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Sunday, May 20th 2012

Investing in sustainable growth in China and America

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Examples of HITOD-like Characteristics Around the World

May 18th, 2011

In a previous post, I introduced the concept of a HITOD (Highway Interchange Transit Oriented Development) and suggested several potential benefits of implementing HITODs in American infrastructure. Even though no fully implemented HITOD exists, examples of individual components of HITODs are found in particular places around the world:

On the Guangzhou-Shenzhen Expressway, concrete shells for commercial and transit infrastructure were constructed and can be observed while riding on the expressway.

In Columbia, MD, two parking lots are integrated into a highway interchange, illustrating the HITOD principle of more efficiently using land that is typically underutilized within an interchange.

The O’Hare Oasis is a commercial development spanning a highway and connecting two parking lots. However, this example is missing the critical integration with the local road network and community, and like the Columbia, MD example, is not oriented towards walkability.

Commercial development underneath the Manhattan approach to the Queensboro Bridge motivates the HITOD principle of efficient land use by filling in elevated roads with commercial development.

This photograph of a commercial center in Japan shows a discrete elevated roadway . Only the street lamps give any indication that a road, rather than a simple flat roof, sits above the commercial development.

On the Ground in Bustling Xi’an

April 10th, 2010

I recently had the privilege of visiting Xi’an, the capital city of ancient China and eastern terminus of the Silk Road. The center of Xi’an is still surrounded by the city walls that were constructed more than 600 years ago during the Ming Dynasty. For the current Xi’an government, historical preservation is an important part of the massive and rapid new development projects that have taken off in recent years; especially within the city walls, new construction is predominantly styled with traditional Chinese architectural motifs. On the other hand, this behemoth is representative of the many projects that are sprouting up outside the city walls.

Map of Xi'an

After arriving in downtown Xi’an via a bus from the airport, we walked through a nicely developed street in the Muslim Quarter. Like so much of Xi’an, this area has recently undergone a tremendous restoration and rebuilding effort, so the buildings are all sparkling new but built to resemble traditional architectural styles.

Our hotel was situated within one of Xi’an’s recently completed massive construction projects, a park surrounding the Big Wild Goose Pagoda, which was first built more than 1300 years ago. The pleasant interior courtyard of the hotel contrasted with the sea of construction cranes still looming in the background. This modern park is dedicated to the memory of the Tang Dynasty, one of the great Chinese dynasties that ruled from Xi’an.

One night, we visited a small park near the West Gate where a number of elderly people were under a pagoda, singing and listening to the ancient Qinqiang style of music that originated in Xi’an more than 2000 years ago during the Qin Dynasty. Qinqiang and is a predecessor of other Chinese music styles such as Peking Opera.

Another highlight of our trip was visiting the Terracotta Warriors site, which consists of three main excavation pits. What struck me was that much of these pits have not yet been uncovered; rows of warriors still remain under the dirt. Unlike the several neatly arranged rows that are propagated in the tourist material, many rows are still sitting the way they were found, with body parts strewn around from the decay of time.

Outside the museum grounds, there were a number of shops advertising “biang-biang mian”, a type of Xi’an noodle, the name of which originates from the sound that is made as the noodle dough is slapped on the table while they are being made. A special 41-stroke character has evolved to represent this onomatopoeic word. (Chinese characters are typically composed of, say, 2-15 strokes.)

Also nearby the Terracotta Warriors is the tomb of the man they were designed to protect, the emperor Qin Shihuang (photo source). His dirt-pyramid tomb has been deemed unsafe to excavate using current archaeological techniques, but as part of the local government’s investment in historical preservation, there are plans to reconstruct the massive above-ground structures that once surrounded this site.

The following day, I walked around half of the old city walls, from the North Gate to the southern Wenchang Gate. There were a number of notable sights, such as a large plot of prime land at the northeast corner of the wall, one of dozens of such lots that I came across. The park that fills the space between the wall and moat was filled with the typical array of disco dancers, ping-pong players, and others exercising or shooting the breeze. I’ve walked through many Chinese parks, but this was certainly one of the most lively. Another site that I appreciated seeing was a row of single-room residences that share an external balcony. From the sounds and smells, I could tell that these people are living well beyond what their physical amenities would suggest. I also noted with interest and appreciation that most of these older buildings were capped with solar panels. After disembarking from the wall, I turned south towards the hotel along a local avenue that was bustling with foot traffic and small shops.

