Complementary Pricing and Land Use Policies: Does It Lead to Higher Transit Use?

Problem, research strategy, and findings: A shift toward more sustainable transportation requires both adequate pricing of externalities from driving and supportive land use policies. However, proponents of each approach often under-estimate the complementarity and potential synergy between them. This study investigates the interaction effects between gasoline prices and land use (policy) variables using a panel dataset of transit ridership in 67 urbanized areas between 2002 and 2010. We found that while doubling the average gasoline price would increase transit ridership by 8.4% in an urbanized area with mean density and no regional containment policy, in areas with slightly higher density and a regional containment policy, the impact of higher gasoline prices would rise to 21%. In communities that had adopted a package of smart growth land use options, the impact of higher gasoline prices on transit use is even greater.

Takeaway for practice: Pricing schemes will be more effective where alternatives to automobility and supportive land use policies exist. The impacts of urban form on travel behavior are also strengthened when driving externalities are correctly priced. Planners and policymakers should take advantage of the complementarity between pricing and land use planning approaches by implementing policies in combined and well-coordinated ways.     

Greening the Rust Belt: A Green Infrastructure Model for Right Sizing America's Shrinking Cities

Problem: Existing planning and redevelopment models do not offer a holistic approach for addressing the challenges vacant and abandoned properties create in America's older industrial cities, but these shrinking cities possess opportunities to undertake citywide greening strategies that convert such vacant properties to community assets.

Purpose: We define strategies shrinking cities can use to convert vacant properties to valuable green infrastructure to revitalize urban environments, empower community residents, and stabilize dysfunctional real estate markets. To do this we examine shrinking cities and their vacant property challenges; identify the benefits of urban greening; explore the policies, obstacles, and promise of a green infrastructure initiative; and discuss vacant property reclamation programs and policies that would form the nucleus of a model green infrastructure right-sizing initiative designed to stabilize the communities with the greatest level of abandonment.

Methods: We draw our conclusions based on fieldwork, practitioner interviews, and a review of the current literature.

Results and conclusions: We propose a new model to effectively right size shrinking cities by (a) instituting green infrastructure plans and programs, (b) creating land banks to manage the effort, and (c) building community consensus through collaborative neighborhood planning. Our model builds on lessons learned from successful vacant property and urban greening programs, including nonprofit leadership and empowerment of neighborhood residents, land banking, strategic neighborhood planning, targeted revitalization investments, and collaborative planning. It will require planners and policymakers to address challenges such as financing, displacement of local residents, and lack of legal authority.

Takeaway for practice: We conclude that academics, practitioners, and policymakers should collaborate to (a) explore alternative urban designs and innovative planning and zoning approaches to right sizing; (b) collect accurate data on the number and costs of vacant properties and potential savings of different right-sizing strategies; (c) craft statewide vacant property policy agendas; and (d) establish a policy network of shrinking cities to share information, collaboratively solve problems, and diffuse policy innovations.

Research support: Our field work was supported by technical assistance grants and contracts through the National Vacant Properties Campaign.     

Residents' preferences for private amenities and trade-offs associated with various spatial densities and patterns

ABSTRACT

Northwest Arkansas planning policies, like a number of communities across the country, have identified goals working toward more sustainable, livable, and subsequently denser development patterns. However, the understanding of residents’ perceptions of such living arrangements is limited. This study provides a more nuanced understanding of Northwest Arkansas residents’ spatial preferences through a survey of residents’ preferences for private amenities and their trade-off with various spatial densities and patterns in support of sustainability. Results of the survey indicate a preference for, and experience with, single-family residential living arrangements and amenities, with the preponderance (80%) of survey respondents currently living in single-family housing. There is a preference for low-density neighborhoods even if it means sacrificing other amenities. This study is in alignment with previous research suggesting that people may learn to prefer where they live. Additionally, while the majority of survey respondents indicated a preference for communal greenspaces, renters are more likely to prefer communal greenspaces when compared to homeowners. This study indicates that attached, multi-family development and renter development in Northwest Arkansas should consider the provision of communal green spaces, walkable access to transit, and walkable access to services as desired amenities for those residents.     

