The use of computer models in the planning of land use and transportation and for the analysis of urban housing markets has a long and variable history. One pioneering application of a large-scale computer model that linked land use and urban transportation was the 1960 Chicago Area Transportation Study. It used a spatially disaggregated model that included a detailed transportation network and embodied the classic land use, trip generation, modal choice, and network assignment steps of urban transport planning.

Applying a more analytic approach to predicting land use patterns, an influential model formulated by Ira Lowry for Pittsburgh in 1964 used economic base theory to distribute export-oriented economic activity. This was followed by the allocation of residences and population-serving employment within the metropolitan area to derive work and shopping trip patterns.

More attention to spatially disaggregated models of urban housing markets followed in the early 1970s in the form of the Urban Institute Housing Model (representing decadal housing market changes) and the National Bureau of Economic Research Urban Simulation Model (a microanalytic model annually projecting the behavior of 85,000 households identified by workplace and residential locations). Both models were used to analyze the impact of housing allowance programs and were applied more for policy analysis than planning.

In the late 1970s, the focus turned to the development and application of sketch planning models, particularly in transportation. While these models were still spatially disaggregated, they used tens instead of hundreds of traffic zones, and transport networks were represented in less detail. Such models were adapted to represent transport-related outcomes beyond network flows, including vehicular emissions, exposure of populations to air pollution, vehicle miles of travel, and energy consumption. These smaller models migrated from mainframe computers to personal computers in the 1980s, easing their application. Their data needs were still great, but many of them made more systematic use of available spatially disaggregated census data, aiding the transfer and calibration of models among locations.

In the past two decades, the advent of geographic information systems (GIS) and the development of software to visually display data in three dimensions have been transforming the use of computers in planning. GIS-compatible data are now available from satellites, census sources, and government agencies. Local municipalities have moved rapidly to combine their data on property records with data on crime, transport, and demographics, and such municipal data files are often available on the web. While the availability of GIS data has clearly increased, variations in formats, definitions, and coverage can make it challenging to combine information from different sources into a unified data set for a metropolitan region.

The use of three-dimensional displays of spatially disaggregated data has transformed the presentation of data and model results. These techniques, including 3D maps at the metropolitan level and the ability to “fly through” a street or neighborhood at the project level, facilitate community consultation. They also make it much easier for nonspecialists to understand and participate in the process and interpret the results of alternative planning scenarios.

Along with the advances in data and its presentation, computer software has become easier to use and more widely available on open source platforms. While the codes of many earlier computer-based planning tools have been available in the public domain, using them generally has required high-level programming skills. As more of these tools are presented in user-friendly formats and integrated with other modules, the use of computer-based methods to compare and contrast alternative development scenarios will be more accessible than ever. Indeed, many planning agencies are now able to use scenario planning tools to produce alternative possible futures that provide a foundation for discussions and public consultations to identify which outcomes are desirable and which are to be avoided.

As reported elsewhere in this issue of Land Lines, the Lincoln Institute is supporting the use of various types of planning tools for research and evaluation on the effectiveness of policies intended to improve land development outcomes.

Por cada nota periodística sobre turismo que muestra el paraíso caribeño de Barbados, con sus aguas tranquilas besando las playas de fina arena, hay también una noticia inquietante sobre un huracán en ciernes. Las Antillas Menores, un archipiélago de islas pequeñas que forman una media luna en el este del Mar Caribe, han sido siempre particularmente vulnerables, inmersas en las volubles aguas del Océano Atlántico. En 1776, el huracán Pointe-à-Pitre azotó la colonia francesa de Guadalupe y mató a 6.000 personas, resultando ser la tormenta atlántica más mortífera de la historia hasta ese momento. Cuatro años más tarde, el Gran Huracán de 1780 golpeó con más fuerza aún, tocando tierra en Barbados y después haciendo estragos en las islas vecinas, matando a casi 20.000 personas y destruyendo las flotas de Gran Bretaña y Francia en el punto álgido de la Revolución Norteamericana. Dos siglos y docenas de tormentas más tarde, el Huracán Iván, si bien no tan mortífero, devastó Granada en 2004, dejando su parlamento en ruinas y dañando el 85 por ciento de las estructuras de la isla.

En décadas recientes, los cambios climáticos han intensificado las amenazas para la región. Las estrategias empleadas en los EE.UU. cuando el Huracán Katrina o la Supertormenta Sandy no son particularmente relevantes para estas islas frágiles pero dinámicas de las Antillas Menores, desde Puerto Rico en el norte a Trinidad y Tobago en el sur. Con economías dependientes del turismo y una cantidad extremadamente limitada de suelos desarrollables, particularmente en las islas montañosas, este popurrí de países independientes, territorios dependientes y colonias extranjeras comparte un desafío común en el uso de su suelo: cómo manejar los patrones de desarrollo inmobiliario orientados a la costa y al mismo tiempo controlar la amenaza creciente del ascenso del nivel del mar.

Hay una isla en la región que sobresale por su capacidad excepcional para reconocer y prepararse para la crecida de la marea: Barbados, una isla con forma de pera, se ha convertido en un líder del Caribe en gestión integrada de la zona costera, la práctica contemporánea de integración de sectores, niveles de gobierno y disciplinas para administrar la zona costera, tanto en el agua como en tierra firme. El uso de suelos costeros y la gestión medioambiental son siempre temas contenciosos en una pequeña isla. Pero, como señaló una vez el exSecretario General de la ONU, Kofi Annan, en analogía con el boxeo: “Barbados golpea con mucha más fuerza de lo que corresponde a su peso”. A casi 50 años de su independencia, este país isleño ha utilizado una combinación de previsión, respaldo internacional y capacidad local para desarrollar instituciones de planificación y prepararse para un futuro incierto.

Del azúcar a los amantes del sol

Hoy en día, Barbados es famoso como destino turístico internacional de alto nivel, con sus playas de característica arena blanca, agua cálida de color aguamarina y sol abundante a lo largo de sus 100 kilómetros de costa. Casi 300.000 personas viven en esta isla de 430 kilómetros cuadrados; el 44 por ciento de la población vive en zonas urbanas, centradas en Bridgetown, y a lo largo de las costas desarrolladas del sur y el oeste. Con un PIB per cápita de US$23.600 y alfabetismo casi universal, Barbados está en el puesto 38 del mundo, y primero del Caribe, según el Índice de Desarrollo Humano de 2013 del Programa de Desarrollo de las Naciones Unidas. Sobre la base de su arena y oleaje, el 80 por ciento de US$4.400 millones de PIB de Barbados proviene del turismo y las industrias de servicios.

Pero esta evolución ha sido reciente, y forma parte de un patrón similar de desarrollo en todo el Caribe, consecuencia de los movimientos independentistas y la llegada de la aviación comercial. Originalmente habitada por una población nativa amerindia, por primera vez en 1627 se asentaron en Barbados los ingleses, quienes rápidamente la convirtieron en uno de los productores principales de azúcar del mundo. La historia colonial de Barbados es inusual para la región; a diferencia de muchas otras islas del Caribe, colonizadas por múltiples potencias europeas, Barbados permaneció bajo bandera británica hasta su independencia en 1966, adoptando el seudónimo de “Pequeña Inglaterra”.

La economía colonial fue un modelo clásico de comercio para enriquecer a la metrópolis. Los ingleses importaron esclavos africanos para trabajar en las plantaciones de caña de azúcar, refinerías de melaza y destilerías de ron. Como resultado, el 90 por ciento de la población actual de Barbados es de ascendencia africana. Después de la independencia, la cosecha de azúcar, ya empobrecida, que sufría las fluctuaciones comunes de todo monocultivo, se hizo aún menos confiable a medida que la presión para liberalizar el comercio llevó al Reino Unido y más tarde a la Unión Europea a ir reduciendo lentamente los subsidios y precios preferenciales.

Al mismo tiempo, Barbados invirtió con fuerza en sus servicios de turismo, lo cual modificó el foco de su desarrollo. Históricamente, la isla fue en su mayor parte rural, con plantaciones de caña de azúcar en el interior del país, que también era el lugar donde vivían los esclavos y más adelante los aparceros itinerantes que cargaban con casas móviles de madera tipo “chattel”, la arquitectura vernácula de Barbados. En la costa se encuentra Bridgetown, el puerto principal, donde un río navegable desemboca en el mar, y otros pueblos más pequeños y villas de pescadores. Un puerto de aguas profundas excavado en 1961 también sentó las bases para la llegada de cruceros. El número creciente de turistas necesitaba de hoteles, balnearios, restaurantes, tiendas y bares, todos a escasos metros del mar. Este impulso llevó al desarrollo de franjas costeras, entre el aeropuerto y Bridgetown, en la costa sur y a lo largo de la costa oeste, donde las aguas son más calmas y se encuentran los encantadores poblados de Holetown y Speightstown. Para la década de 1990, el Aeropuerto Internacional Grantley Adams de Barbados recibía vuelos regulares de British Airways desde Londres en uno de los pocos jets Concorde supersónicos existentes.

La respuesta local a la crecida de las aguas

Ubicada un poco al este del arco principal de las otras islas del este del Caribe, fuera del cinturón de huracanes del Atlántico, Barbados tiene una ventaja meteorológica. Si bien sigue siendo susceptible a grandes tormentas, experimenta muchos menos huracanes que sus vecinos del noroeste. Sin embargo, cualquier amenaza a las playas y corales que rodean Barbados podría tener consecuencias devastadoras, dada la dependencia económica de la isla de su costa. Su bienestar se ve amenazado por el lento aumento del nivel del mar, asociado a las posibles mareas tormentosas si la isla sufriera incluso sólo tangencialmente un huracán importante. El Grupo Intergubernamental de Expertos sobre el Cambio Climático (IPCC) tiene pruebas concluyentes de que tras un período de varios siglos con casi ningún cambio, se ha producido un aumento en el nivel mundial del mar en el siglo XX, y que esta tendencia se está acelerando en el siglo XXI. En agosto, el IPCC dijo que los niveles del mar podrían crecer más de un metro para el año 2100.

Los pequeños países-isla, que nunca han contribuido significativamente a las emisiones de carbono, sufren un impacto desproporcionado debido al cambio climático mundial producido por la industrialización moderna en el resto del mundo. Los cambios en los patrones climáticos han producido una gran cantidad de tormentas importantes, un aumento de las temperaturas mundiales, y el derretimiento de los hielos polares, contribuyendo al aumento en el nivel del mar. Mientras que los países industrializados más grandes, como los Estados Unidos, China y los países de Europa Occidental, también han sido afectados por el aumento en el nivel del mar, la proporción vulnerable de estos países es minúscula en comparación con las áreas susceptibles de Barbados. La incapacidad del mundo desarrollado para comprender el impacto y las consecuencias de su comportamiento, como lo demuestra la inacción política en temas como los acuerdos de intercambio de créditos de carbono (cap-and-trade), ha forzado a los países en vías de desarrollo a actuar ahora o confrontar un futuro lleno de peligros.

Paradójicamente, el historial imperial de Barbados —con frecuencia una carga en los países poscoloniales— ha sido una ventaja, ya que la isla tiene una historia prolongada e ininterrumpida de planificación urbana y rural al estilo británico. Como el Reino Unido, Barbados está dividida administrativamente en parroquias, y las leyes modernas de desarrollo se basan en la Ley de Planificación Urbana y Rural (Town and Country Planning Act) de Gran Bretaña de 1947. Cuando declaró su independencia, Barbados estableció su propio plan maestro con la Orden de Desarrollo de Planificación Urbana y Rural de 1972. En la actualidad, toda la construcción en la isla es supervisada por la Oficina de Planificación de Desarrollo Urbano y Rural (Town and Country Development Planning Office, o TCDPO), y el jefe de planificación urbana reporta directamente al primer ministro.

El desarrollo inmobiliario de la isla está guiado por el Plan de Desarrollo Físico de 1988. Desde la enmienda al documento de 2003, se ha producido un giro hacia el desarrollo sostenible, no solo como lema, sino como una visión integral del gobierno de la isla. En un discurso dado en una conferencia en 2008, el anterior primer ministro, David Thompson, reseñó algunas de las ideas centrales del plan: proteger los recursos naturales, agrícolas y culturales; promover los centros y corredores de uso mixto para alentar una economía diversificada, mantener el centro de Bridgetown como eje financiero y comercial; y estimular el turismo modernizando las viejas propiedades costeras y desarrollando nuevos emprendimientos. El primer ministro actual, Freundel Stuart, ha continuado con este empuje de sostenibilidad, tal como lo demuestra su participación en paneles de alto nivel en la Conferencia de Desarrollo Sostenible Rio+20 de las Naciones Unidas el año pasado.

Hacia finales de la década de 1970, los dueños de propiedades individuales comenzaron a notar que la erosión costera afectaba sus terrenos. Los medios de comunicación comenzaron a insistir en este tema, de forma concurrente con el impulso del turismo, que se estaba convirtiendo rápidamente en la fuente principal de reservas de divisas extranjeras. Motivado por esta erosión costera —pero también preocupado por eventos catastróficos como huracanes, terremotos, marejadas, erupciones volcánicas y derrames de petróleo— el gobierno de Barbados inició un estudio de diagnóstico de factibilidad en 1981, con financiamiento del Banco Interamericano de Desarrollo (BID), como parte de su Programa de Conservación Costera. El estudio se centró en las costas oeste y sur, ya que estas áreas de la isla tenían el mayor potencial para la infraestructura turística. Al mismo tiempo, el gobierno estableció temporalmente una Unidad de Proyecto de Conservación Costera (Coastal Conservation Project Unit, o CCPU), que super-visó el estudio de factibilidad y llegó a una serie de conclusiones sobre las causas de la erosión costera y el daño a las propiedades de la costa. Por ejemplo, como la calidad del agua en el interior de Barbados era mala, su escurrimiento contaminaba el mar y dañaba los arrecifes de coral. Ciertos fenómenos naturales, como las marejadas provocadas por tormentas y los huracanes erráticos ocasionales, también causaban erosión. A su vez, las estructuras de defensa marina existentes habían sido diseñadas de forma deficiente. El estudio del BID sugirió que la CCPU siguiera vigilando las líneas de la costa, brindara asesoramiento al público sobre temas costeros y actuara de consultora de la TCDPO en cuestiones de desarrollo de la costa.

