Green Cities

COURSE WRAP-UP 11/29/07

2007-11-29T03:46:00.000-08:00

GREEN CITIES COURSE WRAP-UP 11/29/07
Note italics for fresh emphasis based on recent conversations

BEHAVIOR/JOURNAL due today, Thursday, (in my box, if not brought in to class), to be returned at Dec 5 session. Ideally, (it’s not too late!) share appreciation and feedback with others you have been involved with in your change work.

THURSDAY NOV 29: PROJECT PRESENTATIONS: up to 25 min each. Whole Community Project, Connect Ithaca, Caroline Group, plus Presentation by Libby
These are opportunities to educate the rest of the class and warm up and get feedback for your community presentations.

FINAL CLASS CELEBRATION: Wednesday, Dec 5 12:00-2:30 Sibley, Room ? **NOT OPTIONAL** I will provide lunch, an appreciation circle and a short evaluation process. You can design (or co-design with me) the remaining time, roughly 60 minutes - stories, reflections, games, music, dance, closing ritual, shoulder rubs, whatever you like, that celebrates and completes the community part of the class. I’d ideally like 1 or 2 people to help pull this together - this can be EASY & FUN! (Default –Ron or I can do it)

PROJECT REPORTS.
Completed by your whole group 10-20-pages (2 copies due in my box at Sibley, on or before Friday Dec 14 at 2:00, or second copy given directly to project guide) in collaboration with your project guide and/or community group. Be sure to share an outline and/or rough draft and discuss with them before completing the report.
Goal: A synthesis and COMMUNITY RESOURCE that can educate and engage the community/organization it serves and carry the project forward through future groups. Content & form can be modified with approval of Project Guide to suit project needs. Think of this as an effective public education document, a user-friendly handbook for community groups and future project teams.
Content: Must incorporate feedback, insights, and action steps coming from surveys and interactive presentations with community groups and our class. It should concisely and clearly include, though not necessarily in a linear way: Goals/Brief Overview… Resources and Stakeholders (not in full detail, as in appendix)….. Strategies/Key Steps….. Successes….. Obstacles….. Outcomes….. Lessons Learned….. Recommendations/Next Steps …..plus an Appendix with Data, Resource lists, etc. as appropriate. Some parts may be electronic (CD, DVD, etc.)
Method: You are encouraged to be creative, and engaging, but still cover the content You can divvy up the writing among team members, but whole team, should be involved in conceptualizing the core content and in editing and coordinating the final draft so its coming from a collective intelligence. Remember to include your guide and/or community group early on in the process so you know it is addressing real needs.

PERSONAL PROJECT REFLECTIONS
EACH team member will hand in a 1-2 page reflection on the project, electronically or in hard copy in my box at Sibley, on or before the last day of finals (Dec 14, 2 PM). Topics to cover: A) My evolving role and leadership in the project and in the group process. B) What I saw and learned in the team's development as a learning community and as a sustainability/social change action team. C) How the project work integrated with the course work for me. Overarching insights. D) Other observations and lessons learned, such as how to improve the project work in the course.

EVALUATIONS: Besides the online departmental evaluations, I will soon send you an electronic evaluation that includes brief evaluations of a) course, b) instructor, c) self, d) project & project guide, and e) project team members. Items a & b will primarily cover material not in the departmental evaluation. These evaluations, designed to take 30-60 minutes of your time, are REQUIRED for course completion and will be due by Tuesday night Dec 4, (NOT Dec 14) at 12 AM

Week of Nov 18-23 Assignment

2007-11-15T19:07:00.000-08:00

Congratulations on a great job last night, Greg, Carlos, Gabriella, Caitlin, Libby, Maya, Kendra and the teammates supporting them! Many people, including a couple of public officials, have told me how moved they were by your sincerity and dedication and the quality of the presentations. It was also great to have more contact with the IC teams. And thanks for the good food, it made the evening festive and easy for others. This kind of campus/community interaction is very exciting and important. You are making a positive difference!

As I noted on the field trip, there is NO REQUIRED READING OR WRITING for Tuesday, Nov 20

Next Tuesday, we will have an opportunity to get to the many PRESENTATIONS you are eager to share. Please tell me if there is a mistake in this list and also what you will be presenting about, so I can see if there's any sensible order.
*******LEAH, KENDRA, CAITLIN, ANDREW, GREG, DEANE, AND KEITH
Nature in the City: KENDRA, CAITLIN, EMILY

Continue BEHAVIOR/JOURNAL work, (continue the Personal & Community Health thread, if you like). We will have time set aside for sharing on Tuesday. Observing how you fare with this when the crunch time happens is an important part of the learning.

Continue PROJECT work, first and foremost.

I am finishing up project-specific variations of Project Reports with guides. They are due during Finals Week, < NOT last week of classes> after incorporating feedback and insights from doing from presentations. Of course, you can get started on them earlier on in tandem with presentation work, and make the changes later on.
Basic project report plan is to write up as a group a 10-20-page (2 copies) project synthesis that can educate and engage the community/organization it serves and carry the project forward through future groups. It should concisely include, though not necessarily in a linear way: Goals/Brief Overview… Resources and Stakeholders (not in full detail, as in appendix)….. Strategies/Key Steps….. Successes….. Obstacles….. Outcomes….. Lessons Learned….. Recommendations/Next Steps …..plus an Appendix with Data, Resource lists, etc. as appropriate. Some parts may be electronic (CD, DVD, etc.) *******You are encouraged to be creative and engaging, but still cover the bases.*****

Again, thanks, for your inspiring efforts and enthusiasm

EWeek of lan

Ecology in Popular Terms

2007-11-15T17:00:00.000-08:00

http://www.inpopularterms.net/
digitally mapping the language of ecology.

Application of readings (Roseland ch. 11 “Housing…” and Beatley Ch. 10 “Building Ecologically…”) to Denver, Colorado.

2007-11-11T16:27:00.000-08:00

“Ideally, closeness to other people is mirrored in a closeness to nature and integration of ecology into community living” (Roseland, 156).

During my time working at a transitional housing program for homeless families in Denver, I found myself constantly wondering what type of setting would facilitate community building between the families we were working with – to promote empowerment amongst the people as opposed to continued reliance on government assistance. I found it so unfortunate that the families who had gone through such similar turmoil and hardship in their lives, who could benefit from their empathy to build relationships and self-reliance, would often end up fighting, putting each other in danger, taking no responsibility for their shared housing, and choosing isolation over interaction. From my background in environmental design and architecture, I had a suspicion that much of the issue had to do with the poor design of their housing and surrounding neighborhoods, but I wasn’t sure what would help. (Although I remember thinking maybe they just needed more trees along their streets – but dismissed the thought thinking ‘too simple…but now I’m learning I was on to something!) When I came to the Design and Environmental Analysis program here at Cornell – my main hope was that I would learn about neighborhood-design-interventions that might facilitate the community-building processes that I had seen lacking in the mainly subsidized-housing neighborhoods I worked in. So… my thesis work has ended up focusing on Community Gardens and how they are a sort of “sanctuary” setting in a chaotic urban environment. My hope now is that after I graduate and move back to Denver that I will find a career where I am working with the community to solve the housing crisis as well as the community and social justice crises. So, needless to say, I found the Roseland “Housing and Community Development” chapter to be extremely meaningful and applicable to Denver city planning and policy!

I appreciate Roseland’s suggestion to design neighborhoods where residents can thrive. This statement really resonated for me: “To create a ‘sense of place’ and foster connection among people, the physical characteristics of neighborhoods must draw people together and encourage an atmosphere of peace, security, and pride among residents of a community” (156). Beatley mentions the community of Oikos (the Netherlands) where the physical design is intended to facilitate interaction between residents (297). These ideas from the readings are reminiscent of a statement from Jules Pretty, (professor of Environment and Society at the University of Essex) in an article titled “How nature contributes to mental and physical health,” where he suggests that policy makers and planners should focus efforts towards creating “healthy environments in which people can flourish rather than flounder” (Pretty, 2004, p. 69). It is so imperative that planners realize what an opportunity they have to create environments that not only “cause no harm” but go as far as to improve health and wellbeing.

As I’ve mentioned in a previous blog, but I think it’s worth mentioning again, energy efficient housing is extremely important, after seeing some of my former clients public service bills which were near $800.00 – 1,000.00 /month. The chapters of Habitat for Humanity that are building with energy efficiency as a priority are making a very necessary change.

In addition to my obsession with community gardens, I am beginning to become fascinated with other aspect of community-sharing that seem to have beneficial effects on community building. Roseland describes cooperatives and cohousing, where residents share cars, computers, laundry services, meal preparation, and childcare to reduce living expenses. While I believe this could work, I am a little skeptical without seeing the ideas in action. The single-mothers I worked with were extremely distrustful of almost everyone they came into contact with, (justifiably so) and I worry they would have a difficult time with the sharing and especially with the childcare, although it would be extremely helpful to them if it did work, as it seemed to be their biggest obstacle to finding and maintaining employment. If I were a policy-maker, I may be a little more inclined to opt for the Beyond Shelter model, which provides the childcare center (among many other important services) as part of the program services. If I were a citizen activist though I would argue that the problem with this is that it is not a sustainable or empowering as the community members providing their own childcare for themselves.

I thought that an aspect of Beatley’s example of Morra Park (Friesland region of the Netherlands) would probably work well in Denver; homes with 30% of the floor area “devoted to occupants’ primary economic livelihood” (294). Commuting in the Denver-metro area is a nightmare, and if there were a cultural shift towards more facilitation of working from home, I think many people would be thrilled.

I am a big fan of buildings that “learn,” (to refer to Stewart Brand’s book) and so if I were a Denver city planner I would definitely move to implement more buildings designed to adapt to changing needs and uses, by layout and ability to be dismantled and reconstructed, such as the examples Beatley gives of the school houses in Nieuwland, (Amersfoort) or the dismountable police station in Boxmeer, or the Dutch National Building (299-300).

Something that bothers me when I read about the need for density in cities is the fear of how this may reduce the natural light in the majority of spaces in densely built areas. So I was really excited to hear about some of the designs Beatley mentions that bring natural light into all areas of buildings. This is especially significant in the context of implementing these ideas in Denver, where sunlight is so plentiful, it would be detrimental to one’s wellbeing to sit in a windowless office all day – and unfortunately I know! (I tried to find an example of the “sun paintings” – the metal sculptures in the building that help to further bounce sunlight into the interior of the building, but I was unsuccessful. Too bad – I really want to see how it looks – I wonder if there’s a problem with glare?) The Queens Building at De Montfort University in Leicester is another example Beatley gives where bringing in natural light is a priority in the building-design.

I think that while many of these wonderful examples would be possible from a bottom-up approach, it would be so much easier with support or at least influence from the top. As Beatley says, “an important lesson … is the potentially powerful role government can play as a facilitator and catalyst for sustainable building” (318). I hope that the Denver city government will continue to move towards taking on this responsibility!

Week of 11/11-16 Assignment Community Economic Development

2007-11-09T02:52:00.000-08:00

Week of 11-16 Assignment
A) NO REQUIRED READING AND WRITING
(Optional: Briefly review readings from last class &/or finish out readings you haven’t done yet (Beatly, Roseland, Apollo report) &/or pursue an aspect of this topic that most engages you)

B) INDIVIDUAL PRESENTATIONS –None for this class, they will be rescheduled forward or turned into reports sent out on blog

C) BEHAVIOR CHANGE – Continue to experiment and record, with continuing extra focus on the links between what you’re doing and ****personal and community health***. What is a systemic, holistic approach to health? Note: Journals will be collected on Nov 29 and returned to you at our final meeting.

D) FIELD TRIP – TUE Nov 13- COMMUNITY ECONOMIC DEVELOPMENT - We will meet as ONE group at Significant Elements in the Southside neighborhood, on Plain and Center St. (1 block South of 96B/Clinton) as close to 10:10 (10:15?) as possible.

Here’s a fun exercise in nonhierarchical “learning community”, that can hopefully also be energy-efficient: We will need 4 carpool vehicles, unless enough people want to make it to that location by 10:10 using alternative modes, or go by project teams, which will require 5 vehicles. Please use group email (perhaps supplemented by phone) ASAP to get clear on the number of vehicles, drivers (we already chose 2) and who is riding with them. Include Ron & I in your emailing, so we can assist, if glitches occur.

Please assemble & carpool from parking area behind Snee Hall, and be ready to go as close to 10:00 (10:05?) as possible, unless you and your driver choose a different location. Keep phone numbers on hand and make phone contact if someone does not show up, so 5 people are not waiting a long time for one person. We’ll head back up at 11:55 to get you back on time.

We’ll be meeting with Diane Cohn, director of Significant Elements, to explore plans the for reuse businesses, such as a Deconstruction team and a Reuse Center in the Big Box area, with special focus on green collar workforce development; with real estate developer Frost Travis (from the Connect Ithaca team) on State St, to consider green, transit-oriented oriented development there, from a developer’s business perspective; with Elisabeth Harrod, of Snug Planet, at the same location and time, to look at the same issues from the perspective of a Southside resident and an energy-efficiency business owner; and with Leslie Ackerman, a manager at the Alternative Federal Credit Union, to discuss their programs that support community economic development , especially with the low-income and minority populations.

E) PROJECTS- Good opportunity to catch up in this area. I’ll summarize the emerging schedule and info on presentations & reports in another document.

