Land use is the derivative of the transportation system

Something I've been mulling over:

Land use is the derivative of the transportation system. What I mean by this is that the nature of the land use system is wholly dependent on the local dominant transportation system. Hence a rail-oriented transportation system sees incredible centralization, pedestrian- and bike-oriented ones a dense spread, and automobile-oriented ones...sprawl.

Perhaps "derivative" isn't the right word in a technical sense, but it certainly sounds sexier than "dependent variable". And we want mantra here. We need mantra, because we need to focus on the problem at its core, because the reality is--there's a reason why planners are so often hamstrung, and it's because they're fighting a system dictated by the engineers. So while Euclidean planning standards don't help--parking requirements especially--the place to focus action would be with the engineers, to make it possible to engineer real streets, real platforms for value creation, again.

Repeat after me: Land use is the derivative of the transportation system. Land use is the derivative of the transportation system. Land use is the derivative of the transportation system.

Urban Emergence

I've been at my childhood home in the far suburbs these past few weekends helping my mom move, and what has caught my eye is the first real New Economy project up there. Some zombie sprawl projects--permitted before the crash--have been ongoing due to the locally-strong economy (thanks Merck), but this is the first project that has been entirely conceived and realized after 2008. It's called Cannon Square, and it's rowhomes.

Here is where it is, at the corner of 2nd and Cannon in inner Lansdale, on the site of old industry with parking lot, and this is what it looks like:

Now there are many ways, of course, to critique the design, especially when you use beautiful, truly urban neighborhoods such as Northern Liberties or Southwest Center City--neighborhoods where the effect of the housing crash was passive rather than pervasive--and of course there's little that can quell my distaste for the builder, W.B. Homes (who seem to put more effort into their subdivisions' signs than the subdivisions themselves), but there are two major things to note here:

1. New Economy projects are urban. They consist of primarily attached housing, an urban format, in urban contexts (utilization of existing infrastructure in preference to its installment de novo), commonly multilevel, with small blocks. They are designed and realized in smaller footprints, and with smaller budgets. This style was pioneered with Southwest Center City builders (such as Metro Impact), who, whatever else they claim or one says about their designs, have succeeded in bringing economies of standardization to the inherently nonstandard nature of infill, primarily by standardizing rowhome design, and is clearly catching on with the bigger builders.
2. Big builders are adapting to the New Economy. They have to. THP's spectacular collapse concomitant with the collapse of the real estate bubble in the Philadelphia area was very much due to their overextension in suburban formats to the exclusion of all others (a trait shared by other major builders). Now other major builders--such as Toll Brothers and W.B. Homes--are finishing up previously-permitted projects and showing a trend of favoring investment in urban-type projects. Toll Brothers, for example, bought large into Philadelphia with Naval Square, and are following up with new projects across the street, at 20th and Bainbridge, and in Society Hill's NewMarket hole. This is also emblematic of a larger shift to more urban environments--environments that these companies are only now learning to build in.

We will have to see whether this is an emergent trend--or just an aberration.