Superfluous Fluids

Previous Wrongest Product Award nominations

The Wrongest Product Awards will go to those products (and their designers) that embody the least amount of redeeming value while incurring the use of unnecessary, often gratuitous, materials or energy.

How is this relevant to EcoOptimism, you might ask? Easy – it shows how extraneous so many products are, often in a “what-were-they-thinking” sense.

Nominations are open. Send yours to ImNotBuyinIt (at) EcoOptimism.com.

Countering the EcoPessimist

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According to New York Magazine and economist Robert Gordon, the good times are over. Forever. In “The Blip,” we learn that the dramatic and unprecedented improvements to our standard of living over the last 250 years or so are a historical aberration. Over the span of the Industrial Revolution, following all of previous human existence in which, relatively speaking, nothing much changed, “human well-being accelerated at a rate that hardly could have been contemplated before.” Plumbing, electricity, medicine, cars, planes, telephones, computers changed almost everything and the result was an era of economic growth that altered civilization to a degree, the article says, we won’t ever see again.

Gordon believes “we can no longer expect to double our standard of living in one generation” as occurred in recent times, and “the rate of improvement [going forward] will be no faster than it was in the dark ages.” The significance of inventions and the resulting growth in productivity cannot possibly continue.

Here at EcoOptimism, I think it’s fair to anoint Gordon the EcoPessimist.

The thing is: Gordon is right. In fact the data already tell us this is happening. Many have lamented that this is the first time in recent history that current younger generations cannot expect their standard of living to be better than their parents’. Stories of grown unemployed or under-employed children returning to the parents’ empty nests abound, and the inexorable rise of the cost of college education seems set to pave the way for the trend to continue.

Environmental economics predicts this, too: you can’t have infinite growth on a finite planet.

But here’s the other thing: Gordon is also wrong and, depending on how we define growth, so is the previous sentence. Actually, it more specifically depends on how we define standard of living and quality of life. As EcoOptimism and many others have noted, the conventional definition has been based on GDP, which is a deeply flawed measure of economic growth and even more deeply flawed as a measure of quality of life. In fact, it was never intended to be used for this purpose (it was developed as a gauge of wartime production in WWII) and it’s been criticized for almost half a century, going back to a speech by Robert F. Kennedy. Once a basic living standard has been reached – in the case of the US, this occurred in the mid-twentieth century — increases in GDP no longer signal increased well-being. In fact, it begins to work in reverse. Indicators show that quality of life in the western world has gone down since then, even while GDP continued to grow.

This would seem, at first, to bolster Gordon’s pessimism. Not only is GDP destined to remain low – perhaps zero – but our well-being is diminishing even faster. We’re on the downside of “the blip” and “it would be crazy to expect something on the scale of the … industrial revolution to ever take place again.”

OK, but what if something else could follow? Could we have a different kind of revolution – a Human Revolution – in which inventions, developments and policies focused not on improving production and consumption, but on the human qualities of our lives: our self-development, our relationships, our contributions. In the western world, generally, people are housed and fed and live in relative comfort amid a plethora of material goods. We don’t need bigger houses and cars or more meat or more choices of deodorant and televisions. Instead, we need those “things” or, more accurately, lifestyles that will let us – encourage us – to interact with and enjoy each other and ourselves. Quality time as opposed to productive time.

A core part of achieving this is getting off the “hedonic treadmill,” the cycle of working more to buy more within an economic system that falters if we don’t consume enough. The answer is buying less, at least materially, and instead consuming in ways that truly better our lives. Consuming things that aren’t in fact material things, like entertainment or vacations or continuing education.

So that’s how Gordon can be both right and wrong. We can’t have continued growth, economically or materially, as we’re used to defining it. But that’s not at all the same thing as saying we can’t continue to improve the quality of our lives. (And I’m talking here about people in both the rich and poor parts of the world.)

For material and environmental reasons, we can’t have another industrial revolution. But we also don’t need or want one. Yes, there are still people lacking some very fundamental needs like food, shelter and water, not to mention health and education. But we have smarter ways to provide access to those, without expanding and repeating the mistakes of the sometimes crude ways we here achieved them. We need the next revolution, let’s call it the Human Revolution, in which the quality of our lives, beyond survival and beyond comfort, is addressed. Eudaimonic pleasure versus hedonic pleasure. Flourishing versus sustaining.

Gordon says “we need innovations that are eight times as important as those we had before” in order to maintain a growth rate similar to that of the last couple of centuries. Again, right and wrong. We need innovations that are of a different nature from the material-based inventions we’ve grown to expect, courtesy of Moore’s law, every few years. Those innovations have the potential to alter, to improve, our lives at least as much as indoor plumbing and refrigerators did, but in ways that are less material (that’s a good thing both socially and environmentally) and will supersede and surpass the goals of the American Dream (as if others can’t partake in that dream).

Gordon doesn’t deal much with environmental questions. His bleakness, his EcoPessimism, is based on the not incorrect observation that the Industrial Revolution has probably run its course, and therefore we can never have the same expectations of growth as did the past few generations. Environmentalists would add that the Industrial Revolution, based as it is on an economy of consumption, can’t continue also because we are running out of materials and fuel and creating a climate that will be unconducive to survival, let alone growth.

These viewpoints are consistent with each other and with the prevailing pessimism that says life in the near future will involve sacrifice, for economic or environmental reasons or both, and a diminishment of our quality of life.