Enjoy!
Elan

Powershift 2007: "We Want More"

2007-11-08T08:36:00.000-08:00

I’m going to join everyone in saying that Powershift was absolutely mind-blowing! The energy there was incredible and no words can describe what we all felt when we were together as a growing movement with its eyes on a clean energy future. We are ready to take this to the next level. It’s Getting Hot In Here should continue to grow and tell the stories from around the world (see here). I wanted to share with everybody Ted Glick’s Future Hope Column for this week. Ted, one of the best activists in the nation, has been fasting for over 60 days now. He was at Powershift sharing with all of us young people the incredible energy that this movement has. His column sums up what most of us feel like after Powershift:

“Words fail me as I try to figure out how to capture in words the profound significance of the student-based Power Shift conference which took place November 2-5 at the University of Maryland and on Capitol Hill in Washington, D.C.

Historic—Powerful—Deep—Amazing—Awesome—Astounding—Incredible—Hope at the Highest Level: these are the adjectives and phrases that come to mind.

So what happened?

Majora Carter video link

2007-11-06T20:14:00.000-08:00

This is a link to a speech by Majora Carter - Executive Director of Sustainable South Bronx - who has been brought up several times in discussions in recent weeks.

It is very interesting and inspiring.

http://www.ted.com/index.php/talks/view/id/53

City of Chicago Proposing Special Tax on Bottled Water

2007-11-06T09:39:00.000-08:00

I thought this might be of interest to the class. A proposal has been made in Chicago to institute a special tax on bottled water, largely due to environmental concerns. Below is a link to an op-ed piece in today's Chicago Tribune about the proposal.

http://blogs.chicagotribune.com/news_columnists_ezorn/2007/11/bottled.html

It would be great to hear what people in the class think about this.

Green Urbanism: Chapter 12 Building a Sustainable Economy: Innovations in Restorative Commerce

2007-11-05T21:35:00.000-08:00

In chapter 12 of the book Green Urbanism, author Timothy Beatley examines examples of how economic success and environmental responsibility are woven together, resulting in a proverbial win-win for participating businesses and organizations. This discussion got me thinking about what may be the progression of the green building movement in the U.S. (and other countries) in the years to come. Though it is a bit outside our usual assignment parameters, I would like to share what I think could be the driving forces in our green economy in the upcoming years as well as where we are today. Much of this comes for an amalgamation of readings and discussions that have taken place to date in our Green Cities class.

While Green and Sustainable have been concepts mulled over in universities and environmental organizations for years, even decades, these concepts have not been big in our nation’s workplaces. In fact, to some the go green movement spreading throughout our nation’s largest companies is seen as overdue, but to others, particularly the older generation that went through school without gaining sensitivity to environmental concerns, many of the environmentally thoughtful concepts we hear today in the Megabank commercials (for example) are relatively new. Every big company in America it seems must tout their greenness. The only problem is we are poorly equipped to assess these claims. When Megabank buys commercial time to tell us how they are improving the environment, they generally flash us a picture of a smiling ethnic female employee looking thoughtfully at a similarly happy child playing in a field, as though she cares deeply about that child’s future. Does she? And more importantly is the Megabank really doing all that much? I don’t really know, do you? However, I do speculate that this kind of advertising will likely not fly forever, and is only successful now because the general public is not sophisticated about what types of environmental strategies are truly meaningful and what others do little more than provide a basis for the company to scream that we are green, we care! Just like with your high school sweetie, we are in a period of infatuation, and yes it is beautiful, blah, blah, but it is temporary. I dub this… the era of Greenwashing.

So what pulls us out of this era? When possibly empty claims of environmental concern are no longer acceptable, what will take their place? It is here where the environmental standards play an important role. Programs like LEED and ECOPROFIT not only set concrete standards for environmental protection/stewardship/etc., they also bring recognition and legitimacy to the 99.98% of us that are not going to check Megabank’s environmental record upon hearing their assertions of greenness. For some, these standards have begun to take hold, and we observe that in many circles LEED certification is beginning to mean something meaningful. Among the general public this is not yet the case, but look for more standards to evolve and for organizations who want to put on a green face to gravitate towards these quantifiable standards. Enter the era of Accountability.

As the push for green continues to race throughout corporate America, the need to quantify green programs will increase (after all, why should it be any different from anything else). Companies will want to understand the returns on their green efforts. Most likely companies will be more afraid of the perception that they could be seen as something other than green, and the costs associated with that. Green programs will become part of a company’s common business practices just as most major companies have become sensitive to and developed a policy on minority hiring (for example). Companies will determine an acceptable level of greenness based upon their competitors and upon the perceived benefit, derived mostly by public sentiment, of their programs. If my speculation is accurate, consumers will have done what they do best and shaped the direction and even the values of our nations industries. The power of the consumer can continue to evolve beyond that simply of one which dictates the way in which we want to look, or smell, or have our toast toasted. The power of the consumer can act much like the power of a voter and require our companies to uphold a higher environmental standard.

Community Economic Development – Building A Sustainable Economy

2007-11-04T19:53:00.000-08:00

Roseland/Beatley – Week of November 4th

Roseland states that the main goal of community economic development (CED) is self-reliance, achieved through collaborative action, capacity building, and the return of local economic control to communities. While I feel collaborative action was something that could have been discussed further, I pulled out a few examples of tools and initiatives he suggests that I liked, followed by a few comments on Beatley’s chapter 12:

-Financing: Reinvestment policies: banks, insurance companies, and other depository institutions are required to reinvest significant portions of the capital they ‘extract’ from the community.

-Skills training and small business development: the idea of creating a “sheltered” place to train local residents, using already existing or easily obtainable space and equipment, allowing for people to gain career training and for start-up costs for those businesses to be lower.

-Interesting point made in the “Green Business” section: “More jobs will be created in energy efficiency, recycling, and public transportation than will be lost in the oil and coal industries, car manufacturing, and waste disposal.” It would be interesting to see projected number that correspond with that statement, since it seems that job loss is a huge point made in the debate over efficiency and transportation.

-Green maps and a Green Business Directory would be great in cities, where so many similar businesses may exist (ie. cafes) that it is difficult to know the details on them all. Having a directory with information on local businesses could be great for a city like Ithaca, which already shows interest in sustainability, and could help stimulate awareness in other cities.

-The idea of rideshare bucks, mentioned under ‘local currency,’ could be useful for Cornell in particular, as an incentive to increase carpooling by commuting employees and decrease campus car traffic.

-Buy Nothing Day: November 29th. Maybe this is something that could be started (if it hasn’t already?) in Ithaca and especially on the Cornell Campus. It seems like it could have a huge impact, especially because it’s during the major kickoff of the holiday shopping season.

-Industrial Symbiosis (Beatley): having wastes from one be inputs for another… A great step for creating closed-loop processes or industrial parks. To add another example, there is a waste processing facility (I believe in North Carolina), sited on an old dump, where the heat from the plant (which makes use of old infrastructure), is used to heat artists’ kilns, and ‘waste’ heat goes on from there to be used. This is a dump that is currently capped, and there are plans to expand to include a recycling/composting facility and recreational space.

-Landscape Recycling & Adaptive Reuse – There is a large segment of landscape architecture that is devoted to this type of work, where ‘brownfields’ are reclaimed for new uses. Their designs definitely incorporate ‘green’ technologies and restorative processes, while giving abandoned or underused spaces new roles to fulfill.

Community Economic Development and Green Jobs

2007-11-04T19:31:00.000-08:00

Roseland brings up the concept of “non-monetary transactions,” (169) in his “Community Economic Development” chapter, promoting a cultural mindset shift away from traditional economic goals. He gives examples of bartering and non-material transactions such as child- or elder-care offered by friends and neighbors. I was reminded of a tactic used by Habitat for Humanity, which I learned on the job when I was working as a case manager with homeless families. At the Habitat orientation, the required hours of “sweat equity” seemed to make several of the potential applicants nervous. One of the women in the audience asked how she would possibly be able to find and afford additional child-care to what she already had during the week while she worked. The Habitat staff explained that they encourage the new residents to trade off watching each other’s children while putting in their hours in constructing their homes. And as an additional way to facilitate and encourage this “non-monetary transaction,” Habitat deducts the hours worked from both the family doing the construction and the family providing the child-care. I found this to be an extremely efficient and effective way of building sustainable community (although I did not know those terms at the time I learned about it!).

Roseland brings up some examples of the increasingly popular strategy of community economic development; “micro-enterprise loan programs” (170). Micro-lending is made possible by “financial intermediaries” who give small loans to low-income entrepreneurs who would not otherwise be eligible for such loans due to not having any collateral. These programs are generally organized as lending circles, where borrowers receive guidance from others who have successfully repaid loans and started their own businesses in the past. I am curious about the strategies of these “lending circles,” as an employee from Alternatives Credit Union who gave a presentation in a class I was in last semester mentioned that these types of lending circles are not as successful in the U.S. as they are in many foreign countries.

While Roseland admits that the transition process into a more sustainable economy will “produce many losers,” he asserts his confidence that this consequence will be far outweighed by the “winners” (174) when it comes to jobs. Something that worries me, however, is that it seems possible that order of events in this transition process will be first: losers lose, second: winners win. I’m definitely no economic genius, (by any means!) but I’m just thinking that in order for many of these new jobs to be created, the money has to be there to pay the salaries, and so something has to give… is it jobs from the losers? Meaning that; although the winners may have the potential to outnumber the losers, society’s sense of confidence would be severely dented by the decline in “brown” jobs. There’s a good chance I don’t know what I’m talking about here – please feel free to let me know!

In his “Rethinking Economic Development” section, Roseland provides some “tools” for how we can start changing things. He gives the example of “Buy Nothing Day,” (183) which is November 29th, and entails that if a critical mass of would-be-consumers choose not to buy anything on that day, this would reduce waste and output of pollution by staggering amounts. While I am a big fan of the idea, I have heard the argument that this strategy has proven to be ineffective, because unfortunately, the message of “consume less” is not what people take from it. The problem is, whatever people don’t by on November 29th, they will go out and buy on November 30th. Right?

I chose to read the “Community Jobs in the Green Economy” report as my second reading. I found the Foreword to be extremely inspiring, and to those of you who are the “commenters” this week, I would recommend reading at least that page. I am completely in love with the simplicity and poignancy of this statement:“The national effort to curb global warming and oil dependence can simultaneously create good jobs, safer streets, and healthier communities. That is the chief moral obligation in the 21st century: to build a green economy strong enough to lift people out of poverty” (1).

Again, my brain refused to venture into the world of economics, so I may be missing something here, but I felt like there was an integral piece missing from the Green Economy report. The report provides numerous examples of green jobs that will be available with new green technologies; however, it is not clear where the financial backing will come from to employ all of these people. I think it’s semi-obvious that jobs in renewable energies will be paid for in the same fashion as energy is currently paid for – by the user to the energy companies. However; I am worried after hearing the example that (I think) Melanie gave in class of the energy company whose rates dropped so dramatically when they switched to renewable energies that they had to raise them again in order to sustain, and how the consumers were extremely angry about this. So my questions are (1) where will the money come from to pay these green workers: and (2) what sort of regulation would keep the capitalist mentality from negating the benefits?

In general, I feel that in the majority of what we are reading, as idealistic as it seems, is not idealistic enough when it comes to a much needed cultural shift regarding capitalism. The Green Economy report is structured around ways that “every city and community in the United States has some potential to capitalize on this new economy” (19). I’m just frustrated with the acceptance of money as the only driving force for change. I just wish there was more talk on how to start making people realize that money doesn’t equal happiness. Everything in this report is about how everyone can make more money – but there is nothing about how this will require some people who have been at the top of the spectrum of wealth to take a (big) pay cut.

I also appreciate the “cynicism is the problem, not the solution” comment from the Foreword. While being critical thinkers is of extreme importance, it is only helpful if it’s paired with the bravery to be a little idealistic, and take a chance on some unconventional ways of thought and practice.

Week 11/2 Net IMpact and Economic Development

2007-11-04T17:29:00.000-08:00

Over the weekend I attended NET IMPACT’s national conference at Vanderbilt in TN. NET IMPACT is a graduate sustainable business organization that is working to change the future of business through sustainability. While I did manage to find the time to read the homework, I feel like as this conference was all about economic development it would be more beneficial to share with you all what I learned. As for commenting, I will raise several questions on economic development discussed at the conference that you will be able to answer using the tools given to us in the reading!

In terms of sustainability, you have two basic forms of economic development: economics for the rich and economics for the poor. With this divide comes the question; is sustainability a right or a privilege? If it is a right how can we make it cheaper? The problems with sustainability being a right include quality of life. Being more sustainable often equates to having a better quality of life. People, especially Americans, work tirelessly to achieve the American Dream—something that will supposedly improve your quality of life so does this mean that the same degree of sustainability should be available for the wealthy and poor?

Here is a case we discussed. Let’s say you have a wealthy person who buys a solar panel. The solar panel breaks in a couple of years, but still manages to squeeze some juice out. What are the ethical implications of selling this broken unit to a poor community (particularly in a third world country)? Would this situation be considered an act of good-will or one that is unethical? The conclusion I have made is that it was an act of good-will although the unit is almost broken. Here is why: Firstly there is knowledge associated with owning a unit such as this. The economically disadvantaged often do not have the resources to acquire something as technologically advanced and expensive as a solar panel. If something like this is given to the poor they would firstly be given knowledge that something such as solar power exists. Secondly, they would feel a sense of accomplishment and satisfaction for possessing such a “powerful” asset. Finally, there is always the potential for resale after the person wants to “upgrade” to a better solar panel using the savings made from not having to pay for electricity.

Here is another thought to play around with…Is a socially responsible, for-profit organization an oxymoron? This was an issue addressed many times- I feel unnecessarily, at the conference. To me, for profit just indicates that all extra profits made by the company go into retained earnings or are given as dividends. Because something is for profit has no link to being socially irresponsible. What do you think?

