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Review

“The days when we built our airports around cities now seem distant; in the new, mobile century, we build our cities around airports . . . Cities are becoming like airports--places to leave from more than to live in. I'd always sensed this, but it came home to me with almost shocking immediacy when I was reading the dazzling new book Aerotropolis. One of its authors, John F. Kasarda, is a business professor in North Carolina who flies from Amsterdam to Seoul preaching the gospel of building homes and businesses near airports. Co-author Greg Lindsay is a journalist who knows how to make Kasarda's research racy while raising questions about the cost of living in midair . . . Aerotropolis points out that we can still address the oldest needs but in new and liberating ways.” ―Pico Iyer, Time“I'd wager that the notion [of the aerotropolis] is about to occupy a little more real estate in the popular imagination. This book will no doubt do for airport cities what Joel Garreau and his "Edge City" did for suburban office parks and shopping malls two decades ago: It will relocate the center . . . The prospect sketched out in Aerotropolis--while slightly thrilling, as tectonic shifts often are--feels about as dispiriting as those warehouse zones clustered near the ends of runways. And it's made all the more so by the realization that the authors are undoubtedly right.” ―Wayne Curtis, Wall Street Journal“In Aerotropolis, John Kasarda of the University of North Carolina and his co-author, Greg Lindsay, convincingly put the airport at the centre of modern urban life.” ―The Economist“To find yourself at La Guardia Airport, that repository of bad food, dim lighting, unsettlingly indistinct odors and too-short runways, is to be inclined toward embracing John D. Kasarda and Greg Lindsay and all they have to say about the future of travel and modern life. Kasarda, a professor in the business school at the University of North Carolina who has consulted with four White House administrations and numerous cities and governments, believes that something very different from La Guardia is transforming our world . . . Kasarda's theories are presented in the ambitious Aerotropolis: The Way We'll Live Next, which is written by [Greg] Lindsay, who as the journalist onboard fulfills the role of eager messenger . . . [He] flies around the world, conducting interviews, seeking evidence, translating Kasarda's technical jargon into a lively if sometimes flawed work of pop behavioral economics . . . Aerotropolis offers intriguing arguments.” ―Michael Powell, The New York Times Book Review“An odd, fascinating new book… an enthralling and only intermittently dogmatic tour of some of the gigantic, no-context sites that globalization has created, such as the all-night flower auction in Amsterdam that gets roses from Kenya to Chicago before they've wilted, the FoxConn factory in China where iPods and iPhones are made, and the mega-hospital Bumrungrad in Bangkok, which performs cut-rate major surgery on the uninsured from all over the world.” ―Nicholas Lemann, The New Yorker“Fascinating and important work . . . Aerotropolis follows in the tradition of works such as Edge City (1992) that blend jargon-free scholarship with shoe-leather reporting to tell readers why they're living and working as they are . . . That Kasarda and Lindsay are onto something big seems beyond dispute.” ―Paul M. Barrett, Bloomberg Businessweek“An essential guide to the twenty-first century.” ―Tom Vanderbilt, author of Traffic: Why We Drive the Way We Do (and What It Says About Us)“Thanks to the manifold effects of modern aviation, earth and sky are merging in our world faster and more thoroughly than most people know. But you won't be most people after reading Aerotropolis. Throw out your old atlas. The new version is here.” ―Walter Kirn, author of Up in the Air“A fascinating window into the complex emergent urban future. This book is an extremely sophisticated, often devastatingly witty and ironic interpretation of what is possible over the next two decades. It is not science fiction. It is science and technology in action. The authors have one foot firmly planted in the possible and foreseeable.” ―Saskia Sassen, Professor, Columbia University, and author of Territory, Authority, Rights“Aerotropolis presents a radical, futuristic vision of a world where we build our cities around airports rather than the reverse. This book ties together urbanism, global economics, international relations, sociology, and insights from adventures in places that aren't even on the map yet to present a plausible new paradigm for understanding how we relate to the skies. Perhaps the most compelling book on globalization in years.” ―Parag Khanna, Senior Fellow, New America Foundation, and author of How to Run the World“Very few people realize how profoundly air transport is changing our cities, our economies, our social systems, and our systems of governance. If you want to be way ahead of the curve in understanding one of the most important drivers of change for the twenty-first century, read this book.” ―Paul Romer, Senior Fellow, Stanford Institute for Economic Policy Research“Aerotropolis redraws the world map, using air routes to trace the new connections and competition between mega-regions that will shape the geography of the Great Reset. This lively, thought-provoking book is a must-read for anyone interested in how and where we will live and work in a truly global era.” ―Richard Florida, director of the Martin Prosperity Institute, University of Toronto, and author of The Great Reset“Aerotropolis comprehensively explains the enormous effects modern aviation has on cities and countries around the world. It is a unique resource.” ―Frederick W. Smith, Chairman and CEO, FedEx Corporation

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About the Author

John D. Kasarda, a professor at the Kenan-Flagler Business School at the University of North Carolina, has advised countries, cities, and companies about the aerotropolis and its implications. He lives in Chapel Hill, North Carolina.Greg Lindsay has written for The New York Times, BusinessWeek, and Fast Company. For one story he traveled around the world by airplane for three weeks, never leaving the airport while on the ground. He lives in Brooklyn, New York.

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Product details

Paperback: 496 pages

Publisher: Farrar, Straus and Giroux; First edition (September 18, 2012)

Language: English

ISBN-10: 0374533512

ISBN-13: 978-0374533519

Product Dimensions:

6 x 1.2 x 8.7 inches

Shipping Weight: 1.3 pounds (View shipping rates and policies)

Average Customer Review:

3.9 out of 5 stars

34 customer reviews

Amazon Best Sellers Rank:

#744,412 in Books (See Top 100 in Books)

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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