From Project for Public Spaces (PPS) newsletter
From Project for Public Spaces (PPS) newsletter
This critical view by Dean Saitta of the concept placemaking and its narrow implementation in many planners and designers views of what is a relevant version of placemaking, is welcome, especially here in South African cities and in Africa generally, where racial stereotypes and gentrified views obscure the reality of the majority of users needs and understanding of what contributes to a places reality, beyond its physical attributes and aesthetic considerations.
Another article on planning’s unforeseen consequences that is very relevant in South `Africa by Sandy Ikeda of
People sometimes support regulations, often with the best of intentions, but these wind up creating outcomes they don’t like. Land-use regulations are a prime example.
My colleague Emily Washington and I are reviewing the literature on how land-use regulations disproportionately raise the cost of real estate for the poor. I’d like to share a few of our findings with you.
One kind of regulation that was actually intended to harm the poor, and especially poor minorities, was zoning. The ostensible reason for zoning was to address unhealthy conditions in cities by functionally separating land uses, which is called “exclusionary zoning.” But prior to passage of the Civil Rights Act of 1968, some municipalities had race-based exclusionary land-use regulations. Early in the 20th century, several California cities masked their racist intent by specifically excluding laundry businesses, predominantly Chinese owned, from certain areas of the cities.
Today, of course, explicitly race-based, exclusionary zoning policies are illegal. But some zoning regulations nevertheless price certain demographics out of particular neighborhoods by forbidding multifamily dwellings, which are more affordable to low- or middle-income individuals. When the government artificially separates land uses and forbids building certain kinds of residences in entire districts, it restricts the supply of housing and increases the cost of the land, and the price of housing reflects those restrictions.
Moreover, when cities implement zoning rules that make it difficult to secure permits to build new housing, land that is already developed becomes more valuable because you no longer need a permit. The demand for such developed land is therefore artificially higher, and that again raises its price.
In Private Neighborhoods and the Transformation of Local Government, Robert H. Nelson effectively frames the discussion of what minimal government might look like in terms of personal choices based on local knowledge. He looks at the issue from the ground up rather than the top down.
Nelson argues that while all levels of American government have been expanding since World War II, people have responded with a spontaneous and massive movement toward local governance. This has taken two main forms.
The first is what he calls the “privatization of municipal zoning,” in which city zoning boards grant changes or exemptions to developers in exchange for cash payments or infrastructure improvements. “Zoning has steadily evolved in practice toward a collective private property right. Many municipalities now make zoning a saleable item by imposing large fees for approving zoning changes,” Nelson writes.
In one sense, of course, this is simply developers openly buying back property rights that government had previously taken from the free market, and “privatization” may be the wrong word for it. For Nelson, however, it is superior to rigid land-use controls that would prevent investors from using property in the most productive way. Following Ronald Coase, Nelson evidently believes it is more important that a tradable property right exists than who owns it initially.
The second spontaneous force toward local governance has been the expansion of private neighborhood associations and the like. According to the author, “By 2004, 18 percent—about 52 million Americans—lived in housing within a homeowner’s association, a condominium, or a cooperative, and very often these private communities were of neighborhood size.”
Nelson views both as positive developments on the whole. They are, he argues, a manifestation of a growing disenchantment with the “scientific management” of the Progressive Era. He thinks the devolution of governance below the municipal level to the neighborhood should be supported through statutory and state constitutional changes.
Although about one-third of all new housing since 1970 has been built within some form of neighborhood association, the majority of older neighborhoods fall outside this trend. Establishing neighborhood associations in these areas is difficult because the requirement for a homeowner to join is typically written into the deed, and this would be extremely costly to do for every home in an older neighborhood.
Nelson proposes a six-step solution that involves (1) a petition by property owners in a neighborhood to form an association, (2) state review of the proposal, (3) negotiations between the city and the neighborhood, (4) a neighborhood vote on the proposal, (5) a required supermajority, perhaps 70 percent, for passage, and (6) a transfer from the municipality of legal responsibility for regulating land use in the neighborhood to the unit owners of the association.