EcoOptimism rejects this and says we can simultaneously and symbiotically solve our economic and ecological problems — AND improve the quality of our lives. One revolution, one era, replaces another.

Optimism, Alone, Isn’t Enough

Holy (grass-fed) Cow, It’s Been a Year

Interdependence Day

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Image credit: John Fowler, CC 2.0

The Fourth of July tends to spark a number of alternative ideas of independence. One of the most prevalent, to pick a not so arbitrary example, is independence from foreign energy sources, meaning, of course, oil. There’s nothing wrong with that; it’s a perfectly good addition to the many reasons to support energy efficiency and renewables.

From an ecological point of view, however, it’s not independence but interdependence that we should be celebrating. The obvious type of interdependence that we are dependent on is that of ecological systems which include such necessities as the provision of oxygen by plants. Unlike the 18^th century colonial dependence on the British Kingdom, our relationship – an interrelationship really — to the plant kingdom should be celebrated. It’s not a dependency we want to – or can — break.

Desirable interdependence has other forms as well. Our interdependence on each other via family and community is a basic characteristic of humanity. Very few people would either want to or be able to live in isolation from the give and take of others. Try to imagine it in terms of food or shelter or, moving upward in Maslov’s hierarchy of needs, self-esteem or love.

Our pinnacle of independence, the Declaration of Independence, is itself a declaration of interdependence. Joe Romm at Climate Progress addresses this when he rereads the text of the Declaration of Independence, adding specific emphasis at points, and concludes “By saying that it is a self-evident truth that all humans are created equal and that our inalienable rights include life, liberty, and the pursuit of happiness, our Founding Fathers were telling us that we are all in this together, that we are interdependent, that we have a moral duty to protect these inalienable rights for all humans.”

In my own post, “Stealing from the Future,” I wrote of a related point that Romm also explores: “intergenerational remote tyranny.” The concept, Romm and others explain, derives from a passage in a 1789 letter written by Thomas Jefferson to James Madison: “the earth belongs to the living……..no man may by natural right oblige the land he owns or occupies to debts greater than those that may be paid during his own lifetime.”

Though I referenced it in my post, I’ve always thought that it was a bit of a logical leap to jump from that line to intergenerational responsibilities. The missing link, it turns out, is also in that letter, which begins: “The question [w]hether one generation of men has a right to bind another … is a question of such consequences as not only to merit decision, but place also among the fundamental principles of every government…. I set out on this ground, which I suppose to be self-evident, ‘that the earth belongs in usufruct to the living’ ….”

It’s a fascinating letter, worth reading in full as I did this Fourth of July. At points, he seems to invalidate the inheritance of both debts and assets to succeeding generations (“The 2d. generation receives it clear of the debts and incumberances of the 1^st.”) and seems to advocate that no law or constitution should run in perpetuity. Both points have fundamental implications regarding the rights of the currently living versus those not yet on board.

Romm goes on to focus on a specific word, “usufruct,” in the opening passage of the letter. The word is a combination of the roots for use and fruit, and refers to the usage of the fruits, as in the output or products, of something. The Constitutional Law Foundation (CLF), quoted by Romm, writes: “In Jefferson’s time, as now, “usufruct” referred to “the right to make all the use and profit of a thing that can be made without injuring the substance of the thing itself.” It was a term used to describe the rights and responsibilities of tenants, trustees, or other parties temporarily entrusted with the use of an asset — usually land.”

Read that way, the definition appears to refer to the fruits of land being a right of whoever owns or rents the land. But other definitions add a crucial meaning. Miriam Webster Online defines usufruct: “the legal right of using and enjoying the fruits or profits of something belonging to another” [emphasis added]. Other dictionaries have a similar definition.

This would, among other things, be in accordance with Jefferson’s argument that the Earth belongs to the living, not merely to those with artificial “legal rights” to land. That would upset the entire basis of property rights, something I pondered in my post, “Lines in the Earth.”

It ain’t easy finding an image to represent a word like usufruct. Credit for this find goes to a site called Eurozine in an article called “From abuse to usufruct.”

But there’s a still more interesting and environmentally relevant (as well as more practicable) aspect to look at. The CLF elaborates: “Jefferson’s philosophy that the earth belongs in usufruct to the living at least partially reiterates the biblical/Lockean paradigm of the earth as intergenerational commons, the fruits and benefits of which should be accessible to every member of every generation.” This is tricky stuff for one such as me, untrained in philosophy or law, to decipher. One reading of “the earth belongs in usufruct to the living,” I think, might be interpretable in the biblical sense of man’s dominion over the Earth. Were it not for the second part of the sentence referring to “every generation,” that interpretation would be antithetical to any environmentalist as it could provide justification for simply living in the present, with no regard for anything but our own interests.

When we start thinking in terms of “intergenerational commons,” however, the picture changes entirely. It pulls together several of the themes that have been running through this blog. One is the concept, well employed by any ecological economist, of externalities. The other, of course, is the responsibility of any generation to its descendants.

But how would we truly represent the interests of those who do not yet exist? The fact that they’re not (yet) here is a pretty basic problem. Mark Bittman, in a New York Times column on climate disruption, presents a slightly science fictional concept and then suggests its potentially less hypothetical outcome:

Imagine a democracy across space, time and class, where legislative bodies represented not only those living in the world’s low-lying areas but their great-grandchildren — and ours. Or imagine that our elected representatives were proxies for those people. Imagine those representatives determining our current energy policy. Is there any doubt that things would change more rapidly?