Motivations and Strategies for Bicycle Planning in Rural,Suburban, and Low-Density Communities: The Need for New Best Practices

Problem, research strategy, and findings: Many planners view bicycles as a critical component of sustainable urban transportation, but assumptions about cycling derived from urban places may not translate to the social, political, and built environment contexts outside of cities. Our study focuses on the motivations and strategies that rural, small, and low-density (RSLD) communities have for investing in bicycle systems; our goal was to learn what kind of technical assistance such communities might need to realize their cycling goals. We conducted in-depth interviews in 10 communities that received grants from a Kaiser Permanente program in Colorado to increase cycling.

Takeaway for practice: These 10 cases present a conflict between a recreational or quality-of-life approach to increasing cycling in RSLD communities and a transportation approach more common in urban areas, which stresses the use of cycling to supplement or replace auto travel for purposive trips. Most RSLD cities did not have the political or cultural support to plan for and begin constructing major cycling infrastructure for either recreational or transportation cycling. Most need best practices to educate local stakeholders on the value of cycling to support economic development, increase tourism, and improve property values without significantly reducing auto access. Planners in RSLD places also need special guidance for addressing the needs of riders with diverse environmental values and those from disadvantaged communities.     

Are green residential developments attracting environmentally savvy homeowners?

Green communities are designed to conserve natural resources, but whether residents have the knowledge and motivation to independently maintain a sustainable development is not well understood. In June 2006, we conducted a mail survey of new homeowners in two pairs of green and conventional master-planned communities in Florida to determine if there were differences in homeowners’ environmental knowledge, attitudes, and behaviors. Homeowners in green communities reported more environmental knowledge and behaviors in just a few areas, but environmental scores were low overall and attitudes were no different than residents in the conventional communities. The results suggest that new residents do not come equipped with the environmental knowledge, attitudes and behaviors to make green communities function as sustainable developments. Post-construction management and educational programs may be necessary to engage residents of green communities.     

Trade Uber for the Bus?

Abstract

Problem, research strategy, and findings: Few studies have examined ride-hail users’ individual preferences between ride-hail and transit. Based on a survey of ride-hail users in the Philadelphia (PA) region, I examine who uses ride-hail and investigate ride-hail users’ willingness to use ride-hail versus transit. My results suggest that more than one-quarter of respondents replaced transit with ride-hail in their last ride-hail trips. Mixed logit regression analysis based on stated preference choice experiments indicate that higher-income respondents and respondents over 30?years old are increasingly willing to choose ride-hail over transit, even though their actual ride-hail usage is lower than that among lower-income and younger respondents. Results also show that female respondents are more willing to choose ride-hail over transit than male respondents and less frequent transit users are more likely to choose ride-hail than frequent transit users. Higher cost and longer trip duration are significant deterrents for travel by either mode. Respondents consider the time spent on walking to and from transit more burdensome than in-vehicle travel time and wait time for transit and ride-hail. They consider waiting for ride-hail less burdensome than waiting for transit. Survey sampling and design limitations provide lessons for future ride-hail studies.

Takeaway for practice: Practitioners should ensure convenient, affordable travel options for lower-income residents, who are more frequent but less willing ride-hail users than higher-income residents. Female respondents’ safety concerns about transit should urge transit agencies to recognize female transit riders’ travel needs. The relationship between age and willingness to use ride-hail reminds planners to anticipate greater substitution of ride-hail for transit as the more tech-savvy generation starts entering their 30s. Last, fare reduction alone may not be enough to prompt ride-hail users to switch to transit. Service improvements that shorten the overall trip duration are imperative to make transit more attractive.     

Neighborhood Air Quality,Respiratory Health,and Vulnerable Populations in Compact and Sprawled Regions

Problem: Recently, public health researchers have argued that infill development and sprawl reduction may improve respiratory outcomes for urban residents, largely by reducing vehicle travel and its attendant mobile-source emissions. But infill can also increase the number of residents exposed to poor air quality within central cities. Aside from emissions studies, planners have little information on the connections between urban form, ambient pollutant levels, and human exposures or how infill changes these.

Purpose: We examined neighborhood exposures in 80 metropolitan areas in the United States to address whether neighborhood-level air quality outcomes are better in compact regions than in sprawled regions.

Methods: We used multilevel regression models to find the empirical relationship between a measure of regional urban form and neighborhood air quality outcomes.

