone application to understand what functions urban greenspace serves in the daily life of the studied neighbourhoods. Findings demonstrate how elements of urban greenspace and what can be termed ecosystem services serve both material and signifying functions and produce subjective and collective benefits and dis-benefits that hinge on aspects of livability such as quality of urban service delivery, housing status and perceptions of crime and neighbourhood character. We identify factors that enable, hinder and motivate both active material and interpretative interactions with urban greenspace. The findings suggest that the relationship between ecosystem service provision and wellbeing is better understood as reciprocal rather than one way. Although at the neighbourhood scale, fear of crime and poor access to urban services can hinder positive engagements with urban greenspace and experienced benefits form ES, urban squares and fringe vegetation is also being appropriated to address experienced disadvantages. Presently however these local interactions and ecosystem service benefits are overlooked in formal planning and conservation efforts and are increasingly compromised by growing population density and environmental degradation. We make recommendations for a nuanced assessment of the material and interpretative human-nature interactions and associated ecosystem services in an urban context, and discuss the potential for planning initiatives that could be employed to articulate and nurture these important interactions in our target areas.

This survey reviews the history of, and issues associated with, neighbourhood upgrading, defined as focused, coordinated action whose main purpose is to improve the physical and/or social conditions in particular, relatively disadvantaged urban subareas, for the benefit of existing residents. The survey brings together the fragmented, relevant literatures of historians, social scientists and policy analysts pertaining to both the global North and South. It considers the dimensions of disadvantage, together with the peculiar conditions of urban settings, problems of neighbourhood scale and boundaries, and the targeting of people or places. It reviews why governments act, and why they might prefer upgrading over laissez faire (neglect) or clearance. The longest section, organized historically and by world region, discusses the changing nature and importance of physical as opposed to social goals. It considers the agents involved in upgrading, including municipalities, property owners, other residents, and non-profits, before sketching major shifts over the past century and a half: the eventual shift from physical to social goals, the growing role of residents, and the rising importance of upgrading itself. These are attributed to the long-term expansion of government, the faltering rise of democratic practices, the growth of home ownership, the demise of colonialism, the rise of international agencies, and lately environmental concerns. A concluding discussion highlights issues that researchers and planners need to consider.

This paper reports on the newly developed multi-criteria urban sustainability system CAMSUD (version 1.0) including the theoretical and analytical process underlying its development. CAMSUD stands for Comprehensive Assessment Method for Sustainable Urban Development. First, an extensive comparative analysis of five well-known urban rating systems is reported: CASBEE-UD, LEED-ND, BREEAM Communities, DGNB-NSQ and Green Star Communities. These rating systems are selected based on their widespread use, their numerous parallels in content, but also contrasting features, which give clear evidence on consensual and non-consensual items related to sustainability understanding and implementation. The analysis items revolved around their development drive, conceptualization, domain of applicability, technical content, practicality, measurability, and certification. Hence, this comparison identified the convergences and divergences of these systems and their potential for further optimization in view of highlighted strengths and weaknesses. Based on that analysis, the second part of the paper depicts the first version (1.0) of CAMSUD, including:

• 1.

  the prevailing key concepts in its development as well as its 40 compliance criteria structured in eight thematic categories;

• 2.

  the logic chain of criteria interactions and their effects on an appropriate measuring and scoring.

• 3.

  the linkage between CAMSUD and the German sustainability-related legislation (laws, acts, standards and guidelines) as proof of compliance, and

• 4.

  the comparative analysis of a database consisting of 160 sustainable urban projects using CAMSUD 1.0 in order i) to illustrate the handling of urban sustainability in practice and ii) to demonstrate its practical usability and to assess the current version for possible optimization.

The motivation for and the outcome of CAMSUD is also to serve as a theoretical basis for a computational decision-making tool to be developed (ECAMSUD), which peculiarity is to manage topic, scale and time relatedcriteria interactions responsible in probable redundancy or failure in scoring. By this means, CAMSUD strives to offer an alternative for a transparent and traceable framework for self-critical analysis and compromise finding when handling complex and cross-disciplinary urban development processes.

Urban population density has featured in a large body of literature on the Compact City paradigm as the key compactness attribute of cities, yet the shape compactness of urban footprints has hardly deserved a mention. This essay seeks to correct that. We review the literature on the Compact City Paradigm with a special focus on the relationship between urban form and climate change, and focus on twelve physical attributes of cities that make them more or less compact. Other things being equal, both population density and shape compactness help determine the average travel distances in cities, and hence affect their energy consumption and their greenhouse gas emissions. They also affect the length of infrastructure lines and the length of commutes. In principle, therefore, increasing either the shape compactness or the population density of cities can contribute—in different yet similar measure—to mitigating climate change. There are strong forces that push urban footprints to become more compact—that is, circular or near circular in shape—and these forces have evolved over time. There are also powerful forces that have pushed urban footprints to become less compact over time. We introduce these forces and illustrate their effects on particular cities. We then focus on a small set of metrics for measuring the shape compactness of cities. We use them to measure urban footprints obtained from satellite imagery in a stratified global sample of 200 cities in three time periods: 1990, 2000, and 2014. We find that the shape compactness of urban footprints the world over is independent of city size, area, density, and income and that, not surprisingly, it is strongly affected by topography. We also find that it has declined overall between 1990 and 2014 and explain some of the sources of this decline. We conclude the paper by assessing the ways in which the shape compactness of cities can be increased to make them better able to mitigate climate change in decades to come.

A comparison of social impact categorisation in strategic planning across European Union Member States shows that Sweden neither categorises nor breaks down categories of social impact in areas such as transport infrastructure development. This is surprising because Sweden is known as a country concerned about social issues and having a high standard of welfare. This article accordingly studies how social issues are handled during transport infrastructure planning. An analysis of different source materials will answer four research questions: 1) To what extent are social impacts integrated into environmental impact assessment (EIA) reports? 2) Are social impacts sufficiently integrated and/or does this treatment simply amount to ‘good practice’? 3) Can any trend be detected over time in terms of addressing social issues in impact assessments? 4) What key measures could increase the influence of social impact issues on transport infrastructure planning practice? The study involved a content analysis of six EIA handbooks and EIA statements (EISs) for 18 large transport infrastructure projects. The concepts searched for in these documents largely apply to issues of vulnerability, health, social problems, perceived safety, and alienation. Our data were interpreted through the theoretical lens of institutional interplay. We found that though social aspects are not new considerations in EIA research, they are included in only a small proportion of the 18 Swedish EISs, mostly in connection with health and accessibility. We believe that this does not suffice. We also found that the more recent documents allotted less space to social issues. It is unlikely that most individuals in the organisations that order EISs, or the consultancies that write them, are unaware of the broader interpretation of ‘human beings’ which includes social aspects. Based on increasing interest in social issues in planning and due to the lack of national goals and guidelines in this area, some municipalities and consultants have begun to create their own methods of measuring and assessing social impacts. This has resulted in multiple local-level practitioners who want to develop social issues within impact assessment, and possibly also to introduce a social impact assessment framework, but with no management or coordination among them. The conclusion is that in the absence of a government initiative to clarify how social impacts can be addressed in transport infrastructure planning, there is a need for an external network for organisations involved in transport infrastructure EISs.