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The Option of Urbanism: Investing in a New American Dream
Americans are voting with their feet to abandon strip malls and suburban sprawl, embracing instead a new type of community where they can live, work, shop, and play within easy walking distance. In The Option of Urbanism visionary developer and strategist Christopher B. Leinberger explains why government policies have tilted the playing field toward one form of development over the last sixty the drivable suburb. Rooted in the driving forces of the economy—car manufacturing and the oil industry—this type of growth has fostered the decline of community, contributed to urban decay, increased greenhouse gas emissions, and contributed to the rise in obesity and asthma.
Highlighting both the challenges and the opportunities for this type of development, The Option of Urbanism shows how the American Dream is shifting to include cities as well as suburbs and how the financial and real estate communities need to respond to build communities that are more environmentally, socially, and financially sustainable.
Highlighting both the challenges and the opportunities for this type of development, The Option of Urbanism shows how the American Dream is shifting to include cities as well as suburbs and how the financial and real estate communities need to respond to build communities that are more environmentally, socially, and financially sustainable.
224 pages, Hardcover
First published November 9, 2007
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Displaying 1 - 22 of 22 reviews
January 30, 2009
I unfortunately had to read this book in a very short timeframe because it came from the library and, being new, had all kinds of holds on it. It's short, sweet, perhaps a little redundant (?). Leinberger knows what he is talking about and I really like his definition of drivable sub-urbanism versus walkable urbanism, which gets away from the disorienting and confusing classification of places as merely "urban" or "suburban" (ie, there are walkable "suburbs" which would classify as "walkable urbanism," since they rely on walking, biking and transit over car transport). His fourth chapter is the most remarkably clear, concise and incisive explanation on the benefits (limited) and drawbacks (environmental, social, economic, health and foreign policy) of drivable sub-urban development. I would want to go through this chapter, with more time, and examine his sources and read them. His final chapter on "what must be done" to make walkable urbanism a reality is also very useful as a check-list. I liked also a great deal his explanation of the hurdles (financial, technical, social, etc) facing building walkable communities. Highly recommended.
July 4, 2008
Entertainment-1 Stars
Education- 1 Star
Readability- 1 star
Innovation- 1 Stars
Inspiration- 1 Star
Total = 5 Stars
Why do we have to drive everywhere? Why are there no options other than taking a car. Questions I am sure many of us are asking with the current high price of gasoline, and the rising number of countries we need to invade to get our gasoline.
The description of America before the automobile take over is pretty amazing. And the examples of how people are trying to get back to that are pretty encouraging. The one failing was that I don't think it fully addressed how to get affordable housing.
Education- 1 Star
Readability- 1 star
Innovation- 1 Stars
Inspiration- 1 Star
Total = 5 Stars
Why do we have to drive everywhere? Why are there no options other than taking a car. Questions I am sure many of us are asking with the current high price of gasoline, and the rising number of countries we need to invade to get our gasoline.
The description of America before the automobile take over is pretty amazing. And the examples of how people are trying to get back to that are pretty encouraging. The one failing was that I don't think it fully addressed how to get affordable housing.
October 16, 2018
A good viewpoint for urban planners to be familiar with: realtors and developers. The author makes an important point about how society moves back and forth between home ownership and renting. Good read.
April 25, 2019
Leinberger is both ambitious and aspirational about how we can transition towards communities of walkable urbanism, and away from drivable suburbia. I thought there were many more examples here that I could see being implemented than many other books we read this semester!
January 26, 2016
Here’s another for the “everyone should read this” category. I’ve never had any serious interest in the subject of urban planning, and still I found The Option of Urbanism fascinating. This isn’t highly sophisticated writing (Leinberger is a real estate developer, after all, not an English major), but it’s a quick read and written in a straight-forward, conversational tone without obscure acronyms and scary high-finance terminology.
Everyone should read this.
Many themes in the book have been touched on before in popular media, but a few of my favorite takeaways were twists on the usual ways of thinking about costs and consequences of suburban living.
Some people believe that it’s safer to raise their families in suburbia, but because suburbanites tend to drive more, the death rate from traffic crashes and homicide are actually higher in some suburban counties than in central cities. (pg 76)
While new suburban construction has brought down the value of much central city real estate, it’s actually those densely populated city residents who subsidize the cost of building in the suburbs. For just one example, the cost of laying a sewer line is approximately the same in the city and the suburbs, but the cost of a new line is equally charged to all county residents. So the high-density areas are paying a greater share of the cost of low-density suburban construction, even though it affects them negatively. (pg 79) It’s very interesting to consider that schools are funded through local taxes so that suburban residents don’t have to subsidize the cost of central city schools who have lower tax bases, but those same suburban tax payers reap the benefit of subsidized real estate development on the backs of central city residents. A very convenient contradiction and one that highlights the inequities of the current system for funding school.