The next morning I was aiming to visit the renowned Shaanxi History Museum before my afternoon flight, but there was an enormous line outside the ticket office when I got there, so I decided to skip the museums and spend more time walking the local roads. As I was crossing Chang’an Bei Lu, I noticed a construction pit for what is presumably an entrance to the Xiaozhai station on Line 2, scheduled to open next year.

I walked through a local food street, where I stopped in a hole-in-the-wall for lunch. From the reception, I wouldn’t be surprised if I’m the only foreigner who has eaten there in at least a month. Unfortunately they didn’t serve biang-biang mian, but they gave me what they said was the closest thing. Alas, I should have walked a few hundred meters further down the road; when I continued on my way, I soon passed a storefront with the “biang” character written proudly on the awning!

As I continued on my way to the airport bus, I passed through more narrow, tree-lined, side alleys and had a wonderfully pleasant time observing the street-side grocery markets, sidewalk repair crews, and even a dog-grooming parlor.

It’s too bad that I missed the museum, but I feel that I gained a better understanding of China and the Xi’an citizenry by walking through their streets and seeing them live and work. Museums will have to wait for my next trip!

A New Approach to Funding the Maintenance and Development of American Infrastructure

March 17th, 2010

The state of poor repair of American infrastructure is evident to anyone who spends time navigating pothole-ridden highways and roads that are crowded well beyond their designed capacity.  This bleak state of affairs is upon us at a time when the current level of infrastructure funding is wholly insufficient.  According to the American Society of Civil Engineers in their 2009 Report Card for America’s Infrastructure, “The current spending level of $70.3 billion for highway capital improvements is well below the estimated $186 billion needed annually to substantially improve the nation’s highways.”  The problem is projected to get much worse in the near future: “Usually built to last 50 years, the average bridge in our country is now 43 years old.”

In light of these massive challenges, we are in need of creative solutions to close the funding gaps that are already significant and will only get worse.  One possible solution comes by adapting an idea proposed by Gordon Wu et. al. in their 1995 paper, “A Modified Highway Interchange Design for Improved Land Use and Transportation Efficiency: Case Study of the Guangzhou-Shenzhen Superhighway in Guangdong, China.”  Similar to our situation today, Wu’s company, Hopewell Holdings, was faced with a funding gap between the cost of the highway it was constructing and the expected toll revenues.  Wu’s proposal centers on the observation that in a typical “clover-leaf” highway interchange, large tracts of land enclosed by the loops are underutilized.  By designing a more efficient means of highway access and egress, Wu was able to free land for more constructive purposes.  Furthermore, he envisioned elevating the highway at these interchanges and filling the space underneath with commercial and residential development.


There are numerous advantages to concentrating development around highway interchanges, further details of which I will flesh out in future posts:

-  Facilitates public transit.  Buses can simply pull off the main highway and then re-enter directly, without having to navigate clover-leaf exits and turn around on local roads in order to continue in the same direction.  Local feeder busses can stop at the same platform and pick up or drop off commuters as well.

-  Improves access.  Having a commercial center integrated into the highway interchange eliminates the distance and travel time for shoppers, and mitigates suburban sprawl.

-  Pays for itself.  The government can be a shareholder in the development company (utilizing the land at interchanges which it already owns) and thereby generate revenue from property leasing and sales, rather than depending only on tolls and taxes to cover the costs of highway construction, maintenance and improvement.

-  Promotes sustainable development and operation.  The scale of an interchange development is perfectly suited for implementing the latest advances in sustainable construction and operation techniques, such as low-carbon concrete, highly effective insulation, and energy-efficient district heating and cooling systems.

If successful, this model could be implemented throughout America in order to help fund the massive infrastructure improvement projects which are direly needed.  Further feasibility and technical studies are needed to iron out implementation details and determine whether this model really can deliver on its theoretical potential.

Nathan Keyes

Nathan Keyes

Analyst

Palisades China Group, LLC

Email

nkeyes@palisadeschinagroup.com

Websites

palisadeschinagroup.com