Topics from the Sustainability Summit panel on transport were brought up during Idea Storm on sustainability and development yesterday evening at Sloan, which featured discussion on leveraging the creative sector and social media to tackle infrastructure-related challenges both in quake-stricken Japan and less-developed countries. Particularly notable among facts cited to provide context was Joe's mention that the car has become the most popular present for newly-wed couples. Due largely to rising auto ownership and usage in China and other emerging economies, the transport sector is arguably the sector with the fastest growing rate of greenhouse gas emissions. At the event, participants were encouraged to adapt ideas they suggested for accelerating post-quake recovery in Japan to the development of more-sustainable alternatives to auto-centric transport in developing countries. Most ideas were rooted in mobile telecommunication and social media with the objective of maximizing outreach while minimizing cost.
How can we leverage innovation in information and communication technology to enhance mobility for households in developing countries and reduce the environmental impact of transport?
Wednesday, April 27, 2011
Tuesday, April 26, 2011
New Federal Highway Report on Livability: State of the Practice Summary
The US Federal Highway Administration just published a new report (March 21, 2011) The Role of FHWA in Livability: State of the Practice Summary that provides a very good summary the current state of the practice in implementing livability principles in transportation. The report provides a variety of definitions of livability and sustainability from different stakeholders in and around the transportation enterprise.
Sunday, April 24, 2011
Driving Force: Energy and Climate Strategies for China's Motorization - a report from Carnegie Endowment for International Peace
While the discussion during the transport panel session Friday at the Sustainability Summit was geared towards US policy, as is the content of this class, Joe aptly brought the situation in China to the forefront of conversation by arguing how the Chinese must avoid making the same policy decisions that created and reinforced auto-dependency in the US. Such significance of path dependence features in the conclusion of this report by the Carnegie Endowment, which provides graphic illustration of why China is now at a crossroads with respect to transport planning. Keep in mind that dependence on the auto for fulfilling basic necessities in most US communities is one major reason why substantive efforts to reduce auto-dependence tend to encounter political headwinds.
Accessed via Sustainable Cities Collective, China's Rapid Motorization Calls for Efficient Public Transit, posted 21 April 2011 by EMBARQ
Accessed via Sustainable Cities Collective, China's Rapid Motorization Calls for Efficient Public Transit, posted 21 April 2011 by EMBARQ
Friday, April 22, 2011
Transport policy and land use planning as discussed at the MIT Sustainability Summit this morning
This panel was part of the third annual Sustainability Summit at MIT today. Critical discussion of ideas presented below is highly encouraged; feel free to expand this post into an open forum for your ideas about transport, environment, and urban development.
Sustainability in the built environment
Integrating transport planning with land use and building design
For much of the post-World War II era, transport policy focused on 'the concrete commons' has resulted in land use patterns that are not only energy and space intensive, but also dependent on continued economic growth for their viability. Recently however, the convergence of the lingering impacts of recession, demographic shift, and increasing environmental awareness has provided an opportunity to develop new paradigms and strategies for urban development and land use planning that are economically resilient, environmentally sustainable, and socially equitable. How can and should transport policy be leveraged to promote such development patterns, given its inseparability from land use policy as demonstrated throughout the history of cities and regions in the United States and abroad?
Focusing questions
- In the context of urban and regional development, how do you define 'sustainability'?
- Since the 1950s, the 'green commons' movement founded initially on opposition to road construction has increasingly drawn the attention of policy-makers; their strategy has since evolved into one based on ecological integrity and environmental justice, though not without conflict amongst different stakeholders. What barriers amongst these stakeholders do you believe need to be overcome in order to implement principles of sustainable urban development more effectively, and what strategies might be particularly effective in building political will in both the near term and the long term?