One final topic I would like to discuss is Micro financing. While this concept was thrown around a great deal at our conference, the most interesting thing to me was an organization called KIVA. Check it out! Kiva.org You lend money to startup businesses and it helps them to enhance the economic development of their community. It is just a loan too! Bill Clinton has done a great deal with this organization and if you check it out, you will probably find it pretty interesting. Any thoughts on it? Personally, I think it is an absolutely fantastic program for several reasons. First of all, it is quick and easy, secondly it doesn’t take much money and finally you can see the progress the person you donated the money to made with what you leant. Seeing the results of what your money does is fantastic because you actually feel like you made a difference. To me, it’s a no-brainer!

Please, tell me what you think- I’ve been surrounded by these questions all weekend and although they are not about the readings we did, I know we can apply them to my line of questioning.

Ella Baker Center: Justic + Oppurtunity + Peace

2007-11-04T15:08:00.000-08:00

"The Green Wave is coming, will it lift all boats?"
or
"The Unbearable Whiteness of Greening"
I have decided to look at the Ella Baker Center for Human Rights, which is mentioned in the Apollo Alliance publication "Community Jobs in the Green Economy." The slogan for the national nonprofit is "Working for JUSTICE in the system, OPPORTUNITY in our cities, and PEACE on our streets." Among the several programs that Ella Baker is involved in I wish to highlight the "Green for All" initiative. The purpose of this program is to "ensure that this green economy is strong enough to lift people out of poverty."

Ella Baker successfully advocated nationally for The Green Jobs Act of 2007 that was passed by the House of Representatives as part of a "sweeping" energy bill and would authorize as much as $125 million for green jobs training.

At the local level, Ella Baker through Green for All has formed the Green Jobs Corps in Oakland, CA. This pilot project seeks to demonstrate that green economic development is the path out of poverty. The Green Jobs Corps is a partnership between local community development corps, unions, and the City of Oakland.
The Green Jobs Corps will:
Recruit participants and provide them with ongoing support;
Teach participants “soft” skills: general life skills necessary to be successful in any work environment;
Teach participants "hard" skills: specific required to work on new energy projects as a member of the Oakland Green Corps;
Provide participants with employment experience for a limited time on City-funded renewable energy and efficiency projects;
Support participants in transitioning from the Oakland Green Jobs Corps into independent employment.

Green for All also hosts ongoing "Solutions Salon" with the title of an upcoming session "Green Cities, Brown Folks: Sustainable Solutions for a Safe and Healthy Oakland." The free event includes food and music and will feature leaders in the East Bay who are on the cutting-edge of creative environmentalism that is rooted in communities of color.

My assessment of Ella Baker's green initiative is that they are extremely successful in disseminating knowledge and empowering people of color. Instead of looking at the green economy as "white" based Ella Baker is creating part of the green economy and through their work people of color are becoming leaders in the movement and more are poised to become strong and creative thinkers. These are all outcomes that are at the core of the justice movement. I found their work to be by far the most inspiring I have read or heard about in this class. I also commend the program more generally for their effective website and obvious strong organizational skills, all necessary to effectively disseminate their mission.
http://ellabakercenter.org

Week of Nov 2-7: Adaptive Reuse Proposal

2007-11-04T13:07:00.000-08:00

Admittedly, economic development is not one of my strong points, so this blog is quite difficult for me to write. Nevertheless, here are some of the ideas and examples that I took away from this week’s readings.

In this age of globalization, the idea of community based economic development might prove difficult to promote. Not only do large, trans-national corporations place sustainability on the back burner as they make decisions about expansion and involvement in the global market, but local businesses as a whole also appear to place more emphasis on short-term economic growth than on long-term improvements to society as a whole. Although this week’s readings provide many examples of companies and localities who have managed to integrate economic growth with sustainable practices, I do not necessarily believe that most companies are ready or willing to adopt such practices. Being inexperienced with economic development, I still have many questions. Specifically, if green development is truly as affordable and accessible as many claim, then why don’t more companies pursue it? Moreover, can such practices (which emphasize local production and consumption) truly find success in a globalized market, or will they simply fizzle out as capitalist enterprises gobble up the globe searching for the next available and exploitable source of capital and labor? Keeping these questions at the back of my mind, I will discuss one eco-friendly economic development scheme that I found particularly interesting.

On page 184, Beatley begins an interesting discussion about landscape recycling and adaptive reuse. He focuses his energy on the Emscher Park International Building Exhibition in northwestern Germany. This complex managed to convert an industrial brownfield into a vibrant mixed-use community. Once a wasteland, the site now boasts a wide range of facilities including artist studios, a museum, public bike paths/parks, and private residences. By cleverly reusing the land, Emscher Park minimizes its ecological footprint by slowing urban sprawl, reducing pollution emissions, and bringing community members together. At the same time, the development has jumpstarted economic development in a once decayed region. Perhaps there are several things that we can learn from such development here in Ithaca.

Reflecting upon Connect Ithaca’s PRT plan, I remember that we discussed the possibility of a mixed use development installation next to the Gun Hill apartment complex. If we were to retrofit the old factory for some sort of new use, then we could accomplish many of the same things that were accomplished at Emscher Park. In fact, our site might prove even more environmentally friendly than Emscher Park because it will be linked to a sustainable mass transit line that services all of Ithaca. We could certainly use this site creatively to improve quality of life and promote economic development within Ithaca. For example, we might provide cheap studio space for local entrepreneurs and artists who desire to start a business or open a gallery. We could also supplement this commercial development with more cultural enterprises—perhaps a museum that celebrates local history or some sort of public park that encourages community interaction (though neither of these two things would necessarily generate revenues).

Though creative, I understand that this scheme poses many logistical challenges. For example, development of this sort, especially if we seek to preserve the factory and minimize our ecological footprint, is very expensive. Moreover, the site is already highly contested within local government. Not only do residents and officials desire to preserve the view of Cayuga Lake, but I believe that environmental impact studies have found toxins of some sort within the factory or perhaps integrated into the soil. Such toxins would be incredibly expensive to remove. So even if adaptive reuse of the site will yield positive returns in the long run (which I'm not sure that it would) it will be incredibly difficult to sell this proposal to local residents and officials.

Aging Infrastructure Creates Opportunity : Reflections on Edens, Lost and Found

2007-11-01T22:53:00.000-07:00

Today, a greater amount of attention is beginning to focus on our cities aging infrastructure. Recent event in New York City, with a major steam pipe bursting, and in Minneapolis, with the collapsing bridge, have brought more attention to this issue. Many expect that as our cities age and their infrastructure begins to wear, incidents like this will become more common. In reading Edens Lost and Found (Introduction and Los Angeles chapters), there is discussion of the errors that took place in creating our major city’s infrastructure. It occurred to me that as this infrastructure approaches the end of its usable life we have a great opportunity to replace those systems with ecologically superior models, and greatly improve our environment as well as the overall livability of our cities. Los Angeles represents a terrific example of this because its initial infrastructure was so terribly designed by modern standards that perhaps it has the most to gain from its reformation. There are two terrific examples of infrastructure modernization that can make a great difference in LA, floodwater management and transportation.

Los Angeles created a flood management system that pushes all flood waters into giant concrete river basins that divert all water outside of the city. These basins not only do a disservice to the city by removing water that could be put to use, but they also serve to create massive dissections of the city which have an enormous and negative affect on pedestrians and all city dwellers who are now greatly discouraged from crossing the basins. In Edens Lost and Found, the concept of cistern-and-swale technology (though I hesitate to use that term for such a low-tech idea) is discussed as a more viable solution to the massive flood basins currently in place. This technology manages flood water and effectively retains it for later use. The impact of the use of cistern-and-swale instead of the massive basins could have a great impact on the city through improved use of storm water and allowing greater mobility across areas of the city that are affected by these great boundaries of concrete.

Another example of a devastating infrastructure choice made by the city of LA that offers great opportunity for improvement is that relating to transportation. LA is notorious for its traffic, and for good reason. The city was built up around the automobile. LA’s concrete jungle nearly requires inhabitants to use an automobile to get through it. However, as LA’s huge number of bridges and overpasses age, the repair of the auto infrastructure will become more and more expensive. Combined with the price of fuel, there will be great pressure to develop alternative methods of transportation. Though Californians love their autos, it only makes sense that we would have to question the increasing costs associated with maintaining an increasingly expensive and inefficient mode of transportation in light of smarter technologies that move LA’s citizens to work, home, the beaches and the malls.

All in all, our aging cities offer the greatest opportunity to make a real impact on the environment and on the quality of life through smarter infrastructure choices. More people, more money and a greater overall impact make our cities great candidates for an all new infrastructure boom in this country similar to the one that took place in the early-to-mid 20th century, but smarter and more environmentally and socially sound.

Urban Nature-Observation Activities

2007-11-01T13:19:00.000-07:00

Class,

In the past few weeks, we have seen some interesting Urban Nature presentations of a very general nature that have been useful in opening discussions on human-wildlife interactions and conflict, etc. At this point, we should moving towards more field observations and reports and less internet work. As an example, I have included a web link below to the kind of work imagined.

Let's get creative! Collect some leaves and look for diseases. A tree or leaf handbook and some wax paper are all the materials required. Observe the multitude of migrating birds coming through Ithaca and relate your urban wildlife observations to current environmental issues. Find out where all of the jack-o-lanterns went, and why they aren't ending up in compost heaps in community and home gardens. Let's get those "naturalist" juices flowing and try some observation based hypothesizing.

Check out:
http://www.sci-links.com/files/Urban_Ecology_Man_made_niches_activity.pdf

Here are more resources, generated from ecologists who have attempted to develop activities for urban and school contexts:

Betros, H. F. 1972. Understanding Schoolyard Ecology. Jericho, NY: Exposition Press.
Classroom organization techniques plus many activity chapters on plants, animals, soils, and water.

Blaustein, E. and R. Blaustein. 1978. Investigating Ecology. New York: Arco Publishing.
Open-ended set of projects based on ecological principles. Each project has a background section, procedures, and ideas for further investigation.

Booth, C. R. Ecology in the National Curriculum: A Practical Guide to Using School Grounds. Winchester: Learning Through Landscapes Trust.
The British National Curriculum's attainment goals and programs for study for ecology are defined in this resource, as well as outlining investigation questions and methods.

Bowman, M.L. 1976. Environmental Education in the Urban Setting: Rationale and Teaching Activities. Columbus, OH: ERIC/CSMEE.

Busch, P. S. 1972. Exploring as You Walk in the Meadow. J.B. Lippincott Company.

Carman, S. 1992. Guidelines and Features for Outdoor Classrooms. Indiana Department of Natural Resource.
Planning for the development of your schools outdoor lab.

Corvine, C.; Welting, W.; and E. Arms. 1988. Beyond The Classroom: Exploration of Schoolyard and Backyard. Lincoln, MA: Massachusetts Audubon Society.
Introductory section gives rationale and strategies for using the schoolyards for science. Contains a collection of 33 activities in life, physical, and earth science.

Clark, R. and P. Walters. 1992. Trees in the School Grounds. Devin, England: Southgate Publishers.
Background text enhanced with detailed illustrations, this book devotes many chapters to tree activities and projects, such as "discovering tree dwellers", and "investigating wood properties."

Cronin-Jones, L. 1992. The Schoolyard Wildlife Activity Guide. Tallahassee: Florida Game & Freshwater Fish Commission.
Contains a curriculum framework, identifying key ecological concepts addressed in the lesson plans, 35 individual activity lessons, and large appendix and cross reference section.

Debris, J. 1989. Schoolyard-Backyard Cycles of Science. Cartage, IL: Good Apple.
Features reproducible activity pages in physical, biological, earth, and space science. Major emphasis is placed on starter activities to prompt children to ask "why?"

Denny and Hand. Exploring the Secrets of Meadow-Thicket: A Story of Seasonal Activities for the Curious Child.
Cooperative learning activities usable in local parks, fields, lawns, or lots.

Dunning, E. and A.B. Mills. 1992. Backyard and Beyond: A Guide for Discovering the Outdoors. Golden, CO: Fulcrum Publishing.
A how-to book on stalking, tracking, and observing common backyard critters.

Gale, W. and P. Warren. 1989. Ecology Discovery Activities Kit. West NYC, NY: The Center for Applied Research in Education.
49 Easy-to-use, hands-on activities covering the essential areas of ecology: populations, communities, food web/energy flow, recycling. Good for grades 4-8.

Hancock, J. 1991. Biology Is Outdoors! : A Comprehensive Resource for Studying School Environments. Portland, ME: J. Weston Walt.
Consists of 10 investigations in and around the school grounds. Each investigation has reproducible student pages, a teacher's section, spin-off ideas, and references.

Hogan, K. 1994. Eco-Inquiry: A Guide to Ecological Learning Experiences for the Upper Elementary/Middle Grades. Dubuque, IA: Kendall/Hunt Publishing.
In-depth curriculum focusing on nutrient and energy cycling in ecosystems. The three modules incorporate cooperative learning, inquiry techniques, and alternative assessment.

Hunker, J. 1994. Ecology For All Ages. Old Saybrook, CT: Globe Pequot Press.
Investigative activities and background information about the following topics: backyard ecology, water systems, fields and borders, trees and woods, and dry zones.

Johns, F.; K. Liske; and A. Evans. 1986. Education Goes Outdoors. Menlo Park, CA: Addison Wesley Publishing.
Outdoor activities to integrate into all aspects of curriculum: science beyond the classroom, schoolyard math, outdoor language adventures, group building activities, etc.

McCormack, J. 1979. Outdoor Areas as Learning Centers. Columbus, OH: ERIC/CSMEE.

Perdue, P. 1991. Schoolyard Science. Glenview, IL.: Goodyear Books, Scott, Foresman, and Co.
25 class-tested activities to develop cooperation, thinking, and process skills in physical, soil, life, and environmental science. Grades 2-4.

Roth, C. and L. Lockwood. 1979. Strategies and Activities for Using Local Communities as Environmental Education Sites. Columbus, OH.: ERIC/CSMEE.