El nacimiento de la Unidad de Gestión de la Zona Costera

La Unidad de Proyecto de Conservación Costera continuó con su mandato por una década, y el gobierno de Barbados, con financiamiento adicional del BID, se embarcó en otro estudio, que recomendó el establecimiento de una unidad permanente para vigilar la zona costera. La Unidad de Gestión de la Zona Costera (Coastal Zone Management Unit, o CZMU) fue creada en 1996 para regular, hacer recomendaciones y educar a la población de Barbados sobre la gestión costera. La CZMU, que sigue recibiendo una gran parte de su financiamiento del BID, se aloja actualmente en el Ministerio de Medio Ambiente, Recursos Hídricos y Drenaje. Como lo sugiere su título, la CZMU gestiona la zona costera, definida como “la zona de transición donde el suelo se une con el agua, la región influenciada de forma directa por los procesos hidrodinámicos marinos, extendiéndose mar adentro hasta la barrera de la plataforma continental, y mar afuera hasta el primer cambio importante de topografía por encima del alcance del oleaje de tormentas importantes”. Por lo tanto, la unidad supervisa los arrecifes de coral alrededor de Bar-bados y todos los proyectos de ingeniería costera, y funciona como asesor de la TCDPO para el desarrollo costero en tierra firme.

La relación entre la CZMU y la TCDPO está marcada por temas del uso del suelo. Cuando la TCDPO recibe una solicitud para desarrollar la zona costera, se la envía automáticamente a la CZMU para su revisión y comentario. Como la industria turística se concentra principalmente en la zona costera de la isla, gran parte de las solicitudes de desarrollo inmobiliario de Barbados pasan por las manos del CZMU. La unidad inspecciona la solicitud para verificar que los retrocesos son correctos: 30 metros de la cota máxima de agua para los emprendimientos a lo largo de la costa, y 10 metros para aquellos a lo largo de los acantilados, medidos tierra adentro de la cota. Además de verificar los retrocesos, la CZMU analiza los requisitos de drenaje, zonas de amortiguamiento, restricciones de cercas y otras reglamentaciones. La CZMU luego hace recomendaciones a la TCDPO sobre la solicitud.

La Directora en Ejercicio de la CZMU, la Dra. Lorna Inniss, que tiene un PhD. en Oceanografía por la Universidad Estatal de Luisiana, alaba este proceso: “Nuestra colaboración interministerial es extremadamente cercana. Tenemos la capacidad para establecer y mejorar la estructura gubernamental que es inclusiva y consultiva por naturaleza”. El proceso gubernamental es admirable por su cooperación y tendencia a derribar silos; desafortunadamente, las recomendaciones de la CZMU son puramente consultivas y no tienen el poder vinculante necesario para que la TCDPO pueda obligar su cumplimiento. Las reglamentaciones de la zona costera no son retroactivas a las incontables propiedades construidas durante el boom del desarrollo de balnearios, y las sanciones para aquellos que las violan siguen siendo muy bajas. Este proceso es lo más cerca que llega Barbados a la evaluación de impacto medioambiental formalizada del modelo de los EE.UU., pero es un primer paso importante para el Caribe. La CZMU y la TCDPO han tenido más éxito al planificar el desarrollo futuro de bajo impacto a lo largo de la costa este más montañosa, por ejemplo, donde el Plan de Desarrollo Físico contempla la creación de un parque nacional.

La CZMU es más efectiva cuando implementa proyectos de ingeniería costera para proteger la línea de la costa y frenar la erosión de las playas. La técnica de conservación más natural es restaurar las dunas y manglares. La plantación de vegetación en las áreas costeras permite la formación natural de dunas y evita las inundaciones debido a marejadas de tormenta, mientras que los manglares absorben la acción de las olas. La alimentación artificial de la playa es una solución rápida y popular, pero es un arreglo caro y poco efectivo, ya que las corrientes y tormentas pueden erosionar fácilmente las playas rellenadas artificialmente.

La CZMU introduce también salvaguardas en la costa con varias intervenciones físicas, como rompeolas, espigones y malecones. Los rompeolas son estructuras de hormigón, enterradas cerca de la playa, que obligan a las olas a romper más lejos de la costa, para que no golpeen directamente sobre la arena. Los espigones son estructuras de roca que penetran en el mar para inmovilizar los sedimentos. Los malecones son el tipo más grande de inter-vención de la CZMU. Diseñados para proteger las áreas más pobladas, estos proyectos de construcción consisten en rocas grandes dispuestas en forma de escollera o una muralla de contención plana de hormigón que puede crear un espacio público atractivo tanto para turistas como residentes, como el Paseo Richard Haynes, financiado parcialmente por un préstamo del BID. Como estas técnicas pueden exacerbar a veces la erosión y requerir un mantenimiento más caro que las intervenciones naturales, su eficacia a largo plazo es discutida, pero en el corto plazo protegen la línea de la costa y la industria turística.

Dada la vulnerabilidad de la isla a las tormentas, los proyectos de ingeniería pueden ser costosos. Inniss, sin embargo, explica: “Tenemos una política de consulta rigurosa a las partes interesadas, y no es simplemente una formalidad. Nuestra temporada alta es de noviembre a abril; en un proyecto reciente en Holetown, los comerciantes nos dijeron que era fundamental que el trabajo se completara antes de noviembre, así que nos apuramos para hacerlo. Cuando hay un espíritu de cooperación mutua, podemos obtener el apoyo del sector privado”. Con un poco de suerte, la CZMU podrá utilizar el capital político obtenido del sector privado en este tipo de proyectos, para conseguir que las reglamentaciones más estrictas sean vinculantes en el futuro.

Para poder obtener apoyo, la CZMU ha lanzado una campaña de gran envergadura para educar a la población de la isla, que a juicio de Inniss es la razón por la cual la CZMU es exitosa, tanto interna como externamente. “Comienza con un alto nivel nacional de educación y alfabetismo — más del 98 por ciento desde hace décadas”. El exsenador Henry Fraser concuerda con ella: “La gente pregunta por qué las cosas funcionan en Barbados. Principalmente se debe al énfasis puesto en educación desde que nos emancipamos. Y porque es un lugar pequeño y muy religioso, en el que la gente vive cerca, con respeto, tolerancia y una ética de trabajo mayor que en otros lados».

Para profundizar la base educativa del enfoque cooperativo de Barbados sobre la gestión de las zonas costeras, la CZMU distribuye un boletín, mantiene una fuerte presencia en los medios sociales, y produce un programa de televisión educativo que explica la historia geológica de la isla y técnicas para aumentar el nivel de conciencia sobre el aumento del nivel del mar y la importancia de la gestión costera. También patrocina muchas actividades, como el Día Internacional de Limpieza de la Costa, las Caminatas en la Playa a la Puesta del Sol, la Serie de Seminarios de Verano y un programa de residencia de verano para estudiantes del nivel secundario y terciario. También da conferencias para escuelas e instituciones educativas, ONG, organizaciones privadas y el público en general.

Próximos pasos y cooperación global

El BID sigue brindando un respaldo importante a los esfuerzos de Barbados. La ayuda más reciente prestada por el banco de desarrollo al país incluye un préstamo de $30 millones de dólares a 25 años plazo para un Programa de Gestión y Evaluación de Riesgo Costero. Inniss se entusiasma con la confianza implícita en este respaldo financiero, ya que es una señal de que el gobierno cree que la CZMU puede ejecutar un proyecto que generará el valor suficiente como para devolver el dinero prestado. “Será una estrategia de gestión de zona costera integrada, moderna y superior, con la participación de una serie de partes interesadas: el turismo, destilerías de ron, empresas de electricidad, puertos recreativos, navegantes, pescadores comerciales, el puerto, los buzos”, detalla Inniss. “Los dirigentes clave han reconocido que la gestión de la zona costera es importante no solo como un programa medioambiental sino también para hacer crecer la economía de Barbados”. Esperamos que otros países del Caribe hayan tomado nota, puesto que la propia Inniss ha proporcionado asistencia técnica a St. Lucia, Trinidad y Tobago, y St. Vincent y las Granadinas, inspirada a su vez por el modelo de Nueva Zelanda, Hawái y la Administración de Pesca y Océanos de Canadá para implementar estándares internacionales.

Por supuesto, hay todavía lugar para mejorar. Si bien la CZMU trabaja de cerca con la TCPDO en la planificación del uso del suelo, con los parques nacionales marinos para vigilar los ecosistemas, y con los ingenieros civiles del Ministerio de Obras Públicas, la Unidad no está completamente integrada todavía con el Ministerio de Agricultura y Pesca. Por ejemplo, reconoce Inniss: “Sabemos científicamente que el escurrimiento agrícola es el mayor contribuyente a los contaminantes marinos”.

En efecto, en una isla pequeña, el suelo y el agua están intrínsecamente interconectados. Mientras Barbados está cumpliendo su parte en la batalla contra el cambio climático mundial —otro préstamo del BID firmado al mismo tiempo que el financiamiento de la gestión costera establecerá un Fondo de Energía Inteligente para reducir la dependencia de combustibles fósiles— no puede quedarse sentada a esperar que los países más grandes actúen. Mientras que otras islas pequeñas en vías de desarrollo en el Océano Índico y el Océano Pacífico están contemplando la posibilidad de reubicar su población a otros países dentro de algunas décadas, los habitantes de Barbados piensan quedarse y proteger su pequeña porción del Paraíso.

Sobre los autores

Gregory R. Scruggs fue consultor de la Asociación Americana de Planificación para América Latina y el Caribe desde 2010 a 2013. En la actualidad está estudiando una maestría en estudios regionales de América Latina y el Caribe en la Universidad de Columbia. Contacto: gscruggs.apa.consult@gmail.com.

Thomas E. Bassett, asistente senior de programa en la Asociación Americana de Planificación–(APA), trabaja con una beca de la Asociación de Energía y Clima de las Américas para el Departamento de Estado de los EE.UU, así como también a nivel nacional en el Programa de Ayuda a la Comunidad. Contacto: thomas.e.bassett@gmail.com.

Recursos

Bassett, Thomas E. and Gregory R. Scruggs. 2013. Water, Water Everywhere: Sea level Rise and Land Use Planning in Barbados, Trinidad and Tobago, Guyana, and Pará. Lincoln Institute of Land Policy Working Paper WP13TB1. https://www.lincolninst.edu/pubs/dl/2282_1621_Bassett_WP13TB1.pdf.

Belle, N. and B. Bramwell. 2005. Climate change and small island tourism: Policy maker and industry perspectives in Barbados. Journal of Travel Research 44: 32–41.

Dharmartne, G. and A. Brathwaite. 1998. Economic valuation of coastline for tourism in Barbados. Journal of Travel Research 37: 138–144.

Inter-American Development Bank. 2010. Indicators of disaster risk and risk management, Program for Latin America and the Caribbean, Barbados. September. Accessed July 9, 2012. http://idbdocs.iadb.org/wsdocs/getdocument.aspx?docnum=35160015.

Phillips, M. R. and A. L. Jones. 2006. Erosion and tourism infrastructure in the coastal zone: Problems, consequences, and management. Tourism Management 27: 517–52.

Many suburban areas in the United States are showing signs of deterioration, with foreclosed properties, vacant retail centers, and underutilized space. These landscapes have come to epitomize sprawl— places built for the car and accessed only by the car. But they also hold enormous opportunities for creative reinvention. A number of communities across the country are rescaling their suburbs into vibrant, walkable places built for people.

Reoriented for pedestrians, suburban neighborhoods can thrive and diversify to better support local economies, raise quality of life indicators, and improve local and regional environmental conditions. Even deteriorating suburbs plagued by disused structures and other dead zones have the potential to generate new housing infrastructure, transit access, open space, and local retail.

The University of Utah estimates that 2.8 million acres of parking lots and other greyfield areas are ripe for redevelopment, and 1.1 million acres are available in underutilized shopping areas, such as strip malls and vacant storefronts (Dunham Jones and Williamson 2009). Transforming these landscapes will be a 21st-century planning and development priority in the United States.

Many cities are steadily redeveloping and capitalizing on recent demographic trends supporting urban revitalization, but economically robust regions need flourishing suburban communities as well. Recent surveys by the National Association of Realtors and the American Planning Association found that a majority of potential homebuyers seek to live in walkable neighborhoods with a range of housing types and a mix of residential, business, and retail options. As baby boomers age and more of the millennial generation enter adulthood, an increasing number of Americans are leaving their cars behind to live in more centrally located, walkable environments. In 2012, roughly half the population preferred smaller houses in well-connected neighborhoods with places to live, work, shop, and play (National Association of Realtors 2011, American Planning Association 2014).

Despite this mounting evidence in favor of suburban redevelopment, many local leaders remain uncertain about how to begin. This article explores 10 ways that communities across the country have rescaled significant parts of their sprawling suburbs into thriving social hubs.

1. Share a Vision and Draft a Plan

Many communities start by imagining how they want to grow and then develop a plan to realize that vision. Do residents want more housing, a walkable entertainment center, a new arts district, or an urban farming zone? Is it most important to increase the tax base, reduce pedestrian and bike fatalities, or increase access to fresh food? Specific goals will help to steer redevelopment efforts.

Regional and neighborhood plans engage community members in a dialogue about where to target infrastructure investments and leverage redevelopment opportunities as they become available. Local governments can start with a small site—such as a vacant lot or city-owned building—and then build on that successful effort, generating the momentum to tackle an entire neighborhood, corridor, or even a cleaned-up superfund site. Building a shared sense of purpose for a place can be a powerful incentive for guiding future change.