Because the costs of car ownership (loan payments, fuel, parking, maintenance, insurance) are paid with after-tax dollars while mortgage interest is tax deductible, owning an average car is the equivalent of having an additional $135K mortgage, and, more importantly, the rise of suburban living has probably meant that families are investing more of their income into a depreciating asset (their car) instead of into appreciating assets, like a home. (pg 78)
It’s predicted that millions of current large-lot single-family houses will dramatically lose value in the future and will either be bought by working class families or get divided into smaller units and rented to the poor, much to the disappointment of the current neighbors who likely left the city for the suburbs (or their parents did) as part of the white flight movement. These large homes will actually be worse for low and moderate income families who will find it difficult to afford the increased transportation costs, to heat these homes that do not benefit from the insulation of dense construction, and to maintain houses that are built with cheap materials (even high end homes) that will not last the test of time as older, central city homes have. (pg 144)
Everyone should read this.
Everyone should read this.
Many themes in the book have been touched on before in popular media, but a few of my favorite takeaways were twists on the usual ways of thinking about costs and consequences of suburban living.
Some people believe that it’s safer to raise their families in suburbia, but because suburbanites tend to drive more, the death rate from traffic crashes and homicide are actually higher in some suburban counties than in central cities. (pg 76)
While new suburban construction has brought down the value of much central city real estate, it’s actually those densely populated city residents who subsidize the cost of building in the suburbs. For just one example, the cost of laying a sewer line is approximately the same in the city and the suburbs, but the cost of a new line is equally charged to all county residents. So the high-density areas are paying a greater share of the cost of low-density suburban construction, even though it affects them negatively. (pg 79) It’s very interesting to consider that schools are funded through local taxes so that suburban residents don’t have to subsidize the cost of central city schools who have lower tax bases, but those same suburban tax payers reap the benefit of subsidized real estate development on the backs of central city residents. A very convenient contradiction and one that highlights the inequities of the current system for funding school.
Because the costs of car ownership (loan payments, fuel, parking, maintenance, insurance) are paid with after-tax dollars while mortgage interest is tax deductible, owning an average car is the equivalent of having an additional $135K mortgage, and, more importantly, the rise of suburban living has probably meant that families are investing more of their income into a depreciating asset (their car) instead of into appreciating assets, like a home. (pg 78)
It’s predicted that millions of current large-lot single-family houses will dramatically lose value in the future and will either be bought by working class families or get divided into smaller units and rented to the poor, much to the disappointment of the current neighbors who likely left the city for the suburbs (or their parents did) as part of the white flight movement. These large homes will actually be worse for low and moderate income families who will find it difficult to afford the increased transportation costs, to heat these homes that do not benefit from the insulation of dense construction, and to maintain houses that are built with cheap materials (even high end homes) that will not last the test of time as older, central city homes have. (pg 144)
Everyone should read this.
March 13, 2013
I typically read books on similar topics by urban planners, architects and sociologists, so I valued the perspective of someone with a background as a developer and real estate advisor. Although I was aware of much of the history of suburbia from planning school and personal study, I still took away a few new ideas. For example, I had previously underestimated racism as a driving force for suburbanization. I also learned that a major reason the same cookie-cutter product types get built is because they are what Wall Street investors are comfortable with. Leinberger does a wonderful job of outlining the major changes that need to take place to have walkable urbanism as an option--they include public policy and financial system changes--no easy feat. Unfortunately, a major change he advocates for--more transit funding and less highway funding in the reauthorization of the 2009 transportation bill was largely thwarted by governors of several states (including Gov. Rick Scott of Florida, the state I live in). I recommend this book to anyone involved in planning, architecture, engineering or development who wants to remain relevant and have a job in 10 years (i.e., if you're a practicing planner who isn't 55 years old or older, better get these ideas in your noggin, quick). A few interesting facts/quotes:
#1 reason for why offices are located where they are: convenient access to the boss's house.
"We all loudly declare our commitment to diversity, but in real life, we make strenuous efforts to find and fit in with people who make us feel comfortable." -David Brooks quote
Vehicle miles traveled increased by 226% between 1983 and 2001; population growth in the same time period was 22%.
Drivable sub-urbanism results in triple the rate of severe traffic injuries and death versus walkable urbanism.
In 2006 AAA estimated the average cost of car ownership and maintenance was $7,800/year.
The growth of the knowledge economy means that the most important factor in determining which metropolitan areas experience growth in new companies and jobs is the quality of the workforce--their education, training and experience.
"As you build more drivable sub-urban development you get less quality of life. In other words, more is less. The more that is built, the more the very qualities that attract the households to suburbiav are degraded or destroyed, setting the stage for further development on the ever-expanding fringe. The American Dream based upon drivable sub-urbanism is elusive if growth is assumed to continue; the more you build, the more the promise is denied." p.130
"In walkable urban places, more is better. Adding more density and uses makes life better and real estate values climb higher. It is an upward spiral of value creation."
#1 reason for why offices are located where they are: convenient access to the boss's house.