Russell, H.R. 1990. Ten Minute Fieldtrips. Arlington, VA: National Science Teachers Association.
Chapters devoted to different areas of science (includes an ecology section), with lots of teacher background, schoolyard fieldtrip possibilities, and related classroom activities.

Schaefer, J., et al. 1992. Schoolyard Ecosystems for Northeast Florida. Tallahassee, FL: Florida Advisory Council on Environmental Ed.
Focus is on schoolyard enhancements like trails and specialty gardens.

Schiff, P., and C. Smith-Walters. 1993. Wild School Site: A Guide to Preparing for Habitat Improvement Projects on School Grounds. Western Regional Environmental Education Council.

Shaffer, C., and E. Fielder. 1987. City Safaris: A Sierra Club Explorer's Guide to Urban Adventures for Grownups and Kids. San Francisco, CA: Sierra Club Books.
A unique book of ideas for urban fieldtrips in many subject areas: food, trash, and energy expenditure, city people, etc. One chapter devoted to neighborhood wild places.

Smith, D. 1984. Practical Ecology Series. Urban Ecology. London: George Allen and Unwin Publishers, Ltd.
A British resource containing 24 exercises in three main areas of focus: disturbed areas, man-made niches, and pollution.

Thomas, Gill. 1993. Science in the School Grounds. Southgate Publishers.
A British resource with major sections in weather, mini beasts, trees, ponds, grassed areas, wild flowers. Appendix has teacher/parent background sheets and pupil worksheets.

Williams, G. M., and W. H. Dowdeswell. 1990. Ecology For The National Curriculum. London: Unwin Hyman.
Investigations based on ten easily accessible habitats likely to occur around schools.

Young, K. Using School Grounds as an Educational Resource. Learning through Landscapes.

Class Discussion : A suggestion

2007-10-30T22:14:00.000-07:00

As a graduate real estate student with a major in sustainable development I really want to get deep into the issues of green building. When reflecting on this semester’s Green Cities class, I am pleased with most elements of the experience. However, I find myself wanting some more focused discussions in class. There is a tremendous amount of enthusiasm in our classroom that, unfortunately, is often left to bat about ideas in too loose of a fashion. This criticism is difficult because I am very appreciative of how the class members are treated when it comes to the freedom to make our assignments relevant to our own lives. I do believe that the same freedom, when applied to a group discussion, results in the discussion rarely leaving the stage of brainstorming, and the class is left without ever really digging into the ‘What do we do about it?’ question.

I am hoping that we could try to divide our discussions into framing the problem and posing potential solutions to that problem. This allows for our discussions to be responsible and perhaps less self-indulgent. I suspect that when students are free to respectfully challenge other students and ask them to propose a solution to their hypotheses, discussions will sharpen, and the result will be a more systematic and complete discussion.

CRP Film Series movie TOMORROW ... Holding Ground: The Rebirth of Dudley Street

2007-10-30T13:03:00.000-07:00

Screening this week for the NEW CRP FILM SERIES:

Holding Ground: The Rebirth of Dudley Street

THIS Wednesday, October 31, 2007 (that's right, Halloween!!)

MOVIE: Holding Ground: The Rebirth of Dudley Street
WHEN: Wednesday, October 31, 2007, 5-7pm
WHERE: Sibley 211

Pizza and Refreshments will be served!

Holding Ground is at once a cautionary tale of urban policies gone wrongand a message of hope for all American cities. In 1985, African-American,Latino, Cape Verdean, and European-American residents in Roxbury, MAunited to revitalize their community. The Dudley Street NeighborhoodInitiative went on to gain national recognition as residents fought toclose down illegal dumps, gain unprecedented control of land from CityHall and create a comprehensive plan to rebuild the fabric of theircommunity. Through the voices of committed residents, activists and cityofficials, this moving documentary shows how a Boston neighborhood wasable to create and carry out its own agenda for change.

Case Study: “Don’t Move: Improve!”

2007-10-29T21:54:00.000-07:00

While completing this week’s reading I got excited about the “Don’t Move, Improve” community revitalization campaign that was mentioned in the excerpt from Towards Sustainable Communities. This campaign was a grassroots community response to white flight and urban decay in the South Bronx. Residents and local activists united to address issues of healthcare, daycare, economic education, housing, the environment, transportation, and development. Since its inception, the campaign has successfully channeled millions of dollars of investment into the South Bronx community. In addition, the campaign has aided in the construction of thousands of affordable housing units and financial assistance for local small businesses.

The revitalization of PS 64, formerly a public school building in the South Bronx, is an example of how successful this community group was in their efforts to restore the South Bronx. Residents and non resident cultural groups organized with the non profit organization CHARAS, to reclaim, restore, and revitalize the PS 64 school building and turn it into a community and cultural center, which they called El Bohio. The creation of El Bohio Community and Cultural Center is one of many other visible products of the “Don’t Move: Improve!” Campaign. This campaign is an example of how residents can use grassroots organizing to create a sense of community. As it is explained in Toward Sustainable Communities, creating a sense of place and developing connections between people in a community involves ensuring that the physical environment brings people together and creates a peaceful, secure community that residents can be proud of. The “Don’t Move: Improve!” campaign got residents involved in improving the physical environment in their community, which created a sense of place that went missing after the financial resources relocated to the suburbs and left the South Bronx to suffer in urban decay. With community and cultural centers as well as locally owned small businesses, residents could be proud to call their South Bronx community home. Furthermore, by investing in the community, residents and community groups have insured that the streets are safer and more peaceful. Revitalized and restored buildings replace spaces that can be potentially used for illegal and dangerous activity with spaces that encourage healthy cultural and community activity. El Bohio Community and Cultural Center in the South Bronx is only one of the many buildings that the “Don’t Move: Improve” campaign has restored.

This community revitalization campaign was particularly interesting to me because I think that it incorporates much of our discussions about the importance of grassroots organizing. Furthermore, as a resident of the South Bronx myself, I think that these examples of successful community grassroots organizing are extremely relevant - I think that its pretty clear how this example applies to my own neighborhood. With this campaign, residents were empowered by the opportunity to take control of their community. Residents and non-resident cultural groups reenvisioned their community and then they took action. They not only changed the physical character of the community, but they also changed developed a healthy sense of place within their community. This case study reiterates the undeniable fact that community development, restoration or revitalization works best when the actual community is involved. Who can better dictate what a community should be then the people who live in it?

Application of Beatly Ch. 10, Apollo, and Sustainable Communities to Buffalo, NY

2007-10-29T17:19:00.000-07:00

It is probably impossible to write all of the ways that the city of Buffalo, NY could be helped/changed based on the tools and examples presented in Apollo Alliance’s “Create High-Performance Buildings,” Toward Sustainable Communities’ “Housing and Community Development,” and Beatley’s “Building Ecologically: Designing Buildings and Neighborhoods with Nature in Mind.” The themes of affordable housing and having a new skilled labor force resonate especially for Buffalo.

Firstly, after the steel industry failed/ended/left Buffalo, the labor market was essentially destroyed. By updating building codes, providing training programs and supporting/endorsing the newer green technologies that require specific skills, the local government could improve the employment situation immensely. As the city is in a constant state of renovation and development, thousands would be employed in the fields of “green-standards” construction and design, and development and maintenance of such features as solar panels and green roofs.

Secondly, although housing costs in western New York are already incredibly affordable, low employment rates still create a struggle for many residents. Many vacant buildings in the downtown area could be converted to co-housing sites. Also, providing grants for small business owners to help them convert to renewable energy and conduct green-feature renovations would make the daunting and expensive task a little more appealing. Funding for such projects could come from fines from the pollution of Lake Erie, for example. I was especially intrigued by the seemingly-insignificant but successful Green Numbers Program (“Die Grüne Hausnummer”) mentioned in Beatley’s chapter. In Buffalo and the surrounding suburbs (as probably in most cities and their suburbs), it is not uncommon to see stickers in business’ front windows saying “Chamber of Commerce Member, 2007” or “’Walk the Village’ Site” or “Downtown Small Business Partnership Member.” These are often used for “bragging rights” or just to attract the attention of passers-by. The Green Numbers Program seems like it would be successful in Buffalo, with businesses implementing green features to amass points that would earn them a plaque to display. This would complement nicely the new form of competition that is emerging with public awareness campaigns for buying green/local.

Lastly, regional green energy projects would be far more effective if they benefited regional residents directly. Anecdote: as a part of my job this summer, I conducted wetland mapping with an environmental consulting firm that was hired by Noble Environmental Power, a power company constructing hundreds of wind turbines across a nearby rural farming county. When asked by friends and family members about the development, the first question was always “who does the power go to?” After explaining that the power is generated, collected, and sent to the national grid which “distributes it all over,” I received grimaces. People were angry that their pristine land and the land of their friends and family was being used up for the construction of windmills (let alone the years of being contacted again and again by the energy company and allowing people from another firm walk all over their land looking for wetlands), yet they didn’t “see” any of the power that was generated. I gained the sense that these people would be FAR more interested in buying renewable green power from this company if they knew that their local sacrifices showed more of a local result. I feel that this might even be more important that financial incentives and tax breaks.

meeting notes: 10/25/07

2007-10-29T11:51:00.001-07:00

Meeting Notes (10/25/07)

Potential Product(s)

1. a community gardens pamphlet

2. a survey (or two), first focusing on the visibility of community gardens, then on more details

3. Meeting to Discuss our findings with stakeholders; to explore what community gardening has been and what planners and policy makers want it to be?

Questions:

Survey: What information are we gathering? Access (transportation, walking distance, joining)? What questions matter?

Pamphlet: Our work – locations, who’s involved

Original Premise:

Are there differences between “Grassroots” community gardens and those that are city-supported?

-gardening as the process -gardens as space - gardeners as actors

Questions:

Are community gardens basically invisible?

Why are community gardens invisible?

Why does visibility matter? (implication for policy, land use, public opinion)

Hypotheses:

1. Community gardens want to be invisible (“private world,” squatters – under the radar)

2. Community gardens don’t want to be invisible, but there is a set of constraints or problems that make them invisible (outreach challenge).

3. Community gardens aren’t really invisible, we just haven’t discovered how they’re seen through this process or approach.

Assumptions:

1. Community gardening is part of sustainability and green cities.

2. Community gardening happens because people are motivated about sustainability. (or for necessity: food, to work in the ground)

Gardens We’ve Considered:

Kendall

Backyard Garden (Melanie’s Landlord)

People’s Garden Project

Ithaca Community Garden

Ithaca Children’s Garden

Cornell Garden Plots (Freese Road)

Dilmun Hill

Next steps: survey people about their knowledge of the gardens: are they aware?

Map gardens using concentric rings (1 block, 3 blocks, 5 blocks…) and plot areas of awareness.

Survey Format:

Page one of survey:

Who we are

Why we’re doing the research

Signature Block

Where is your closest community park?

Where is your closest community green space?

Where is your closest community garden?

** use Liechert scale to rate these questions (1-3 blocks, 4-6, 6-9, 10+, don’t know)

--- Want to see: How the public differentiates (if at all) between these three items, how that plays into visibility, and whether the public considers community gardens to be green space.

Page two of survey:

What is the street intersection closest to your home?

Scaled questions/further information

***these questions must be answerable for those who are unaware of community gardens nearby.

Could develop a second survey to administer to those who seem aware of nearby community gardens to obtain more information about their impressions of the gardens.

For each garden point: collect at least 20 initial surveys

Could try to get garden member’s addresses from community garden leaders.

Green Buildings

2007-10-29T11:43:00.000-07:00

While reading, I noticed a couple of housing policies that stood out as having a high potential for successful application in the United States. Throughout the course we have talked about the importance of changing mindsets. I believe the difficulty of achieving this can be overcome by building on the values and practices Americans currently hold dear. For instance, there is a strong tradition of competition in this country, one that would aid in the implementation of a program like the green house numbers mentioned in Beatly. The push for green living is starting to catch on in the states, and companies are beginning to boast about the sustainability of their products and fair practices. Why not take this to the next level and have businesses compete through their headquarters buildings? I could see the Baltimore Legg Mason building or the Wachovia headquarters revamping in order to obtain a green plaquard- especially if they would receive the type of media and governement attention that takes place in Europe. Government buildings leading this act would also be important. For example, the Ravens stadium is owned by the Maryland Stadium Authority. If stadium patrons and viewers at home were aware of the fact that the stadium is powered by solar panels, then chances are that would get them to be a little more consious about how they get their energy (and having an institution like a football team going green would help to dispell the myth that environmentalism is only advocated by liberals).

I really liked the idea of green mortgages and bonds as well. Rather than our government spending money directly to install green systems for commercial buildings or private homes, it is simply forgoing the tax revenue they normally receive on investment earnings (which is a strategy used in a number of different community revitalization programs- ie, tax credits for restoring a historical building). Plus, people love taking advantage of tax free oportunities- my dad legitimately gets excited about donating our old clothing and recreation equipment to Salvation Army because he gets to write them off when he does our taxes. If we can emphasize the long-term benefits of installing energy-saving devices combined with the opportunties to take advantage of tax breaks, we can be a lot more successful in marketing these tools to your run-of-the-mill suburban home owner.

Of course, while these policies have major implications for getting the upper middle class and business elite involved in sustainability, they can also be used to generate social justice as well. For instance, as a part of the green mortgages program, the government could stipulate that a certain percentage of funds must be reinvested into affordable housing projects, low-income neighborhoods, etc.

The Building Buzz

2007-10-29T10:25:00.000-07:00

It is vital to think about sustainability from the beginning of a project. After a building is constructed, enacting energy saving measures only takes a small chunk out of the energy usage. When energy was cheap, builders and architects didn’t need to think about efficient ventilation and lighting strategies. Any poor design was more than met by hyped up ventilation and cooling setups. Now that energy prices have begun to climb and energy shortages have become a problem, designers and architects have started to change their strategy on building design.