Consider Midvale Slag and Sharon Steel, two adjacent superfund sites about 10 miles south of Salt Lake City in Midvale, Utah. Both underwent cleanup at approximately the same time, but only one is thriving.

In 2000, the Midvale City Council adopted the “Bingham Junction Reuse Assessment and Master Plan” for the 446-acre Midvale Slag site. City officials worked with residents, EPA officials, and other stakeholders to devise a strategy for redeveloping the site into a mixed-use commercial, residential, and recreation area. Now thriving, Bingham Junction created approximately 600 jobs, $1.5 million in annual property tax revenues, and a $131 million increase in the value of the site property (EPA 2011). Families have moved into new condominiums, and another 2,500 residential units are planned. Office buildings, a supermarket, and other stores have followed, and the community anticipates developing up to two million square feet of commercial office and retail space.

In contrast, the 250-acre Sharon Steel site, which did not have a redevelopment plan or future vision, remains vacant. Building on the success of Bingham Junction, however, city officials have begun the planning and visioning process.

2. Identify Assets

Many local governments struggle to determine where to focus their initial visioning and planning efforts. The following kinds of questions can help to identify which assets to leverage.

1. Is public transit available? If so, are there underutilized areas near or immediately adjacent to transit stops that could be redeveloped to enhance accessibility?

2. Where will existing infrastructure dollars be spent—for example, on roads, water, sewers, schools, civic structures, parks?

3. Are there vacant or underutilized parking lots, buildings, or strip malls near these infrastructure investments?

4. Which of these areas have redevelopment plans in place or neighborhood support for new development?

5. Which of these areas are near or adjacent to other public assets such as schools, libraries, parks, or open space?

6. Can any of these sites align with existing or emerging employment areas?

7. Are any of these properties available for redevelopment (i.e., are any owners willing to collaborate with the community on redevelopment goals and plans)?

This proposed assessment is not a linear, step-by-step process. Sometimes a site may become unavailable unexpectedly, or a federal grant may come through for road improvements on a major arterial. In other situations, an owner may be unwilling to cooperate, or a site may be deemed unfeasible. In any case, an assessment of existing conditions can help to target potential sites or neighborhoods as priorities.

3. Leverage Infrastructure Investments

To attract private investment and new development, local governments can make significant public investments, either by upgrading existing infrastructure or by investing in new infrastructure. Many cities and towns seize the opportunity to direct these investments to the neighborhoods they would like to revitalize. Research has shown that by leveraging public investments, communities can increase land value from 70 to 300 percent and can boost private investment, social capital, tourism, and retail activity by an average of 30 percent (Litman 2010). They can also achieve key “placemaking” goals, communally shaping public spaces to heighten their shared value.

Norman, Oklahoma, about 25 miles south of Oklahoma City, is an interesting work in progress. The town had $27 million to improve traffic flow and increase safety along a seven-block stretch of road that bisected a typical strip retail district with large parking lots on both sides of the street. The town came together to discuss how to use this money to make broader streetscape upgrades along with the necessary safety improvements. Business owners, university officials, and local leaders joined forces and engaged in strategic placemaking to discuss how they might create a walkable retail area.

Municipalities can also leverage capital improvement investments against other community goals. With shrinking resources, local governments can no longer reasonably afford to achieve single-objective outcomes from their infrastructure investments. For example, the city of Lenexa, Kansas (a suburb of Kansas City), determined to be a more sustainable and livable community, and they used green infrastructure projects to help achieve that goal. Tapping funds from the American Recovery and Reinvestment Act, city officials implemented a range of street-level storm water improvements that achieved key placemaking objectives, such as creating open spaces and promoting walking, while addressing storm water problems.

4. Align Codes and Ordinances

Outdated, disjointed codes and ordinances are among the greatest barriers to rescaling suburban environments. These land development regulations—from zoning ordinances to street standards, parking requirements, site coverage, and height limits—are often responsible for existing transportation and land use patterns, and serve as the default legal structure for new development. The upshot is that building a walkable mixed-use neighborhood is often illegal, requiring the developer to seek variances or special permits, which can create uncertainty and delays in the development process or discourage redevelopment in the first place.

Research has found that government support for development in targeted areas is the strongest predictor of private investment (Hook et al. 2013). One of the easiest ways to support new growth is to change the codes and ordinances to legalize pedestrian-friendly development. New codes can be embedded in an overlay zone or a neighborhood plan to allow for the type of construction needed to transform an area.

A number of resources are available to help local governments determine where and how to change their codes, such as the SmartCode (www.smartcodecentral.org) form-based codes (http://formbasedcodes.org), the American Planning Association’s Smart Codes: Model Land-Development Regulation (https://www.planning.org/research/smartgrowth), or EPA’s Essential Fixes series (www.epa.gov/dced/essential_fixes.htm).

For example, Columbia Pike in Arlington, Virginia—a 3.5-mile urban corridor across the Potomac River from downtown Washington, DC—was rescaled after the county modified the underlying development codes and ordinances. Located in an urban county that grew explosively in recent decades, Columbia Pike, by contrast, had seen little development and minimal investment in the past 30 years. In the late 1990s, county leaders created a form-based code to foster transit- and pedestrian-oriented infill redevelopment in the corridor. The code is an optional code (also known as a parallel code); all the underlying zoning remains in place, but incentives such as expedited review and approvals encourage its use. Since adopting the code in 2003, the Pike has seen more than 1,000 new housing units and 240,000 square feet of retail built, and another 600 housing units and 21,700 square feet of retail have been approved.

5. Get the Streets Right

A community’s street network is fundamental to any redevelopment efforts. Typical suburbs have wide, high-speed travel lanes designed to move cars efficiently through the area. But the primary focus of any suburban rescaling effort should be on moving people, not cars, through an area. This goal can be accomplished by building wide, inviting sidewalks; installing lanes and parking for bicycles; creating buffer zones between people and moving traffic; developing interesting places to walk; and making it safe to cross the road. Well-conceived streets can also kick-start investment and the redevelopment process. However, in many suburban communities, which tend to be less competitive, the public sector may need to catalyze growth by making up-front investments with support for infrastructure and amenities to attract private-sector funds.

For example, Lancaster, California, a mid-size city about 60 miles north of Los Angeles, transformed a five-lane arterial into a Main Street by investing in a number of streetscape improvements. They narrowed and reduced travel lanes, and added on-street parking and street vegetation, which slowed traffic from 40 miles per hour to 15 miles per hour. The city’s investment of $11.5 million attracted more than $300 million in private investment.

6. Get the Parking Right

Parking is a challenge for any development, but it’s particularly tricky in suburban areas where the community is trying to pivot from auto-dependence to auto-independence. Conventional wisdom holds that parking is essential to retail survival; consequently, many suburban areas have an oversupply, owing to various code, design, or bank requirements. But any successful effort to rescale a suburb will require planners to balance today’s parking needs with a creative vision for a less automobile-dependent future.

Communities can assess how much parking is needed and explore alternate ways to supply it by requiring on-street parking, permitting shared parking, or de-bundling parking spaces from housing units (EPA 2006). To foster a pedestrian-friendly streetscape, it’s critical to eliminate or reduce surface parking, or to place it behind retail areas. Larger redevelopment projects may require a parking garage, but it should be located at the back of the site and not immediately adjacent to other transit opportunities. It’s increasingly common to “wrap” a parking garage with smaller housing units or offices to provide parking without interrupting the pedestrian streetscape.

As a neighborhood decreases its dependence on cars, it can repurpose parking garages by converting top floors into community gardens or bottom floors into low-rent business incubator space. One community in Albany, New York, transformed an old parking garage and car dealership into luxury condominiums.

By planning for future uses, a neighborhood can maintain the parking spaces it needs now while allowing the area to evolve and change without losing the initial investments made during the revitalization process. Local governments can also rewrite zoning and building codes to demand that garage developers meet the minimum adaptability requirements (Jaffe 2013).

7. Add More Green

Suburban landscapes have been described as “hostile” and “unhealthy” because of their wide, underutilized zones dominated by hard surfaces. But many communities are bringing nature back into these built environments and transforming the streets and alleys between buildings into attractive, thriving pedestrian hubs.

Trees, plants, open green space, and recreational pathways afford a respite for individuals, provide social gathering areas, improve environmental conditions, and create more livable streetscapes (Benfield 2014). Suburban sites can make it easier to integrate green into a new development project because they often offer more land and flexibility than urban areas. As a public investment, green space can also serve to attract private development initiatives.

Green spaces can be incorporated at three scales—at the regional, neighborhood, and site level. At the site scale, municipalities are beginning to use green infrastructure to manage storm water by absorbing it into the ground or capturing it for later reuse. These strategies create more beautiful places, increase pedestrian safety, calm traffic, manage water flows, and develop a constituency to support effective storm water management. (Much like potholes, a conspicuous clogged bio-swale on a local street is more likely to generate calls to city hall than an invisible underground pipe leak would.) These site-level approaches can also build momentum for larger-scale suburban transformation while creating bustling public spaces from parking lots, alleys, buildings, landscaped areas, rooftops, or streets. Imagine, for example, a sea of cascading greenery descending from the roof of a parking garage or a pedestrian plaza with planters, trees, tables, and chairs in a section of a former parking lot.

At the regional and neighborhood level, green space can connect natural areas and working lands while also providing critical ecological functions. Additionally, these connections can support multi-use paths and trails, habitat corridors, and other “green fingers” integrated throughout the region. Regional approaches focus on the movement of wildlife, people, and natural resources, such as water. Neighborhood strategies target connections to larger regional networks, creating connected public gathering places, open spaces, coordinated multi-use paths, and a bike infrastructure network.

The redevelopment of Stapleton Airport outside Denver, Colorado, incorporated green space at the regional and neighborhood levels. Approximately one-third of its 4,700 acres serve as new parks and open space for the project’s 12,000 residential units. Every home is within a 10-minute walk of open space. The centerpieces are the 80-acre Central Park and 85-acre Westerly Creek corridor. More than 27,000 trees have been planted, and the 6 million tons of concrete that once formed the airport’s runways have been incorporated into the newly created parklands. Not only did the redevelopment rescale the airport into a thriving pedestrian place, it is also generating $22 million in annual property taxes and $13 million in sales tax revenue (Swetlik 2013).

8. Change Land Use

Many suburban areas are littered with abandoned or underperforming big box stores and outdated shopping centers. By reusing these buildings as libraries, schools, housing, and even churches, communities can activate a dead zone and create demand for a location. They can also prevent or slow an expanding sprawl pattern by reducing the need to build new big box stores on undeveloped parcels. Without a broader redevelopment strategy, however, reuse of big box stores will not change the physical landscape to support significant pedestrian activity.

Suburban developers often have to assemble land parcels and navigate the demands of multiple landowners, especially in retail corridors with multiple strip malls and single-use retail outlets. As a result, many developers are attracted to old mall sites, which often have significant acreage, single owners, existing roads, water and sewer service, and adjacent residential housing. The existing mega-structure may be torn down and replaced with moderate-density buildings, a traditional street grid, and a mix of commercial and residential uses. For example, the redevelopment of the 100-acre Belmar Mall, in Lakewood, Colorado, reconnected the street grid. The pedestrian-friendly streets now support 1,300 new homes, one million square feet of retail, and 700,000 square feet of office space. This approach has drawn many suburban communities to create a town center or similar large-scale redevelopment on those sites.

The process of shifting from a suburban landscape to a walkable, thriving neighborhood takes time and may require public infrastructure investments. Recognizing this, some municipalities plan to roll out several stages of redevelopment over decades and provide immediate funds for infrastructure in order to leverage future investments. A critical component for successful staged developments is compatible local government planning and zoning. Long-term agreements or planned densification can be designed to require density increases or large-scale redevelopment activities within a particular time frame, allowing market supply and demand to coevolve.

One example of successful staged development is Potomac Yards in Alexandria, Virginia. The former industrial site was remediated in 1997 and developed according to then-current zoning as a traditional strip mall. Tenants signed a 15-year lease, which was typical for the time and the space. Over the next several years, city officials obtained funding to open a new metro station in the back of the mall, and several adjacent mixed-use, high-density residential developments were built as well. Land value in Potomac Yards rose significantly as a result. In 2010, the city council approved a redevelopment plan, which is slated to begin in 2017 and will dovetail with the opening of the metro stop. The strip mall will be torn down to make way for a new walkable mixed-use neighborhood with 7.5 million square feet of office, retail, and residential development.

9. Provide Catalytic Leadership

Rescaling suburban neighborhoods for pedestrians requires coordination and cooperation among municipal departments that normally operate independently. Transportation departments manage road systems, housing departments manage affordable housing, and public works departments build sewers. But no single department can implement the complex range of strategies and physical changes needed to transform a single-use residential subdivision or retail district into a walkable mixed-use neighborhood.

Catalytic leadership is equal parts mediation, facilitation, and leadership. It is based on respecting each department’s traditional approach while acknowledging that no single department will have the answer or data to resolve some issues. Catalytic leadership can build the trust and respect needed to foster more collaborative and innovative approaches to the challenges presented by suburban placemaking. It is essential to orchestrating these efforts, mediating among parties with differing agendas, and achieving desired outcomes on time and within budget.

The successful redevelopment of downtown Silver Spring, Maryland, benefited from such leadership. The area had been a dynamic retail center in the postwar years. But, like many suburban centers, it lost much of its vibrancy to enclosed malls during the 1970s, and subsequent attempts to rebuild the retail base failed. In 1996, the county decided to redevelop the area into a pedestrian-oriented, mixed-use, transit-oriented community. The county executive knew that slow permitting would hinder the project, so he created a Green Taping program, which draws input from the local staff responsible for enforcing the range of building and site codes (building, electrical, fire, mechanical, accessibility, zoning, signage, sediment and storm water management, subdivision plan review, and inspection codes and standards). At “round table” sessions, the participants identified and resolved cross-department issues for proposed projects in the redevelopment zone. By gathering in one room, representatives from all the departments were able to resolve design, zoning, and code barriers more efficiently. As a result, Silver Spring has transformed its suburban landscape into a thriving community with more than 750,000 square feet of retail and entertainment space, 500,000 square feet of office space, and nearly 2,000 residences.