Speakers
Joseph Coughlin, Director of MIT AgeLab, Lecturer at MIT ESD and DUSP - moderator
Yonah Freemark, graduate student at MIT DUSP, editor of The Transport Politic
Susanne Rasmussen, Director of Transportation and Environmental Planning, City of Cambridge, Massachusetts
Vivien Li, Executive Director, The Boston Harbor Association
Summary of presentations:
With case studies of Dallas and northern Virginia exemplifying the context, the discussion was centred primarily on increasing the modal share of transit and non-motorized transport through changing land use policy, neither one separable from the other. Dallas was presented as a case of building transit infrastructure without accompanying it with zoning revisions and other incentives for higher density of development, thus resulting in low passenger volume relative to population and jobs (about 0.07 trips per person per day, compared to roughly 0.25 for denser cities such as Boston and 0.5 or more for dense European cities) even though mileage of permanent way for rail transit increased rapidly. Arlington County in northern Virginia was presented as an opposite case, in which the development of neighbourhoods around Metrorail stations enabled increased population and employment growth unaccompanied by increasing auto usage. All panellists agreed that changes in parking infrastructure regulations such as ending free or subsidized parking (presented such that people are aware of costs of parking versus costs of riding the bus or train, rather than believing that they lost an entitlement that was never actually present) and improvement of bus service (rather than continuing to build rail lines in ignorance of the transport-land use interaction) will be necessary to leverage transit infrastructure to its full potential for improving quality of life and reducing environmental impact. It will also be crucial to provide sufficient amenities in dense urban areas to attract a wider demographic, namely families with children whose preference for auto-oriented suburbs is based on availability of schools and recreational opportunities as opposed to predilection towards auto-dependent lifestyle. Building new transit lines seem easy and popular; ensuring that they enable achieving goals of sustainability requires a carrot-and-stick approach towards promoting transit-oriented development and the pre- and post-requisite behaviour change.
Summary of audience Q&A (and responses from panel):
- Opposition towards changing the current land-use patterns in the United States might stem from a philosophical basis (not entirely the case, as very few actually 'prefer' motoring for every occasion -- people desire options and utilize alternatives as long as convenient and attractive).
- While the panellists implicitly assume continued urban expansion in the foreseeable future, high cost of energy will compel abandonment of the industrial food system, leaving small-scale agriculture as the only viable alternative and therefore encouraging migration back to rural areas (possible, but since small farms have also undergone technology-induced efficiency improvements, labour needs for agriculture will likely remain low -- assumption of urban growth seems reasonable).
- Transit is not very popular in the United States due to poor user experience (improvements possible using off-the-shelf technology and integration of transit systems -- national system ideal but unlikely due to fragmented nature of politics in the US).
- Higher-density inner cities and lower-density outer suburbs might require different types of bus service for particular needs, and the same applies to different regions of the US (Northeast Corridor clearly not representative of the entire US; however, MIT and its peer institutions play a crucial role towards developing the capacity for leadership in addressing transport-related sustainability challenges within the US and around the world).
It was emphasized that no new transport project will realize its potential at transforming behaviour and land use patterns as long as a more-convenient and user-friendly alternative exists. For example, within the last decade, a water taxi system for accessing Logan IAP and points along Massachusetts Bay directly from Boston Harborfront was shut down only a few years after its initial start of operation since potential passengers preferred using existing transit services and the new MBCR line to Hingham.
How would you respond to the concerns raised by both the panellists and the audience? What are some of your ideas for developing a sustainability-oriented paradigm for urban and regional transport planning?
Sustainability in the built environment
Integrating transport planning with land use and building design
For much of the post-World War II era, transport policy focused on 'the concrete commons' has resulted in land use patterns that are not only energy and space intensive, but also dependent on continued economic growth for their viability. Recently however, the convergence of the lingering impacts of recession, demographic shift, and increasing environmental awareness has provided an opportunity to develop new paradigms and strategies for urban development and land use planning that are economically resilient, environmentally sustainable, and socially equitable. How can and should transport policy be leveraged to promote such development patterns, given its inseparability from land use policy as demonstrated throughout the history of cities and regions in the United States and abroad?