It would be neat if a solution could be that simple. The future could send their votes back in time. Not likely unfortunately. The best we can hope for is legislative bodies that, along with their living constituents, are willing to act as those proxies, and our track record on politicians favoring the greater good over their campaign-financing interests is pretty dismal.

This brings to mind, though, another disenfranchised group – a group I discussed in yet another post: “Planets are People, My Friends.” In that post I conjectured how the interests of nature (or the Earth, if you prefer) could be represented in human decision making, how that oxygen-providing plant kingdom, for instance might have rights and votes. As with Bittman’s imagined intertemporal government, it would require proxy voting; a proxy, though, merely delegates one “person’s” vote to another. It doesn’t necessarily mean voting against your own interests when they conflict with the person you’re representing. What we’re talking about here is putting yourself in someone or something else’s shoes. An ability that most of us are not very good at.

As befits a post on interdependence, there are a lot of intertwined tentacles here: property rights, voting rights, future generations, our relationship to nature. Just a few ethical and existential questions.

No pressure though. It’s the future, not the present, we’re talking about.

Jolts That Last Too Long

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Image: Wikimedia Commons

Wrongest Product Award nominations fall roughly into two categories. One is those in which the product itself is a contender: something that isn’t needed or perhaps goes about fulfilling a need using questionable materials or method. See banana slicers. In the other category, the products themselves may be perfectly reasonable, but their packaging qualifies them as award fodder. More bananas, this time peeled and wrapped.

Coffee offers us examples of both. One could argue whether coffee is actually needed, but some would say much of the Western world’s productivity would be in jeopardy without it. One wonders whether the debate could even occur without being fueled by caffeine.

More questionable might be the methods we utilize to fulfill the “need” for coffee. The way most coffee beans are grown and roasted, for example, causes a great deal of environmental and economic damage. A relatively easy solution, if you can remember all the criteria, is to buy organic, shade-grown, fair-trade, bird-friendly (am I leaving anything out?) beans.

That leaves us with packaging. Disposable coffee cups and lids have long been the scourge of the environmentally minded. The focus on them has gotten to the point where it’s no longer unusual for even non-Treehuggers to use refillable containers.

But a relatively new plague in the form of single-serving coffee pods has befallen us in the last 15 years. K-cups from Keurig were the original, but they’re now emulated by many other manufacturers. In case you haven’t seen them because you’re not one of the 10% of households that have them, they are all-in-one pre-packaged and sealed measures of coffee grounds for one cup with a filter built in. So all one has to do is drop the thing into the coffee maker, talk to your office mates for a minute (or to yourself if you work at home or are antisocial), and off you go, infused with new-found vitality, hopefully at least in a reusable cup.

Image credit

My first exposure to these was at a large brunch at a friend’s home where he went on at length about how great they were while several guests in succession made their own servings (and the trash piled up). I elected to not deflate his balloon with my ever-helpful greenie insights.

Image credit

The problem, of course, is all that packaging. Eight of the pods comprise many times more material than would result from a standardly-brewed 8 cup pot of coffee (even one pod may be more compared to a pot brewed with a reusable filter), and the leftover is a difficult to recycle composite of things making up the vessel, the filter and the air seal, along with the used grounds.

A few recycling programs have been started, but they usually involve shipping the stuff long distances and then downcycling them into lesser materials. As my favorite cut-through-the-BS writer, Lloyd Alter, puts it “This is the worst kind of phoney feel-good environmental marketing, designed for the sole purpose of assuaging the guilt about consuming overpriced and unnecessary crap.”

(Or you can make batteries out of them.)

Refillable and reusable pods (mini filters, essentially) do exist, though I have a suspicion they’re encountered far less frequently than their sealed-for-freshness brethren. If I didn’t already have a coffee maker, I might even go that route for my own home and office where, for the most part, I’m the only consumer and brewing a pot can be a waste of water, electricity and beans. But I’d be sure to have locally-purchased, multi-hyphenate, politically and environmentally correct beans so all the bases are covered and my caffeine jitters can be offset by a peaceful conscience.

Image credit: ZeroWasteEurope

Previous Wrongest Product Award nominations

The Wrongest Product Awards will go to those products (and their designers) that embody the least amount of redeeming value while incurring the use of unnecessary, often gratuitous, materials or energy.

How is this relevant to EcoOptimism, you might ask? Easy – it shows how extraneous so many products are, often in a “what-were-they-thinking” sense.

Nominations are open. Send yours to ImNotBuyinIt (at) EcoOptimism.com.

Density Part 2: Height vs Delight

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Wouldn’t you know it. On the heels of my recent post, “Density: It’s not the Sky that’s the Limit,” a significant new book on the topic of urban growth has emerged. A Country of Cities: A Manifesto for an Urban America is written by Vishaan Chakrabarti, former director of the Manhattan office for the Department of City Planning and currently the director of Columbia University’s Center for Urban Real Estate as well as a partner at SHoP Architects. Chakrabarti, with a jaw-dropping background in architecture, planning, development and engineering, has had a major role in the rezoning and, in many cases, the complete re-imagining of entire sections of NYC.

In an online excerpt from the book (I haven’t gotten my hands on the full book yet), titled “Building Hyperdensity and Civic Delight,” Chakrabarti posits the arguments for urban density and even for “hyperdensity,” which he defines as density “sufficient to support subways.”

