14.10.2015 Views

ARCHITECTURE

The_Art_of_Inequality

The_Art_of_Inequality

SHOW MORE
SHOW LESS

You also want an ePaper? Increase the reach of your titles

YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.

Asset Market:<br />

Valuation<br />

Price $<br />

Asset Market:<br />

Construction<br />

account for<br />

technology<br />

P=f (C)<br />

sets of preferences and incomes. When it comes to<br />

variations among cities, the book notes the need to<br />

account for the variables of climate, region, and history.<br />

However, the three factors of city size, expected<br />

growth, and construction costs account for 76 percent<br />

of housing price variation. 36<br />

P= R i<br />

Rent $<br />

Construction<br />

(sq. ft.)<br />

Static Equilibrium Model, DiPasquale and Wheaton, p. 12.<br />

Property Market:<br />

Rent Determination<br />

D(R 1<br />

Economy) = S<br />

S= C<br />

( S=C - S)<br />

Stock (sq. ft.)<br />

Property Market:<br />

Stock Adjustment<br />

Technology acts to transform the intensity of these<br />

relationships over time. The authors explain postwar<br />

patterns of manufacturing and distribution decentralization<br />

in terms of new transportation, production,<br />

and storage technologies. 37 Similarly, residential<br />

real estate has continuously suburbanized, though<br />

technology’s influence on home prices remains<br />

mostly implicit in this text. 38 The dispersal of office<br />

and retail clusters, on the other hand, derives from<br />

residential suburbanization, as stores relocate to<br />

chase commuters and offices move to lower-rent areas<br />

where they can pay lower wages. 39<br />

Commuter transportation systems are characterized<br />

as barriers to the fully decentralized city.<br />

Though perfect sprawl would be “logically consistent<br />

and economically rational,” this ideal is unrealizable<br />

in practice; real highways and rail systems<br />

value<br />

histories<br />

factor in<br />

pleasure<br />

necessarily channel commuters in ways that produce<br />

and reinforce concentrations. 40<br />

In addition to the equilibrium model, other kinds of<br />

images, such as line graphs and maps of regional intensities,<br />

populate this book. In the line graphs we<br />

can read a story of change over time. They convey<br />

the change of such values as the relationship between<br />

price and density, legible within the epoch in<br />

which the equilibrium model is relevant. These historical<br />

values provide evidence with which models<br />

are built and tested. 41<br />

However, the book also acknowledges a sense<br />

of historical rupture, one that leaves a legacy that<br />

does not conform to economic logic. Bounding this<br />

logic in time is the transition to a new, post-industrial<br />

economy. This rupture rises to visibility in some<br />

of the book’s case study maps of the Boston region.<br />

While earlier industrial patterns do not fit contemporary<br />

models, they persist in two modes: as recalcitrant,<br />

sub-optimal building stock, and as neighborhoods<br />

with historic values defended by residents. 42<br />

This historic value is sometimes quantified, becoming<br />

one of the various, heterogeneous components of<br />

“hedonic value.” Economists adopted hedonic value<br />

from utilitarianism as a way to describe the complex<br />

factors entering into the price of a building. These<br />

include quantitative factors like a unit’s square footage,<br />

features like second bathrooms; they also include<br />

expert assessment of more subjective values,<br />

like “the general quality of the neighborhood.” 43<br />

160 161

Hooray! Your file is uploaded and ready to be published.

Saved successfully!

Ooh no, something went wrong!