Focusing questions
- In the context of urban and regional development, how do you define 'sustainability'?
- Since the 1950s, the 'green commons' movement founded initially on opposition to road construction has increasingly drawn the attention of policy-makers; their strategy has since evolved into one based on ecological integrity and environmental justice, though not without conflict amongst different stakeholders. What barriers amongst these stakeholders do you believe need to be overcome in order to implement principles of sustainable urban development more effectively, and what strategies might be particularly effective in building political will in both the near term and the long term?
Speakers
Joseph Coughlin, Director of MIT AgeLab, Lecturer at MIT ESD and DUSP - moderator
Yonah Freemark, graduate student at MIT DUSP, editor of The Transport Politic
Susanne Rasmussen, Director of Transportation and Environmental Planning, City of Cambridge, Massachusetts
Vivien Li, Executive Director, The Boston Harbor Association
Summary of presentations:
With case studies of Dallas and northern Virginia exemplifying the context, the discussion was centred primarily on increasing the modal share of transit and non-motorized transport through changing land use policy, neither one separable from the other. Dallas was presented as a case of building transit infrastructure without accompanying it with zoning revisions and other incentives for higher density of development, thus resulting in low passenger volume relative to population and jobs (about 0.07 trips per person per day, compared to roughly 0.25 for denser cities such as Boston and 0.5 or more for dense European cities) even though mileage of permanent way for rail transit increased rapidly. Arlington County in northern Virginia was presented as an opposite case, in which the development of neighbourhoods around Metrorail stations enabled increased population and employment growth unaccompanied by increasing auto usage. All panellists agreed that changes in parking infrastructure regulations such as ending free or subsidized parking (presented such that people are aware of costs of parking versus costs of riding the bus or train, rather than believing that they lost an entitlement that was never actually present) and improvement of bus service (rather than continuing to build rail lines in ignorance of the transport-land use interaction) will be necessary to leverage transit infrastructure to its full potential for improving quality of life and reducing environmental impact. It will also be crucial to provide sufficient amenities in dense urban areas to attract a wider demographic, namely families with children whose preference for auto-oriented suburbs is based on availability of schools and recreational opportunities as opposed to predilection towards auto-dependent lifestyle. Building new transit lines seem easy and popular; ensuring that they enable achieving goals of sustainability requires a carrot-and-stick approach towards promoting transit-oriented development and the pre- and post-requisite behaviour change.
Summary of audience Q&A (and responses from panel):
- Opposition towards changing the current land-use patterns in the United States might stem from a philosophical basis (not entirely the case, as very few actually 'prefer' motoring for every occasion -- people desire options and utilize alternatives as long as convenient and attractive).
- While the panellists implicitly assume continued urban expansion in the foreseeable future, high cost of energy will compel abandonment of the industrial food system, leaving small-scale agriculture as the only viable alternative and therefore encouraging migration back to rural areas (possible, but since small farms have also undergone technology-induced efficiency improvements, labour needs for agriculture will likely remain low -- assumption of urban growth seems reasonable).
- Transit is not very popular in the United States due to poor user experience (improvements possible using off-the-shelf technology and integration of transit systems -- national system ideal but unlikely due to fragmented nature of politics in the US).
- Higher-density inner cities and lower-density outer suburbs might require different types of bus service for particular needs, and the same applies to different regions of the US (Northeast Corridor clearly not representative of the entire US; however, MIT and its peer institutions play a crucial role towards developing the capacity for leadership in addressing transport-related sustainability challenges within the US and around the world).
It was emphasized that no new transport project will realize its potential at transforming behaviour and land use patterns as long as a more-convenient and user-friendly alternative exists. For example, within the last decade, a water taxi system for accessing Logan IAP and points along Massachusetts Bay directly from Boston Harborfront was shut down only a few years after its initial start of operation since potential passengers preferred using existing transit services and the new MBCR line to Hingham.