“Compared to most forms of human habitation, dense cities are the most efficient economic engines; they are the most environmentally sustainable and the most likely to encourage joyful and healthy lifestyles.” As you might expect, no argument from me there.

He then goes on to ask: “how do we build delightful cities that make us more prosperous, ecological, fit and equitable?” Indeed, that’s the question that’s been asked (and usually answered in one form or another) since at least the manifestos of Jane Jacobs, since we got past the necessary goals of improving defense and basic sanitation, and since we realized that automobiles are not the life blood of cities. (It’s no coincidence that, in planning jargon, urban highways were often labeled arteries.)

Much of the debate about the “delightfulness” or the life of cities focuses not just on their density, but on the physicality of their density. In plain English, is the city made of high-rise or low-rise buildings? Chakrabarti says there is a bias against high-rises, which he attributes to their being (or perceived as being) the products of private sector, wealthy interests. Here in New York, it’s a common lament that the mallification of the city is a result of pro-development planning policies coming out of an administration led by a multibillionaire businessman.

At the opposite urban scale, we have the idealized, romanticized, street-scaled Greenwich Villages and Parisian Left Banks. Chakrabarti argues, though, that those are no less the result of private interests (“built by powerful development interests and typically fueled by unsavory capital”) and, furthermore, were constructed at lower, walk-up heights only because of the technical and structural limitations of the time.

Fine, but none of that negates the apparent preference for living in, say, Williamsburg (Brooklyn, that is) over Wall Street. And here’s where, for all his post’s strong points, he really loses me: he ascribes that preference to a belief that “tacitly or explicitly, [designers and planners] consider the growing hyperdense cities of Asia as embodiments of ‘bad density.’” He continues:

They generally deride places such as Tokyo, Hong Kong and Singapore as being too congested and characterless, the products of mindless real-estate development, inept urban planning and, of course, impoverished (read, non-Western) civic culture. Implicit in such parochialism is the proposition that only Western civilization can — and will — produce superior urbanism, indicating a willful contempt for the fact that many Asian cities are outpacing European capitals not only economically but also in terms of cultural production, mass transit, environmentalism, racial integration and other key metrics. It is unrealistic and irresponsible for any true urbanist to embrace European capitals as models for future development when they are among the most segregated urban centers on earth and have increasingly unstable finances characterized by debt-driven grands projets.

I think he’s off the mark here. First, most planners would see, not Tokyo or Hong Kong, but Houston or Dallas as the “products of mindless real-estate development” and not exactly evidence of some sort of Western superior urbanism. Further, how can he refer critically to European grands projets (didn’t those pretty much end after the Louvre expansion?) in the midst of the far, far larger projets of the Chinese new cities?

These weak points, though, are an unfortunate diversion from his broader and more significant observations on the high-density, low-rise cities that predate the new millennium versus the high-density, high-rise cities we now see evolving. Amidst the diagrams of various configurations of urban density, he makes the statement: “Today the global economy demands that we embrace large buildings….” However, we’ve heard mixed messages on this. On one hand the massive urbanization of the planet’s growing population pretty much demands that urban density increases. That would seem physically obvious; urban space is often limited so there’s no place to go but up. But what of the studies showing that less vertical cities – Los Angeles is the common example – may have higher densities than, say, New York? Or that the entire population of the planet could reasonably fit in an area the size of Texas?

Not that I’m advocating we build a Texas-size Los Angeles, or anything remotely like that. Gawd, no. But I don’t think he’s quite made the case for a Dallas-sized Hong Kong either.

There’s also the argument that urban real estate and development costs require intense use of land for profitability. But some question the actual numbers of that rationale.

To be fair, when Chakrabarti talks about the demand for large buildings, he’s referring at least as much to commercial structures. Most developers and planners, as evidenced by the recent news about rezoning midtown Manhattan, believe that older office buildings, with their smaller floor sizes, lower ceilings and outdated, inefficient mechanical systems are not upgradable to modern “Class A” standards. There are complex environmental and economic equations at work here looking at, among other things, the amounts of energy and materials already embedded in those existing buildings versus their demolition and replacement. Backing up the midtown plan, Terrapin Bright Green – a notably environmentally-minded consultancy — found that for many of the current buildings, their totaled drawbacks in terms of both usability and energy-efficiency outweighed the benefits of preserving and improving them. And it’s useful to point out that this is in the shadow of the mother of all preservation battles, Grand Central Station, as well as occurring simultaneously with a new push to rectify the mistake-we-learned-from: tearing down the nearby Penn Station.

Chakrabarti’s larger point seems to be that restrictions on high-rises have a direct relation to urban economic health. “[H]eight limitations have held back the Parisian economy in comparison to the forward-looking redevelopment of London, both at Canary Wharf and within its city center, which is now marked by a series of glistening and respectful new towers by Norman Foster, Richard Rogers and Renzo Piano. There is, in fact, a marked correlation between those European cities that have allowed skyscrapers and those that have successful economies.”

This comparison, though, focuses only on economic health, not social health — not what he calls “civic delight.” The gauge for that might be the simple question: which place would you rather live? As I’ve oft-stated, my own strong preference is for the low-rise, street- and community-oriented urban fabric found in places like the Lower East Side of Manhattan, where I live and work. The concept of urban “walk appeal” tends to arrive at similar conclusions.