A current proposal by architect Michael Maltzan Michael Maltzan Envisions the Future of LA’s Infrastructure in Archinect showing copious planting overlaid on the 134 freeway in Los Angeles illustrates what has been a trend with architects c0-operating with engineers , in this case ARUP, to envision what infrastructural interventions in the urban fabric might become in terms of making more use of them and reducing their ecological footprint through green building, carbon reduction interventions and by covering them in photoshop planting, led me to these thoughts that are here combined with excerpts from a recent conference paper I gave at the ILASA Conference 2016 in Pretoria:
View from above of Michael Maltzan’s proposed Arroyo Seco bridge overlay. Image: Michael Maltzan Architecture
With impressive design diagrams and pictorial renderings the viewer is challenged to engage with a seeming reality that ignores or subsumes most of the actors emergent realities that these behemoths that they are trying to camouflage, represent: The unsustainable and incoherent consumerism that underpins the way engineering and architectural solutions generally ignore the real environmental pickle that cities are in:
In a lecture at the Harvard University Graduate School of Design, Bruno Latour posed the following question:
“When we ponder how the global world could be made habitable – a question especially important for architects and designers – we now mean habitable for billions of humans and trillions of other creatures that no longer form a nature or, of course, a society, but rather, to use my term, a possible collective… But why has the world been made uninhabitable in the first place? More precisely, why has it not been conceived as if the question of its habitability was the only question worth asking? I am more and more convinced that the answer lies in this extremely short formula: lack of space” (Latour, B. 2009. Spheres and Networks: Two Ways to Reinterpret Globalization, Harvard Design Magazine Spring/Summer, 30 pp. 138-144, ).
Maybe this lack of space is why we need to rethink how we live together in the world. As human actors that have so dramatically altered the world, it is said that we have entered the Anthropocene. Latour continues by answering the question posed above:
“As is now well known, the notion of environment began to occupy public consciousness precisely when it was realized that no human action could count on an outside environment anymore: There is no reserve outside which the unwanted consequences of our collective actions could be allowed to linger and disappear from view. Literally there is no outside, no décharge where we could discharge the refuse of our activity” (Latour 2009 p.3).
It is now widely accepted that cities are the primary source of this problem. With more than 50% of the world’s population being urbanised, cities must become resilient in the face of the uncertainties of climate, economy and politics. Various attempts have been made to quantify the resource imbalances of cities’ consumption and waste in the form of: ecological footprints , urban metabolism and urban political ecology . These quantifications are needed so that the extent of the problems become visible. Research may lead to solutions to limit ongoing damage to the environment and may also redress this imbalance by making cities more sustainable and resilient for the survival of all their occupants, human and non-human, both now and in the future.
The smart cities and engineered solutions of architects and engineers fall far short of this goal in their version of “greenscaping” with aesthetically beautiful structures in verdant “nature” with scattered people looking on in wonder at their grand creations.
Maltzan describes his proposal
“Well, the proposal for the 134 freeway, the reason I got extremely excited about the 134 is the piece of infrastructure that we would take on, it could carry so many different pieces of the larger puzzle—not only in how you change infrastructure’s role in the city but how you change all of the pieces of the environmental portfolio of benefit. In our proposal, we’re dealing with sounds, lessening the negative acoustic impacts that extend way beyond the freeway. We’re talking about miles of effect that any piece of the freeway has because of how far sound travels. We were looking at a collection of water because It’s a little like a menu: you can pick and choose which pieces you useyou have a significant amount of acreage that the top of the bridge or any piece of the highway creates. We were looking at solar and electricity generation for exactly the same reason: it’s very difficult to find large places to put solar farms in a dense urban environment. And one of the most underutilized pieces of land literally are the air rights over any of the highways, whether they’re elevated or sunken or a bridge. And then the greening of the sides of the bridge to work from an environmental standpoint, and just aesthetically for the visual environment of where that bridge goes through. And then finally the catalytic roof that we’re proposing, that takes the emissions from the cars and converts it, because of the way UV reacts to these titanium dioxide crates, and that acts as a catalytic converter.”
