Friday, September 17

Consumers need full disclosure of transportation costs

If Walkscore put walkability on the real estate map (it's getting better all the time, by the way), the new online tool Abogo might do the same for transportation affordability. Just type in an address and the home gets placed on a map showing average transportation costs for the surrounding neighborhood and the region. This is what you can expect to pay on a monthly basis if you choose to live here. Seeing this number in black and white may help diffuse the old drive-til-you-qualify myth - that you can find more house for the money the further from the city you move. Living in lower densities may pose less up-front costs per square foot, but the ongoing cost of getting to where you need to go on a regular basis is real and likely much higher. Abogo puts a number on that reality.

 The site is developed by the Center for Neighborhood Technology, who have been amassing an armful of data on transportation and housing for years now. Their Housing and Transportation Affordability Index presented this data last spring to tell the story of affordable living choices from a metropolitan area perspective, and the H+T Index site has already been incorporated into plenty of policy discussions, including the federal Sustainable Communities Initiative. Abogo is the next logical step, because it narrows the story to the consumer level where any real change in the marketplace will have to occur. Markets work best when information is available. As a homebuyer, the basic housing cost information is in your face. You literally have to write the check for your mortgage. Transportation costs are more nebulous, hidden in gas prices, insurance costs, saving for the next vehicle, parking, etc. Because of this, they have not typically figured into the home purchasing decision to the same degree.

I wanted to see how I stacked up out of curiosity. As a new homeowner, this tool is less useful to me now than it would have been a few months ago when we were looking, but it does put my home location in context. Abogo lists my block group as $830 a month in transportation costs for the average resident. We happen to keep meticulous budget records, and, from what I can tell, we’re  spending around $200 per month for transportation. This includes amortization on the vehicle, which is oldish and no-frills. We’re a family of three – pretty average on that account.  The difference probably arises out of the fact that I bike to work, and neither of us use the car every day. When we do drive – to the grocery for instance – it’s usually just a mile or so. Then there’s the occasional out of town trip.

I guess this means we have an extra $630 in our pockets each month just for some of these simple lifestyle tweaks. (Or it could mean the models are out of whack, but I've read through the methodology and it seems sound to me.)

Saturday, August 7

Rational choices adding up to insane results

I really like Andy Clarkes' pithy description of one of our contemporary rituals:

"Just look at the madness we create for ourselves with the school trip: 20%-30% of morning rush-hour traffic in many metro areas consists of perfectly able-bodied kids being ferried to school by parents with better things to do with their time who won’t let their kids walk or ride their bikes to school because there are so many harried parents rushing their kids to school and the roads and sidewalks around the school aren’t safe. And frankly, many of the kids could use the exercise."
This evokes the old prisoners dilemma situation. Everyone would presumably be better off if children had a safe environment to get themselves to school, but each person is individually worse off if everyone else chooses to drive and their child is the only one stuck breathing the exhaust. Clarke is right in calling this "madness," but it's a particularly insidious form that feeds off of mostly rational individual choices. As frustrated as parents may be with this vicious cycle, especially those who hold to personal principles of environmental stewardship and healthy lifestyles, few will want their own children to be the ones breaking it. So they drive.

I try to remind myself how structural, not necessarily personal, the ethics of transportation and land use are.

Thursday, July 22

The kinds of places we used to build

I snapped this photo of the Church Hill neighborhood in Richmond the other day and immediately wanted to live there.

Tuesday, July 20

From whether you live to how you live

Science writer Fred Pearce has been taking up a worthy cause over the last year: persuading the environmental community away from a focus on population growth and toward a focus on managing consumption. There is his book on a stabilizing global population (which I haven't read) and then a column in Grist, for yesterday's World Population Day, another in the Guardian, Prospect Magazine, and so forth. Then there's the Daily Show appearance. In other words, the message is being heard.

The basic point he's making is a rebuttal to the Malthusian line of reasoning that has popped up here and there throughout modernity. These are the guys with charts purporting to show all hell breaking exponentially loose as a result of people giving too much birth and not dying enough. Pearce thinks this threat is not only overstated - in fact, global population is likely to stabilize at around 9.2 billion due mostly to economic conditions - but, more importantly, it can divert needed attention from how we in the West are living to the mere fact that people in growing developing nations are living at all. And there are the unethical situations, the draconian sterilization regimes and such, that 'population control' advocates consistently find themselves tangled up in, whether justified or by perception alone, that do the environmental movement no good.

Pearce's detractors think he is creating an either/or dichotomy out of strategies that should be held together. It's the old I=PAT equation from the 70's. To get environmental impact (I), you multiply population (P) by affluence (A) by technology (T). Averting the environmental crisis involves a combination of all three strategies to mitigate the effects (presumably all negative) of humans living on earth. This equation may work in the abstract, but messing with the P variable becomes less than useful in practice for a variety of reasons.

Most importantly, it doesn't scale well. Population control really only makes sense at a global scale, but most sustainability solutions must be forged at much smaller scales. As a case in point, the Smart Growth Manual by Andres Duany et. al. states the very first principle as: "Inevitable Growth." This is because,

"No-growth campaigns, even when successful, tend to last one or two political terms at most, and often serve as an excuse to avoid planning altogether. When such policies are eventually reversed due to housing shortages, growth quickly resumes in its worst form."
Localized or nationalized no-growth groups may frame their message in terms of population stabilization when functionally their platform is anti-immigration. As it plays out, it becomes more about the distribution of the population - just not here - more so than the overall number of people on the planet. Far too often, the no-growth "environmentalists" lock horns with the pro-growth "capitalists" and what you get is a compromised mash-up that pays little attention to the most efficient distribution of land use and resources. Per capita consumption gets lost in the brawl.