But how then to incorporate urban population growth, along with its attendant office, retail and service needs, without resorting to forests of unrelenting towers — towers that serve to remove urban vitality from its place of community, the street , in favor of shepherding people through characterless lobbies to anonymous enclaves in the sky? How do we promote both civic delight and economic growth? It’s a question that demands an EcoOptimistic answer. Chakrabarti touches on one solution – what he refers to as “cap and trade zoning” – which has a strong relation to a solution I’ll outline shortly in Part 3.

A Grammar Mnemonic to Save the World

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You’ve all heard it – at least I hope you have – starting, probably, sometime in grade school: “i before e except after c.” (Are you listening, all you caffeinated Keiths and Sheilas? And I suppose it’s a bit too late for Einstein.) Taking some editorial license, I’d like to propose a modification for the purposes of environmentalism and economics: “i before e especially after c.”

I’m not referring to the letters i, e and c here, but rather to some words beginning with those letters. The “i” is for internalize; the “e” is for externalize; and the “c?” Well, that’s for carbon. So what I’m saying here in a more or less catchy albeit derivative way is we should internalize costs, in particular, environmental costs, rather than externalizing them as we currently do in most cases. And that this is especially important when the costs involve carbon.

© David Bergman

Let me back up a moment for those who have not had the misfortune of either an economics background or regular encounters with the word “externalize.” (If you haven’t, you may need to internalize that word so that you can toss it around in, say, dinner conversations with your climate change denying relatives.) An externality, as used in the dismal science, is often defined as “an effect of a purchase or use decision by one set of parties on others who did not have a choice and whose interests were not taken into account.” It amounts to a rebuttal of “there’s no such thing as a free lunch” because an externality is, in effect, a free lunch for the party causing the cost.

Externalities are, arguably, the primary reason our capitalist system screws the environment (and us along with it). From a business’s point of view, why care about costs that you don’t have to pay for? The obvious response is to make the person or company causing the environmental costs pay for them. In the case of climate disruption and carbon emissions, the method is some form of carbon pricing, preferably a cap and dividend system like that promoted by eco-stalwarts Bill McKibben and James Hansen, and first introduced as legislation in 2009. A carbon fee would be a more direct route, but cap and dividend would offset the increased price of carbon-emitting forms of energy. In theory, that should have been more acceptable – if not actually desirable – but our head-in-the-sand, hands-in-the-money legislators thought otherwise.

The i-before-e rule can be applied to many industries. It’s most often talked about in terms of power plants. But here’s another example to ponder: if airlines or aircraft manufacturers had to pay a fee for the carbon emissions of their planes, that would have at least two effects. It would increase the costs of air travel so passengers would make more accurate decisions about when and where to fly (and could choose to use their carbon dividends to pay the higher but environmentally correct costs). Perhaps more significantly, it would shift the responsibility and the incentive to develop less polluting planes and engines to the industry. The same would hold true for manufacturers of products ranging from cars to cable boxes. (I hate that the cable boxes we’re forced to accept from the cable TV monopolies are huge suckers of vampire energy. I recently asked Time Warner if they had Energy Star-rated boxes – which do exist – and got an apathetic “nah” for a reply.)

The original “i before e except after c” is usually followed by the disclaimer “or when sounded as ‘a’ as in neighbor and weigh.” Aside from the fact that there’s a, um, surfeit (that seemed to be the appropriate word to use here) of exceptions, it’s a somewhat unfortunate addition when added to our version since we’re referring to weighing the cost of carbon in order to promote better communities among neighbors. Okay, so that last part’s a bit of a stretch. But I don’t think it means I have to forfeit the idea, unless you’re going to get feisty on me. The fact that the English language is a mess, breaking rules left and right and undoubtedly causing externalities of its own, shouldn’t keep us from adopting this eco-mnemonic.

Density: It’s Not the Sky that’s the Limit

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Image source: Global Bhasin

In the minds of many, density is a core problem of urbanism, a huge drawback compared to the tranquility found elsewhere. Urban density has been vilified as the concrete jungle and was one of the primary reasons for the mid-century escape to suburbia. That’s even held true in my boomer generation, who were the product of urban flight for the supposed “American dream.” While many of us swore off the suburbs as soon as we were able to leave the culturally bereft nest, a surprising (to me, at least) number re-emigrated upon having children. (My source for this observation is a highly unscientific poll at my recent college reunion, but the overall growth of suburbia – until now — seems to bear this out.)

We environmentalists and urbanists know better than to deride density (and are often all too ready to proclaim so). Density is what makes the vitality of places possible, along with lowering eco impact. There’s no way I’d trade my rather tight NYC apartment for a bigger spread that required owning a car to visit a friend or buy groceries. And while I could see myself enjoying a small garden out back, I surely don’t miss mowing a three-quarter acre lawn.

But on the other hand, I also wouldn’t trade my low-rise urban digs for a cookie cutter place in a modern tower, no matter who the starchitect was and no matter how much better the view was than the sliver of sky I can see from my third-floor walkup. Even if it had the coolest new and energy-saving appliances.

Why, you ask? (At least I hope you’re asking. Unless, that is, you already know.) I love my block of walkups where I know everyone in my 12-unit building and many of my neighbors; where I know most of the store and restaurant owners. I can’t walk my dog without bumping into a familiar face.

Now I realize that’s not for everyone. There are plenty of people who prefer their privacy, and for them a secluded country house sounds ideal. But the current movement to cities, and the accompanying diminished growth rate of the suburbs – while it hasn’t yet quite reached the level of suburban flight – indicate that the trend in the 21^st century will likely be different from the second half of the 20^th.