While I am sure that their intentions are laudable and their goal is to stimulate large scale public works to counter the past and present environmental and social crisis, it is unlikely that the results of their visions will improve anyone except a select fews lives into city.
“All of these pieces don’t have to be in play for every mile of the highway all combined. It’s a little like a menu: you can pick and choose which pieces you use or you employ depending on what the different characteristics of the freeway are, and if it’s elevated or sunken down or at grade. I think that if you begin to take this and other ideas that could be added to the laundry list, and started to look at the highway network as a real positive and begin to retrofit pieces of it (especially when it goes through and affects different neighborhoods), I think it could be one of the largest transformative urban projects of any city, for any place on the planet.
CalTrans used to dream at that scale. The highways, when they were being built, coming out of post-World War II, were seen as one of the most progressive civic governmental projects that was being done any place on the planet. There were all these positive things that were meant to come from that. And I think it’s possible for an agency like CalTrans to reinvigorate the benefit of the highways. I think they’re going to be under more and more pressure to do that, especially as you start looking at the realities of autonomous cars and other means of transportation. That’s going to start to minimize or reduce traffic on the freeways, or at least the traffic footprint. I think it’s going to open up more and more space for the highways to perform in a very different way.”
The proposal, although on grand scale and while attacking many problems of the inefficient metabolism of cites, largely ignores the underlying causes of this problem: the unsustainable consumerism that architects, engineers and city planners are dependent on for their livelihood – yes folks we have created the problem, through our designs, but designs alone, however smart they are, will not be enough to solve these problems
Overcoming these limitations requires a rethinking of the current development design process both by the relevant authorities, bureaucracies and by the design professions, the two entities who appear to be in cahoots in this process and who benefit the most by the exclusion of significant others from participating in the development agenda. They, the authorities and design professionals, have in, Latour’s terminology, “black-boxed” this process i.e. hidden its working from view and any attempts by politicians or others to disentangle it or make its workings transparent seem doomed to failure . Some local examples of how this process results in urban “white elephants” in our local South African context are the Cape Town Stadium and Green Point Urban Park, built for the Soccer World Cup 2010, the Cape Town BRT system and the Gautrain, all of which are in my opinion examples of vested interests gaining control of huge public budgets to facilitate their own economic or political agendas. While admitting that the large-scale improvements in public spaces related to the stadiums generated an awareness of the importance of public space improvement and management, Edgar Pieterse head of the African Centre for Cities criticises the results of these public space enhancements that were carried out in this process, as not having achieved the potential they might have. He writes;
“It [the design of the public spaces] remains predominately an imaginary infused with middle class café culture expectations, replete with Lavazza cappuccinos and generous pedestrian orientated pavements. To be sure these are elements that greatly enhance the public realm but at the same time reinforce the dramatic bifurcation of public life for the rich and poor.” (Pieterse 2012 ).
I believe that a political engagement is required to ignite a renewed interest in re-imaging the roles of the built environments’ participants, ecological environmentalists, social activists and those seeking a future for themselves and their offspring. It seems we should change from thinking about ourselves alone and think rather, for everyone as a whole, thereby supporting this process of change to more equitable and liveable settlements and cities. This applies especially to the “have-nots” who, if not catered for, will topple the entire structure with their neediness, frightening the “haves” with their greediness.
Pieterse suggests that in order to realise more dynamic and original public spaces, we need a more inclusive approach, one that encompasses and incorporates more of who we really are as a South African public:
“….such sensibility calls for a [landscape?] architectural agenda, design approach, urban aesthetic and built fabric that opens up opportunities for frank engagements across lines of difference and privilege in order to induce the necessary discomfort and untidiness that can lead to the thorny conversations about who we are, and how we represent ourselves in space and where we may be going as cities and distinctive cultures” (Pieterse 2012 p.87).