Results and conclusions: Ozone concentrations are significantly lower in compact regions, but ozone exposures in neighborhoods are higher in compact regions. Fine particulate concentrations do not correlate significantly with regional compactness, but fine particulate exposures in neighborhoods are also higher in compact regions. Exposures to both ozone and fine particulates are also higher in neighborhoods with high proportions of African Americans, Asian ethnic minorities, and poor households.

Takeaway for practice: Compact development and infill do not solve air quality problems in all regions or for all residents of a given region. Planners should take differences in neighborhood air quality and human exposure into account when planning for new compact developments rather than just focusing on emissions reductions.

Research support: This project was supported by a grant from the ShenAir Institute at James Madison University and by the National Oceanographic and Atmospheric Administration.     

Neighborhoods of Affinity

Problem, research strategy, and findings: Planners have traditionally focused on how the physical characteristics of neighborhoods influence people's activity and travel -patterns, overlooking an equally important factor: the social nature of neighborhoods. We focus on one kind of neighborhood characterized by strong social ties: gay and lesbian -neighborhoods of affinity. Gay men living in a neighborhood of affinity—those with a high percentage of coupled gays and lesbians—take shorter work and non-work trips. The mix of local activity sites and social connections results in some gay men conducting a substantial share of their lives within these neighborhoods and nearby. These results are independent of the design or density of the neighborhood. We do not, however, find similar results for lesbians, perhaps because they have less residential mobility.

Takeaway for practice: Gay and lesbian neighborhoods of affinity represent the kinds of supportive communities where local travel is possible for many activities, behavior that planners seek with so many public policies. Planners must explore how the social and physical environments of neighborhoods interact with one another when they focus on the impacts of physical design and infrastructure on community outcomes.

Research support: None.     

A Broader Context for Land Use and Travel Behavior,and a Research Agenda

Problem: Planning studies of land use and travel behavior focus on regression analysis of travel as a function of traveler demographics and land use near study subjects’ residences. Methodological debates have tended to focus almost exclusively on the possibility that persons choose their residence based on how they wish to travel. This longer view steps back from the confines of the regression-based literature to explain the historical roots, methods, and results of the literature, and to assess how the land use–travel literature must be transformed to be more relevant to planning.

Purpose: There are many summaries and meta-analyses of the impact of land use on travel. The goal here is not to understand how we might better specify a regression or summarize the results of past studies, but rather to explain how a literature that has become fundamental to planning scholarship is failing to be sufficiently planning focused. At the same time, this longer view describes how the literature can be transformed to address the planning challenges of today and tomorrow.

Methods: This longer view summarizes over 100 articles, covering transportation methods from the dawn of the interstate highway era to topics that include program evaluation, land development, and cognitive aspects of travel behavior. The primary focus is on the land use and travel literature, but the review and analysis is broad ranging and places the literature and its challenges within the broader context of recent developments in the social sciences, planning, policy, and electronic data collection.

Results and conclusions: This longer view elucidates three research frontiers that will be necessary to move the land use–travel literature forward. First, behavioral models of land use and travel must expand to consider how land is developed, how places are planned, and how cities are built. Second, the land use–travel literature should build a robust retrospective program evaluation tradition, which is currently almost completely absent in a scholarly field dominated by cross-sectional hypothesis tests and forecasting models. Third, economic social welfare analysis must be carefully researched, including questions of preferences for neighborhood types and whether such preferences are fixed or malleable.

Takeaway for practice: Planning is about city building, and the literature and practice on land use and travel behavior should adapt to better support city building. This requires both a serious commitment to social science research and planning's characteristically broad view of context, problem, and place. In an era of climate change, and amidst debates about sustainability, the land use–travel literature must more aggressively examine the process of plans and place making, evaluate the increasingly innovative transportation policies being implemented at the local level, and develop methods that allow more informed discussion about the costs and benefits of transportation policies.

Research support: None.     

How Differences in Roadways Affect School Travel Safety

Problem, research strategy, and findings: Three children 14 and younger are killed daily in the United States and almost 500 more are injured in traffic crashes, often while traveling to or from school. Previous studies examine the effect of built environmental characteristics on school travel safety, but are limited. I simultaneously evaluate the impact of street segment–level and neighborhood-level design characteristics on crashes involving elementary school–aged child pedestrians during school travel time around 78 elementary schools in Austin (TX). I find that more school travel–related collisions happen on highways and interstates and arterial roads and where there are traffic-generating land uses and transit stops. Fewer crashes occur on local roads and when there are connected sidewalks. Unfortunately, I do not consider microlevel features of the built environment; more-over, the crash data may include children's crashes not related to school travel.