And that’s all for the good, environmentally speaking. Though there are issues, such as the transport in of food and transport out of garbage, city living has a lower per-person ecofootprint due to decreased use of cars and smaller living spaces, which are often stacked vertically, thus saving land, materials, and heating and cooling impacts. My NYC ecofootprint is half the average American’s.

The Attraction of Density

Logically, then, this would seem to indicate that the more we concentrate human population and, hopefully, devote remaining land to agriculture and natural ecosystems, the better off we and the environment are. The reductio ad absurdum to this would have us all living and working in sky-high megastructures occupying the least amount of land area possible. (The great and powerful Google tells me this is technically a reductio ad ridiculum, but let’s stick to the topic at hand.)

Many architects have tried to realize this conclusion, ranging from the late Paolo Soleri ‘s relatively earthbound Arcosanti to the more conflicted Frank Lloyd Wright, who evolved from the explicit sprawl of Broadacre City to the mind boggling (as well as budget- and structure-challenged) Mile High Tower. Which leads us to a modern interpretation called Sky City. Where Wright’s vision never made it much past the sketch stage and Arcosanti is far from complete after decades of construction, Sky City is on the fast –and I mean really fast — track to surpassing the world’s current tallest building, the 2,717-feet high 160-story Burj Khalifa. The pre-fabricated building, located in a small Chinese city, is set to break ground and will supposedly take a mere six months to construct its 220 stories reaching a height of 2,749 feet.

Sky City, planned for construction in Changsha, Hunan. Image source: BD&C

The rationale for the building, which is not connected to any street grid and resides basically in a field that is nine times the size of its actual footprint, is that it’s a highly efficient use of a dwindling supply of land, and that vertical transportation (that is, by elevator) is much more efficient than horizontal. Was this a true arcology, a self-sufficient city, that might be correct. Yes, alongside its 10,000 inhabitants, it will contain many of the elements of self-sufficiency: shops, schools, athletic facilities and even vertical gardens. But self-sufficient it isn’t. Notably lacking is places of employment, particularly offices and manufacturing. Schools, hospitals and offices comprise a mere 10% of its total space. That means most of its residents will be commuting to jobs outside the tower. It’s more than a little difficult to imagine the vertical and horizontal rush hours.

Can a city (or streets) be vertical?

That isn’t my biggest issue with the concept, though. My concern comes back to the reason I wouldn’t move from my street of 100-year-old walkups to this environmental high achiever. It’s about community. As I discussed in an earlier post, community is an essential part of human dwelling as both an end goal and as a means to creating “ownership” or buy-in of environmental issues. When you feel part of a community, you also become a stakeholder in its local environment and then, by extension, in larger eco issues generally.

Can community be achieved in a building housing 4450 families, especially when that building, from the outside, appears as an undifferentiated and seemingly infinite stack of identical windows that could contain anything from apartments to offices to classrooms?

That’s not quite a fair criticism in that there is a lot going on inside the tower. The floors are not disconnected from one another and accessible only via the detaching experience of elevators as most buildings are. Instead the core, up to the 170^th floor, is tied together with a six mile long ramp which is dotted with courtyards for athletic and social activities. That could help create local neighborhoods within the continuum, but my suspicion is it still won’t really result in any sense of belongingness; one could be anywhere in the tower and not identify with a subset of the 220-story whole. Living in Sky City will be not much different from the anonymity engendered in typical, less lofty residential towers where the only meeting places are in the enforced brevity of elevators and perhaps the laundry room, if the building has one. Though the interior inclined street is an attempt to recreate the vitality of streetscapes such as those found in older cities, for a number of reasons it will fall far short of those urban ideals.

I encountered another attempt at solving the high-rise community problem during, oddly enough, at that recent Yale College reunion. Together with the National University of Singapore, Yale is establishing Singapore’s first liberal arts college. Given that city-state’s density and lack of open land, the decision to build upward seemed pretty inevitable. But Yale’s residential colleges (similar to Harvard’s “houses”) have long thrived on the communities created by breaking the 5000 student undergraduate population into twelve smaller parts: low-rise clusters with their own dining halls, courtyards, common rooms, libraries, etc. (When I was there, before the days of primitive cable, each college had a TV Room since few students had their own and, in any case, couldn’t rig an aerial on the roof.)

Image source: Yale NUS College

The high-rise interpretation in Singapore, designed by the firm Pelli Clarke Pelli, puts three residential colleges on a relatively small plot of land. Each college retains the backbone of an individual courtyard and dining hall, but stacks the dorm rooms into towers. (The last residential colleges built at Yale, designed in 1958 by Eero Saarinen did much the same thing, though they’re not as tall. They were renovated fifty years later by the eco-oriented firm KieranTimberlake Architects in order to, among other goals, enhance the somewhat lacking social aspects compared to the older neo-Gothic colleges on the campus.)

To address the issue of undifferentiated vertical stacks of dorms, according to Pelli Clarke Pelli, “Tower floors are grouped into neighborhoods around skygardens.” Their description continues “The tower designs and those of the courtyards, dining halls, and common rooms will differ in each residential college.” That should go a long way toward creating individual characters for each of the colleges, much more so that the homogeneity of Sky City, but still I wonder if the mere insertion of the sky gardens every so often will truly break the towers into neighborhoods.