The situation that ~Pieterse criticizes in the context of the South Africa is equally relevant to LA as was highlighted at the ILASA conference by landscape architect Astrid Sykes from Mia Lehrer Associates who are based in LA right next toto the river, in presenting their work of the last 20 years on the LA River and a 2007 study done by a large multidisciplinary team for the city of Los Angeles on the future of the river that MLA were part of. While very positive in achieving consultation and buy-in from residents and the Mayor, it seems that this has been subverted by the City now 8 years later in appointing Frank Gehry’s office to do a project on the future of the river that teemingly ignores the previous work and as yet shows no signs of the public participation and co-design the earlier project was tasked with. It remains to be seen if this is an extension earlier work or more “green sky” City Brand building that Gehry is famous for with his Bilboa Effect.
ARMY CORPS APPROVES $1.3-BILLION LOS ANGELES RIVER RESTORATION PROPOSAL
In the same newsletter of Archinect that the Michael Maltzan project featured above comes from is a post Archinect presents Next Up: The L.A. River, at the A+D Museum on Saturday, October 29! Quoting from the newsletter
“For the latest installment of Archinect’s live podcasting series, Next Up, we’re focusing on the L.A. River, and the wide swath of urbanist concerns within its ongoing master planning efforts.
It could be the project that makes, or breaks, Los Angeles. With a complex historical legacy and an often-misunderstood ecology, the L.A. River’s 51-mile stretch is at once a huge urban opportunity, and to many, an even bigger eyesore. Thirty years ago, nonprofit Friends of the Los Angeles River was founded to protect and advocate for the river, and shortly after, the City of L.A. began looking at ways to take better advantage of the immense resource. Since then, many more communities and stakeholders have joined the conversation, raising concerns of ecology, sustainability, gentrification, public space, affordable housing, social equity—a wealth of complexities that testifies to what a lightning rod of urbanist discourse the River has become.
While conversations about the L.A. River’s future have been percolating for decades, not until only a few years ago did the plans become a divisive topic for the general public—in no small part due to the appointment of Frank Gehry’s office as a leader in the city’s master planning initiative. Reporting on the public’s first peek at the firm’s plans, Christopher Hawthorne, architecture critic for the Los Angeles Times, wrote, “as the river takes on new shades of economic and political meaning—becoming a magnet for attention and investment after decades of near invisibility—the race to reimagine it is growing more crowded.”
This engagement with the physical infrastructure, social dynamics and politics of the city might seem far from Landscape Architectures usual verdant concerns. To paraphrase the words of Brenner, Latour, Pieterse and Swyngedouw, “everything is political now” and if we wish our discipline to survive in this sea of change, we must become political and design and proselytize our own future place in this new cyborg or assemblage. Research is needed on how to create a transdisciplinary environment that can facilitate higher levels of engagement, participation and co-learning by politicians, publics, professionals and authorities alike, and is something that seems to be lacking in much of the current design process.
From the examples quoted above, it seems that large scale infrastructure is the very place to focus this engagement and to get out of the office, away from the computer and to get involved in a river, freeway proposal or public space project near you now!
With my apologies to Michael Maltzan Architecture, Frank Gehry and ARUP .
19 October 2016
John Thackara, a philosopher, writer and wide-ranging thinker, summarises the decisive contribution by design that gives practical form to a story, always in the service of the real needs of the people.
John Thackara at the Meet the Media Guru event in Milan
When you hear someone quote Marcel Proust – “The real voyage of discovery consists not in seeking new landscapes, but in having new eyes” – there is a temptation to dismiss them as just another utopian, a dreamer who might have inspired ideas but cannot translate these into anything practical. Nothing could be further from the truth if the person in question is John Thackara, a philosopher, writer, event-organiser, thinker ranging across the boundaries between design and economics, and the author of numerous books – his most recent is How to Thrive in the Next Economy (Thames & Hudson).
Interviewed at the Triennale in Milan at the “Future Ways of Living” event (31 May), part of “Meet the Media Guru” platform, Thackara is one of those rare people who can open up huge intellectual vistas, but who can also give a very practical idea of the tools to use to realise them. To do that, he points to projects from around the world that interweave design, urban and rural planning, energy efficiency, and new ways of sharing resources, and in which communication technologies play a key role, but always in the service of the real needs of the people who live in a specific place with well-defined – and resolvable – problems. It is through these myriad small solutions, conceptualised and then put into practice, that the world will change. Thackara mentions here the theory of complexity: tiny changes can accumulate over time until one final alteration, apparently irrelevant in itself, provokes a radical transformation across the whole system.