Secondly, managing consumption is more within our realm of control as individuals and as communities than population growth is. To be effective, environmental rhetoric has to find that balance between actionable concern and despair. Like a blackjack player who's played the hand too far, once you've reached assured doom the rational response is to "eat, drink, and be merry for tomorrow we die." Why should I remember to turn the lights out when I leave the room if the world will be crushed under the weight of billions of people I will never meet? At least in the West, this approach merely externalizes the problem removing it from the realm of potential actions I may take.

And although population is expected to stabilize, there's no end in sight for consumption. As another Brit George Monbliot writes,
"People breed less as they become richer, but they don’t consume less; they consume more. As the habits of the super-rich show, there are no limits to human extravagance. Consumption can be expected to rise with economic growth until the biosphere hits the buffers."
This trend helps explain why studies have shown a correlation between the countries with the fastest growing populations and the slowest rates of carbon emission growth. Shifting blame to population growth in the global south is not only counterproductive, it's not true at all.

As I see it, urbanists are environmentalists who are unashamedly pro-human.  Cities are machines for energy, land, and water efficiency and people are their lifeblood. The fact that the global population is rapidly urbanizing, having just passed the 50% threshold, is cause for optimism about our potential to live within the earth's means at some point. An urbanist's ideal vision is not wilderness everywhere, but cities throbbing with human vitality here, productive rural areas over there, and pristine wilderness yet again over there. Humans are neither the parasites of the earth nor the paragons of the ecosystem.  Every human life is good (population) but humans do not always perform good actions (behavior) - that is where the focus needs to be.

Friday, July 16

Great streetviews

Allan Jacobs Great Streets is the definitive guide to good street design. As I'm working my way through it, I'm compelled to find the examples in the book on google streetview to get a closer look and explore the surroundings. The hand drawings and plan-view diagrams in the book are classic, but you can't beat the online tour for detail. Of course, I'm still logging these places away until I actually get a chance to visit some of them in reality.

Residential Street: Roslyn Place, Pittsburgh


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Still Great Medieval Street: Via dei Giubbonari, Rome, Italy


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Grand Manner Boulevard
: Paseo de Gracia, Barcelona, Spain


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Las Ramblas, Barcelona, Spain


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Great Residential Boulevard
: Monument Avenue, Richmond, VA


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Central Commercial Street: Motomachi, Yokohama


View Larger Map

I'd love to add more, but this may already be too intense with the bandwidth.

Tuesday, July 13

Following the gas tax storyline

New buzz about the federal gas tax is in the air.

A USA Today report found that American motorists are now spending the lowest amount of money per mile to maintain infrastructure since the advent of the automobile.

"Americans spent just 46 cents on gas taxes for every $100 of income in the first quarter of 2010. That's the lowest rate since the government began keeping track in 1929. By comparison, Americans spent $1.18 in 1970 on gas taxes out of every $100 earned."
This interesting finding leads the Washington Post editorial board to connect the dots and call for an increase in the federal gas tax rate, which has not been touched since 1993. While almost every group interested in transportation policy supports some sort of levy on driving like this, it still is a tough sell with the general public. A choice comment on the editorial illustrates this well:
"Since when must citizens pay for the "privilege" of driving on OUR roads? Should I thank Obama for allowing me to drive to work today?"
Reading between the lines, I can only assume the gods of asphalt and rebar have gifted this regular American citizen with motoring freedom, and the government should just get out of the way. What he might not realize is that the Highway Trust Fund is almost bankrupt, and the tab is being picked up by general revenues (read deficit) this year - $19.5 billion, as it was last year - $7 billion, and the year before that - $8 billion. So, this gentleman need not thank Obama, but he might want to thank his grandchildren for the privilege of his drive to work.

Where the Highway Trust Fund is headed (in billions) from Congressional Budget Office.


One interesting twist on the public perception front is that new polls have shown that Americans are more receptive to a gas tax if they can be assured the revenues would go toward reducing climate change. It seems that there is a sizable segment of the population that agrees, in theory, that externalities from driving should be paid for, but worries that more funds would just set us back on the course of business-as-usual highway building. Check out the full 19% spread in approval of a simple .10 gas tax and the same gas tax with dedicated environmental goals.

Survey Results from a gas tax poll, June 2010 from Mineta Transportation Institute


To wrap this up, Brookings' Robert Puentes offers an astute reaction to the Washington Post call for higher gas taxes. He's principally concerned with this trend:

Graph compiled from FHWA Traffic Volume Trends 2000 - 2010


Vehicle miles traveled plateaued between 2006 and 2008 and we seem to be dropping off the other end of the curve. With Americans driving less and less every year (and driving more fuel-efficient vehicles when they do), pinning the bulk of infrastructure revenues onto gas taxes alone is boarding a sinking ship - while jabbing more holes in the hull all the way down.

Puentes,
"So while near-term gas tax increases are necessary on the federal and state levels just to stay afloat, we need to be thinking about a range of other options to raise transportation revenue such as pay-as-you-drive charges, tolls, congestion fees and -- most significant -- a carbon tax."

Tuesday, July 6

Two helpful lectures

Neither of these are brand new, but they're new to me.

Ezra Klein calls attention to a TED talk given by Ellen Dunham-Jones on retrofitting the suburbs with urbanism:



And Doug Farr speaks to Case Western University more generally about sustainable urbanism. This is a full-length lecture, not as polished in production as the TED ones, but still a very good introduction to Farr's work as a green architect and writer.