Department of City and Regional Planning

The federal government, along with many states, has adopted policies favoring the provision of public transit by the private sector. During the 1980's, this turn to contracting to halt rising operating deficits prompted several studies into the impact of contracting on operating efficiencies.

Most research found that service contracting saves 10 to 60 percent over publicly operated services. However, no research has yet examined the long-term cost trends of private contracting vis-a-vis public operations. The evaluations done to date often make inappropriate comparisons between small single mode private carriers and large multi-service transit authorities with greater political and social obligations. As a result the findings from these studies are certain to show dramatic savings, yet do not address the underlying dynamics driving transit costs such as political pressures to provide service.

This study examined cost efficiency trends for 142 transit operators providing fixed-route bus transit between 1989 and 1993. This analysis produced no evidence that fully contracted operations cost less per revenue hour than publicly operated services doing no contracting. Vehicle and driver scheduling inefficiencies were found to contribute the most unit costs. Estimated elasticities indicate that a 10 percent reduction in vehicle scheduling inefficiency may produce a 19 percent improvement in cost efficiency. A 10 percent improvement in operator scheduling efficiency shows a 6 percent reduction in operating costs per revenue hour. These findings indicate that transit service contracting may not produce cost savings over the long-term and that strategies of decentralization and changes in the craft structure for labor may be more appropriate ways for relieving the fiscal crisis of public transit.

In this essay, I explore the linkages between my research and that of Professor Devin Fergus, who presented research from his upcoming book, Land of the Fee, at UC Berkeley this past year. Both Professor Fergus and I are concerned with the ways in which practices in the financial services industry contribute to the racial wealth gap and close off historical routes to economic mobility. The essay provides a brief overview of Professor Fergus’s talk and sets it into conversation with my own work on disparities in access to mortgage credit as a lens through which to view the wealth implications of living in the land of the fee. I also highlight some emerging practices in San Francisco that attempt to stem the rise of abusive financial services and help lower-income families and families of color build assets.

Much has been made recently of Los Angeles’s transformation to a transit- friendly city. A speaker at this spring’s Transit & Cities conference at UC Berkeley, hosted by the Institute of Urban and Regional Development, lamented the increasingly prohibitive housing prices in Downtown LA, even as there is demand for commuters to live closer to work and spend less time in their cars. Yet the traditional view of transit riders of “necessity” versus “choice” pits low-income bus riders against more affluent rail riders and raises questions about the much higher cost per rider of rail. What can planning scholars and practitioners do to inform and enlighten the political process around rail and bus development? What are the metrics by which we should evaluate investment in different forms of transit infrastructure before and after it is built? What should be the relationship between equity, cost, and political feasibility? The BPJ editors posed these questions to Professor Martin Wachs of UCLA and Professor Ethan Elkind of UC Berkeley after their recent IURD Transit & Cities lecture on Elkind’s 2014 book, Railtown: The Fight for the Los Angeles Metro Rail and the Future of the City (UC Press). The talk focused on the history of rail politics in LA and served as a useful springboard for further discussion in this journal on the role of planners today in promoting equitable mobility in cities.

Identifying how and to what extent the poor and most vulnerable in society are able to demand and access safe water as they define it is the practical realization of the human right to water. The explicit international recognition of the right to water and sanitation in 2010 is significant in that it obligates nations to recognize safe water for human consumption primarily as a social good, a significant point of contention after decades of global water politics. However, there remains a large gap between the international human right to water and on-the-ground determinants of water access and reliability. How can the right to water turn from being an abstract legal principle into policies and interventions that can be implemented and measured? This paper con- tributes to the considerable literature on the right to water and basic services delivery by assessing three critical mechanisms that inhibit the ability of the urban poor to exercise their right to water. Of particular concern in this paper is the prevalent role of small-scale providers and household co-production, the so-called non-state actors on whom much of the world’s poor depend to provide water and other basic services. Drawing from the normative content of the rights framework and literature on rights-based approaches to devel- opment against evidence of how states are undertaking water sector reforms and implementing the right to water and sanitation, this paper argues for the need to reconsider the concept of third-party duty bearers. Governments have an explicit role in maintaining dual systems of sanctioned and unsanctioned urban spaces and forms of service delivery that result in inequitable access to water and sanitation in violation of human rights.

Despite the relevance of cities and city policies for health, there has been limited examination of large numbers of cities aimed at characterizing urban health determinants and identifying effective policies. The relatively few comparative studies that exist include few cities in lower and middle income countries. The Salud Urbana en America Latina study (SALURBAL) was launched in 2017 to address this gap. The study has four aims: (1) to investigate social and physical environment factors associated with health differences across and within cities; (2) to document the health impact of urban policies and interventions; (3) to use systems approaches to better understand dynamics and identify opportunities for intervention and (4) to create a new dialogue about the drivers of health in cities and their policy implications and support action. Beyond these aims SALURBAL, has an overarching goal of supporting collaborative policy relevant research and capacity -building that engages individuals and institutions from across Latin America. In this review we provide an update on the SALURBAL data resource and collaborative approach and summarize key findings from the first aim of the study. We also describe key elements of our approach, challenges we have faced and how we have overcome them, and identify key opportunities to support policy relevant evidence generation in urban health for the future.

The purpose of this study is to define the geographic boundaries of commercial areas by creating a consistent definition, combining various commercial area types, including downtowns, retail centres, financial districts, and other employment subcentres. Our research involved the collection of office, retail and job density data from 69 metropolitan regions across USA and Canada. Using this data, we conducted an unsupervised image segmentation model and clustering methods to identify distinctive commercial geographic boundaries. As a result, we identified 23,751 commercial areas, providing a detailed perspective on the commercial landscape of metropolitan areas in the USA and Canada. In addition, the generated boundaries were successfully validated through comparison with previously established commerce-related boundaries. The output of this study has implications for urban and regional planning and economic development, delivering valuable insights into the overall commercial geography in the region. The commercial boundary and used codes are freely available on the School of Cities Github, and users can reuse, reproduce and modify the boundaries.

Rising temperatures have profound impacts on the well-being of urban residents. However, factors explaining the temporal variability of urban thermal environment, or urban warming, remain insufficiently understood, especially in the Global South. Addressing this gap, we studied the relationship between city-level economic conditions and urban warming, and how urban green space mediated this relationship, focusing on 359 major Latin American cities between 2001 and 2022. While effect sizes varied by economic and temperature measures used, we found that better economic conditions were associated with lower baseline greenness in 2011, which contributed to faster warming. There was modest evidence that this faster warming associated with lower baseline greenness and improved economic conditions was partially offset by cooling from recent greening (2001-2022) in cities of better economic conditions. This offset was more evident in arid cities. Together, these findings provide insights into the urban warming mechanism manifested through the effect of economic conditions on urban green space, for Latin American cities and other high-density cities transforming in a similar context.