Takeaway for practice: Planners should collaborate with a wide variety of agencies and organizations at different levels of government as well as with parents and neighborhood residents to create pedestrian-friendly schools that reduce or overcome current barriers to safe, human-powered school travel. Planners should address both current school safety problems at existing schools and help ensure better school siting and complementary planning and transportation decisions in the future.     

Planning for Unplanned Pork

Problem, research strategy, and findings: To understand how communities use zoning ordinances to achieve sustainability goals, we identify nine sustainability principles and 53 associated regulatory items that might be included in a zoning ordinance to achieve sustainable development and then examine the zoning ordinances of 32 randomly selected communities to determine if they included these principles and their associated items. We find both wide variation and some consistency in how zoning ordinances address sustainability goals, independent of city size or location in the country. Some of the identified principles and regulatory items are found in many ordinances; others appear in only a few. However, there is an inverse relationship between the age of the ordinance and the extent to which it includes sustainability principles. As ordinances are updated, it is likely that they will address more topical sustainability concerns. We study only ordinance content, not implementation; moreover, sustainability can be achieved in ways other than zoning. However, zoning ordinances that directly address sustainability in many dimensions are more likely to achieve these goals. We conclude that planners can more effectively use zoning ordinances to achieve sustainable development.

Takeaway for practice: This review of zoning ordinances can alert local planners to the many ways in which zoning ordinances could be used to achieve sustainability goals and suggest how planners can assess the contribution of their zoning ordinance to the sustainable development of their communities.     

Is Compact Growth Good for Air Quality?

Problem: Explicitly prohibited from regulating the land use planning activities of municipal and county governments by the Clean Air Act (42 U.S.C. 131), the U.S. Environmental Protection Agency (EPA) has been forced to pursue an end-of-the-pipe approach to air quality management that has not proved successful in fully reducing ozone and fine particulate matter below health-based standards in many large U.S. cities. The persistence of these pollutants, in combination with a rapid rise in vehicle travel in recent decades, has raised concerns within the planning and public health communities about the long-term success of an air quality management program that is effectively divorced from the land use planning process.

Purpose: This work, which is part of an EPA-sponsored study titled Projecting the Impact of Land Use and Transportation on Future Air Quality (PLUTO), was intended to assess the effectiveness of compact growth in improving air quality at a geographic scale compatible with secondary pollution formation and transport and over a planning horizon sufficient to capture the longer-term benefits of regional land use change.

Methods: Future air quality is associated with alternative land development scenarios in this study through the integration of three separate and previously unrelated modeling components. These components consist of a set of standard population projection techniques, a household vehicle travel activity framework, and a mobile source emissions model (MOBILE 6) developed by the EPA.

Results and conclusions: The results of our analysis find the median elasticity of vehicle travel with respect to density change over time to be ?0.35, suggesting metropolitan areas can expect a 10% increase in population density to be associated with a 3.5% reduction in household vehicle travel and emissions. In addition, vehicle elasticities derived for urban and suburban census tracts across the 11 metro regions suggest density increments within urban zones (?0.43) to be more than twice as effective in reducing vehicle travel and emissions as density increments within suburban zones (?0.19).

Takeaway for practice: We found compactness to be associated with greater reductions in vehicle travel than in previous studies, which suggests land use change can play a measurable role in improving regional air quality over time. Importantly, we found where compact growth occurs to be critically important to determining the extent to which higher density development reduces vehicle travel and emissions. We found the densifi-cation of urban zones to be more than twice as effective in reducing vehicle miles of travel and emissions as the densification of suburban zones, suggesting compact growth to be better for air quality than historical patterns of growth when densifying urban zones is given priority over non-urban zones.     

Planning for Happy Neighborhoods

Problem, research strategy, and findings: There is increasing interest in planning for healthy communities, but little is known about how planners can affect mental health and wellbeing in neighborhoods, although much is known about how planners can affect physical health through neighborhood design. In this review essay, we draw lessons from a cross-disciplinary set of studies to reveal how the neighborhood built environment may affect one aspect of residents' wellbeing: happiness. Providing residents access to open, natural, and green space may directly increase their happiness. Incorporating design features that allow for social interaction and safety also may promote residents' happiness.