It seems foolish to think that buildings are designed to only take advantage of a plot of land in terms of esthetic values and pay no particular attention to spatial orientation. As the sun moves through the day and through the seasons, it strikes different areas of a building and with differing intensities. Devices such as sun shelves are able to project this light a considerable distance into a building’s interior and by using highly insulated windows, do not bring with it the added heat. During the winter months, this light could be used to shine on dark surfaces such as a dark stone floor allowing heat to be stored in the floor and aid in heating the building. During the summer, this sun could be aimed at a certain part of the roof to create updrafts which pull warm air from inside the building and provide a means of naturally ventilating the building. These examples of passive solar are fairly easy to implement, but must be thought about at the onset of a home, and just by taking advantage of the sun, a building could potentially cut its energy usage in half.

Beatley brings up a slew of examples on how Europeans have begun to implement sustainable aspects into new building design. It seems a shame that Americans have not jumped on this same trend. European policy makers have seen the same trends in energy usage that have been realized in the US, but instead of addressing rising energy demand by increasing supply, they have fought the rising demand through efficiency. Highly subsidized and publicized programs promote the use of energy efficient homes that take advantage of passive solar as described above. To curtail car usage, many cities have enacted high-speed bus loops and tram service which greatly exceeds even the best public transportation systems in the US. Not only does this prevent traffic from excessive car usage, but the cities are seeing reduced road maintenance and fuel use as well.

Beatley sums it up very well saying, “There is simply not enough attention given in the United States to aggressively promoting ecological design and building.”(313) The United States is more interested in keeping everyone happy and blissfully ignorant as it pumps money into oil and auto subsidy programs make it seem as though there are no emerging energy problems. European countries have taken the energy issue head on and along with their powerful building programs are leading the way in sustainability. Though the United States has slowly begun to realize that it is getting left behind on this issue, the few projects that show this awareness are greatly outshined by the poor building practices of the past. Hopefully, the new architects and engineers will change this way of thinking and soon surpass the Europeans in sustainability, making the United States the hallmark of sustainable design.

2007-10-29T01:48:00.001-07:00

Oops, seems like I might have gone a different way than most. I read Edens Lost and Found, the chapter on Philadelphia (my hometown). Many points were brought up which lead back to previous topics, as well as bringing up many new ones as well. For me it was interesting to read about the events, places, people, and organizations I grew up around knowing, and understanding them deeper.The chapter discusses the decline of Philadelphia as well as it's possibilities and positive actions being taken all over the city.

The chapter begins by displaying the Philadelphia flower show and its side project Philadelphia green. The Philadelphia flower show is an event which occurs once a year and creates massive displays of both flowers in artistic arangements (see above) and flower gardens. This is an interesting program because it covers multiple tactics. Most importantly the flower show does not work completely to educate, but mostly to amaze. And what better way for people to see the benefits of green in the city? Green Philadelphia continues this program by taking proceeds from the show and using them to create green spaces in the community. However they do not create spaces unless at least 85% of the neighborhood or block wants it. They they have everyone contribute (about $1). This functions as a commitment of the community to keep this space, it makes it theirs. It seems important to consider when doing any type of planning for a city to become part of the city instead of reaching to educate, or to recreate as Register would desire. Another interesting point the chapter brought up was how Philadelphia is a city of neighborhoods, and the work is often done neighborhood by neighborhood, block by block. Once again we see the importance of bottom up activity, as well as starting small instead of attempting large scale restructuring which displaces people and communities, while putting in large risks which often fail. We also see how the work can be a slow process, but that doesn't mean it is not moving. Philadelphia is an example of cities that is working to solve it's problems through the benefits of of nature, not solve it's problems of nature. The West Philadelphia initiative is working to add green space and trees to the city, which in turn creates increased aesthetic value, causing more people to see the city as a viable place to live and therefore increasing density.What was most interesting to me was the use of art in sustainability. In a culture that is plagued by sprawl, privatization, and loss of communications, art has the power to unite and recreate community. Philadelphia has many mural programs which range from those created by artists, to children, to prisoners, all in different neighborhoods of the city. The murals often reflect some aspect of the community, creating community pride and an increase in people staying. These murals can also beautify the community without leading to gentrification.

One of the things I was struck by and disappointed with was how the book glossed over some nice little details of the past. For instance it mentions the West Philadelphia Initiative, a part of the University of Pennsylvania as being a revitalizing force of West Philly. While this is true and the organization does work to create a better community, it completely ignores the fact that Penn completely destroyed a neighborhood (not exactly unintentionally either) in order to create university city, a transient area (think collegetown). In my opinion the organization does not do nearly enough to account for the damage it caused, or to account for the incredible seperation between the two parts or types of West Philadelphia, the poorer neighborhood, and that of students and professors. There is a double edged sward to this revitilization as we see prices increase. So once again (I know everyone is getting sick of it) I bring up my point of the real effect that green cities have on it's lower class residents?

The Healthy House: Sustainable Housing in North America

2007-10-28T20:39:00.000-07:00

As I was reading Beatley's chapter 10: Designing Buildings and Neighborhoods with Nature in Mind, I was surprised and excited to learn about the Healthy House in Toronto. This house was built to demonstrate sustainable home building principles for Northern climates. Even though I most recently lived in Toronto, I had never even heard of the Healthy House before, but it sounded like a great example of sustainable building principles being put into practice. I felt proud that one of the few true examples of sustainble housing that Beatley could point out in North America was in my home town, but I was ashamed that I didn't know about it before this. I have often wondered how practical it would be to have a self-sufficient building in a Northern climate, but The Healthy House has shown that it can be done well.

The Healthy House was designed by architect Martin Liefhebber for a sustainable housing design competition sponsored by the CMHC (The Canada Mortgage and Housing Corporation). The house, which was built in 1996, is actually two 3-bedroom, four-story dwelling units of 1,700 square feet that require no municipal power or water inputs, nor outside sewage treatment. The annual operating costs for the house total less than $300. The Healthy House is equipped with an impressive array of on-site water filtration, solar power generation and energy-efficient design that allows the house to operate independent of the municipal grid while feeding the excess power it generates back into the municipal power supply. (healthyhousesystem.com/toronto.html)

Of course, the house was built using as many local and sustainable products as possible on a vacant lot in a Toronto neighborhood that is close to public transit. The landscape features low-input gardens with edible plants, and all the home's appliances were chosen for their energy-efficiency. The heating and cooling system for the Healthy House uses passive and active solar systems, radiant solar floors, cogeneration, photovoltaic panels, super-efficient windows, air-tight super insulation, geothermal water circulation for cooling, and trellises of deciduous plants to provide summer shade and winter sun exposure.

One of the most impressive feats of the Healthy House in Toronto is its ability to treat and recycle waste water on-site. All the water used in the house is collected from natural precipitation and stored in a limestone cistern. Thanks to a basement composter and water filtration unit, household water is recycled as much as five times before it is slowly released back into the soil in the garden. (www.cmhc-schl.gc.ca/popup/hhtoronto/htg.htm) Even toilet waste is effectively composted in the basement and grey water purified through a mix of microoganism digestion (including worms), oxygenation, ultraviolent radiation and charcoal filtration - anyone looking for more information on how this system works should check out healthyhousesystem.com/theory.html. According to the Healthy House website, the system "can reduce water consumption by up to 90% while allowing users to maintain modern consumption patterns." The house's composting and water systems attempt to mimic natural composting and water filtration systems. This is yet another example of how, by paying closer attention to natural ecological systems, we can increase the efficiency of our urban built ecosystems. Not only do the natural systems work well, they also require little to no power inputs in order to function.

How much would a house like this cost in the real world? According to the designers and builders, any home could be built to function like The Healthy House at a cost of around $120/square foot. This figure is apparently equal to the low end price for a custom-built home in Toronto.(www.eyeweekly.com/eye/issue/issue_03.06.03/city/houses.php) The Healthy House isn't that expensive to build, it can start to pay you back right away in surplus power and energy-efficiency, and it can serve the inhabitants in the same way as a regular home, but why aren't more of these types of homes being built? Some of the other blogs discuss what many European countries are doing to encourage this type of building, but Canada and the U.S. still have a lot of catching up to do.

Energy Retrofits:

2007-10-28T20:27:00.000-07:00

When I was a senior in high school, I was able to visit an architectural firm. This was no regular firm; they specialized in sustainable architecture and worked out of a retrofitted post office. The building had been salvaged after a minor fire and the post office had moved onto another building. The architects redesigned the building to satisfy the highest level of LEED certification.

There were solar panels, grey water treatment, rain water catchments and a green roofs featured on top of their building that was is the process of being built when I got to visit. Inside, the floors were made out of fast-growing bamboo. The walls and office dividers were made out of those compressed hay panels that Beatley talked about in his chapter. The architect’s desks were recycled doors from the original post office. All of the appliances were EnergyStar and the bathrooms featured low flow toilets and sinks. The paints used were all ecologically friendly and as I remember their furniture was made out of recycled materials.

With so many recycled products in the office, it would seem like a pretty shabby place. However, that was not the case at all. If the architects hadn’t explained the energy efficient assets in their office I would have thought that everything was brand new. What’s more is that they used their office as an example for their clients—so that they could see that sustainable building practices were attractive and cutting edge. They also encouraged their clients to choose local or recycled building materials in the designs for new buildings. In this way, they were not only able to put their principles into practice, but also influence other major community stakeholders to incorporate sustainable practices into their business.

Affordable Housing and Sustainable Building

2007-10-28T20:26:00.000-07:00

As the chapter in Towards Sustainable Communities states, “improving livability and fostering community is imperative for the survival of humanity.” Indeed, if we are to avoid potentially disastrous consequences of our negative impacts on the planet, we will need to learn how to be more effective as communities that synergize rather than separate. The chapter on housing and community development shows many examples of and tools for affordable housing and community development. In Ithaca, a city surrounded by many communities, can benefit from the intensification of development in existing areas. With urban sprawl on the rise, this must include imposing barriers (such as higher taxes) to new developments in undeveloped areas and providing tax breaks for new developments in the city.

In order to meet housing needs for lower-income people, Ithaca can fund the development of new affordable housing units near the city center. Making such developments accessible to the city center is important in ensuring a good quality of life for city members. In addition to tax breaks, Ithaca can further encourage affordable housing development by providing low-interest loans, assistance in forming housing associations, and resources to develop community land trusts. Ithaca can also work with volunteer organizations and examples like Eco-Village to promote replication of such housing units. Finally, to promote community, cooperative housing, urban cooperative blocks, and programs that bring residents together can be enticed.

The chapter on building designs in Green Urbanism looks at the great examples that exist in Europe of sustainable building. In northern European countries, building complexes are designed to reduce energy use, increase density, and maximize resource use and availability. From Ecolonia to Morra Park, examples of ecological building abound in Europe. Most of them make very wide use of solar energy for both electricity, lighting, and hot water. In the Netherlands, especially, the government itself sets national targets for achieving bold reductions in energy use and sharp improvements in resource efficiencies and high density. The government funds several programs that involve the public and private sectors, encouraging collaboration and incentivizing higher sustainable building standards. While there are many examples in the United States, few are as impressive as the examples in Europe, where high density and full utility of solar energy, energy efficiency, and open space are very common. The challenge for the United States is to build the capacity for radically different building standards and to create policies that will discourage energy and resource waste in buildings and encourage density, green design, and efficiency.

10/28 assignment: Writing about LEED-ND

2007-10-28T17:46:00.000-07:00

As I was reading Beatley and the New Energy for Cities booklet, I was reminded of the U.S. Green Building Council’s various LEED programs, and especially their Neighborhood Development pilot program, which is being tested now and will probably be adopted in 2009. LEED-ND, as it’s called, was informed by green buildings practices in general and the past successes of the LEED programs for individual buildings, but was also guided by the Congress for the New Urbanism and the Natural Resources Defense Council. Quoting from the program overview: “Unlike other LEED products that focus primarily on green building practices, with relatively few credits regarding site selection and design, LEED for Neighborhood Development places emphasis on the design and construction elements that bring buildings together into a neighborhood, and relate the neighborhood to its larger region and landscape.” Like other LEED programs, LEED-ND has some baseline prerequisites for certification, but then offers a menu of other options that can be incorporated for extra points, earning the building a silver, gold, or platinum rating. Rather than reflect on a program which few people may know about, I’ll summarize the program below.

The categories for which credits are awarded are:

Smart Location & Linkages
Wetland and water conservation (required)
Ag land conservation (required)
Brownfield redevelopment
Reduced automobile dependence
Bicycle network
Housing and jobs proximity
Restoration of habitat

Neighborhood Pattern and Design
Compact Development (required)
Affordable rental and for-sale housing
Reduced parking footprint
Access to public facilities, transit, and open (recreational) space
Community outreach
Walkable streets
Local food production

Green Construction & Technology
Construction activity pollution prevention (required)
LEED certified buildings
Reuse of historic buildings
Energy efficiency
Reduced water use
Minimal site disturbance
Solar orientation
On-site renewable energy sources and energy generation
Wastewater and stormwater management

Innovation and Design Process
Innovation and exemplary performance
LEED accredited professional

Projects get no points for the required criteria, but can earn up to 106 points for meeting combinations of the optional criteria. To be certified, a project must garner at least 40 points; projects earning more can qualify for silver, gold, or platinum certification. The standards themselves are fairly objective, for instance, many of the transit-related criteria rely on Vehicular Miles Traveled calculations. Brownfield redevelopment, ecological and wetland conservation, and ag land conservation all hinge on existing government standards and classifications.