How would you respond to the concerns raised by both the panellists and the audience? What are some of your ideas for developing a sustainability-oriented paradigm for urban and regional transport planning?
How Can You Be Against Bike Lanes?
The was a big battle about the bike lane on the Brooklyn street Prospect Park West in the past year. For those that want to explore the issue, here are a few links:
- NYC DOT's site on "Prospect Park West Bicycle Path and Traffic Calming"
- The Gothamist has a before/after photo comparison showing the difference and sifts through the NYC DOT data collected a month after the initial installation (June 2010).
- New York Times City Room blog (October 2010): "Dueling Protests Over a Brooklyn Bike Lane"
- New York Times City Room blog (December 2010): "Survey Finds Support, but a Bike-Lane Debate Continues"
- The Gothamist on CBS news showing video of ambulance using bicycle lane while road is jammed with traffic "Video: Ambulance Takes Prospect Park West Bike Lane"
- The Gothamist on the opposition (March 2011): "Park Slope Big Shots Sue DOT Over PPW Bike Lane"
- New York Times (March 2011): "In Brooklyn, Divided Opinion About a Bike Lane by a Park" and "Residents Face Off Over Brooklyn Bike Lane"
- The Gothamist on the resolution of the conflict (April 2011): "Prospect Park West Bike Lane Gets Final Community Endorsement"
Thomas Clarkson and the Sugar Boycott
Fred mentioned the book about Thomas Clarkson and the sugar boycott he organized in England to fight slavery. London's daily paper The Guardian's review on Bury the Chains by Adam Hochschild is a brief summary of the story. The Wikipedia biography of Thomas Clarkson and shows the image of the slave ship Fred mentioned that was next to every pub dart board. The Wikipedia biography of William Wilberforce describes the conversion of this British MP to the abolitionist movement. (This was the other guy Fred was thinking of.)
It's Hard...and Expensive to be Green
The impact of economic pressure on individual choice to be green...one purchase at a time is considered in this article by Stephanie Clifford and Andrew Martin. The New York Times piece discusses consumer packaged goods sales of green products taking a hit during the economic downturn since 2008. It's hard, and can be expensive, to be green.
As Consumers Cut Spending, ‘Green’ Products Lose Allure
By STEPHANIE CLIFFORD and ANDREW MARTIN
When Clorox introduced Green Works, its environment-friendly cleaning line, in 2008, it secured an endorsement from the Sierra Club, a nationwide introduction at Wal-Mart, and it vowed that the products would “move natural cleaning into the mainstream.”Sales that year topped $100 million, and several other major consumer products companies came out with their own “green” cleaning supplies.But America’s eco-consciousness, it turns out, is fickle. As recession gripped the country, the consumer’s love affair with green products, from recycled toilet paper to organic foods to hybrid cars, faded like a bad infatuation. While farmers’ markets and Prius sales are humming along now, household product makers like Clorox just can’t seem to persuade mainstream customers to buy green again.Sales of Green Works have fallen to about $60 million a year, and those of other similar products from major brands like Arm & Hammer, Windex, Palmolive, Hefty and Scrubbing Bubbles are sputtering. “Every consumer says, ‘I want to help the environment, I’m looking for eco-friendly products,’ ” said David Donnan, a partner in the consumer products practice at the consulting firm A. T. Kearney. “But if it’s one or two pennies higher in price, they’re not going to buy it. There is a discrepancy between what people say and what they do.”For instance, a 32-oz bottle of Clorox Green Works All-Purpose cleaner is $3.29 at Stop & Shop. A 32-ounce bottle of Fantastik cleaner, by contrast, costs $2.89.Indeed, outside a Whole Foods Market in the Chicago suburb of Evanston, June Shellene, 60, said she did not buy green products as often as she did a few years ago.“People are so freaked out by what is happening in the world,” she said, before loading her groceries into a Toyota Prius. Of green products, she said, “That’s something you buy and think about when things are going swimmingly.”