Takeaway for practice: Planners have the capacity to contribute to greater opportunities for happiness in neighborhoods. Strategies include integrating happiness-related indicators into health impact assessments and employing a new, participatory neighborhood planning process, the Sustainability Through Happiness Framework.     

Guidelines for a Polycentric Region to Reduce Vehicle Use and Increase Walking and Transit Use

Abstract

Problem, research strategy, and findings: The monocentric development pattern in the Alonso–Mills–Muth model underpinned theoretical discussions of urban form in the 1960s and 1970s and truly dominated theory up to the point when Joel Garreau published Edge City: Life on the New Frontier in the early 1990s. Monocentric development patterns remain dominant to this day among smaller metropolitan areas in the United States. However, for larger metropolitan areas in the United States, regional transportation plans suggest a paradigm shift to a polycentric structure. We review 126 regional transportation plans in the United States and find that a hierarchy of centers connected by high-quality transit has become the dominant vision for most of them. The plan for Salt Lake City (UT), for example, strives for a multicentered region even though secondary centers are only beginning to emerge beyond a dominant downtown. Generally missing from regional transportation plans are quantitative criteria for designating and guiding centers: In no case are the quantitative criteria empirically based on proven transportation benefits. Here we investigate how the built environment characteristics of centers are associated with people’s travel mode choices and vehicle use. We employ visual and exploratory approaches through a generalized additive model (GAM) to identify nonlinear relationships between travel outcomes and “D” variables (density, diversity, design, destination accessibility, and distance to transit) within centers. The model and plots help us recommend the built environment characteristics of centers.

Takeaway for practice: The built environment thresholds and relevant tools provided here can enable planners to make informed decisions about future growth patterns, set realistic—yet visionary—goals, and improve the overall health of its residents and communities. We provide strategies and tools that planning agencies, such as metropolitan planning organizations, transit agencies, and municipalities, can adopt to channel developments into centers.     

Green Building Assessment Systems: A Framework and Comparison for Planners

Problem: Building assessment systems allow planners to examine whether buildings and developments meet sustainability goals, but no framework exists to help planners choose among them.

Purpose: This study develops a framework for planners to use in considering which building assessment system would be most appropriate for their purposes and analyzes nine such systems.

Methods: I conducted a content analysis of the system documentation for nine building assessment systems used in the United States and interviewed administrators of the systems.

Results and conclusions: Although many building assessment systems appear at first to be quite similar, they have substantial differences, and could produce significantly different results when used to implement green building programs. Among the important differences are the scales at which they consider various issues, whether or not they emphasize communication, and how they prioritize and weight concerns. I also found that most national building assessment systems lack a mechanism for adapting them to local concerns and conditions.

Takeaway for practice: While building assessment systems offer new tools to help communities meet sustainability goals, planners should consider the details of each system carefully before deciding on which to use in their communities. It would be very desirable for building assessment systems to become adaptable, so they will be more locally relevant and appropriate.

Research support: None.     

Changes in self-containment within Melbourne, 1966–1981

Abstract

This paper explores the issues of whether the post Second World War suburbanisation of jobs and residents in large Australian cities has facilitated opportunities for outer suburban residents to obtain local work rather than travel to jobs in the inner suburbs, as was the typical case prewar. Empirical data are provided to examine this question for the case of one major Australian city, Melbourne.     

The Complexity of Public Attitudes Toward Compact Development

Problem: The future of compact development depends in part on understanding and shaping the public's attitudes toward it. Previous studies have suggested life cycle, socioeconomic, attitudinal, and ideological dimensions to preferences regarding development patterns, but rarely have all of these factors been examined systematically across a broad, generalizable sample of respondents.

Purpose: To examine public attitudes toward compact development, we asked survey respondents to weigh four important tradeoffs between compact and sprawling growth. We assess the relative influence of a variety of individual characteristics on these attitudes.

Methods: We use results from two large-scale, randomized telephone surveys, one conducted in California in 2002 and the other in four other southwestern states in 2007. Using logistic regression, we assess which personal characteristics are associated with stated preferences regarding compact development, and illustrate their degree of influence.