The LEED-ND Core Committee commissioned a study last year about the public health implications of the program. While not an appraisal of LEED-ND per se, the committee used the findings of the report to shape the ND criteria to reap the greatest public health impact. The report had a strong EJ component to it, addressing the impacts of neighborhood location on special populations such as women, the elderly, children, and low-income households and also discussing how social capital is accrued and leveraged within a community. For reasons to support smart growth, this report is excellent, giving substantive reasons for reduced vehicular travel ranging from fewer incidences of asthma and car-related injuries, to improved physical fitness and mental health.

In one way or another, almost every aspect of green cities that we have discussed in this course is encompassed by the rating system. It would be interesting to rate some of the projects described by Beatley in Chapter 10 and see how they fare with the LEED-ND certification process. Perhaps they could serve as benchmarks for some of the projects that are currently part of the pilot program in the US and Canada. 120 projects were admitted into the pilot program, but there are currently more than 220 projects across North America that will be seeking certification when complete. I had the chance to meet the developer of one of the projects this past week at the Urban Land Institute fall meeting in Las Vegas. Dockside Green, located in Victoria, British Columbia, is aiming for Platinum certification. The website touts the project’s sustainability as follows: “A model for holistic, closed-loop design, Dockside Green will function as a total environmental system in which form, structure, materials, mechanical and electrical systems will be interrelated and interdependent - a largely self-sufficient, sustainable community where waste from one area will provide fuel for another. Here you will find a dynamic environment where residents, employees, neighbouring businesses and the broader community will interact in a healthy and safe environment, reclaimed from disuse and contamination."

Resources:
USGBC LEED-ND (find the program document, scoring rubric, and public health report here.)
Dockside Green

10/28 Housing and Community Development

2007-10-28T17:25:00.000-07:00

As we have said numerous times throughout the semester, holistic approaches are the key to sustainable development. In order for a city (or any community) to stand the test of time and live lightly upon the Earth, it must understand the complex processes that govern its life. We must continually return to this truth as we consider the future of Ithaca and any possible changes that we would like to make in the city—especially changes that deal with Housing and Community Development.
Unlike some of the more idealistic readings that we have analyzed, Roseland’s chapter entitled “Housing and Community Development” provides a lot of concrete examples and ideas for improving contemporary American communities—many of which emphasize the importance of community involvement and connectedness. Below are several ideas (some mine, others Roseland’s) that we could use in Ithaca:

1) Although we cannot force residents to interact with one another or build community, we can certainly build upon existing infrastructure to encourage interaction. One useful strength might be the extensive network of programs within Ithaca that target children and their families (sports leagues, after school programs, community centers, schools, etc.). Perhaps if Ithaca’s children get involved in the community, then parents will have no choice but to follow their example. In practice, we might intensively promote existing youth programs within Ithaca and then follow up by targeting the parents of the participating children. Not only could we generate a lot of rhetoric about community development, but we could also branch out from the youth programs and start offering comparable programs for adults. These programs could serve both recreational and practical purposes. For example, parents with extra time might get involved with an adult sports league while those with less time might benefit from cooperative childcare and carpooling networks.
2) The creation of public space is also a crucial element of building community. Although I know very little about zoning ordinances, land use regulation, or actual land usage within Ithaca, I imagine that a lot of residents within the community have built fences around their property. I do not suggest that we eliminate private property rights, but perhaps we can find a creative way to encourage residents to take down their fences and eliminate the physical barriers that separate neighbors. Perhaps we could even find some creative uses for the open spaces that result (community gardens, common space, etc.)
3) Looking more at affordable housing, Roseland provides many ideas for generating long-term (and even permanent) affordable housing. I particularly like the idea of sponsoring community land trusts within Ithaca. Such trusts purchase land at market value, remove the land from the market, and then use the land for affordable housing, public facilities, or some other meaningful cause. After construction is complete, the trust takes care of the land and monitors upkeep.

10/28 Green Building

2007-10-28T15:37:00.000-07:00

Beatley points out some practical programs that seems to be working in cities such as Boulder (Greenpoints) and Austin (Green Star Builders) as well as the Green House Number program in Germany and could fairly easily translate to other cities around the US. These programs seem similar to the more rigorous LEED Certification, which seems to have become somewhat of a badge of honor in the design/build community. Many of Beatley's points about America's increased housing size are still valid, however even since the book's publication in 2000, I think there has been a pretty dramatic shift towards green building here in America.

One point Beatley made was that in some cases material that is thought to be energy efficient or environmentally friendly is made less so when taking into account the concept of "embodied energy." Beatley brings up the shipment of western red cedar from Canada to the Netherlands to construct new homes with wood that can remain untreated. Beatley doesn't address embodied energy in his book but basically it is the idea that when you use a product or material you should factor in the costs (both monetary and environmental) with its construction and transportation. If you are interested in architecture and building it is important to know about because embodied energy is also used as an arguement for capturing the existing resources in and on our already developed land. So when you rehab an old building you are capturing the resources that went into all the materials, as well as the energy embodied by the workers that constructed it. Often times buildings older than 75 years old contain more green features than buildings built in the last 50 years because they were constructed with natural materials and constructed to have natural heating and cooling systems before everyone went HVAC crazy. I believe the USGBC still has not released their LEED rating system for existing buildings but I know it is in development and will rate existing buildings for the inherently green features if they exist, as well as for green features which are retrofitted. Combined with the substantial state and federal funds available for the rehabilitation of old buildings, a LEED rating system for existing buildings would create a powerful tool for restoring areas that were built basically applying smart growth principles before there was smart growth. So, enough of my preservation rant.

I appreciated the Roseland piece on Housing and Community Development very much. Roseland addresses realistic issues such as affordable housing, infill housing, brownfield development, the greening of urban areas and then offers examples of these issues being addressed in the US. In trying to keep with the assignment, I thought about, as I usually do, Pittsburgh. Reading Roseland's list of ways to address affordable housing I thought a lot about how many of the tools, such as Affordable Housing Programs like Habitat for Humanity already exist in Pittsburgh and unfortunately still aren't able to adequately address the issue. So I tried to focus on what we were missing that might help to close the gap. The first thing that jumped out was linkage payments. Roseland mentions them in Boston, and I just hears a talk by the Boston URA on their effectiveness. Great! Linkage payments in Pittsburgh! Actually, this would not be something that a smaller rust belt city can afford. The city struggles to attract developers as it is, and a linkage payment would deter not entice. Perhaps other municipal funds, or portions of other developer fees could be set towards affordable housing but I don't believe a linkage payment would be appropriate in Pittsburgh. What I did come up with was that when affordable housing is built it should be more service oriented, to empower residents. Additionally, a more large-scale tool might be the establishment of a land trust just to promote and protect affordable housing. With the highest number of foundation dollars avaiable per capita of any US city, Pittsburgh's foundations could support the land trust initially if it received donations of land from the city. Certainly something to be further explored ... unfortunately probably not by our 27 year-old mayor.

2007-10-28T15:19:00.000-07:00

Beatley Chapter 10 gave many great examples of how European cities are building and renovating their residential and institutional properties using eco-technologies. One really important concept from this chapter was how eco-building can spread to new cities once it is implemented and tested by another city. For example, Ecocolonia, Netherlands built a new development using eco-technologies such as green roofs, passive solar technology, recycled building materials, and solar hot water heating units. This development served as a testing ground for many other cities that begin using the technologies that Ecoclonia found successful. I believe that if a few US cities really started to adopt these new technologies they could educate and show other cities that it is possible. Another idea for the US would be to build new government and public buildings using green methods. This would show the people that the US really supports and feels building ecologically is important. The Apollo Alliance chapter on High Performance Buildings talks about implementing green building standards for public buildings. An American city that uses a green buildings standard for public buildings is Seattle Washington. Seattle Washington requires that all city projects over 5000 square feet must meet LEED standards. The Apollo alliance also give some ideas on how to make green building more attractive to the private sector. Using property taxes, grant programs and other incentives all make green building more enticing. In Arlington, Virginia the government said that if a company builds LEED certified building they will modify some of the zoning regulations and allow height increases. Incentives programs like these could really change the way America builds, because it encourages green buildings.

Week 10/28: Green Building

2007-10-28T13:59:00.000-07:00

My interest in green building is what initially drew me to take this course. In my upcoming career path of architecture and interior design, the topic of green building is one that can not be avoided and for good reason. I am a member of the USGBC so many of the facts that i will be discussing in this blog come from them. It has been reported that worldwide buildings account for 17% of fresh water withdrawl, 25% of wood harvest, 33% of the CO2 emissions and 45% of the material and energy use. With these kind of numbers it is no wonder that people are getting more excited and more interested at the prospect of green building. As with all areas of sustainability green building involves many peoples interest not just that of the architect or designer. A successful green building involves the building owners, financial representatives, building tenants, utility manager, architect, planners, property manager, all levels of government, product manufacturers, contractors, engineers, interior designers, landscape architects, code officials, and more.

The LEED (Leadership in Environmental and Energy Design) was a great way of getting people involved and excited about green building. By having a building accreditation system people have a strong incentive for getting a project certified the main reason is for publicity and recognition. The LEED system assesses design in site planning, water management, energy management, material use, indoor and environmental air quality, and innovation in the design process. Obviously this is not all that goes into sustainable design, but it seems to be a very comprehensive and yet approachable system for green buildings. The USGBC reports that if implemented correctly their LEED system will provide a 9% decrease in operating costs, a 8% increase in building value, a 7% improvement in ROI, a 4% increase in occupancy, and a 3% available rent increase. From an building owner and operator's perspective sustainable building has been proven to raise performance tests in schools by 20%, decrease the average length of stay in hospitals by three days, increase the sales per square foot in retail spaces, increase overall productivity in factories, and lead to an average 2-16% productivity increase in offices.

I wanted to find one of my favorite LEED projects to talk about but instead i decided to find if any buildings in Ithaca were LEED and to my surprise the tompkins county SPCA is a LEED certified building.
This project consists of a new 9,900 ft2 (920 m2) animal adoption center for the Tompkins County Society for the Prevention of Cruelty to Animals (SPCA), a minimally renovated 4,000 ft2 (370 m2) building as an animal intake and evaluation area, and a bridge connecting the two spaces. Dogs and cats (the primary center occupants) have separate wings in the building, while the central area houses staff and community rooms, a treatment and surgery suite, and other support spaces, including the laundry and grooming rooms. The project was landscaped exclusively with native trees and grasses, and no permanent irrigation system was installed. Runoff from the parking and roof surfaces is channeled through a series of swales into a filtration trench and detention pond designed to allow stormwater infiltration. Efficient fixtures reduce water use indoors. Energy-saving features include a geothermal heat pump, a narrow building footprint conducive to natural lighting and ventilation, efficient light fixtures, and heat-recovery ventilation. The indoor environment is enhanced through operable windows and 100% fresh air in animal spaces. All paints and finishes used in the project contain low or no emissions of VOCs, engineered wood products contain no added urea-formaldehyde, and carpets meet Green Seal standards. FSC-certified poplar was used for exterior siding and interior ceilings, and recycled-content materials were used when feasible.

Week 10/28 Seattle Green Building Case Study

2007-10-28T12:18:00.001-07:00

Seattle Washington, Taking a BiG first step.

I am personally very interested in Green, LEED certified buildings so after reading the Apollo Alliance and saw what Seattle Washington has been doing with their current development I’ve decided to do a mini Case Study on it.

In the past couple of decades, Seattle has been able to involve both community, residential and government buildings in programs promoting Green, Sustainable living. This has evolved into an integrated system of justice, renewable energy and sustainability.

The Seattle Justice Center is a true model of sustainable development. This is a civic center for the community that has been designed to comply with LEED Silver standards. This is a result of Seattle requiring “all city-funded projects over 5000 square feet to meet LEED Silver standards.” This is facilitated by the Green Building Team of Seattle compiled of city employees who “act as resident experts on elements of green building”.

The building has the following features:

Glazed Thermal Buffer Wall
Garden Roof
Water Harvesting

These three elements are all interconnected as they assist in reducing heating costs through various methods. The glazed thermal buffer wall is a double glass plane that has air buffering the inside of it from heat gain or loss. It also allows for natural light penetration. While the glass sides help decrease heat gain on the side of the building, the roof garden prevents heat gain at the top. The roof garden is watered by the water harvesting units which helps decrease water expenses.

The city believed that it would be a good idea to make the community center sustainable so that the entire community is touched by an environmentally friendly atmosphere. This hopefully spreads to the rest of the community and people will begin enacting these sustainable measures in their own homes.

Seattle also has adopted the “Washington State Energy Code” which is considered to be one of the best energy building codes across the country. It is considered better and even stricter than the IECC (international energy conservation code).

Often it is a problem getting the public involved which is why Seattle brought green building technology to the civic center. Recycling bins are everywhere in the building to enforce this environmentally friendly practice.

Seattle Washington has done many impressive green projects over the past several years and I will expect to see much more of them in the face of Sustainability in years to come.

Week of 10.28-Energy-Efficient Building

2007-10-28T10:58:00.000-07:00

This week I read the Beatley pages (Chapter 10) and the Apollo Alliance pages (13-27). I found these interesting and informative, with some great ideas. There are also some issues I think need further discussion. Below I'll first list the most exciting ideas from a planner's perspective, and then talk a little about the implications and issues I see coming up.

1) I think it's exciting to know that by putting computer monitors on sleep mode if they're unattended for more than ten minutes can save a city approximately $13,000 a year. (Apollo report, p 14) This is an incredibly simple action that anyone who owns a computer can do. It's something that is easy, and you can even just set the computer to do it, so people won't even have to pay more attention to what they're doing. So here's one simple step we can take, even for ourselves.

