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Commercial aviation continues to grow but few passenger or cargo journeys begin or end at airports. “Terminal” and “last” mile costs can place considerable drag on interregional trade in goods and services, attenuating growth and prosperity. The aerotropolis model provides a holistic framework for understanding – and addressing – trade costs. The central tenets of the aerotropolis model are outlined and extended by considering the decision to establish a new business facility. Implications are drawn for planning a competitive aerotropolis as the global economy enters a new era.

This chapter analyzes the role of new local planning frameworks in the development of urban megaprojects (UMPs). It argues that the way projects are integrated with existing planning controls and statutory procedures influences how its costs and benefits are distributed. Drawing on the case studies of the Special Hudson Yards District in New York City, the “Zone d’Amenagement Concerte Clichy-Batignolles” in Paris and the Operacao Urbana Agua Branca in Sao Paulo, it compares how the legislative reforms and strategic plans enacted in each city impacted development programs, implementation process, and public benefits delivered by each project. This is a comparative case study analysis using quantitative and qualitative data collected through planning documents, press articles, interviews, and field research on the planning process of the three case studies, their administrative and institutional frameworks focused combined with quantitative analysis of the development proposals and outcomes of each project. The research shows how the articulation between the new plans and the underlying zoning districts as well as willingness by the city to commit public funds to finance the required upfront investments influence the ability of cities to extract public benefits from urban megaprojects and improve integration with surrounding neighborhoods, transport infrastructure, and regional policy. Based on a succinct review of the related literature the chapter illustrates the evolving role of public agencies and land-use regulation in the development of UMPs, illustrates the material expression of strategic planning on legislative reform and policy statements, provides a comparative analysis of contrasting legal systems, and suggests policy formulations that can improve the “public return” generated by UMPs.

The new town concept originated from the ideal city model of Ebenezer Howard and expanded from Europe to America in the 1900s. It has reemerged as a site for accommodating population from highly dense urban centers of China and India since the early twenty-first century. The massive infusion of public and private investments has enabled the emergence of new towns in China and India as planned centers of world-class residential, commercial, and work spaces. The rational goal of de-densifying the crowded central cities can lead to a more balanced distribution and use of resources across the metropolitan regions with more spacious housing for the growing middle class in China and India. Yet it is a relatively small number of the wealthy and mobile people who have turned out to be beneficiaries of the mostly high-end housing and well-developed transport infrastructure that evokes social and economic polarizations and political contestations. In this chapter, we will examine: (1) how these top-down planned and developed new towns have reshaped the urbanization process of the megacities in India and China, (2) the socio-spatial influence of these settlements on the central city as well as the surrounding rural areas, and (3) the expected and actual spatial users (both old and new residents) of the new towns? We address these questions by organizing two pairs of cases in a systematic framework: Anting New Town and Thames Town in Shanghai, China and Rajarhat New Town and the Kolkata West International City (KWIC) near Kolkata, India.

As a relatively new city by North American standards, Vancouver experienced tremendous growth in the early 20th century. Constrained by its location on a peninsula and surrounded by water, early planning and engineering decisions supportive of citizen accessibility also encouraged and reinforced walkability through strong streetcar networks, walkable neighbourhood commercial areas and the availability of single family housing. Citizen engagement in emerging walkability projects was predicated by the successful stopping of a freeway through the heart of Vancouver. As Vancouver’s planning and engineering policy developed, citizens synergistically worked with the City on several emerging projects that reinforced connection and walkability across the city. Often incepted as demonstration projects, many of these initiatives have been adopted as city policy and have applicability in other jurisdictions.The walkability neighbourhood demonstration projects described can be replicated in other municipalities to create positive impacts on walkability and city life. The effectiveness of these approaches in walkability are echoed in the innovative Olympic Village neighbourhood which housed the athletes at the 2010 Olympic winter games. Many of the concepts and best practices developed in walkable community projects have been melded in creating a successful walking environment garnering world attention. By enhancing walkability in neighbourhood projects, communities strengthened their area’s sustainability and social networks. The synergistic work between the municipality and the community is vital to the success and effectiveness of demonstration projects that can be adopted later as citywide policy.