Brandon Donnelly — Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly. — Page 694

There is data to suggest that on-demand (OD) mobility services -- such as Uber -- are increasing vehicle kilometers traveled (i.e. causing greater traffic congestion) by inducing people away from public transit and other forms of urban mobility. This is potentially even more of an issue right now with most urban transit agencies looking at massive budget shortfalls .

But there's potentially another way to look at this problem. A recent study led by Dániel Kondor of the MIT Senseable City Lab has looked at not only vehicle kilometers traveled but also something that the team calls the "minimum parking problem." What is the minimum amount of parking that you need assuming a world with more on-demand mobility, and eventually autonomous vehicles?

To try and answer this problem the researchers looked at the small city-state of Singapore. With a population of about 5.6 million people and somewhere around 1 million vehicles, Singapore actually has one of the lowest number of private vehicles per capita in the developed world. Even still, it has some 1.37 million parking spaces taking up valuable room.

What the team found was that on-demand mobility could reduce parking infrastructure needs in Singapore by as much as 86%. This is the absolute minimum number, which would take the current estimate of 1.37 million spots down to about 189,000 -- a significant reduction.

However, the tradeoff is that it could increase vehicle kilometers traveled by about 24%. Without ample parking, their model assumes that these on-demand vehicles would need to "deadhead" between trips. That is, drive around aimlessly while they wait for their next passenger. Demand isn't usually neat and tidy.

However, it's worth noting that the above percentage increase assumes that if people were instead driving themselves around that they always found a parking spot as soon as they arrived at their destination. This, as we all know, is not often the case, and so this increase is probably a worst case scenario.

Nevertheless, the team did also find that a 57% reduction in parking could be achieved with only a modest 1.3% increase in vehicle kilometers traveled. This, to me, is meaningful because it says that you could, in theory, cut parking supply in at least half and not much would happen in the way of traffic congestion.

It would, however, free up a bunch of space for things like bicycle lanes, green space, and other valuable urban amenities. Now, if on-demand vehicles are pulling people away from transit, then maybe we're no better off. But if the alternative is people driving and parking everywhere they go, then it would seem that there are much better uses for that space.

Photo by Jordi Moncasi on Unsplash

We know that educational attainment is probably the single biggest determinant of urban economic success. If you're hoping to predict average household incomes, looking at the percentage of the population with a 4-year college degree is a pretty good place to start . But let's take this a step further: to what extent does graduating from an elite university affect both pay and performance?

It turns out, according to this recent study , that the pedigree of one's university isn't all that good at predicting motivation and talent. It does, however, impact pay. Average early career salaries for graduates of the top 10 colleges in the US are almost 50% higher than those with degrees from the ten colleges within the City University New York school system. This is according to data from Payscale and the US Department of Education .

But this pay delta doesn't necessarily match the performance delta that you might expect. The study found that for every 1,000 positions that you move in Webometrics' global university ranking (which is what they used for their research), overall performance only changes by about 1.9%. In other words, a graduate from the alleged number one university is only going to perform, on average, about 1.9% better than someone from the 1,000th best school.

I'm not exactly sure how to practically interpret a 1.9% improvement in performance. But 2% compounding on 2% each year should get you somewhere. Regardless, graduates from top universities do generally score higher on competency examinations. The reasoning behind this is thought to be at least twofold: 1) more selective admissions create a better pool of students and 2) top universities should provide better training.

Whether that's enough to justify the higher pay is a separate discussion. But if you're looking to measure urban economic success, the data does suggest that elite universities should lead to overall higher average incomes.

These days, everybody seems to be talking about the 15-minute city -- Bloomberg , Treehugger , the Financial Times , as well as countless others. While not a new concept, it is a moniker that is easier for most people to digest. COVID-19 has also created the right backdrop for the moment that it is currently enjoying.

The 15-minute city is a polycentric and somewhat decentralized approach to urbanism. It is about encouraging and creating multiple centers of urban activity near where people live. The idea being that everybody should have most of their essential services within a 15-minute walk of their home. Put even more simply, it's about creating an urban environment where people can live locally.

The benefits to this are numerous. It encourages more compact forms of development, which in turn encourages people to rely more heavily on active modes of transportation such as walking and cycling. The result is less commuting, less carbon emissions, more time, and likely better health outcomes given the reliance on active mobility.

Indeed, living in a walkable urban community is something that I personally put a huge value on. If I can't walk out of my home to go grab a coffee and something to eat, it's probably not the neighborhood for me. But at the same time, I don't think we can ignore the fact that there are powerful centralizing forces present within our cities.

As Natalie Whittle points out in this FT article from the summer , new technologies -- from the telegraph to the internet -- have always elicited predictions that humans would now flee cities and move to the countryside. While it is true that there are other technologies -- everything from the streetcar to the automobile -- that have allowed us to decentralize to a greater extent, most of us are all still bound to cities.

In fact, you could argue that the opposite of decentralization has played out. As we have transitioned to a knowledge and information economy, the returns to being embedded within cities and within a particular place have only become greater.

Take for example the phenomenon of " collab houses " that has been playing out in Los Angeles for some time now, including during this pandemic. Collab houses are typically LA mansions where clusters of young people come and live together in order to create content for platforms like YouTube and TikTok. It's like a big dorm for creators. And supposedly the biggest one is Hype House .

What's fascinating to me about this phenomenon is that it reinforces two things. One, if you want to be rich and famous (emphasis on famous), Los Angeles is seemingly still an important place to be. And two, if you really want to be at the top of your game, it's apparently not enough to be in the same city as other likeminded individuals; you also need to be under the same roof, bouncing ideas around and pushing one another.

So what does this all mean? Well, maybe this time is different and we are all currently living through a reorganization of how we will live, work and play. Or, maybe this time isn't all that different. And the 15-minute city, while an important goal, won't be the be-all and end-all of modern city building.

Photo by Lukas Geck on Unsplash