"We all loudly declare our commitment to diversity, but in real life, we make strenuous efforts to find and fit in with people who make us feel comfortable." -David Brooks quote
Vehicle miles traveled increased by 226% between 1983 and 2001; population growth in the same time period was 22%.
Drivable sub-urbanism results in triple the rate of severe traffic injuries and death versus walkable urbanism.
In 2006 AAA estimated the average cost of car ownership and maintenance was $7,800/year.
The growth of the knowledge economy means that the most important factor in determining which metropolitan areas experience growth in new companies and jobs is the quality of the workforce--their education, training and experience.
"As you build more drivable sub-urban development you get less quality of life. In other words, more is less. The more that is built, the more the very qualities that attract the households to suburbiav are degraded or destroyed, setting the stage for further development on the ever-expanding fringe. The American Dream based upon drivable sub-urbanism is elusive if growth is assumed to continue; the more you build, the more the promise is denied." p.130
"In walkable urban places, more is better. Adding more density and uses makes life better and real estate values climb higher. It is an upward spiral of value creation."
February 10, 2011
Not much of a writer, Leinberger is arguing a fairly week position that "Americans should have a choice between walkable urban areas and drivable suburbs." This remarkably modest proposition is at least colored by some decent case studies and a fairly good understanding of the history of the suburban movement, but marked by the author's brave willingness to make arguments grounded in economic theory which he has a clearly fleeting grasp. Namely, his contention that moving to suburbs, buying cars, burning fuel, etc. was bad because it was wasteful but was good for the economy because they created jobs in what became the important auto, oil, and construction industries. Wasted labor is worse than no labor at all. Maybe it will get better.
Also, there is some reference to my home state of New Mexico! He regards Santa Fe as an ideal walkable city.
Also, there is some reference to my home state of New Mexico! He regards Santa Fe as an ideal walkable city.
December 17, 2013
Leinberger compares and contrasts "walkable urbanism" - living where you can walk or use transit to get to pretty much everything you need - to "drivable sub-urbanism." Not surprisingly, walkable urbanism comes out ahead on a number of grounds, although Leinberger does discuss the downside (in particular, the negative effects of gentrification0 and how such negative effects might be mitigated. The book is not a page turner unless planning is your field, but it is interesting and offers lots of insight into the policy decisions that led us to our current suburban lifestyle. The author has an agenda, but he defends it well.
February 6, 2010
I'm not so into the "market demand" stuff but there are very interesting numbers here that show a great economic need to build transit-oriented, in-fill development. A great historical look at the connection between transportation and land use policy from the real estate side. I had a hard time with some of the BID stuff (I still think the public realm is the best place for neighborhood care) but appreciate hearing the "livable communities" call to action from a real estate developer.
February 29, 2008
Many of Leinberger's ideas are discussed in his lectures and in this month's Atlantic article, so this book is a little bit of overkill if you've already seen his stuff. Otherwise, it's a very accessible piece about TOD and full of good ideas. There is also a short history of "how we got here" with today's zoning, which was a nice catch-up.
July 14, 2015
Good book on the history of the change of development in American society in the last 100 years. The book was great at giving the pushes and pulls resulting in the demand for sub-urban and then walkable urban environments. Since the book is almost 10 years old, I was missing some of the more current information, but I am definitely glad I finally got around to reading it.
May 14, 2014
Very informative input from someone with a real estate background. Explains how suburban development has grown, why the market is switching to walkable urbanism, and the limitations ahead. He's not the best writer though...
But HIGHLY recommend for any urban planner/real estate agent or developer especially in North America.
But HIGHLY recommend for any urban planner/real estate agent or developer especially in North America.
Read
January 22, 2016This book is a light read for the topic that it addresses. The prose is simple and easy to understand although sometimes at the expense of relying too heavily on generalizations. It gives an overview of why the suburban environment was built following WWII, why walkable urbanism is coming back in vogue, and how these two built environments could impact our future.
February 10, 2009
So it's two stars because the text tip for two stars is "It was OK", not because it was below average or something. It just... didn't seem to tell me anything new. Maybe i read too much on the topic already.
relinquished
November 27, 2008Sigh, reading green. This is actually something in which I am interested.
Read
August 18, 2008One of the most accessible readings I've ever encountered on the state of housing and land use patterns in the US.
August 5, 2009
Urban Planning book on "walkable urbanism" and the trends and shifts in planning today
August 24, 2009
exceptional explanation of why drivable sub-urbanism came to be and why walkable urbanism is the better way
September 26, 2012
Excellent point that walkable urbanism's premium prices are a sign of greater demand - and the need to change institutional inertia to meet that demand.
October 8, 2013
Do books that I'm reading for school count toward my 100 goal for the year? I think yes!
February 11, 2016
Interesting book, nothing really new here, and a bit simplistic. I would have liked a lot more in depth analysis. I felt like a lot of questions went unanswered as the book went on.
December 26, 2015
Great contemporary long-form essay on the challenges and future of urban planning.
Displaying 1 - 22 of 22 reviews