10. Anticipate What’s Next

The process of rescaling suburban communities can be long and difficult, but there are a number of possible starting points—from visioning and planning, to making infrastructure investments, to building the first project. As municipalities begin, leaders should keep several issues in mind:

• Determine how to measure success. A clear, measureable objective for a corridor redevelopment or revamped strip mall can be critical to ensuring that the project stays on track. Is the goal to increase retail sales, transit ridership, or affordable housing? During the course of a project, city commissions and planning, zoning, and transportation boards will need to make seemingly minor decisions—such as increasing or decreasing allowed parking—with potentially major effects. Municipalities are more likely to reach their long-term goals if they clearly articulate and define the measures of success from the outset.
• Manage redeveloped places for all income and age groups. Many cities and towns are leveraging expanded transit lines to transform their suburban landscapes, which will attract more minorities, lower-income residents, and young people in search of walkable neighborhoods. Municipalities need to plan accordingly and accommodate these new demographics with affordable housing, employment opportunities, and retail options.
• Respect and celebrate local and regional uniqueness. Fundamentally, compelling neighborhoods have a strong sense of place, with unique streetscapes, architectural styles, or public art. As communities transform their suburban landscapes, leaders can allow neighborhoods to grow organically and authentically—and avoid replacing generic malls with generic town centers that will fare no better over the long run.

America’s evolving suburban landscapes represent enormous opportunities to creatively rethink the nation’s built and natural environments. Rescaling these places for pedestrians can help restore activity in the street and create lively, prosperous places to live and work.

About the Author

The incoming president and CEO of the Congress for the New Urbanism, Lynn Richards was the 2013 Lincoln/Loeb Fellow at the Graduate School of Design at Harvard University and the Lincoln Institute of Land Policy. Previously, at the U.S. Environmental Protection Agency (EPA), she held multiple leadership roles over 13 years including acting director and policy director in the Office of Sustainable Communities.

Resources

American Planning Association (APA). 2014. Investing in Place: Two Generations’ View on the Future of Communities: Millennials, Boomers, and New Directions for Planning and Economic Development. APA, May. https://www.planning.org/policy/polls/investing/pdf/pollinvesting report.pdf.

Benfield, Kaid. 2014. People Habitat: 25 Ways to Think about Greener, Healthier Cities. Island Press.

Dunham Jones, Ellen, and June Williamson. 2009. Retrofitting Suburbia: Urban Design Solutions for Redesigning Suburbs. Wiley and Sons.

Environmental Protection Agency (EPA). 2011. Cleanup and Mixed-Use Revitalization on the Wasatch Front: The Midvale Slag Superfund Site and Midvale City, Utah. May.

EPA. 2006. Community Spaces, Parking Places: Finding the Balance through Smart Growth Solutions. EPA 231-K-06-001.

Hook, Walter, Stephanie Lotshaw, and Annie Weinstock. 2013. More Development for Your Transit Dollar: An Analysis of 21 North American Transit Corridors. Institute for Transportation and Development Policy.

Jaffe, Eric. 2013. “We Need to Design Parking Garages with a Car-less Future in Mind.” Atlantic Cities, November 14.

Litman, Todd. 2010. Evaluating Non-Motorized Transport Benefits and Costs. Victoria Transport Policy Institute. www.vtpi.org/nmt-tdm.pdf.

Lukez, Paul. 2007. Suburban Transformations. Princeton Architectural Press.

National Association of Realtors (NAR). 2011. The 2011 Community Preference Survey: What Americans Are Looking for When Deciding Where to Live. NAR, March. http://www.realtor.org/sites/default/files/smart-growth-comm-survey-results-2011.pdf.

Swetlik, Deana. 2012. “The Many Uses Blooming at Denver’s Old Airport: Stapleton.” Urban Land, October 11, 2012.

This article reviews the Western State Planning Leadership Retreat, in which state planners from 13 western states have participated. The retreats provide a forum for state-level planners to compare their experiences, learn from each other’s successes and failures, and build a common base of experience for land use planning in their states and across the region. Rather than promote a particular approach to land use planning and growth management, the retreats encourage planners to explore a range of land use planning strategies for responding to growth and land use issues in the West. This article summarizes what we learned during the first two retreats in 2000 and 2001.

Forces and trends of land use planning. The West is changing and there are many differences in the states’ approach to land use planning. New forces and trends are redefining the region’s quality of life, communities, and landscapes—directly influencing how we approach land use planning and growth management. Within these trends, western state planners recognize a variety of common challenges—pockets of explosive population growth, sprawl, drought, out-of-date legislation, a lack of funding, and a lack of public and political support for planning, and changing the way development occurs.

Major themes related to land use planning and growth in the West;

Why plan? How can we build public and political support for planning? Historically, land use planning was motivated by a concern to promote orderly development of the landscape, preserve some open spaces, and provide consistency among developments. These continue to be important objectives, but they are insufficient for building public and political support.

What is the role of state government? State programs should support local land use planning efforts, and should try to engage the “big players,” such as transportation departments, to work with local jurisdictions and maintain their state’s economic competitiveness by encouraging local communities to improve their quality of life through infill, redevelopment, and preserving the natural environment.

How can regional approaches to land use planning complement state actions? Regionalism allows multiple jurisdictions to share common resources and manage joint services, such as water treatment facilities and roads. Regional approaches are gaining momentum, but they also create new challenges.

Foster effective planning and growth management through collaboration. Collaboration can be defined many ways, but most planners agree with the premise that if you bring together the right people with good information they will create effective, sustainable solutions to their shared problems. Collaboration, when done correctly, allows the people most affected by land use planning decisions to drive the decisions.

How do we measure success? In 1998, the Arizona legislature passed the Growing Smarter Act, which was amended in 2000, and created a Growing Smarter Commission. The act reformed land use planning and zoning policies and required more public participation in local land use planning. This brings us full circle to our first theme—Why are we planning?

The Three Cs of Planning—three recommendations emerge from the western state planners’ retreats that can be implemented throughout the country. First, identify the most compelling reason to plan in your community; second, rely on collaborative approaches; third, foster regional connections.

“This [the West] is the native home of hope. When it fully learns that cooperation, not rugged individualism, is the quality that most characterizes and preserves it, then it will have achieved itself and outlived its origins. Then it has a chance to create a society to match its scenery.”

Wallace Stegner, The Sound of Mountain Water (Penguin Books 1980, 38)

During the past two years, state planners in 13 western states have met in the Western State Planning Leadership Retreat, an annual event sponsored by the Lincoln Institute of Land Policy and the Western Consensus Council. Cosponsors include the Western Governors’ Association, the Council of State Governments–WEST, and the Western Planners’ Association. The retreats provide a forum for state-level planners to compare their experiences, learn from each other’s successes and failures, and build a common base of experience for planning in their states and across the region. Rather than promote a particular approach to planning and growth management, the retreats encourage planners to explore a range of strategies for responding to growth and land use issues in the West. This article summarizes what we have learned during the first two retreats in 2000 and 2001.

Forces and Trends

The West is changing. New forces and trends are redefining the region’s quality of life, communities and landscapes, directly influencing how we approach land use planning and growth management. One force that sets the West apart from other regions of the country is the overwhelming presence of the landscape. The West has more land and fewer people than any other region, yet is also very urbanized. More people live in urban centers than in rural communities.

The dominance of land in the politics and public policy of the West is due in part to the large amount of land governed by federal and tribal entities (see Figure 1). More than 90 percent of all federal land in the U.S. lies in Alaska and the 11 westernmost contiguous states. The U.S. Forest Service, U.S. Bureau of Land Management, National Park Service, and the U.S. Fish and Wildlife Service manage most of the West’s geography and significantly influence the politics of land use decisions. Indian tribes govern one-fifth of the interior West and are key players in managing water, fish and wildlife.

The West is also the fastest growing region of the country (see Figure 2). The five fastest-growing states of the 1990s were Nevada, Arizona, Colorado, Utah and Idaho. Between 1990 and 1998, the region’s cities grew by 25 percent and its rural areas by 18 percent, both significantly higher rates than elsewhere in the U.S. As western demographics diversify, the political geography has grown remarkably homogeneous. Following the 2000 elections, Republicans held three-quarters of the congressional districts in the interior West (see Figure 3) and all governorships except the coastal states of California, Oregon and Washington.

Within these trends, western state planners recognize a variety of common challenges—pockets of explosive population growth, sprawl, drought, out-of-date legislation, a lack of funding, and a lack of public and political support for planning and changing the way development occurs in the West. They also point out many differences in their states’ approaches to planning. Oregon and Hawaii have long-standing statewide land use planning efforts, but planning in Nevada is a recent phenomenon, limited mainly to the Las Vegas and Reno areas. Vast federal holdings in Nevada, Idaho and Utah dictate land use management more than in other states, and Arizona and New Mexico share planning responsibilities with many sovereign tribal governments. Alaska and Wyoming—with small populations and little or no growth—do very little planning.

Major Themes

Based on the first two retreats, we have identified six major themes related to planning and growth in the West.

Why plan? How can we build public and political support for planning? Historically, planning was motivated by a concern to promote orderly development of the landscape, preserve some open spaces, and provide consistency among developments. These continue to be important objectives, but they are insufficient for building public and political support. Particularly during economic recession, planning takes a back seat—the public can focus on only so many problems at once. Today, the most compelling argument for planning is that it can be a vehicle to promote economic development and sustain the quality of life. People move to the West and create jobs because they like the quality of life in the region, and planners need to tap into this motivation.

In Utah, for example, quality of life is an economic imperative, so state planners tie their work to enhancing quality of life rather than to limiting or directing growth. It is used to integrate economic vitality and environmental protection. Several years ago, business leaders and others created Envision Utah, a private-public partnership. Participants use visualization techniques and aerial photos, mapping growth as it might occur without planning, and then again under planned cluster developments with greenbelts and community centers. These “alternative futures” scenarios help citizens picture the changes that are coming and the alternatives for guiding those changes in their communities. As Utah’s state planner says, “Growth will happen, and our job is to preserve quality. That way, when growth slows, we will still have a high quality of life.”

Kent Briggs, executive director for the Council of State Governments–WEST (a regional association for state legislators), and Jim Souby, executive director of the Western Governors’ Association, acknowledge the difficulty of nurturing public and political support for growth management in the West. They agree that political power shifts quickly from one party to the other, and yet is a lagging indicator of cultural, demographic and economic change. Governors and legislators might be more convinced to support land use planning, they say, by using visualization techniques to help them understand the costs of existing patterns of development, and to picture the desired future of our communities and landscapes.

How much planning is enough, and who should be in the driver’s seat? Arizona and Colorado have smart growth programs designed to help communities plan for growth and preserve open space. In the November 2000 elections, citizen initiatives in both states introduced some of the nation’s most stringent planning requirements, but both initiatives failed by a 70 to 30 percent vote, suggesting that citizens want to maintain flexibility and freedom—and local control—when it comes to planning and growth management. The story is similar in Hawaii, where business profitability—not zoning maps—directs land use. In May 2001, Hawaii’s governor vetoed a smart growth initiative because it was perceived as being too environmental and would limit developers’ ability to convert agricultural lands.

This emphasis on home rule or local control is supported by a recent survey of citizens in Montana, conducted by the Montana Association of Realtors. In the survey, 67 percent of respondents said that city or county governments should have the power to make land use decisions, while 60 percent opposed increasing state involvement in managing growth-related problems.

In Oregon, citizens narrowly passed Measure 7, an initiative requiring state and local governments to pay private property owners for any regulations that restrict the use or reduce the value of real property. While the impacts and constitutionality of this initiative are still being debated, it sends a strong message to planners in a state that has had one of the most progressive land use and growth management programs for 25 years. The message, according to Oregon’s state planner, is to not rest on your successes, and to keep citizens and communities engaged in an ongoing discussion about the effectiveness of land use planning. He also stressed the need to balance preservation with appropriate development, emphasizing that “good planning doesn’t just place limits on growth and development.”

What is the role of state government? Douglas Porter, keynote speaker at the first retreat and a nationally known consultant on land use and growth policy, says that one of the most important state roles is to offset the lack of will to plan at the local level. He says that state programs should support local planning efforts, and should try to engage the “big players,” such as transportation departments, to work with local jurisdictions. Porter also suggests that state governments can maintain their state’s economic competitiveness by encouraging local communities to improve their quality of life through infill, redevelopment, and preserving the natural environment.

Oregon’s state government attracted $20 million in federal funding to help communities overhaul zoning ordinances and remove obstacles to mixed uses. Colorado created an Office of Smart Growth to provide technical assistance on comprehensive planning; document best practices for planning and development; maintain a list of qualified mediators for land use disputes; and provide grants for regional efforts in high growth areas. In Arizona, Montana and New Mexico, state planning offices provide a range of technical services to assist communities, such as clarifying state laws, promoting public participation, and fostering intergovernmental coordination.

Jim Souby suggests that one of the most effective roles of state government is to promote market-based strategies and tax incentives. “Tax what you don’t like, subsidize what you do like,” Souby says. Other incentives might include cost sharing and state investment strategies—similar to Maryland and Oregon—to drive development in a positive direction.

How can regional approaches to land use planning complement state actions? Regionalism allows multiple jurisdictions to share common resources and manage joint services, such as water treatment facilities and roads. In Washington, citizens recently rejected the top-down smart growth model popularized in Florida due to concerns over home rule and private property rights. In response, the state legislature approved a system of regional planning boards that instill some statewide consistency while allowing for regional and local differences.