Talking with this unique thinker – as we had the opportunity to do during his stay in Milan – means moving constantly from the plane of general ideas to that of small, practical, everyday things, where design, given a broader and in some ways innovative interpretation, can make a decisive contribution.
What is the contribution of design today?
It is the task of design to help us look at everything that surrounds us in a new way: to examine and evaluate the materials and structures – and, in general, everything that characterises a specific place. It is then up to the designer to find new, creative solutions to connect efficiently the people who live in the same area, but who have different expertise and interests. The third type of contribution, which is perhaps tied more closely to the traditional idea of design, is to give practical form to a story – the story of a place, for example. This should not remain a simple narrative, but can be translated into an object or practical service, one that can be shared, discussed and express a point of view.
Have there already been examples of services created in this way?
One very interesting example is the French site La Ruche qui dit oui, which started thanks to the contribution of a designer who is also a chef, Guilhem Chéron. In 2009 – using his experience with ethical purchasing groups – he came up with a new model for putting citizens in direct touch with farmers. The aim was to make the model more efficient and logical, offering consumers more choice and a wider network, with good prices and favourable conditions for the various actors in the game. Being a chef helped him make a very careful choice on the quality of the raw materials. Another example is a Maine farmers’ group, which has redesigned the way in which their products are distributed, and has also enhanced transport by boat as far as New York. These are projects that are sometimes very ambitious: they dare to imagine a world very different from the one that exists now.
What, in your view, are the changes needed most urgently today?
I often think of a simple question that can have far-reaching results if you ask it seriously and try to answer it: “Where did my meal come from?” Once we know the answer to that, the second question is: “How healthy is the place where it came from?” We should start afresh from the need to bring ourselves back into contact with the basic materials: food, air and water. This is the only way in which we can start to develop a different mindset and reach what I call “ecosystem thinking”. An interesting example is the West Country Rivers Trust, which is working to safeguard rivers in the southwest of England. A river is part of the heritage of an area, but they were polluted and no one seemed to be asking why. We started by showing very clearly, in visual terms, all the points at which a specific river is polluted by the behaviour of the people living or working on its banks. So we led people to wonder what they could do to remedy the problem. We designed a new form of association for environmental conservation based on the medieval “guild” model: someone cleans the river, someone else convinces the farmers not to pollute it with pesticides, and so on. We gave back to the people living in the region the ability to establish a form of contact with their rivers.
For several years, you have organised the Doors of Perception festival, which explores the cutting edge of technology, from the most innovative Internet developments to virtual reality – and doorsofperception.com is still the title of your blog, which provides extensive documentation of the projects and workshops that you have organised around the world. What, in your opinion, is the role of technology today in opening these “doors of perception”?
Web technologies are obviously fundamental for facilitating projects connecting people. It is very important that these involve encrypted, secure communications, so that you can share aspects of various projects that you do not want to make public, such as the assessments made by a community of each person’s work. I do not see a future for the dominant model today in the information technology industry, which is based on a hectic rush towards new products. I am no longer so interested in complex, costly technologies like virtual reality or robotic systems. I believe instead that we should recover a little of “hacker culture”, following the example of what is happening in countries like India, where the residents of whole city block make their living from repairing electronic objects with recycled materials, with the new deriving harmoniously from the old.
John Thackara certainly does not yearn nostalgically for a totally technology-free world. But after talking with him, it is clear that the last thing we need to see the world with new eyes is a virtual reality headset.
Further to earlier posts on the importance of BIM ( Building Information Management) for Landscape architecture in the UK, the Landscape Institute have released a new guideline book and webpage “BIM (Building Information Modelling)”in support of BIM in landscape architecture. While most Southern African landscape architects are not yet up to speed on this, it will soon become necessary of for us to keep up with their colleague sin engineering with Autodesk Civil 3D and Architects with Autodesk Revit. Ti book will be a good if daunting introduction .