2) I like the idea of a Green Building Team like they've developed in Seattle, WA. I think it's great to have an interdepartmental team work on assessing green building in the city. A lot of the time, we are missing an interdisciplinary, holistic approach to many of these issues, and by addressing them in a one sided fashion, we open the possibility for everything to fall apart on the other sides. A holistic approach is a protection against this happening, and also makes the new plans more integrative and exciting.

3) It's amazing to me that in Chicago they dropped the roof surface temperature 70 degrees by creating green roofs. Wow! That is a lot of degrees, and I think green roofs are great because they can be quite simply constructed, they are clearly very useful in terms of energy efficiency, and they can be aesthetically pleasing--something we might consider more in our designs.

-along with that, I like that the city offered $5,000 grants for the construction of the roofs. It shows honest and practical support on the part of the government, and show they aren't wind-bags.

4) Expediting permit review for greener buildings also seems like a good idea. It makes the process easier for those already committed to that type of construction, and at the same time encourages others to consider the idea, if only by poking them a bit.

5) This one is similar to the idea of putting computers on sleep mode. If UB spends an extra $100,000 if the heating or cooling is off by 1 degree, this is also a small step to saving loads of money and energy, and it makes you realize how much difference one degree more or less can make. It makes me feel like I want to be more considerate about heating my own home too.

6) The idea of De-coupling is cool. It's maybe a bit socialist for the US, but maybe it can be presented in a better way. It's great though to disassociate profit from providing basic needs to people. This seems like an important philosophy that can be applied in other areas as well.

(From Beatley now)

7) I like the idea of an ecological demonstration project. People want to see it to believe it. They need a concrete experience of what some of these semi-strange ideas are all about. For lots of people this is so far from their everyday experience; I think in the US this, coupled with respectful marketing, would make a big difference.

8) I like the emphasis on education in the Scandinavian countries. It's different from brainwashing and might get people's minds working, so that we could develop even better and way more relevant ideas for people.

9) The Green House Numbers is a neat idea. It's a little childish, but kind of sweet just the same.

I'm uncomfortable talking about the "powerful roll government can play" in the context of the United States. I think our political process is (fatally?) flawed, and dangerous. I think there is very little actual representation of what the public choice includes, and I don't think it's healthy to think that a few environmentalists lobbying like hell would be an OK thing. It might make some changes, but I am still absolutely convinced that unless there is a consciousness shift, MUCH better education system, a MUCH better (hell, existent) health care system, a lot of attention to equity and justice issues that go unexamined most of our lives, unless we have to face them everyday, etc etc, you get the idea. Well, none of this will ultimately make any difference.

Also I'm not sure about the idea of legislating an zoning, not only because there is serious under-representation in the government, but also because it's not very inventive or revolutionary, and certainly not relevant to the people to simply legislate that they live in an ecological manner.

There is certainly an element of urgency that comes with issues of the environment, but if we are truly thinking in a seven generation, systems type of way, we better consider more than telling people what to do.

Week of 10/28- 11/2- Assignment

2007-10-25T10:57:00.000-07:00

Hi Folks

Sorry about the long delay in getting this to you. Please notify me if this delays your getting assignment in on time. The blog assignment is due "late" Sunday 10/28, Ideally, get it in earlier and feed off each other's ideas an experiences.

GREEN BUILDING AND NEIGHBORHOODS---OR---DEEPEN/INTEGRATE EARLIER THREADS -SYSTEMS, JUSTICE, OR GREENINGPlus Behavior Change /Journal & Individual Presentations (see below)

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Green Buildings And Neighborhoods
1) READ a) Beatley, Building Ecologically 290-324 (at least 30 pages) AND b) Apollo Alliance report, New Energy for Cities, section on ***High Performance Buildings****, pp 13-27, if you haven't already done so AND/OR
c) Roseland handout, from Toward Sustainable Communities, Chapter 11, Housing and Community Development, pp.154-167, contains excellent resources on affordable housing, health, and eco-justice. Can focus just on housing, if you like.

2) REFLECT & WRITE a short blog entry on your observations on how these readings could apply to changes you could make in Ithaca or your home place (not your individual house) if you were a planner, public official, citizen activist, etc.***OR***Short, written Case Study: Follow up on one strategy or place you got excited about and turn your learning into a one-page blog entry. (Extra credit for linking to course themes of integrated systems, justice, city as nature, citizen empowerment, transit oriented development, etc.)

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(Or in addition to) instead of focusing on Housing/Neighborhoods:You can: Deepen/Integrate Earlier Threads -Systems, Justice, Or Greening1) READ OR RE-READ your choice of sections of either Hallsmith (Systems), Agyeman on (Justice/Sustainability), OR Edens Lost & Found and/or Roseland handout on Greening (Urban Ecology), (30-40 pages will do)2) REFLECT/WRITE on their applicability to other areas we have covered, new ways you are understanding and valuing this area, or a project or tool from them that you'd like to do a short Case Study of.

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3) Continue with Behavior Change and Journal . Even if I have the physical book at my desk, please write on same size page, & paste in later.
Note: If you're feeling uninspired or underworked in your "social sustainability" efforts, how about organizing a group local foods dinner/celebration (lots of creative participatory planning involved here)? (I've got great seasonal cookbook resources). Or even a joint meal with our IC sister class (11 people). Could be sooner (more fresh local foods, less end-term stress) or later (nice finale, more need for celebration, more time and energy scarcity). Also note our "final exam" will be a closing celebration, during our final exam time on final week, including food & drink I provide and an evaluation process.

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CASE PRESENTATIONS: (max 6-7 min, 3-4 min for Q&A & feedback)Maya, Rachel, Libby (Caitlin, - please contact Ron & I to reschedule, as you were out)

NATURE IN THE CITY (ideally, this would include taking at least an hour to DIRECTLY OBSERVE your focus area for Nature in the City) - Toni, Deane

DISCUSSION FACILITATION - Melanie, Salima (Deane, missed your turn, please check in with me)

Renewable Energy: Solar Urban Development

2007-10-22T19:23:00.000-07:00

This week we were asked to choose a particular project, place or method that attracts us and do some in depth research. In the first assigned reading, Beatley provides some examples of European cities where urban development is being designed with solar energy “at its core”. These examples give environmentalists some hope that achieving their goal of incorporating solar energy as an element of the central design is not completely impossible. One town/project that was particularly attractive to me was the city of Linz, where planners created a design for a new solar city in the early 1990’s and they predicted that residents would occupy it in 2001. According to the city’s website, in 1992 the famous Austrian planner Roland Rainer was commissioned by the municipality to create a new regional urban plan for the Linz-Pichling residential neighborhood. One year later, the city set aside funds to conduct solar studies that would be tested in the new Linz-Pichling homes. In 1994, just two years after the initial comprehensive plan, the city’s most prominent non profit construction firms expressed their intentions to fund the planning and development of low energy homes in the Pichling district. One year later eight other firms committed to the project of constructing low energy residential areas in the Pichling district. This growing project was assigned to a team of planners, architects, and engineers who have been pioneers in sustainable development throughout their careers. The final plans were completed last year and construction has begun on what some consider the “city within a city” Solar City Linz. A note about the parameters for this sustainable energy efficient development: construction and design will achieve maximum possible density, maximum use, traffic routes that promote pedestrian and cycle traffic (the entire development will be closed to motor and vehicle traffic), individual homes will be built to make the most efficient use of space with green houses and winter gardens, and the development will also demand active citizen participation in that residents will be responsible for taking care of the development and other adjacent areas including public spaces. The most innovative aspect of this development is that the homes and other buildings will not be a part of the city’s electricity grid; instead, they will generate their own energy with solar installations that will eventually allow this development to be energy independent and even return surplus energy back to the city’s electricity grid. This solar urban development has ultimately become an example of how a solar energy community can be created and sustained. Beatley provides an overview of this inspiring example and through further research I was able to explore exactly how amazing this solar city within a city is developing. This example fits nicely into our class discussion and the topics that we have explored so far. The most pertinent aspect of this project, a reality that I continue to readdress, is the differences between implementing environmentally friendly and sustainable development in America and in Europe. There are real differences in process and even more real limitations in America that I don’t think are present in Europe. Just look at the timeline of the development in Linz-Puchling. Although construction is taking some time, the process of creating a comprehensive plan that incorporated innovative environmentally friendly development, allocating funds to the project, and getting a serious commitment from developers, the city and residents took less than 5 years. In reality this type of innovative solar urban development would be resisted in any American city. In American cities there isn’t a real concrete unwavering commitment to green development and protecting the environment. What I think I learned most from this example in Linz is exactly what I am being constantly reminded of in this course. Cities that are implementing innovative plans for “green urbanism” are doing so because they want to. American cities are failing because we don’t want to implement these types of innovative plans. It's really that simple. Unfortunately, there are real implications caused by our lack of desire to change, which include things like global warming and complete natural resource depletion. And of course the list goes on......and on....and on

Community Based Participatory Research

2007-10-22T18:25:00.000-07:00

What is "Participatory Research" and why is it valuable?

"To be effective, researchers need feedback from the community about its needs," says Dr. Carol Horowitz of Mt. Sinai School of Medicine in New York. "It is important that community groups be clear about their priorities. It's really common sense," she says. "Don't go into a community to fix something unless you've asked them what they need. You can't fix people—you have to work with people."

How Is Community Based Participatory Research (CBPR) Different?

In CBPR, the community memebers play a direct role in the design and conduct of the research study.

This process is accomplished by:

Bringing community members into the study as partners, not just subjects.
Using the knowledge of the community to understand problems and to design activities to improve interventions.
Connecting community members directly with how the research is done and what comes out of it.
Providing immediate benefits from the results of the research to the community that participated in the study.
In CBPR, community members are also involved in getting the word out about the research and promoting the use of the research findings. This involvement can help improve the quality of life and health care in the community by putting new knowledge in the hands of those who need to make changes.

This was taken from the Agency for Healthcare Research and Quality website: http://www.ahrq.gov/research/cbprrole.htm#different

10/22/2007 Renewables

2007-10-22T16:42:00.000-07:00

The issue of renewable energy actually seems to me to be the most achievable of all the topics we've discussed so far in class. There are a few reasons: in the end, the financial cost is much less when using renewables, people have been researching this very well and it seems like most of the available ideas are well thought out and feasible, people have been working on this apparently since the seventies or eighties, and the equity question seems more easily dealt with when organizing public access to power.

Basic public education on these matters as well as advertising on TV and radio, would initially help to encourage people's interest in switching to renewable energy, both in private homes and businesses and publicly. I feel like once people understand that they will, in the end, save a lot of money, they will be excited and begin the process.

For some reason, I think there has been a lot more solid research into renewable energy sources. Many of the examples proposed in the chapter "Energy Efficiency and Renewables" were presented with concrete examples where they've been used in places.

None of this is all that new, so I'm curious why many things haven't been implemented. Is it like the case of cars and transportation? In that case, people are seemingly addicted to the use of the car and the automobile industry has powerful lobbies. Perhaps energy companies also have such strong lobbies, but the people-addiction problem doesn't exist in the same way.

Really the difference is that switching to renewable energy will not directly and actually change the routines and habits of the people. It will change the way power gets to their homes. I see this as an achievable goal, and I can't figure out why it hasn't happened yet.

*Leading Authority on Climate Change **To Lecture at Cornell Plantations*

2007-10-22T15:30:00.000-07:00

Here is a copy of a recent email annoucement for an interesting lecture at Cornell:

*FOR IMMEDIATE RELEASE: October 22, 2007*
Contact: Kevin Moss, Community Outreach Coordinator
Phone: 607-254-7430
E-mail: km274@cornell.edu
**
*Leading Authority on Climate Change **To Lecture at Cornell Plantations*
* *
ITHACA, N.Y. — David Wolfe, professor of plant ecology in the Department
of Horticulture at Cornell University, will deliver the lecture “Climate
Change and our Gardens, Farms, and Natural Landscapes” on Wednesday,
November 7th. The lecture will take place at 7:30 p.m. in the Alice
Statler Auditorium in Statler Hall, on the Cornell University campus.
Dr. Wolfe’s presentation is part of the annual Fall Lecture Series
offered by Cornell Plantations, and is free and open to the public.

Dr. Wolfe’s lecture will focus on the opportunities, risks, and
challenges for gardeners, farmers, and land managers as the climate of
the Northeast changes. He will discuss invasive insects, disease, and
weed pests, and their control; the effects on biodiversity in our
natural landscapes; how our forests are likely to change; and the risks
to our agricultural sector, particularly the fragile dairy industry. A
variety of ways in which individual gardeners can help mitigate
greenhouse gas emissions and adapt to climate change will also be
addressed.

David Wolfe currently serves on the advisory boards for Cornell
Plantations, the New York Water Resources Institute, and the New York
Department of Environmental Conservation Climate Change Planning
Committee. He is a leading authority on the effects of climate change
and rising atmospheric carbon dioxide on plants, soils, and ecosystems,
and has published numerous articles on this topic.

Cornell Plantations is the arboretum, botanical garden, and natural
areas of Cornell University, and is open free of charge to the public
during daylight hours. For more information about out upcoming fall
lectures, and other exciting tours, classes, and events throughout the
year, please visit our website at www.plantations.cornell.edu
, or call 607-255-2400.

Challenging the norm...

2007-10-22T11:44:00.000-07:00

This week’s readings offered many examples on how to both spread renewable technologies as well as strike at the core of energy issues by reducing the overall energy load. These are very important topics that need to be discussed and implemented all over the world to combat both energy shortages as well as global warming.