Nevada, despite double-digit growth in the Las Vegas and Reno areas, does not have a state planning office. However, the legislature mandated Washoe County (home of Reno and Sparks) to create a regional planning commission to address growth issues jointly rather than in a piecemeal manner. Key municipal and county officials in Clark County (Las Vegas) formed their planning coalition voluntarily—compelled to cooperate by the highest growth rate in the nation. This coalition recently presented the state legislature with a regional plan that emphasizes resolving growth issues locally rather than at the state level.

In New Mexico, the city and county of Santa Fe each recently updated their comprehensive land use plans. The plans were fine, except that they were stand-alones prepared with no coordination. Citizens demanded better integration of planning efforts and pushed for a new regional planning authority. Within 18 months, citizens and officials developed a joint land use plan for the five-mile zone around the city, and the regional authority is now developing zoning districts and an annexation plan. In Idaho, city and county officials in Boise voluntarily created the Treasure Valley Partnership as a forum to discuss policies for controlling sprawl, and to coordinate the delivery of services. They are also reviewing the possibility of light rail development.

Regional approaches are gaining momentum, but they also create new challenges. For example, the city of Reno has been reluctant to join the neighboring city of Sparks and Washoe County in revising their regional plan. With no enforcement or penalty at the state level, the other jurisdictions can do little to encourage Reno’s involvement. Likewise, New Mexico has no policy framework for regional planning and thus no guidelines on how to share taxing authority, land use decision making and enforcement responsibilities.

Foster effective planning and growth management through collaboration. Collaboration can be defined many ways, but most planners agree with the premise that if you bring together the right people with good information they will create effective, sustainable solutions to their shared problems. Collaborative forums allow local officials to weigh and balance competing viewpoints, and to learn more about the issues at hand. According to Jim Souby, local efforts should incorporate federal land managers because they play such a dominant role in the region’s political geography. Kent Briggs agrees that collaboration, when done correctly, allows the people most affected by land use decisions to drive the decisions. Collaborative processes, when they include all affected interests, can generate enormous political power, even when such efforts do not have any formal authority. While it may be appropriate in some cases to have national or state goals, it is ultimately up to the people who live in the communities and watersheds of the West to determine their future, according to Briggs.

How do we measure success? In 1998, the Arizona legislature passed the Growing Smarter Act, which was amended in 2000, and created a Growing Smarter Commission. The act reformed land use planning and zoning policies and required more public participation in local planning. The commission recommended that the state should monitor and evaluate the effectiveness of land use planning on an ongoing basis. The governor recently appointed an oversight council to continue this work, but council members say that clear benchmarks are needed against which to evaluate the effectiveness of land use planning—a percentage of open space preserved, for example, or a threshold on new development that triggers tighter growth restrictions. Arizona law, however, simply identifies the issues that must be addressed in comprehensive land use plans. It does not set specific standards or expectations, making meaningful evaluation impossible. This brings us full circle to our first theme—Why are we planning?

The Three Cs of Planning

Three recommendations emerge from the western state planners’ retreats that can be implemented throughout the country.

First, identify the most compelling reason to plan in your community. What are you trying to promote, or prevent? Be explicit about the values driving the planning process. Emphasize the link between quality of life, economic development and land use planning as a way to sustain the economy and the environment. Remember that people must have meaningful reasons to participate constructively in the planning process.

Second, rely on collaborative approaches. Engage the full range of stakeholders, and do it in a meaningful way. A good collaborative process generates a broader understanding of the issues—since more people are sharing information and ideas—and also leads to more durable, widely supported decisions. Collaboration may also be the most effective way to accommodate the needs and interests of local citizens within a regional approach and when the state’s role is limited.

Third, foster regional connections. Recognize that planning is an ongoing process, not a product to be produced and placed on a shelf. Link the present to the future using visualization and alternative futures techniques. Build monitoring and evaluation strategies into plan implementation. Encourage regional approaches that build on a common sense of place and address transboundary issues. Emphasize that regionalism can lead to greater efficiencies and economies of scale by coordinating efforts and sharing resources.

Matthew McKinney is executive director of the Western Consensus Council in Helena, Montana, a nonprofit organization that helps citizens and officials shape effective natural resource and other public policy through inclusive, informed and deliberative public processes. Will Harmon is the communications coordinator for the Western Consensus Council and a freelance writer based in Helena.

References

Center for Resource Management. 1999. The Western Charter: Initiating a Regional Conversation. Boulder, CO: Center for Resource Management.

Kwartler, Michael. 1998. Regulating the good you can’t think of. Urban Design International 3(1):13-21.

Steinitz, Carl and Susan McDowell. 2001. Alternative futures for Monroe County, Pennsylvania: A case study in applying ecological principles, in Applying Ecological Principles to Land Management, edited by Virginia H. Dale and Richard A. Haeuber. New York, NY: Springer-Verlag, 165-189.

Swanson, Larry. 1999. The emerging ‘new economy’ of the Rocky Mountain West: Recent change and future expectation. The Rocky Mountain West’s Changing Landscape 1(1):16-27.

U.S. Environmental Protection Agency. 2000. Environmental Planning for Communities: A Guide to the Environmental Visioning Process Utilizing a Geographic Information System (GIS). (September).

While the issue of managing suburban growth has long been on the Lincoln Institute’s agenda, “sprawl” is now receiving a great deal of attention from citizens, policy analysts and policymakers, as well as the popular press. However, crafting policies to respond to suburban growth is extremely difficult for a variety of reasons.

First, we lack a public consensus about what sprawl is. Even paraphrasing former US Supreme Court Justice Potter Stewart, “. . . but I know it when I see it” does not work in this case. For example, one often hears from anti-sprawl activists that they do not want their community to be “another Los Angeles.” However, Los Angeles is more densely populated today than it was 30 years ago.

Dowell Myers and Alicia Kitsuse report that “the Los Angeles urbanized area (the region excluding mountains and deserts) has the highest gross population densities among the 20 largest metropolitan regions, higher even than New York.”1 Exploring deeper, one finds that “Los Angeles” is code for a variety of social problems that are concentrated in our nation’s cities, such as urban crime, teenage pregnancy, poverty, persistent unemployment, and a variety of other concerns, not the least of which is the organization of uses in metropolitan space.

A second challenge to crafting policies to respond to suburban growth is the threat to anticipated economic gain by some of those who own undeveloped land on the fringes of metropolitan areas. For example, one can imagine the great interest these landowners would have in negotiations to redraw urban growth boundaries. The line on the map can have significant monetary implications for a parcel depending on which side of the line it lands.

A third challenge is the variety of existing policies and laws that have encouraged suburban growth over the past 50 years. In a recent Institute-supported study, Patricia Burgess and Thomas Bier make a strong case that governmental fragmentation on two fronts contributes to a policy environment that supports sprawl.2 Fragmentation between levels of government makes regional planning approaches difficult, while fragmentation across functional agencies impedes comprehensive solutions. In another study, Joseph Gyourko and Richard Voith have argued that the combination of the federal mortgage interest deductions and local-level exclusionary zoning have encouraged low-density residential development in jurisdictions surrounding central cities.3

Finally, there is little agreement about desired future development patterns. Thus, if the forces that create sprawl are based on a combination of federal, state and local policies, if our existing landscape reflects both public and private actions, and if the desired future is unclear, how does one even begin to address the issue? The Lincoln Institute’s mission is to contribute to and improve the quality of debate about land policies. Toward that end, our work on sprawl is multi-dimensional, focusing on educational programs for policy officials at the federal, state and local levels.

Programs for Federal and State Officials

Land use issues have increased in importance on the federal policy agenda, and the Institute has begun working with Region 1 of the Environmental Protection Agency (EPA), based in Boston, to develop a training course for senior administrators. Many staff at EPA are not schooled in land use planning, but their work in traditional EPA areas such as water or air quality requires that they pay attention to land use issues.

Harvey Jacobs, professor of urban and regional planning at the University of Wisconsin-Madison, developed and taught a course to two groups of EPA administrators in the fall of 1998. Response to the two-day program, which included the historical and institutional context of land use planning, was so positive that the EPA asked the Institute to offer this program annually as part of EPA’s required orientation for new administrators.

At the state level, the Institute has recently supported programs to facilitate information exchanges among legislators and planning directors. Patricia Salkin of the Government Law Center at the Albany Law School has researched lessons to be learned from states that attempted state-level legislation on growth management, but failed. Among her findings was the lack of in-depth knowledge among state legislators and executive-level policymakers about the causes and consequences of suburban sprawl. In order for any kind of growth management legislation to be passed successfully, sponsorship is needed by the appropriate legislator. Depending on the state, this might be the chair of the Local Affairs Committee or a different committee leader.

In an attempt to respond to this need for better understanding about sprawl on the part of legislators and their staffs, the Lincoln Institute and the Albany Law School cosponsored a briefing session in February 1999, in Albany. It coincided with the legislative session and, fortuitously, was held on the day of a press conference announcing that the bipartisan “Smart Growth Economic Competitiveness Act of 1999” had been filed in both houses of the New York legislature. The bill includes three key provisions:

(1) It charges the Governor to create an inter-agency council to review existing policies related to growth and development.

(2) It creates a task force to study the issue and come up with recommendations.

(3) It asks the Governor to provide grants for regional compact efforts.

National experts on sprawl, state legislators and commissioners, and Mayor William A. Johnson of Rochester and members of his staff exchanged up-to-date information on related state-level efforts, as well as possible resources for their continued work on this issue. The briefing session gave prominence to the issue of growth management at an important juncture in the state’s history. Perhaps most useful to the legislators and other senior-level policymakers was the neutral forum that the briefing provided for frank discussion of the complexities of “smart growth.” While the event was designed with legislators in mind, it is clear that participants from the executive branch who attended the briefing session also benefited.

In another attempt to target our educational programs to key decision makers, the Lincoln Institute, the Regional Plan Association (RPA) and the New Jersey State Planning Commission cosponsored a leadership retreat for state planning directors from ten of the eleven Northeast states. The directors, or in states without a state planning director a representative from the executive branch, met in Princeton in March for a day characterized by peer-to-peer training.

States with nascent state-level efforts were able to learn from those with more institutionalized programs. While Delaware is as different from New York as Connecticut is from Maine, their state officials were able to benefit enormously from stepping outside their individual political, geographic and economic contexts and considering alternative solutions to similar problems. While each state must construct strategies appropriate to its own needs, all states face many common concerns.

The gathering also provided an opportunity to contribute to a larger, region-wide planning effort. Among the initiatives presented by Robert Yaro, executive director of RPA, was Amtrak’s introduction of high-speed rail service between Boston and Washington, DC, which may leverage substantial economic growth for cities along the corridor. Boston, New York, Philadelphia, Baltimore and Washington will clearly benefit from rapid, comfortable transportation between terminals. However, it may be in smaller cities such as Providence, Hartford, New Haven, Bridgeport, Stamford, Newark, Trenton and Wilmington where high-speed rail could have a far greater impact. Frequent service to these cities, where airline connections are limited, could bring new investment as well as increased access to other employment centers for their residents.

RPA is drafting a proposal to provide the analysis and preliminary recommendations needed to evaluate the benefits of the Amtrak service. The state planning officers at the Princeton meeting felt that the initiative would be of great interest to their governors and agreed to take the RPA proposal back to their states in an effort to broaden the coalition in support of Amtrak’s high-speed rail service in the Northeast Corridor.

Programs for Local Officials and Community-Based Organizations

At the local level, strategies to address suburban sprawl also need to focus on development and redevelopment in the cities, and the Institute is expanding its course offerings to groups long interested in urban policy. Last November, the Institute cosponsored “Breaking Barriers, Building Partnerships: Urban Vacant Land Redevelopment” with the Massachusetts Association of Community Development Corporations. Meeting in Boston, staff from community development corporations and private and non-profit lenders explored strategies for bringing underutilized land back into use. A similar group gathered in Chapel Hill, North Carolina, in May for a workshop cosponsored by the North Carolina Community Development Initiative and the Kenan Institute for Private Enterprise. The hands-on training was designed to give participants experience in generating alternative financing strategies for urban redevelopment

In another effort in the Southeast, the Lincoln Institute provided support to Spelman College as part of an effort to contribute to the redevelopment of its neighborhood in Atlanta. In June, Spelman and its partners from the Atlantic University Center held a community summit as part of a larger initiative to identify both neighborhood needs and university-community strategies to address those needs.

Our experiences in these programs confirm the complex factors influencing current development patterns: the variety of social, economic, technological and political forces; complex and sometimes conflicting policies at the local, state and federal levels; and the actions of those in the public, private and non-profit sectors. Through this work we have come to understand the need for basic information about the broader issue of land markets. In particular we are interested in how and why land markets operate as they do and the implications of land market activity on various public and private stakeholders. Future curriculum development efforts in this area will concentrate on materials to help policymakers and citizens gain a better appreciation of these markets. In doing so, we will have a fuller understanding of the sprawl issue: what causes sprawl, where interventions will be effective, and the characteristics of successful interventions.

Rosalind Greenstein is a senior fellow and director of the program in land markets at the Lincoln Institute.

Notes

1. Myers, Dowell, and Alicia Kitsuse, “The Debate over Future Density of Development: An Interpretive Review.” Lincoln Institute Working Paper, 1999: 22.

2. Burgess, Patricia, and Thomas Bier, “Public Policy and ‘Rural Sprawl’: Lessons from Northeast Ohio.” Lincoln Institute Working Paper, 1998.

3. Gyourko, Joseph, and Richard Voith, “The Tax Treatment of Housing and Its Effects on Bounded and Unbounded Communities.” Lincoln Institute Working Paper, 1999.

Una versión más actualizada de este artículo está disponible como parte del capítulo 2 del libro Perspectivas urbanas: Temas críticos en políticas de suelo de América Latina.