Thursday, April 21, 2011
Green Development? Not in My (Liberal) Backyard
"Park Slope, Brooklyn. Cape Cod, Mass. Berkeley, Calif. Three famously progressive places, right? The yin to the Tea Party yang. But just try putting a bike lane or some wind turbines in their lines of sight. And the karma can get very different."
A nice short article from the NY Times about NIMBYism from the elite, and some reflections from psychology on the role that norms can play in getting these green facilities accepted.
Tuesday, April 19, 2011
Thursday, April 7, 2011
The Other 'Miracle'
By and large, we have focused on policy measures to mitigate and avoid global warming and other environmental impacts of transportation: CAFE, CfC, gasoline tax, cap-and-trade, etc. We have also given some time to technological "fixes," usually electric and hybrid vehicles. (For more on different worldviews through which one can view environmental problems, Clapp and Dauvergne's Paths to a Green World is a fantastic treatment). Perhaps it is because they are so fraught with problems, we have not talked much about biofuels. One of their many problems is the theory that biofuels will raise food prices. This impact is no longer hypothetical:
Seems that we might just have to change our behavior.
From New York Times
But with food prices rising sharply in recent months, many experts are calling on countries to scale back their headlong rush into green fuel development, arguing that the combination of ambitious biofuel targets and mediocre harvests of some crucial crops is contributing to high prices, hunger and political instability.
Seems that we might just have to change our behavior.
From New York Times
Wednesday, April 6, 2011
"Of the 1%, by the 1%, for the 1%" by Stiglitz
There is a fantastic piece in Vanity Fair by Joseph Stiglitz about wealth distribution in America. Stiglitz won the Nobel prize in Economics in 2001, so the article is not just the semi-coherent rantings of an under-qualified progressive (such as, some argue, myself). He even gives a shout to transportation:
Further, Stiglitz offers a critique of trickle-(not-very-far-if-at-all)-down economics. Returning to my under-qualified opinion, I think that, exactly as Stiglitz says, it is the need for "collective action" is precisely what makes the decadence and inequality of America especially troublesome.
Full article here, via BoingBoing.
Third, and perhaps most important, a modern economy requires “collective action”—it needs government to invest in infrastructure, education, and technology. The United States and the world have benefited greatly from government-sponsored research that led to the Internet, to advances in public health, and so on. But America has long suffered from an under-investment in infrastructure (look at the condition of our highways and bridges, our railroads and airports), in basic research, and in education at all levels. Further cutbacks in these areas lie ahead.
Further, Stiglitz offers a critique of trickle-(not-very-far-if-at-all)-down economics. Returning to my under-qualified opinion, I think that, exactly as Stiglitz says, it is the need for "collective action" is precisely what makes the decadence and inequality of America especially troublesome.
Full article here, via BoingBoing.
Sunday, April 3, 2011
Issue Framing & Science
Issue framing is key to understanding what issues make the public agenda and which lanquish in technical obscurity. 'Framing' is also the way the public makes sense of complex information and issues, such as global warming.
The link below discusses issue framing and science in the public mind.
http://www.somedicyt.org.mx/assets/hemerobiblioteca/articulos/Mooney_Framing_Science.pdf
The link below discusses issue framing and science in the public mind.
http://www.somedicyt.org.mx/assets/hemerobiblioteca/articulos/Mooney_Framing_Science.pdf
Friday, April 1, 2011
Transparency International's Corruption index 2010
The Guardian has an article with the complete list for 2010, along with a graphic depicting the data on a modified world map. A Google Doc with all the data in a spreadsheet is also linked there.
Sprawl Crawl
'Driven Apart,' a report by CEOs for Cities, uses an alternative approach that measures congestion with trip distance and total travel time metrics. Cities that come out on the top: New York, Chicago, Philly; At the bottom: Indianapolis, Memphis, Nashville.
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