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, by John D. Kasarda Greg Lindsay

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Product details

File Size: 879 KB

Print Length: 481 pages

Publisher: Farrar, Straus and Giroux; First edition (March 1, 2011)

Publication Date: March 1, 2011

Language: English

ASIN: B004CYERR2

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Amazon Best Sellers Rank:

#843,210 Paid in Kindle Store (See Top 100 Paid in Kindle Store)

This book is a pretty easy read and makes some interesting points that I believe will hold up, but most of the writing and conception clearly took place before the Great Recession, and I think it is now quite reasonable to be more skeptical about the basic premise, which is that airports will play *the* leading role in dictating urban forms, together with the strong "if you build it they will come" sub-theme. I think it is fair to say that if you don't build it, they won't come, but that's a very different message. I actually find a pretty striking parallel with some of the work of Richard Florida, who notes a correlation between economic vibrancy and the relative abundance of members of the creative class...this, too, does not lead to an automatic prescription for economic success.

The book presents an interesting thesis about the economic engine that newer airports can become. It also offers enough cautionary tales to ensure that readers don't come away thinking that concrete and a grader can buy happiness. Unfortunately, this book needed fact-checking and more thorough editing. It lacks coherent organization. With it, the book could sustain the loss of about one-third of its pages, which seem terribly redundant. The principal author intermitently adopts a first-person voice especially when retelling how he gathered his information, while the supposed lead author, Kasarda, is quoted in the second person as if he is an oracle on this topic. At times, the book seems a thinly veiled promotional tool for Kasarda's airport consultancy. There were several errors I bumped into, the most notable was the repeated misspelling of the late real estate developer Trammell Crow's name. A Google-equipped fact-checker could have solved thus problem. It made me wonder what else wasn't quite on point. At the end of the day, you've got a couple Atlantic monthly length pieces in hardcover.

Great book!

In a world marked by the growth of speed the future of the cities seems not very different from the present. The time of Concorde is over. Without supersonic transportation the thesis of this book is weak.

I live in College Park, GA ... a diverse, mixed, semi-gentrifying town ... right next to and almost part of Atlanta's Hartsfield-Jackson International Airport. This is an important book for me. It should be not just for those physically close to major airports but those who travel and truly "live" through them.Even more important, it helps understand how global goods and commerce flow through the portals of the 21st century. And the deep subjective, personal needs --- almost primal, physical, social, psychologic needs --- to meet, see, smell, hear one another business and commercial partner."Aerotropolis" reads well. Not just for its insights and "ah-ha's." It's a better book for having been written --- obviously, through many interactions and dialog ---by Greg Lindsay, a writer, questioner, observer of John Kasarda. I'm sure I would never read Dr. Kasarda's academic treatises. Lindsay makes them alive and accessible.

The book challenges us with its approach to the subject matter. It amounts to a 400+ page brochure about John Kasarda's work as a business consultant. He's obviously very bright and thoughtful, and Greg Lindsay writes articulately. However the book's overall style seems unique and well, uncomfortable. Lindsay is writing about Kasarda in the third person, discussing "Kasarda's plans" etc. Yet Kasarda is a co-author, suggesting a first person discussion, because the book is all about Kasarda's ideas guided by Kasarda's overall thoughts. Why didn't Kasarda write this himself? Or why didn't Lindsay write the book about Kasarda? Had Lindsay been the sole author, then he might have had the freedom to inject more objectivity into the discussion that really needs more balance, as discussed below.What is an "aerotropolis?" The definition is made clear, but not until page 174. "An Aerotropolis is basically an airport-integrated region, extending as far as sixty miles from the inner clusters of hotels, offices, distribution and logistics facilities... the airport itself is really the nucleus of a range of `New Economy' functions," with the ultimate aim of bolstering the city's competiveness, job creation, and quality of life." Further, "it can be boiled down to three words: speed, speed, and speed." Speed gives us competitive advantages on a global scale. Therefore, the airport should be the center of any city, with all logistics, transportation facilities, warehouses, etc. serving the same function: logistical speed. The authors' message is reinforced a hundred times throughout the book. Nations, states, cities or corporations who don't adapt will be destroyed by speedier competitors. This is because "individual companies no longer compete: their entire supply chains do." Along with such supply chains come companies, jobs, economic develop and... entire cities. The authors present a number of case studies to reinforce their point.Absent any mitigating issues, there's nothing wrong with their ideas. Capitalism is all about exploiting inefficiencies that others fail to see while rewarding those who realize the greater efficiencies. Airports certainly contribute significantly towards that due to their role in the supply chain.However, when capitalism exploits inefficiencies to the point of exploiting human, social, or political rights, or exploiting the environment, then we might engage in some discussion about trade-offs. The book brings up these conflicts but defaults back to the benefits from capitalism's efficiencies. For example, the book extols the methods taken by the Chinese, Indian, and Persian Gulf nations. "Taxation is minimal, labor is disposable, and decision making is instant and irrevocable. They demand highways, railways, and runways, paying in cash. They don't hesitate, don't explain or second-guess themselves, and aren't about to let their citizens stand in the way." (p. 193). This theme is repeated throughout the book: to maximize capitalistic efficiencies and compete globally, it seems that we should dispense with labor rights, property rights, and possibly even constitutional rights. "Remember what they (the Chinese) said about democracy? It just gets in the way. This is how Foster's dragon (an aerotropolis in China) was built in five years flat, at a cost of ten thousand flattened homes. Multiply that by a hundred, and you have the initial human cost of China's aerotropoli." Further, we have the outright admission that "The aerotropolis and authoritarians go hand in hand... It's no accident Kasarda has found early adopters in the Middle East and China, followed close behind by Asian nations with a legacy of military rule..."This is pretty alarming. Should we sacrifice property rights, a central tenet of our country's foundation, for Fed Ex to be as efficient as possible? Should we sacrifice democracy itself to compete more efficiently on a global scale with our authoritarian competitors in China? Should the consumer take priority over the citizen? It would seem so, since citizens who protest are simply "NIMBY's" standing in the way of progress and contributing to the very inefficiencies the corporations want to wipe out. Are new jobs that an aerotropolis might produce worth the costs to the community in terms of lost property, rights, pollution and congestion? Should we sacrifice our quality of life for the jobs an Aerotropolis might produce? Or should we accept the proposition that a job itself IS our quality of life, no matter what the cost to the community in terms of pollution, congestion, noise, etc. and no matter what the quality of the job is? This book gets close enough to these questions to raise them but then fails to go down that path. Perhaps that's beyond the scope of the book, but for a work that so unapologetically praises the benefits of aerotropoli, it seems only proper to devote space to a consideration of the liabilities. The authors should take a more balanced approach, even if the assets produced by an Aerotropolis outweigh the liabilities in the end. Of course, authoritarian governments don't ask these questions. It's no wonder the Chinese believe democracy just gets in the way.We need a more meaningful discussion that looks at how to optimize the good brought about by airports while also realistically evaluating the trade-offs and constraints.

Hyperbole aside, the idea of Aerotropolis is inescapable. More than a way of life, it's a way of thinking, a way of rationalizing the world.

I enjoyed really much the book but in certain moment i got a little bit dissapointed. They present some innacuracies about the data of MExico City which made doubt of the rest of the information.

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