En el área metropolitana de Lima, el acceso a la tierra urbana por parte de los sectores populares presenta un historial de problemas que son resultado de la combinación de una ocupación irregular y espontánea de la tierra con políticas de corto alcance para regularizar la tenencia de las tierras. Estas políticas diseñadas para resolver o mitigar la ocupación irregular, en vez de contribuir a una solución, han aumentado el problema.

El seminario, “Los gobiernos locales y el manejo de la tierra urbana: Perú y América Latina”, llevado a cabo en Lima en febrero, reunió representantes municipales, expertos de América Latina y líderes de la comunidad para responder a la siguiente pregunta: ¿Asegura el actual marco regulatorio el crecimiento ordenado y equitativo de Lima y de las otras ciudades peruanas?. El programa fue organizado por el Instituto Lincoln; el Instituto de Desarrollo Urbano CENCA, una organización no gubernamental que basa su trabaja con las comunidades; la Asociación de Municipalidades del Perú, y la Red de Políticas de Suelo de la Coalición Internacional del Habitat (HIC).

Políticas de Regularización

Por regularización de la tierra se entiende en general el proceso de intervención pública en zonas ocupadas ilegalmente, a fin de proveer mejoras de infraestructura urbana y reconocer títulos de propiedad u otros derechos de ocupación. En muchos países en desarrollo se necesitan políticas de regularización para contrarrestar los patrones irregulares, y a veces ilegales, de desarrollo de la tierra, en que la ocupación del terreno e incluso la construcción de viviendas precede la instalación de obras de infraestructura y la documentación legal.

Desde 1961, el gobierno central de Perú ha apoyado políticas que permitieron que la población de bajos ingresos ocupara las tierras públicas vacantes, consideradas como un recurso natural de “banco de tierras”. La mayor parte de estos terrenos eran arenosos, casi desérticos, ubicados en los alrededores de Lima y de poco valor comercial. Un 34% de la población de Lima vivía en “barriadas” o asentamientos irregulares para 1993.

Ante la ausencia de políticas efectivas para asegurar el acceso legal y organizado a la tenencia de la tierra, la permisividad que llevó al desarrollo irregular de estas áreas periféricas ha llevado a una crisis que domina actualmente la discusión de las políticas relativas a la tierra urbana (Figura 1). Muchos funcionarios gubernamentales y otros observadores reconocen que el sistema en sí mismo fomenta y permite el crecimiento informal e irregular, y que algunas de las políticas diseñadas para regularizar la tierra han contribuido en la práctica a crear más irregularidades.

Problemas del Manejo de la Tierra Urbana

El manejo de las políticas de la tierra urbana en Perú está siendo reexaminado a causa de tensiones entre el gobierno central y el gobierno local. Entre 1981 y 1995, las municipalidades administraron los procedimientos, autorizaciones y políticas relacionados con la regularización de la tierra. En 1996, el gobierno peruano centralizó la administración de los recursos económicos sobre la vivienda y el desarrollo urbano, retomando los temas de regularización. Esta centralización política, administrativa y fiscal ha creado serias ineficacias e ineficiencias, puesto que aún las agencias de los gobiernos locales tienen que responder a las demandas diarias de la población con respecto a tierra y vivienda, y no tiene ya un control integral de esta problemática.

También existen tensiones a causa de las contradicciones entre el marco legal y el mercado informal de las transacciones cotidianas. Esta falta de relación se refleja en la falta de comprensión y desconfianza que existe entre las autoridades y los agentes privados e individuos que operan fuera del marco de las políticas formales.

A pesar de los intentos por parte de municipalidades y organizaciones no gubernamentales por mejorar la coordinación e implementación de las políticas de la tierra que afectan a los mecanismos formales e informales del mercado formal e informal, los líderes políticos todavía toman la decisión final. Esta situación se ve sujeta a la politización de la administración pública, por ejemplo, a través de políticas creadas para satisfacer a los políticos en vez de la comunidad. Al mismo tiempo, esta situación fomenta las perspectivas a corto plazo, puesto que la autoridad gobernante está más interesada en el trabajo inmediato que en el seguimiento detallado de planes de desarrollo que requieren de un plazo más largo para su ejecución. Como resultado, los problemas graves de crecimiento de Lima no reciben una respuesta adecuada por el marco regulador, legal y político actual.

Problemas Comunes

Un resultado importante de este seminario en Perú fue el intercambio de experiencias con otras ciudades latinoamericanas y asiáticas, en las cuales los gobiernos locales pueden utilizar recursos públicos para promover ciudades urbano más ordenadas. Aún cuando los problemas del manejo de la tierra son amplios y complejos, ciertos problemas comunes fueron identificados para ser discutidos en programas futuros:

• El desarrollo de políticas públicas e iniciativas a nivel de la comunidad para capturar el valor de la tierra “intermedia” que se encuentra en proceso de desarrollo y es frecuentemente la más vulnerable a la especulación.
• Programas municipales de vivienda que utilicen el marco legal existente para fomentar la ocupación ordenada del espacio. Específicamente, hay una necesidad de promover la coordinación entre los diversos agentes públicos y privados; así como mecanismos que apoyen créditos financieros para la población de bajos ingresos, la construcción de vivienda, los servicios básicos de infraestructura y las estrategias de participación del vecindario.
• Las políticas de regularización de la tierra y su articulación con políticas de acceso a la tierra, a fin de romper el círculo vicioso de irregularidades que causa los problemas actuales de manejo y de crecimiento urbano.
• Una mayor comprensión de la dinámica de los mercados formales e informales de la tierra, por aquellos encargados de desarrollar e implementar las políticas apropiadas para dirigir las complejas actividades vinculadas al mercado de tierras.

Julio Calderón, investigador urbano y consultor en programas de desarrollo social, está afiliado a Red Suelo, la red de políticas de la tierra de la Coalición Internacional para el Habitat.

Figura 1: Políticas de Regularización de la Tenencia de la Tierra en Lima

Febrero 1961-1980: Se estableció la Ley 13517, responsabilizando a varias agencias del gobierno central para regularizar los procedimientos de tenencia de la tierra, pero sólo se emitieron 20.000 títulos.

1981-1995: La función de emisión de títulos fue transferida a la Municipalidad de Lima y la entrega de títulos de propiedad de la tierra aumentó a unos 200.000. En los años noventa la capacidad de entrega de títulos disminuyó gradualmente hasta generar una crisis en el mercado de la tierra.

Abril 1996: La Comisión del Estado de Formalización de la Propiedad Informal (COFROPI) asumió las responsabilidades que estaban asignadas a la municipalidad. A partir de la promesa presidencial de incorporar la población de bajos ingresos al proceso del mercado de la tierra, se entregaron cerca de 170.000 títulos de propiedad entre julio de 1996 y julio de 1997. Se espera que 300.000 títulos más sean emitidos para el año 2000. Sin embargo, COFROPI afirma que el 90% de los títulos entregados antes de 1995 presentan problemas de registro, de manera tal que muchos de los títulos entregados desde 1996 son revisión de otros entregados anteriormente. En consecuencia, es difícil reconstruir la cantidad exacta de títulos emitidos bajo cada administración.

Algunas Definiciones

Ilegal – Ocupación de la tierra que contradice expresamente las normas existentes, el código civil y la autorización pública.

Informal – Actividad económica que no se adhiere a las reglas institucionales y que no está protegida por ellas, en oposición a la actividad formal que opera dentro de los procedimientos establecidos.

Irregular – Subdivisión que está aprobada oficialmente pero que no ha sido ejecutada de acuerdo con la ley.

Clandestina – Subdivisión establecida sin reconocimiento oficial.

Una versión más actualizada de este artículo está disponible como parte del capítulo 6 del libro Perspectivas urbanas: Temas críticos en políticas de suelo de América Latina.

Hoy en día la mayoría de los países de América Latina son más urbanos que rurales y están tratando de desarrollar sus economías como partes integrales del mercado global. Este proceso introduce profundos cambios culturales y espaciales tales como mayor segregación y conflictos sobre el uso del suelo urbano.

Es sabida la necesidad de fortalecer la conciencia ciudadana sobre la liberalización de los mercados y la pérdida de protagonismo del Estado en los esquemas de economía y planificación. Este cambio en el papel del Estado —de “proveedor” a “facilitador”— crea un vacío en las necesidades sociales urbanas. Los participantes sugirieron tres abordajes para poder mejorar la gestión del suelo urbano y la igualdad social de manera simultánea.

Primero que todo, utilizar herramientas básicas para establecer y apoyar los sistemas de información urbana: un mecanismo de monitoreo con capacidad para identificar datos de agentes y transacciones, incluidos los precios del suelo; conocimiento de los “ciclos de vida” de las zonas urbanas; y modelos de predicción que permitan establecer la relación entre las economías municipales y nacionales y el mercado de bienes raíces.

En segundo lugar, instituir políticas urbanas que equilibren los mecanismos de mercado existentes, que suelen ser contradictorios. Por ejemplo, es difícil liberalizar los mercados y al mismo tiempo imponer límites en la expansión urbana cuando se intenta ofrecer suministros de suelo adecuados para satisfacer las necesidades de la población pobre trabajadora.

Tercero, reconocer y dar apoyo a las acciones positivas de grupos comunitarios y organizaciones no gubernamentales que se propongan combatir los patrones de segregación de clases, como también a los intentos municipales de utilizar instrumentos como reservas territoriales, mecanismos de financiamiento progresivos y mejoras en los procedimientos administrativos y fiscales.

Uno de los mayores problemas de la planificación territorial en América Latina es encontrar el “borde” de la ciudad, especialmente cuando la tenencia y ocupación del suelo responden a la necesidad social, más que a la ley. Entre las formas de propiedad urbana que funcionan fuera de los reglamentos comerciales está la tierra mantenida bajo el sistema de ejido , que ocupa más del 50 por ciento del territorio mexicano y forma parte de las zonas metropolitanas más importantes. El ejido dificulta el crecimiento natural del mercado de bienes raíces y propicia la expansión de mercados secundarios (informales) descontrolados.

Estos y otros temas afines concentraron la discusión en una reunión que tuvo lugar en México en el mes de abril. En ella, peritos y personalidades académicas compartieron sus puntos de vista sobre los procesos que afectan el orden territorial urbano y los instrumentos disponibles y necesarios para poder lograr una intervención pública eficaz, conducente al logro de objetivos de igualdad social y planificación territorial. Si bien los participantes del seminario manifestaron sus inquietudes por el efecto a largo plazo de la globalización en América Latina, también reconocieron que el escenario de acción, al menos durante los años venideros, será a nivel municipal más que a nivel nacional.

Sobre los autores

Luis Fernando Alvarez es investigador principal del Centro de Estudios Metropolitanos, Centro Universitario de Arte, Arquitectura y Diseño de la Universidad de Guadalajara, México.

William J. Siembieda es profesor de planificación de la Escuela de Arquitectura y Planificación de la Universidad de Nuevo México. El seminario sobre temas de suelo urbano y reserva territorial fue copatrocinado por el Instituto Lincoln y por el Centro de Estudios Metropolitanos en la Universidad de Guadalajara.

If cynics know the price of everything but the value of nothing, then they may have something in common with contemporary American planners. Constrained by the courts, the planning fraternity sometimes appears to have spent the last decade rationalizing nexuses and quantifying costs without really addressing the social and environmental values that should underpin the planning process. Under assault from those criticizing government, as well as from the property rights movement, the profession seems to have retreated into the land of that dismal science, economics. This allegation has been made in a number of ways over the past few years by critics as diverse as New Urbanist architects and, in England, the Royal Family. Is it really justified?

This article is written from an English perspective and is based on research into the types of planning tools used in the United States to minimize the adverse effects and costs of development or to maximize public benefits. The intention is to adapt the best American practices for future use in the United Kingdom.

A broad analysis of the types of policy processes presently being used highlights an amazing breadth and depth of local policy innovation. The accompanying table outlines the range of policies found, broken down either by the way they have been justified or the process that has been used. This “family” grouping may help in suggesting other types of policies that can be used to achieve similar goals. It may also provide a useful reminder that the policies are always supposed to achieve aims, and that those aims should always be in a constant state of review.

The policies span a wide range. Some are not traditionally thought of as land use or planning policies. Indeed, in many cases the policies are not promoted with any explicit intention of achieving specific land use goals. They are, however, all capable of directly affecting land use patterns and, properly used, can all realize benefits to the community.

Purpose Policies

Harm, quality of life and control policies are all well-accepted planning tools. They work to prevent development in inappropriate areas–on wetlands or in congested districts, for example–or to require development in certain places. For the most part these policies do not offer any new lessons to UK planners. However, their scope is widening. New harms are being defined, such as air quality, lack of public transit accessibility and effects on the water table.

In addition, new, more limited types of land interests, such as easements and deed restrictions, are being used as controls, and new actors are becoming involved. For example, in South Florida the Water Management District is now a major purchaser of land and development rights, working in loose alliance with planning authorities. School boards, forest preserve districts and private utility companies have also become more interventionist.

Nevertheless, the main areas of experimentation are in other family groups. Cost policies are being used more proactively and are being expanded in scope. Fees are being used to either encourage or discourage development in particular locations. In San Diego impact fees in outlying zones have been set at economically prohibitive levels to deter development. In Dade County, Florida, road impact fees are banded and fees increase towards the urban fringe. In Montgomery County, Maryland, certain fees are waived when affordable housing is provided.

Cost policies can also be used to raise revenue to meet off-site costs for nontraditional “infrastructure.” In Boston and San Francisco linkages have been identified between the construction of new offices and the need for housing, justifying the extraction of money sums. In principle the range of these fees could be expanded. The City of San Diego already charges developers for new libraries, fire stations and other community facilities, and includes some future maintenance costs. In rapidly growing areas, the public costs of new health infrastructure, hospitals and clinics might also be considered.