Image source: Yale NUS College

The fact that an environmentally-aware firm is undertaking this challenge makes it all the more interesting that they are including social aspects in the design, in effect integrating the “people” part of the people, planet and prosperity triple bottom line. (At that Yale reunion, I also encountered for the first time the improvement on the original “people, planet and profit” definition substituting prosperity for profit. And I thought I was going just to see old friends.)

So what IS the right density?

Treehugger editor Lloyd Alter has written about the “Goldilocks density,” describing it as “Not Too High, Not Too Low, But Just Right.” His focus there is not on the social advantages of density, but on energy consumption which, it turns out is more related to walkability than height.

“[W]hat we need to do is not…make everything like Manhattan; It is more likely that we in fact want to make everything like Greenwich Village or Paris, with moderate height buildings that are more resilient when the power goes out. That’s the Goldilocks density: dense enough to support vibrant main streets with retail and services for local needs, but not too high that people can’t take the stairs in a pinch. Dense enough to support bike and transit infrastructure, but not so dense to need subways and huge underground parking garages. Dense enough to build a sense of community, but not so dense as to have everyone slip into anonymity.”

It’s disconcerting then to see the plans for what The Atlantic Cities calls “China’s most promising eco-city,” which, as it happens, is a joint venture with Singapore. Among Tianjin Eco-City’s environmental claims are “90 percent ‘green trips’ via walking, biking, electric vehicles and streetcars powered by renewable energy.” But judging by the photos of the model, it looks much more like a realization of LeCorbusier’s Plan Voisin; its rigid composition of mid- and high-rise towers resembles Co-op City or the infamous Pruitt Igoe more than Greenwich Village or Paris. The towers appear to be completely disconnected from any street grid and, more importantly perhaps, completely disconnected from each other. It’s hard to imagine anyone walking to a supermarket or a drugstore. When you can’t distinguish one building from another because they are identical slabs arranged in some geometry that happened to look organized on paper, and when you can’t easily walk or bike to stores, schools or workplaces, there will be very little sense of identity to one’s neighborhood and, I’ll venture to guess, not nearly the degree of “green transportation” the designers and developers claim.

Tianjin Eco-City model. Image credit: GreenLeapForward.com

LeCorbusier’s Plan Voisin. Image credit: oobject

The density of Tianjin Eco-City may lead some designers to expect that people will walk rather than drive, but walkability isn’t about just proximity, just as community isn’t about density. It’s not only about walking, but about what you experience while walking. Steve Mouzon calls this “walk appeal” to distinguish it from walkability. From what is discernible in the photos, Tianjin’s walk appeal looks to be nil.

Tianjin Eco-City sidewalks as currently built. Image credit: Tianjin Eco-City

Finding models to emulate

None of this is exactly breaking news. More than 50 years ago, Jane Jacobs talked about the importance of street life and the perils of high density. But the contemporary question is: how to interpret Jacobs for a world that needs — and a market that demands — higher density? And the answer is not all that elusive. One is found in the fact that the densest cities are often not those with the highest towers. Los Angeles has a higher density (people per square mile) than New York does. Many of the densest cities are unfamiliar names in places like Indonesia and India. (Though some of these data are a quirk of how cities’ boundaries are determined.) This tells us that building ever higher is not inevitable and that, even though Sky City’s density, by itself, is off the charts, a city of Sky Cities – for a variety of reasons — would no more be the answer than would an expanse like the Los Angeles valley.

Another answer may be in the imagery, some fantastical in the best sense and some dystopic, found in science fiction books and movies – images of continuous (but not homogeneous) urban fabrics, alive with activity.

We have ready-made answers available, as Lloyd Alter points out, in the likes of Paris or Amsterdam or small and medium size American cities (provided they aren’t of recent car-centric vintage and you don’t include their surrounding suburbs in the model). These are both dense and “livable.” They are set up for walking and biking, and do not require driving. They may or may not be large enough or dense enough to support subways, but that diversity of size is a good thing; not everyone wants to live in cities where the population climbs into the six, seven or eight digits. And for those who can’t bear even smaller populations, there should be ample space left over.

Density Part 2: Height vs Delight

The Great (and Not So Great) Bike Debates

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Cycling is a great example of an EcoOptimistic solution, as I’ve written about before. It works on so many angles that it surpasses the win-win-win solutions that I often discuss here. It relieves congestion since replacing a car with a bicycle takes up much less space. It relieves pollution since it is essentially a zero-emission mode of transportation. (Not counting the incremental increase in food required to generate the human muscle power.) It takes a lot less energy and materials (some of them toxic, like PC and the nasties in batteries) to make a bicycle than a car. It improves health since, instead of sitting in a car, you’re powering the bicycle. And it’s good for us in another significant way by reducing both the number and severity of accidents; a bicycle and rider, at cycling speeds, constitute a lot less inertia than a one or two ton vehicle at driving speeds.

Which leads us to one of the two cycling topics filling my blog world this week. The first one is known as the Idaho Stop, a law that’s been in place in Idaho for 30 years and is now being considered elsewhere, that says a cyclist may proceed through a stop sign or red light after slowing or stopping to verify that there is no conflicting vehicular or pedestrian traffic. In essence, a cyclist can treat a red light as a stop sign, and a stop sign as a yield.