BIM (Building Information Modelling) is transforming working practices across the built environment sector, as clients, professionals, contractors and manufacturers throughout the supply chain grasp the opportunities that BIM presents. The first book ever to focus on the implementation of BIM processes in landscape and external works, BIM for Landscape will help landscape professionals understand what BIM means for them.
This book is intended to equip landscape practitioners and practices to meet the challenges and reap the rewards of working in a BIM environment – and to help professionals in related fields to understand how BIM processes can be brought into landscape projects. BIM offers significant benefits to the landscape profession, and heralds a new chapter in inter-disciplinary relationships. BIM for Landscape shows how BIM can enhance collaboration with other professionals and clients, streamline information processes, improve decision-making and deliver well-designed landscape projects that are right first time, on schedule and on budget.
This book looks at the organisational, technological and professional practice implications of BIM adoption. It discusses in detail the standards, structures and information processes that form BIM Level 2-compliant workflows, highlighting the role of the landscape professional within the new ways of working that BIM entails. It also looks in depth at the digital tools used in BIM projects, emphasising the ‘information’ in Building Information Modelling, and the possibilities that data-rich models offer in landscape design, maintenance and management. BIM for Landscape will be an essential companion to the landscape professional at any stage of their BIM journey.
The pull and push of highly valued green spaces
I am a glass half full person, but I am also a realist. In the days that followed my visit to the park, I started to think about what goes into making a park like that. If I rolled back the turf on that fabulous big hill, what would l find? Where do those beautiful boulders come from, and what will happen if we keep gathering those rocks to use in other parks? Are there enough weathered logs to feed our desire for naturalistic playgrounds? And how can we make sure that these parks are distributed equitably now, as well as into the future? These are some critical questions that I would like to explore in the remainder of this essay.
A useful analogy to help with this discussion is the relationships between magnets and metal filings. The forces of attraction and repulsion combine to reveal the shape of the magnetic fields by creating clearly defined areas with and without filings. Some magnets have quite strong fields and produce very clear patterns, whereas others are much weaker and barely make an imprint.
If we think about parks as being magnets in an urban area, the filings are a way of visualising the impact they have on the economic, environmental, and social dimensions of the urban landscape. Outstanding and engaging parks, such as the one I described, have stronger and farther-reaching magnetic fields compared to the smaller parks with fewer resources, which have only a limited effect on a smaller number of filings. However, these strongly magnetic parks also create more obviously binary landscapes, and accumulate a much larger volume of filings.
A very insightful prediction of a future thats almost arrived but is just not evenly distributed yet, if even half of this turns out to be true, then the design of cites and their interstitial networks will be radically changed – and its not long from now – I can’t get my head around what all the extra people will do, but it certainly does not look good of the “workers” APRIL 3, 2016 BY
A recent trip to the tax attorney’s office put me in close proximity to a fellow client as we waited. This guy was one of the lead developers of autonomous vehicles so I picked his brain for a while. He said his company is on track to have products on the road in four or five years. Here’s a little heads up for those of you who think you know how driver-less cars will play out in the culture and economy.
The first commercial adopters of this technology (other than the military) will be fleets of long haul trucks. The big box retailers have already calculated the savings on labor and fuel efficiency as well as just-in-time delivery optimization with vehicles that aren’t burdened by humans.
Uber and other taxi services have already announced their desire to convert to driverless cars in an attempt to improve service and lower costs. Car sharing services may convert to the on demand driverless taxi model as well. The U-Haul folks will eventually morph with the storage pod pick up and delivery services that are already in operation.
Municipal governments hemorrhaging cash for salaries, health insurance, and pension costs will find it irresistible to phase out humans for sanitation vehicles. When I was a kid there were three men (and they were, in fact, always men) on each truck. Today there’s one person with a video camera and a robotic arm collecting the trash. Soon the truck and the robot arm won’t need a human at all. We can expect the same trajectory for mail carriers, utility meter readers, and other such activities.