Some municipalities have considered the possibility of charging “disassociation fees” that recognize the cost to the community of development away from central cities. “Historic investment” or “recoupment” fees could account for the cost of past provision of infrastructure. In the case of schools or hospitals, a charge could also be made to reflect the cost of wasted desk and bed capacity in the area from which migration has occurred. Alternatively, fees could be charged for the “softer” social costs of increasing the distance that citizens need to travel to reach open space or to reflect the additional stress that occurs from lengthy journeys through strip development.

Process Policies

Market policies have been described as creating “a currency in the public domain that [can] then be traded.” Unsurprisingly, new markets have developed swiftly, responding to local conditions. These policies generally require zoning that sets limits on development at lower levels than the market would otherwise build. A release from that limitation can then be “sold” or transferred for use either on or off site. Seattle, New York state, Maryland and New Jersey lead the way with policies of this type, creating the necessary currency in the form of bonus floor areas and transferable rights. They also provide “market” infrastructure such as credit banks in some cases. In Florida the private sector has set up profitable “mitigation banks” that reclaim damaged land to create mitigation credits for future use by developers whose projects would threaten wetlands. Private sector sales of “utility credits” also occur.

Fiscal policies are all too often seen as intended simply to raise revenue. Yet they can also guide land uses and capture public benefits from increases in the development value of private land. In some Business Improvement Districts, such as those in Miami Beach and Chicago, increased tax assessment streams have been bonded and the proceeds spent on capital works achieving planning aims. In San Diego’s special assessment areas the cost of new social infrastructure, such as parks and libraries, is borne in this way.

In some areas it is possible to secure contributions towards public works that lead to private benefits, for example when major new transport links or services are provided. In downtown Miami, businesses that benefit from a transit system pay a property assessment that meets the county’s share of the original infrastructure cost.

The final two categories of policies are important for different reasons. Adequate transitionary policies are essential. Politically and legally it is difficult to introduce new policies unless careful attention is paid to minimizing or mitigating the immediate costs. Providing for a lengthy period of introduction, or providing compensating credits, as in Montgomery County, may offer some comfort. In some areas “reversionary” permits have been proposed, where development rights revert back to an earlier or less valuable use if they remain unimplemented for a period of time. The miscellaneous policies provide clear means for enforcement. All too often well-intentioned policies are not rigorously applied. Agreements may allow easier control and greater certainty.

Conclusion

It is clear that a large number of policy tools are available to and used by American planners. The opening criticism questioned their fixation with economics. While economic issues are and always should be part of the planning process, the scope of planning policies itself shows that planning is about more than economics. However, it has also become apparent that planners tend to use only a limited range of instruments, even when alternative approaches might better achieve their policy goals.

For a variety of legal and institutional reasons, municipalities understandably concentrate on those policies that they have already used and that have worked. Notwithstanding that, to an English planner the American system as a whole offers a mouthwatering array of policy feasts. It is a shame that so many planners operating within the system only nibble at the corners of a table that is groaning with the weight of possible delights.

Stephen Ashworth is a visiting fellow at the Lincoln Institute and a Harkness Fellow in a program sponsored by the Commonwealth Fund of New York. In the United Kingdom he is a partner in the firm of Denton Hall, Lawyers. This article is drawn from his research on “Harnessing Land and Development Values for Public Benefit.”

In the past quarter century, the People’s Republic of China has achieved remarkable progress in economic growth, social advancement, and political and administrative reforms. These achievements are largely attributed to the commitment of the Chinese government to improve its people’s welfare through adherence to a free market economy. The interrelated forces of economic growth and policy reform are stimulating rapid and fundamental transformation, especially in Chinese cities, where infrastructure projects, urban renewal, housing development and reform of state-owned enterprises are taking place at an unprecedented pace and scale.

The catalyst for this surge in urban development has been the widespread adoption of the Land Use Rights System (LURs) in which land ownership and use rights have been separated. Its impacts are two-fold. First, it promotes the development of markets for land use rights in which land prices and market mechanisms begin to affect land use and land allocation decisions. Second and more important, it creates an institutional capacity for local governments to raise much-needed revenues to finance urban redevelopment and economic reforms. This revenue-raising ability is rooted in the land ownership structure and power of Chinese government, since the state owns virtually all land in cities and towns. Users are required to pay upfront leasing fees for 40- to 70-year periods, depending on the type of use.

Along with its fiscal impacts, the LURs has created several problems that have drawn increasing attention. First, revenues from leasing state-owned land are not sustainable from a long-term perspective; leasing of existing urban land has been the primary revenue source for financing urban projects, and sooner or later cities will run out of urbanized land available for leasing. For example, Hanzhou City will collect 6 billion RMB (US$732 million) in 2003 from the sales of land use rights, most of them on existing urban land, but land sale revenues have already reached their peak and have started to decline.

Second, Chinese governments lack instruments to capture their share of the increases in land value that are driven up by the combined forces of urbanization, public investment in infrastructure and private efforts. Based on the proposition that one should be rewarded only for one’s own effort, government should capture the increased land value resulting from public investment, rather than having it accrue to the private landowner.

Third, laws do not specify concrete measures for implementing lease renewals. It will be more difficult to collect leasing fees in the renewal period since local governments will have to deal with thousands of households compared to a small number of developers in the first round of leases. Finally, some local government officials have been politically motivated to create an oversupply of land and overheated real estate activity, thus diminishing the central government’s efforts to institutionalize land management and urban planning.

Compulsory Land Acquisition

The other major source of land revenues for local governments is the leasing of former farmland. Both the Chinese Constitution and the 1999 Land Administration Law (LAL) specify that the state, in the public interest, may lawfully requisition land owned by collectives, thus setting the stage for compulsory land acquisition. The local government is thereby able to acquire land cheaply from farmers and sell it to developers at much higher prices. This is a complicated process because it requires first acquiring the land, then converting it to state ownership, resettling the displaced farmers and providing urban infrastructure before finally leasing the land to developers. The law requires that peasants’ lives should not be adversely affected by land acquisition. However, this requirement is difficult to implement, in part because measures of life changes for peasants are multifaceted; financial compensation is only one of the considerations.

Since there is no market data for farmland prices, the government pays collectives and peasants a compensation package that includes three components: compensation for the land itself; resettlement subsidies; and compensation for improvements to the land and for crops growing on the requisitioned land. The law stipulates that compensation for cultivated land shall be six to ten times the average annual output value of the acquired land for the three years preceding the requisition.

The amount of the resettlement subsidies depends on the number of people living on the land, but each person’s subsidy shall not exceed six to ten times that of the annual yield from the occupied land. Recognizing diversity of local conditions in terms of socioeconomic development status, productivity, and per capita income, the local government is permitted to raise the sum of the resettlement subsidies and land compensation up to 30 times the previous three years’ average output value on the acquired land.

Emerging Issues

Several significant issues are emerging from this land acquisition process. The first relates to the ill-defined concept of property rights and development rights: who is entitled or empowered to acquire land from peasants for urban development? Currently any entity can acquire land from peasants as long as it can justify public interest or purpose. This public interest requirement was easy to fulfill in the 1990s, since there were many state-owned enterprises that provided services and/or goods to the public. They could acquire land to launch profitable commercial, housing, entertainment and industrial development projects. Individual developers also can acquire land if they have strong political connections. However, these profit-making and political motivations for land acquisition are responsible for increasing corruption in real estate and housing developments and creating chaotic and uncoordinated urban development patterns. Recent economic reforms and privatization have begun to diminish the roles of state-owned enterprises, so it is time to reexamine the concept and definition of public interest and public projects.

The interactions of multiple players in land acquisition (including individuals, corporations and governments) create several problems in land management and planning: (1) it becomes extremely difficult, if not impossible, to coordinate land development so that infrastructure and transportation facilities are used efficiently; (2) it voids many urban planning efforts; and (3) it is blamed for “villages in the city” (cheng zhong chun), a phenomenon in which villages and farmland are surrounded by developed land, making the city unattractive, disrupting the continuity of economic, social and cultural functions, and significantly increasing transportation costs.

The second issue is who is entitled to compensation and at what level. The village collective is the basic socioeconomic organization in rural areas, and its largest asset is the land collectively owned by the members. Even though laws recognize that both the collective and its members should be entitled to sharing compensation, there are no specific policy guidelines or regulations on how to divide the shares in different situations. The collective’s share is supposed to enhance its capacity in farmland productivity and social welfare, thus benefiting all its members. However, the role of the collective is diminishing, in part because its membership is decreasing as some farmers leave to become urban residents following acquisition of communal land, and in part because of socioeconomic changes due to advancing urbanization. The revenue sharing scheme reflects this transformation.

To make matters worse, different levels of governments take a cut out of the monetary compensation that is supposed to go to the farmers. For example, the Chinese government built a pipeline that transfers natural gas from the western to the eastern part of the country. This was a national project, so compensation to peasants was paid by the state, but the amount of compensation varied from province to province. The state gave 20,000 RMB (US$2,500) per mu (one mu=666.67 square meters) to peasants in Henan province for their land. Given the fiscal structures between governments, these funds were allocated downward to lower levels of government (from state to province to city to county to township, respectively). At each transfer point, a portion of funds was retained for that level of government to finance their own public goods and services. The peasants received only 5,000 RMB in the end.

The situation here is similar to the concept of value capture in which governments are entitled to retain a portion of land value increases in exchange for their efforts in urban development and infrastructure provision. In a case like Henan it is legitimate to ask if the state’s compensation reflected the true market value of the land. If it did, then local governments should be entitled to their shares. Alternatively, if the state captures the entire land value increase, then the state should reimburse at least the costs of infrastructure provisions supplied by the local government.

The third issue is the equity of compensation, which involves both the level of compensation as well as variations in payments in different situations. Since there are no market data that can truly reflect the price of farmland, compensation hardly reflects market conditions and it varies dramatically from case to case, mainly depending on who plans to develop the land. For instance, profitable projects such as commercial housing and business developments can afford to pay higher prices for land than public transportation and infrastructure projects such as highways, railroads, airports and canals. If these different types of projects, private and public, occur in one village at different times or in neighboring villages at the same time, peasants who are less well compensated feel unequally treated by the government. Many complaints have something to do with this inconsistency in compensation. Such inequity contributes to rising tensions and distrust between peasants and the government and adversely affects subsequent planning and implementation of land management policies.

Finally, it is becoming increasingly difficult and costly to resettle peasants. The LAL requires that the quality of life of farmers shall not be adversely affected by compulsory land acquisition, but does not specify concrete measures to achieve this goal. As a result, many peasants end up living under worse conditions several years after their land was taken than they did before. This situation is not difficult to imagine. Farming does not make peasants rich, but it generates sufficient income to support a minimum level of livelihood and security. Without appropriate training and skills in managing their lump sum payment and without appropriate investment channels (if their compensation is sufficient to make any investment at all), it is common for peasants to end up with no land to farm, no income stream to support themselves, and no job skills to compete in the tight urban job markets.

Land Policy Challenges

China is facing many challenges in its efforts to supply land for new development as rapid urbanization continues. First, it is becoming more difficult for local governments to acquire land for true public works and transportation projects, since they cannot offer peasants as much compensation as developers of more profitable commercial projects.

A second challenge is to fairly compensate peasants when their farmland is acquired. As governments capture a greater proportion of the land value increases, the low level of compensation to peasants imposes a serious long-term threat to sustainable development in China. The number of people who live in poverty after land acquisition continues to rise. For instance, Zhijiang province alone has more than 2 million farmers who have lost their farmland. In 2002, more than 80 percent of legal cases filed by peasants against governments in the province were related to land acquisition.

This situation is a potential source of instability and is likely to escalate in the future as increasing urbanization puts even more pressure on the need for new land for development. According to the General National Land Use Comprehensive Plan, China needs 18.5 million mu of land for nonagricultural uses in the first decade of the twenty-first century, and 90 percent of that land will be acquired from farmers. It is estimated that 12 million farmers will lose their land through this type of acquisition. Without fair compensation or other efforts to assure their social security over the long term, these farmers will impose enormous socioeconomic problems on China for years to come.

The third challenge is associated with the rate of urbanization. According to the report of the 16th Communist Party Convention in 2003, the total population of China is estimated to be 1.6 billion to1.8 billion by 2020, with more than 55 percent living in cities, compared to the current population of 1.3 billion with 38 percent in urban areas. Migration from rural areas to cities is expected to be around 15 million annually, after taking into account the rate of natural urban population growth. Sustainable and affordable urban economic development is urgently needed to absorb these large numbers of rural immigrants.

A final dilemma is how to achieve a balance between farmland preservation and urban spatial expansion. Farmland preservation will inevitably increase land costs, which in turn will slow down urban development. At the same time, it is necessary to promote urban economic growth to provide sufficient job opportunities. This in turn leads to urban encroachment into rural areas to take advantage of less expensive land.

To address these challenges, Chinese officials need to ask some fundamental questions:

• What are the impacts of urbanization and infrastructure provision on the value of farmland, and how do the values change over space and time?
• Who is entitled to the value increases in land, and what is the peasants’ fair share?
• What constitutional rights do peasants possess? Will the Chinese Constitution be amended soon? If so, what will be the impacts?
• What are some other mechanisms of capturing land value? What are the merits and drawbacks of these mechanisms, and will they work in China? If so, how can the government make them work?