The discussions this week arose largely due to an Atlantic Cities post by Sarah Goodyear, whose writing I usually enjoy and agree with. This post, though, was titled “Cyclists Aren’t ‘Special,’ and They Shouldn’t Play by Their Own Rules.” The gist of her point, which I’ve heard from friends as well, is that cyclists should have to obey the law just as drivers do. Technically, legally, of course, that’s correct. But that’s close to where my agreement with Goodyear ends. While I wouldn’t say cyclists are special – that implies a category better than others – I think the relevant point is that cyclists are different, in the sense that a person on a 20 or 30 pound bicycle riding at single digit speeds is very different from a person in a one or two ton vehicle moving at double digit speeds. It’s basic physics: the much greater mass moving at higher speeds can cause magnitudes more damage. Plus cars and trucks are much larger and less maneuverable.

Which means that, yes, cyclists should have their own set of rules, and those rules should include the Idaho stop. It makes no sense at all for the same rules to apply to life-threatening and slower-to-stop vehicles as to puny bicycles. (I’m certainly not the first to make this argument. See here, here, here, here and here, among others.)

If this was recognized, and a more reasoned and applicable set of laws was created for bicycles, then the police could concentrate on true law breakers: the cyclists who ride unsafely and who endanger others; the ones who run red lights and stop signs without slowing and yielding; the ones who ride the wrong way. (I’m talkin’ to you, food delivery cyclists.)

Actually, I do sympathize somewhat with the delivery cyclists. When a delivery is four blocks away but the wrong direction, and because of one-way streets the alternative involves adding an extra three or more blocks, and you’re getting paid by the delivery, the temptation to take the shorter route is high. I’ll ride the wrong direction on occasion, too. I have a choice, when riding home, of going about 150 feet the wrong way on my low-speed lightly-traveled block, or going an extra five blocks, three of which are on much more trafficked and dangerous streets, and involve crossing a major street twice to get to and from the bike lane. I endanger no one in my brief sojourn in illegality and, in addition to adding a lot of time, endanger myself far more by taking the legal route. But, unlike the simple and clear Idaho stop, I’m not sure how to legitimize the good judgment I feel I exercise there.

I’d be willing, though, to trade off that example (and perhaps walk my bike that 150 feet) for the peace of mind of being to proceed slowly through a stop when all is clear without risk of getting a one or two hundred dollar ticket. In short, make the rules make sense and then apply them as rigorously as they are applied to drivers.

At the outset here, I said there are currently two cycling topics causing much bloggery. That second one is more New York City-specific and has hit both new media and traditional press, provoked by the rollout of the long-awaited CitiBike share system. (The racks have been appearing over the last couple of weeks. The bicycles come next and the system goes live on Memorial Day weekend.) Though the city held many public meetings to determine the locations of the bike racks, it now seems, to judge by the recent reports and letters, that people are surprised and aghast. Dig a little deeper and you’ll discover that it’s a small percentage that’s upset by the racks.

The reasons for objection range from esthetic (the currently empty racks, the Citibank logo on the bikes and signage), to loss of parking spaces, to safety (concerns that there will be more rude cyclists or that they may ride on sidewalks – which is and should be illegal for adults). Some residents of one historic district claim the bikes and racks don’t belong because they’re not what would have been in the original streets — as if parked cars or, for that matter, paved streets and parking signs are more historically correct. The arguments often take very different tones – as, it seems to me, is often true of liberal versus conservative vocalizations. Check out this particular exchange in the New York Daily News which began with a diplomatic approach by Paul Steely White of Transportation Alternatives (disclosure: I’ve been a member for 20 years) and evoked a strident response by the editorial board, attacking White as “the smug spokes-man.”

There’s one note on which a friend who has serious bike share issues and I agree: couldn’t they at least have designed the information kiosks so they could stand up straight?

Most of the objections, I think, come more simply from our resistance to change. There’s a physical aspect of change: the street or the park is going to look a bit different, and that takes getting used to for some. Equally important is resistance to challenging the primacy of cars. Why is it okay to provide (sometimes free) storage of private cars, taking up valuable public space, but not okay to provide storage spaces for public bicycles?

I suppose it’s easy for me, a car-free person (“carless” sounds like I’m deprived and missing something), to pose this question. But really, why should so much public land be given away to those who own cars, especially in a city like New York where most people don’t have cars? If car owners had to pay the real cost of the land they use for parking (here comes my economist side sneaking in again), you can bet there’d be a whole lot fewer cars and more bicycles, mass transit and car sharing. And a whole lot less congestion as well as a whole lot more open space for truly public use.

I’m sure there a few Citibike rack locations that need rethinking and perhaps relocating, which is precisely why the racks are designed to be easily moved. Let that public process happen. Indications are that the city Department of Transportation fully expects this to occur in some instances. But let’s keep that perhaps innate resistance to change in mind. Let’s allow some time to try it and see how things go. The experiences in London and elsewhere prove the validity of this approach. My prediction is that 99% of the locations will be just fine once we get used to this new and highly useful part of our streetscapes, and bike sharing will soon be seen as an integral part of cities’ transportation networks. We’ll all — cyclists and non-cyclists – enjoy less congested, less polluted and safer streets.

David Bergman: EcoOptimism

EcoOptimism: Finding the Future We Want

Superfluous Fluids

Previous Wrongest Product Award nominations

Countering the EcoPessimist

Optimism, Alone, Isn’t Enough

Holy (grass-fed) Cow, It’s Been a Year

Interdependence Day

Jolts That Last Too Long

Density Part 2: Height vs Delight