City buses will eventually see the end of human drivers, particularly as dedicated bus lanes and BRT come to dominate the surviving transit systems. In many suburban locations public buses may cease to exist at all due to loss of funding and competition from decentralized on demand services
Even ambulances and fire trucks can be made more cost efficient if drivers are eliminated. The real value of humans is in their skill as EMS workers and firefighters rather than drivers. There’s already a well established precedent for existing unionized workers to accept such innovation in order to preserve their positions and benefits at the expense of future hires.
You need look no farther than the fully digitized and mechanized toll both or parking garage to see how this is going to play out over time. The end result of all this is that some highly skilled workers are going to make lots of money in innovative technologies while large numbers of less educated people are going to be made redundant.
For those of you who expect to be sitting in your own personal car being whisked around in effortless comfort and privacy as you commute to distant suburban locations…Not quite. The true promise of autonomous vehicles isn’t about you. It’s about the larger institutions that are relentlessly squeezing costs out of the system and optimizing expensive existing infrastructure. Aging highways will be maintained by charging for their use on a mile-by-mile pay-per-view basis. Traffic congestion will be solved by having more people ride in fewer vehicles. The rich will have stylish robotic SUV chauffeurs. Everyone else will be climbing inside a fully loaded eight or twelve passenger minivan bound for the office park. And in the future you will choose this voluntarily based on price.
Here’s something else to consider. Insurance companies will become more and more influential players in the culture and economy. A few insurers are already offering customers a discount for having their cars chipped and monitored. Sooner rather than later auto coverage will be based on how well and how often a human drives. In the not-too-distant future the chips and monitoring may not be entirely negotiable unless you’re willing to pay a great deal extra for the privilege of opting out. You may think you’re a good driver, but you may quickly and expensively be informed otherwise by the authorities. That’s going to pull a lot of people off the road, especially when the gooey details of your swerving and speeding are cross referenced with local law enforcement. But the cops won’t necessarily be in squad cars. They’ll be the cars themselves. That’s coming too. And sooner than you think. Brace yourself.
Yes! Brace yourself – Here comes robocop!!
Sungula Nkabinde on Moneyweb Today :
“Proposed revisions to South Africa’s water pricing strategy are as broad as they are complex, but what is clear is that water will become significantly more expensive in the future.
The Department of Water and Sanitation (DWAS) has gazetted a draft of the revised water pricing strategy, which outlines a theoretical framework that would engender a fully functioning water eco system. The 2013 document has led the discussion on how South Africa can reduce the financial burden on municipalities, which are required by law to provide water to those who cannot afford to pay for it, by transferring the full cost of delivering water services onto users. They will incur a raft of charges that will see water pricing reflect the level of water scarcity in the country.
Domestic and commercial users will pay for charges related to planning, capital costs, operation and maintenance, depreciation, and future infrastructure build on government water schemes. A new polluter pays principle will also be imposed to ensure users discharging water containing waste into a water resource or onto land pay an additional amount.
According to the DWAS, South Africa ranks as one of the 30 driest countries in the world with an average rainfall of about 40% less than the annual world average rainfall.
Even though the implications could potentially be disastrous for an already struggling economy, the consequences of not the addressing the water security problem could be worse. The revised pricing strategy seeks to incentivise more efficient use of water, and ensure the much needed upgrade to the country’s water infrastructure is properly funded.
Municipalities struggling with poor billing systems, significant water leakage and high rates of non-revenue water (water provided for which no income is received) are a big part of the reason why there significant capital is required to resolve the water crisis in South Africa.
Sanlam economist Arthur Kamp says it’s not possible to give a definitive, or even a ball-park figure of how much the cost of water is going to increase by, saying price structures are going to be quite complicated because it is going to be a hybrid model. There will be a wide range of charges that will be determined on a national level, other times sectoral level.
Says Kamp: “What (the draft revised water pricing strategy) does is it gives one the flavour of what they’re trying to achieve. There is a lot of infrastructure coming and we can’t afford it so the user is going to pay. And I don’t think anybody is going to dispute that water is a scarce resource and that tariffs need to reflect that”.