Land Acquisition Reform

It is hard to anticipate how Chinese officials will address these questions, but rapid urbanization and massive infrastructure provision will inevitably increase land values over the next two decades. Recognizing the enormous problems associated with land acquisition, several cities have adopted different approaches to protect farmers’ rights and interests so their lives will not be adversely affected. These approaches include:

• Joint ventures (Shanghai). Collectives share stock in the land they transfer for projects. In return, they receive annual cash payments equivalent to average profits from farming.
• Extra allowance for construction on land in villages (Shuzhou). Local governments strictly control the amount of nonagricultural construction on land owned by a collective. By providing an extra allowance for nonagricultural land, villages are able to pursue economic activities other than agriculture and are able to generate income simply by renting out their land for nonagricultural purposes.
• Combination of cash resettlement and provision of social security funds (Zhuzhou and Jiaxing). The population in a village where land will be acquired is divided into three age groups: youth, adults and elders. The younger residents are paid a cash compensation. The cash compensation for adults is double the youth amount and half of it is earmarked for job training. Those two groups are compensated upfront in a lump sum payment. The local government establishes a social security fund for the elderly so they are paid on a monthly basis rather than in a lump sum fashion. The amount of their pay is equivalent to the minimum standard set by governments for urban laid-off workers.
• Compensation based on location, not previous land use (Nanjing City). This example is closer to compensation based on farmland markets.

The Chinese government is taking other measures, such as attempting to make the land acquisition process more transparent so farmers know where and when their land will be acquired and how much they will be compensated for it. This transparency will also help to reduce corruption and improve land management. There is also an urgent need to establish legal channels for farmers to file appeals and protests against governments in compulsory land acquisition cases. The development of farmland markets may challenge land acquisition and also may have substantial impacts on fiscal policy and government financing.

All of these efforts will change both the way land will be taken from farmers and how the issues and challenges of land acquisition will be addressed. Although it is too early to predict how and to what extent these measures and reforms may affect urban and rural development, China is certain to be one of the most fascinating and dynamic places for continuing research and study of land policy reform and societal transformation.

Chengri Ding is associate professor in the Department of Urban Studies and Planning at the University of Maryland, in College Park. He specializes in urban economics, housing and land studies, GIS and spatial analysis. He is also special assistant to the president of the Lincoln Institute for the Program on the People’s Republic of China.

Note: RMB is the Chinese currency; US$1=8.20RMB.

The Lincoln Institute’s China Program was established several years ago, in part to develop training programs on property taxation policy and local government finance with officials from the State Administration of Taxation (SAT). The Institute and SAT held a joint forum on international property taxation in Shenzhen in December 2003, and more than 100 participants attended another course held in China in May 2004. In January 2005, 24 Chinese tax officials from 15 provinces visited the United States for additional programs; many of them are developing property tax systems in six pilot cities. The Institute also supports the Development Research Center (DRC) of the State Council to research property tax assessment in China, and they jointly organized a forum in February 2005.

Economic growth and institutional reforms in China over the past two decades have created profound changes within the society. The central authorities now need to set forth new policies and procedures for modern governance to address devolution of certain authority to local governments, rapid urban and rural development, and changes in land uses and land and fiscal policies. The national government’s commitment to further modernization is most evident in the effort to develop and implement a new property taxation system.

This article describes the current system and discusses issues and challenges that must be overcome to implement a successful property tax policy in China. Given the complexity of this endeavor and the huge variation in economic development across the country, a gradualist approach, which has proved effective in China’s modernization process, may be the best way to initiate property tax reform and development.

Current Taxation System

China collects 24 types of taxes. The central and local governments share the value added tax (VAT) and business tax revenues; the former tax is the primary revenue source for the central government, whereas the latter is the most important tax for local governments. Two other important tax sources for the central government are the consumption (excise) tax and the personal income tax. Twelve taxes are related to land and property, but most do not generate significant revenues. The business tax accounted for 14.41 percent of total central and local government revenues in 2002, but only a small portion of that amount was generated from property-related sources. The reason is that business and income taxes are collected only when land or property is rented or sold, and thus do not provide a steady stream of revenue. It is hard to imagine that any of the 12 property-related taxes could play a key role in resource allocation and local government finance over the long term.

An evaluation of the current tax system reveals additional concerns.

• The tax structure is out of date. The urban real estate tax was developed in 1951 and several other taxes, including the farmland occupation tax, the urban land use tax and the housing tax, were institutionalized in the late 1980s. Given the tremendous advances in economic and institutional reform since then, China’s tax system needs to be updated to function effectively within this new context.
• Domestic and foreign entities operate under differing tax bases and rates. The Chinese government offers tax incentives to foreign entities to attract foreign direct investment that domestic investors do not receive. In addition, domestic land users pay the urban land use tax and housing tax, whereas foreign land users pay the urban real estate tax. Furthermore, structures used for commercial or industrial purposes in rural areas do not pay any land- or property-related taxes. As a result of these differing tax policies, the overall tax rate for foreign enterprises is generally 10 percent lower than that for domestic enterprises.
• Several of the taxes are redundant. For example, the business tax and housing tax are both based on housing rental income; the land value incremental tax, enterprise (corporate) income tax and personal income tax are all based on the net rental or transaction income from property.
• Land and property taxes are levied on transactions rather than asset holdings. This arrangement produces a market-dependent revenue stream and is vulnerable to fluctuations over time.
• The tax base is narrowly defined. Properties used for commercial purposes are subject to certain taxes, but residential properties are exempt.
• The tax system is not well equipped to address the complexities of emerging market development. For instance, current land and property taxes impede the development of real estate markets for mortgaging, re-renting and subleasing transactions.

The shortcomings in the current taxation system have resulted in major fiscal problems for the central government, such as declining revenue mobilization and ineffective use of tax policy to leverage macroeconomic policy (Bahl 1997). When the government conducted tax reform in 1993 to overcome some of the problems, one of the largest initiatives shifted responsibility for urban and public services to local governments.

This measure was successful in improving the central government’s fiscal condition; however, the revenue share for local governments was not increased at a level commensurate with their increased responsibility. Consequently, many local governments face increasing budgetary deficits. Figure 1 illustrates the financial deficit for local governments after the 1993 tax reform. More than one-third of county-level governments have serious budget problems and over half of the local governments directly below the provincial level have budgets that merely cover the basic operations of public entities.

Public Land Leasing

One of the means by which local governments increase revenues in the absence of an effective taxation system is through public land leasing. In the late 1980s and early 1990s, the state introduced market principles into the decision-making process regarding land use and allocation by separating land use rights from ownership. This separation promotes the development of land markets, which in turn have created tremendous impacts on real estate and housing development, urban land use and land allocation. Except for a short yet dramatic drop in the early 1990s due to a macroeconomic policy designed to prevent the national economy from overheating, the prices for access to land use rights and public land leasing rates have been increasing steadily.

Despite the significant number of land leasing transactions, the government closely regulates and controls the amount of land being leased by maintaining a monopoly on land supply (Ding 2003). Most land in rural areas still belongs to the collectives, and urban construction is prohibited on rural land unless it is first acquired by the state. Land developments that occur on collectively owned rural land are considered illegal, and administrative efforts such as monitoring and inspecting have been implemented to eliminate these violations.

General land use plans and regulations to preserve cultivated land further control the amount of land available for urban development. The land use plans determine the total amount of land that can be added to existing urbanized areas through an annual land supply quota. At the same time, China’s preservation policy for cultivated land influences both land supply and the location of land available for urban development. The Land Administration Law specifies that at least 80 percent of cultivated land should be designated as basic farmland and prohibited from land development. Land productivity is the dominant factor used to delineate the boundaries of basic farmland. Since most cities are located in areas with rich soil resources, farmland protection designations commonly exist in urbanizing areas. Thus farmland protection inevitably results in urban sprawl and leapfrog development patterns requiring costly infrastructure investments and land consumption.

Financing Local Government. As a result of the government’s regulations and monopoly on selling land use rights, local authorities use the public land leasing system to increase their revenues through land use conveyance fees. For instance, Hangzhou City, the capital of Zhejiang Province with a population of almost four million, is among the top five in per capita national income and GDP. The city generated land conveyance fees of more than six billion YMB in 2002, more than 20 percent of the total municipal government revenues.

Interestingly, these fees were generated largely from selling to commercial users the right to access the state-owned land, yet commercial land development represented only 15 percent of total land uses in newly developed areas. The rest of the land was allocated to users through negotiation in which the sale price either barely covered the costs of acquiring and improving the land, or land was offered free to generate competition for businesses and investments.

Local governments can raise enormous revenues from limited-market transactions of land use rights, in part because land conveyance fees represent lump-sum, up-front land rent payments for a leasing period and in part because local governments exercise their strong administrative powers to require farmers to sell their land at below-market rates. When the government later resells the land at market rates, the price could be more than 100 times the purchase price. After considering the costs of land improvement, however, net revenues may be only ten times the total cost of the land.

Rising land prices resulting from the government monopoly allow local governments to use the land as collateral to borrow money from banks. These loans plus the revenue generated from conveyance fees accounted for 40 to 50 percent of the Hangzhou municipal government budget in 2002. In turn these revenues were used to fund more than two-thirds of the city’s investments in infrastructure and urban services.

Hangzhou City specializes in textiles, tourism, construction and transportation, and generates substantial revenue from business and value-added taxes, although the city’s share of income generated through the public land leasing system is also large. Many smaller cities and towns with fewer commercial and business resources use land leasing directly through land conveyance fees or indirectly as collateral to support up to 80 or 85 percent of their total investments in urban initiatives. These smaller cities must turn to land to generate revenues to fuel economic growth, launch urban renewal projects, and provide infrastructure and urban services that were neglected for a long time prior to the reform era. Land-generated revenue is also used to improve the overall financial environment, attract businesses and investments, and support the reform and reallocation of state-owned enterprises.

Negative Consequences. Despite the importance of public land leasing for income generation, the practice of using this tool to finance local governments may have serious consequences in the long run. The fiscal incentives that compel local governments to control and monopolize the land markets will negatively impact real estate and housing development, industrialization and land use. Furthermore, land is a fixed resource and ultimately there will be no more land left to lease for revenue.

Increasing pressure to protect the rights of farmers also makes it more difficult and costly to acquire land from farmers. As a result, local governments must increase land prices or face reduced revenues from land leasing. Finally, not only does land scarcity and farmer compensation pose a challenge to income generation, but recent policy reform now permits land owned by a collective to enter the land market directly. This change will prevent local governments from acquiring collective lands and exacting conveyance fees for these transfers.

Taxation Reform: Principles and Challenges

The fiscal deficits experienced by local governments and the problems with the resulting public land leasing system provided the impetus for the central government to restructure the entire taxation system. That reform is based on four guiding principles: (1) simplify the tax system; (2) broaden the tax base; (3) lower tax rates; and (4) strictly administer tax collection and management. The central authorities in charge of tax policy and administration offer several specific goals with respect to property-related taxes.

• Unify the tax system so that domestic, foreign, urban and rural entities are treated similarly.
• Terminate taxes at odds with efforts to foster the emergence of healthy land and real estate markets, such as the farmland occupation tax.
• Merge the housing tax, urban real estate tax, and urban land use tax into a single property tax, and treat domestic and foreign entities equally in levying this tax.
• Adopt a value-based property tax.

Considerable debate exists over the merits of the proposed property-related tax reform. Despite the lack of consensus as to the best option, the costs and benefits must be assessed to effectively guide the development and implementation of a new property tax system. In addition, several outstanding issues need to be resolved in order to implement the proposed land and property tax reform.

• What are the existing laws and statutes relevant to property rights and taxation, how will they be amended and how will new laws be developed to legislate the new system?
• What role will property taxation play in intergovernmental fiscal relations and local government financing?
• What will the objectives of property taxation be as a fiscal and land use tool?
• How should land and property taxation be tied to the concept of achieving value capture and financing urban infrastructure and services?
• How will the land and property tax system relate to and be consistent with land policy reforms such as public land leasing, land acquisition, and the development of land markets in urban and rural areas such as agricultural farming?

The implementation of a value-based tax also will require the assembly and cataloguing of massive quantities of data, which historically have not been collected systematically. Furthermore, the data that have been collected are stored in different locations and in paper format. The Ministry of Land and Resources records and handles land-related data and information, whereas the Ministry of Construction is in charge of structure-related information. Matching related records from different ministries and digitizing this data will take years if not decades and will require a huge investment of resources.

The Chinese public has limited understanding of property taxation systems, so education will be required to avoid potentially significant political resistance. Capacity building within the Chinese government also will require professional training in appraisal, evaluation, appeals and collection to achieve effectiveness and efficiency in the new tax system.

Conclusions

Despite these unanswered issues and challenges, the Chinese government appears committed to implementing property taxation reform. The application of the widely used and successful gradualist approach for implementing policy and institutional reforms will ensure that the development and institutionalization of the property tax system proceeds on course. For example, data for industrial and commercial structures is more complete and of higher quality than data for residential structures. Furthermore, newer structures tend to have better records than older structures, and records are more complete for structures in urban areas than in rural areas. Thus, applying the property taxation system first to commercial and industrial structures, newly developed land with residential structures, and urban areas will allow the system to take hold before attempts are made to implement change in the areas with greater obstacles to overcome.

References

Bahl, Roy. 1997. Fiscal policy in China: Taxation and intergovernmental fiscal relations. Burlingame, CA: The 1990 Institute.

Development Research Center. 2005: Issues and challenges of China’s urban real estate administration and taxation. Report submitted to the Lincoln Institute of Land Policy.

Ding, Chengri. 2003. Land policy reform in China: Assessment and prospects. Land Use Policy 20(2): 109-120.

Liu, Z. 2004. Zhongguo Suizi Gailan. Beijing: Jinji Chuban She. (China’s taxation system. Beijing: Economic Science Publisher).

Lu, S. 2003. YanJiu ZhengDi WenTi TaoShuo GaiKe ZhiLu (II). Beijing: Zhongguo Dadi Chuban She. (Examination of land acquisition issues: Search for reforms (II). Beijing: China Land Publisher.)

Chengri Ding is associate professor in the Department of Urban Studies and Planning at the University of Maryland, in College Park. He specializes in urban economics, housing and land studies, GIS and spatial analysis. He is also special assistant to the president of the Lincoln Institute for the Program on the People’s Republic of China.