Results and conclusions: Support for the compact development alternatives is significant, in some cases exceeding support for traditional, decentralized suburban patterns. However, question wording appears to matter considerably, and individuals’ beliefs about different facets of compact development are often inconsistent. Although race, income, age, and the presence of children in the household are strongly associated with some views on the four tradeoffs, only political ideology is consistently associated with opposition to compact development.

Takeaway for practice: The significant support evident for compact development may not translate into actual housing choices unless local governments and lenders do more to support the production of such housing and neighborhood environments. If, as our results suggest, a major constituency for transit-oriented and mixed-use projects is low income residents, renters, and minorities, then well crafted urban infill projects that take into account the needs of these groups will help fulfill the potential of smart growth. Advocates might also frame compact development to appeal more to political conservatives.

Research support: The 2002 survey was conducted by the Public Policy Institute of California, with financial support from the William and Flora Hewlett Foundation, James Irvine Foundation, and David and Lucille Packard Foundation. The 2007 survey was conducted and supported by the Institute for Social Science Research at Arizona State University. All views expressed are solely those of the authors, not these organizations.     

From the Subprime to the Exotic: Excessive Mortgage Market Risk and Foreclosures

Problem: The recent rapid growth of high-risk mortgage lending raised the financial risk profile facing not only the American homeowner but entire neighborhoods. From the perspective of planners, the problem of increased and geographically concentrated foreclosures is the most critical outcome that has resulted from high-risk mortgage markets.

Purpose: This article analyzes recent trends in mortgage finance in order to recommend what local planners can do to reduce the negative consequences of high-risk home lending for their own communities.

Methods: I plot public and private data, much of it readily available for little or no cost, to discover where in the nation recent mortgage foreclosures are concentrated, and describe how similar analysis could be used prospectively and at a local scale to anticipate future problems.

Results and conclusions: Numbers of subprime, exotic, and zero-down-payment mortgages have all been growing. Where they are spatially concentrated they are linked to rising and geographically concentrated home mortgage foreclosures. I find evidence that subprime lenders achieve greater market penetration in metropolitan areas with less educated residents, and that higher-risk lending is more prevalent where housing prices are high and increasing. I also find that when local housing markets are hot, even high levels of subprime lending are associated with only slightly higher foreclosure filing rates, but foreclosure rates rise quickly when hot markets cool.

Takeaway for practice: Although foreclosures are less likely to be a severe problem in very strong real estate markets, when prices in previously hot markets stagnate or decline, foreclosures can quickly follow. This is a serious concern given recent trends in mortgage financing that have extended credit to more economically vulnerable populations and generally weakening housing markets in many metropolitan areas. These foreclosures tend also to be spatially concentrated within metropolitan areas, particularly stressing housing markets in neighborhoods where the higher-risk products are more prevalent. I recommend that planners: (1) track local lending and foreclosure patterns; (2) promote healthier mortgage markets in vulnerable areas; (3) fund targeted foreclosure prevention and counseling; (4) develop refinancing/restructuring programs; (5) redesign programs to promote sustainable homeownership; (6) get foreclosed properties reoccupied quickly; (7) recognize the effect of foreclosure surges on rental housing markets; and (8) be proactive in policy debates on lending regulation and foreclosure processes.

Research support: None.     

Planning,Public Participation,and Money Politics in Santa Ana (CA)

Problem, research strategy, and findings: In this study, we analyze why a low-income community failed to meaningfully affect plans for the redevelopment of the Station District in Santa Ana (CA) although they used three avenues to do so: public participation, liberal democracy, and deliberative democracy. The city provided opportunities for public participation but controlled the agenda, effectively preventing residents from reframing the discussion. The liberal democratic electoral system failed residents because many were ineligible to vote, while city council members received campaign contributions from external business interests. Residents did develop extensive deliberative democratic processes that produced collaborative plans; however, these plans were not well incorporated into the official plan. In addition, the city refused to sign a community benefit agreement through which residents could hold the city and developer responsible for the redevelopment plan.

Takeaway for practice: We suggest that planners have an obligation to improve the participatory process by empowering community residents to set the agenda and frame the issues at the local level while addressing the role of corporations in local politics and in campaign finance, and by seeking to achieve elections that more fairly represent spatially segregated public interests. Less-ambitious changes to the public planning process will fail to achieve a balance of power among low-income communities of color, city officials, and those representing private market interests.