There are many ways to implement renewable energies. These include the standard examples of wind farms and photovoltaic arrays but also include much more traditional processes such as cogeneration and district heating and cooling. The prior has already gained widespread attention but cogeneration is somehow missed by many when the discussion of alternative energy comes into play. Cogeneration is an extremely important process and involves taking the waste heat from electric generation and pumps this heat out to the surrounding areas to be used to heat homes and hot water. This heat is otherwise wasted which results in the standard power plant efficiency of around 30%. A 30% efficiency means that nearly ¾ of the fuel’s energy is lost to the environment and nothing productive has come of it. Though typical measures of improving the combustion cycle may increase this efficiency, no amount of reheating or superheating will bring this efficiency to anywhere even close to 50%. The reason is that most of this energy results in a gas or fluid that is too cold to produce any extra electricity. Cogeneration, however, has found a way to take advantage of this waste heat. Though the fluid is too cold to produce any more electricity, it is still very hot in people standards where a hot shower is no more than 110 degree F. Cogeneration plants run the waste fluid through a heat exchanger which removes a large amount of it’s energy. This heat is transferred over to a water or steam line where it can then be piped out to the surrounding homes and businesses. This allows the heat which is worthless in terms of electricity production to supplement all of the heating requirements of the consumer and by finding a use for this waste heat, efficiencies can more than double reaching 80%-90%. Cornell’s COGEN plant has been achieving around 80% efficiency and will approach 90% after it’s upgraded COGEN turbines are completed.

This past example only shows one half of the energy issue which is the generation, but does nothing to combat the actual energy usage. A number of programs around the country and world have started up to offer incentives to energy efficiency projects. Heating and cooling account for a large part (up to 50%) of the energy usage in buildings so many programs have been started which help pay for improvements in this area. These come in the form of insulation improvements, higher efficiency windows, and gas fired boilers to supplement electric heater are widely seen. It is important that these programs continue. Many of the people who incur the highest utility rates reside in lower quality homes where windows and walls are drafty and much of the heat is lost to the environment. Because these lower quality homes are often found in lower income areas, a huge chunk of the resident’s income goes to keeping his family safe. This coincides with the idea of “economic multipliers” which addresses the idea that utility rates suck an enormous amount of money out of the community and further it’s economic disparity. These lower economic places should be the focal point of energy efficiency programs so they can live more comfortably and spend less on their energy bill giving them the freedom to reinvest these savings in their local community.

There are a wide variety of ways in which to reduce fossil fuel dependence and combat global warming. Though I have only addressed a few here, it is vital to take advantage of any opportunity to improve efficiency and failure to do so will only further our problems.

2007-10-21T22:52:00.002-07:00

Really like the post about the importance of faith in the future of green cities, I too was drawn to the importance of faith based organizing, the role it's played in the past as one of the leading agents of change. Just to expand on that idea is the idea of change which we have touched on in class, how it is created and who drives it. Many of the posts this week have touched on it. Another earlier post stated the shift to renewable energy only after those which we currently rely on have become sparse. I think I brought up the idea a few weeks ago about how change only happens when the system is ready for it. Meaning change will happen when the system can no longer rely on how it runs, it is no longer economically feasible. I have to admit I'm still not 100% sold on this idea (or maybe I just don't want to be) but it is an interesting idea to consider. Is the system ready for change? Will people make the shift to renewable energy? Apollo brings up many points showing how much renewable energy is becoming the less costly alternative.

Much of the writing this week focused much more on incentives and teaching rather than on shift of mindset. Mostly this is due to the topic (energy tends to be a bit more cut and dry), nonetheless it was a welcomed change for me. During the last behavioral change journal meeting my group got into a discussion about the validity of many of the ideas we have been reading about. They are on such large scales and require such incredible behavioral shifts as well as money, that they just do not seem possible. The Apollo reading laid out many possibilities of incentives based programs which work to make cities more sustainable, but also don't bankrupt the city (or turn into failed Utopian dreams). I have for a long time been a fan of incentives based programs.

As for the specifics after the bit of rambling I just did. The programs I found most interesting in Apollo were those which effected multiple communities, of different income. One of these was in Cayuga County in NY. The idea of collecting manure from different farmers and then processing it into energy, while cleaning the manure. They take a assets based approach (instead of just focusing on what needs to change) to create positive outcomes for farmers and for the whole community. This approach is an important one because it incorporates what is already there, instead of trying to create something completely new. Farmers want their manure taken away, community members want cheaper energy, everyone wants clean water, I don't see the problem.

2007-10-21T20:02:00.000-07:00

Throughout the semester we have learned how much energy and ecology could be saved by stopping urban sprawl and growing inward. At first it was a hard concept for me to grasp because the typically American ideals seem to promote spreading out and owning land. I was skeptical about the idea of living in close proximity or sharing a wall with a neighbor and I didn't think about it as life enhancing. After visiting Eco- city Ithaca I found that co-housing isn't so “backward” or scary and I can actually see the benefits of living in co-housing communities. To understand more about what could be done in cities to promote the idea of sustainable community, growing inward and co-housing I read Building High- Performance Cities in the Apollo pamphlet and Housing and Community Development in the Toward Sustainable Communities handout.
The Housing and Community Development Chapter states that in order to have positive community development it requires good urban design, community programs, governmental policies and initiatives and physical characteristics that draw people together to promote an atmosphere of peace, security and pride. The chapter takes a holistic approach to sustainable community development because it addresses social equity, health and safety and environmental issues.
The chapter stressed the need for affordable housing especially co-housing. It listed many affordable housing programs, such as Habitat for Humanity, Urban Homesteading, Mutual Housing Associations all of which build, manage or maintain affordable co-housing.
The Build High-Performance Cities chapter gives ides on how to build high-performance cities and gives examples of what cities are doing now to create smarter growth. For example Portland Oregon has enacted a urban growth boundary. This will help limit urban sprawl and promote growth with in the city. Other ideas in the chapter are Investing and rehabilitating existing buildings instead of moving outward. Programs Don't Move Improve help reinvest funds to fix older buildings instead of constructing new ones. Transit Oriented Development (TOD) is a way to decrease reliance on fossil fuels and increase public transit us.. Building housing developments by transit hubs makes pubic transit more attractive.Another way to stop urban sprawl is to charge fees directly to suburban developers for the new infrastructure costs instead of incorporating them into the city's budget and letting tax payers pick up the tab.

Renewable Energy

2007-10-21T19:43:00.000-07:00

Before reviewing the previous posts my idea was to talk primarily about geothermal energy and its overwhelming energy benefits. Once reading the posts i noticed that the one prior to mine was about a similar topic, it was a very inspiring and well written posts so i will attempt to continue on the path that was set forth by that post the best that i can.

Overall i have been extremely torn about my stance on renewable energy. When studying for the LEED examination i learned a lot about small scale renewable energy use in single building situations. From my interior design/architecture perspective it is a very costly and difficult idea to employ. Very few clients are ever interested in renewable energy sources due to cost/space/ and aesthetics, despite the tax decreases that often come with the conversion. As a member of the industry i had to agree with these concerns. I do not want to sound negative or pessimistic but i do understand the unattractive side of renewable energy, but as a conscious and aware person i realize that the way in which we consume and view energy is unacceptable and could lead to a societal demise if not modified. That being said in my confusion about renewable energy i began to research a lot of the lesser known methods and realized that not every renewable energy source has the negative effects that solar panels and wind mills do.

One source that really began to intrigue me was that of geothermal. From what i have been exposed to this is a much lesser known and less talked about renewable energy source. I realize that a large portion of this may be the fact that it can not be accomplished on an individual level. The process of digging enormous holes into the earth and building a small power plant above this hole. Although this source would need to be done at an infrastructure level i believe it has enormous potential. It has very little environmental and habitat impact and the EPA has gone as far as to call geothermal heat pumps are the most energy-efficient, environmentally clean, and cost-effective systems for temperature control. it has been found that direct use and heating applications have almost no negative impact on the environment. Geothermal power plants do not burn fuel to generate electricity, so their emission levels are very low. They release about 1 to 3 percent of the carbon dioxide emissions of a fossil fuel plant. Geothermal plants use scrubber systems to clean the air of hydrogen sulfide that is naturally found in the steam and hot water. Geothermal plants emit 97 percent less acid rain - causing sulfur compounds than are emitted by fossil fuel plants. After the steam and water from a geothermal reservoir have been used, they are reinjected back into the earth. Finally, they are fairly pleasant to look at, an issue that i must admit is very important to me and my industry perspective, at the top of this blog i included a picture from wikipedia show a series of geothermal plants in Iceland and in my perspective i think that it is a very attractive options, especially in comparison to what we have today.

I wanted to end by saying that although i am very excited about my new found knowledge about geothermal and renewable energy i do not think that it is the ultimate and only form of energy out there. I strongly believe, as with almost all topics of sustainability, a balance is needed we need to explore all forms of renewable energy and employ different forms in different situations. There will never be one answer to sustainability is is finding a complete balance a balance that is greatly foreign and needed in our energy crisis that we are faced with today.

Energy Efficiency and Renewable Energies

2007-10-21T19:41:00.000-07:00

I read the chapter in Towards Sustainable Communities related to energy efficiency and renewable energy and the chapters in New Energy for Cities related to renewable energy and building performance. The readings supported my belief that renewable energies are now ready to take over the world’s electrical grids. As more coal plants get cancelled and even prohibited in some places, we will see further economies of scale of renewables further making these highly adaptable and suitable for sustainable growth.

From the first reading, it was very interesting to see what cities and utilities are doing to finance renewable energy and energy efficiency. It is typically cheaper to reduce energy use than it is to expand energy capacity. Many utilities do not understand this. Some utilities in the West (such as PG&E) actually provide incentives that reduce energy use in households, giving both homeowners and themselves the benefits of prevented energy expansion projects. In addition, such incentives are key to maintaining a vibrant economy, as the financial savings that homeowners accrue multiply across the economy as they flow. Another great example that came to my attention was the deep lake cooling project in Enwave, which uses cold water from the depths of Lake Ontario. Cornell has a similar system called Lake Source Cooling that cools the campus during the summer.

In the Apollo Alliance reading, there are many excellent examples of how cities are taking first steps. It makes a clear argument that renewable energies are not cost-competitive with fossil fuels, yet it fails to mention large renewable energy projects, of which there are many. I think the best case studies are those in the area of building standards and energy efficiency, where cities like Seattle, Dallas, and Chicago have set standards or provided incentives for green buildings. It is unfortunate, however, to not see an example of where standards for new buildings have been set for entire cities. This is a bold step that would probably require subsidies to offset the additional costs to low-income people, but it could well be funded with some type of energy efficiency mechanism that includes, for example, zero-interest on long-term payments.

In spite of all the great tools and examples being shown in these readings, these all fall short of what needs to take place to eliminate the use of fossil fuels. Cities need to be more committed to setting standards city-wide for energy efficiency and to training citizens to do these kinds of jobs. They also need to find ways of procuring more renewable energy in the city. One large obstacle, of course, is that there aren’t many states giving worthy incentives. In addition, the federal government hasn’t taken energy as a priority at all. Reducing energy use by roughly 10-20% is important, but it will not do the job we need to do. I think any overview of energy efficiency and renewable energy needs to discuss the underlying reasons for these. It also needs to discuss what the barriers to implementation are in a larger scale and what the possibilities of getting to that scale are.

Location Efficient Mortgages

2007-10-21T18:27:00.000-07:00

In "New Energy for Cities" the section "Build High-Performance Cities" mentions Location Efficient Mortgages (LEMs). Pioneered in Chicago, LEMs promote transit-oriented development as well as affordable housing. The Apollo Alliance recognizes that TOD's can often been priced too high for low to moderate income (LMI) families. According to Apollo "LEMs allow homebuyers to capitalize on the savings that result from living near transit service ... by calculating these savings into the purchasing power of the homebuyer." (p 37) LEMs can add increased borrowing power of $30,000 to $50,000. Currently LEMs exist in Chicago, SF, Seattle, LA and Madison, WI. I'll follow this synopsis with a more in-depth look at LEMs and then an outline of Chicago's CityMortgage Initiative, which is highlighted in the Apollo Text.
From the website locationefficiency.com
Welcome!

You may qualify for a home mortgage when you thought you couldn't or be eligible for a larger loan than you expected based on the purchase of a home in a location efficient community.

The Location Efficient Mortgage®‚ (LEM) is a mortgage that helps people become homeowners in location efficient communities. These are convenient neighborhoods in which residents can walk from their homes to stores, schools, recreation, and public transportation. People who live in location efficient communities have less need to drive, which allows them to save money and improves the environment for everyone.

The LEM combines a low down payment, competitive interest rates, and flexible criteria for financial qualification to allow more people to own the home of their dreams.

Further studying the FAQ's and other areas of the website cited in the Apollo guide I became increasingly aware that although this might be a powerful incentive tool for people of middle income to locate to TOD's the LEM does not appear to be that powerful a tool for low to moderate income families, as recorded by Apollo. Within the metropolitan areas I have mentioned, just from my own knowledge, for low to moderate income families to settle in new center city developments, they would need a more substantial subsidy program towards housing. LEM's appear to be more of a program to incentivize people to locate in TOD's (not a bad thing of course) but not really a promotion of affordable housing as Apollo writes.

My impression from the locationefficiency.com website was substantiated by my research of CityMortgage in Chicago - which actually makes no mention outright of LEM's on the city's website, only that competitive mortgage rates are available through the city. However, through the Center for Neighborhood Technology (also mentioned in Apollo) there is information available on Chicago's attempt to combine transportation and affordability. http://www.cnt.org/ht/

This website acknowledges that as transportation and housing are the largest expenses for many families there should be a way of combining the two. LEM's do address that issue but it appears they have not had the effect that was hoped. Note: although this was not directly based on energy efficiency, I was intrigued by LEM's as a powerful tool for promoting affordable housing at TOD's and so I decided to give this further exploration.
Sources:
http://www.locationefficiency.com/
http://www.locationefficiency.com/faq
http://www.cnt.org/ht/

Renewables----GREAT STUFF

2007-10-21T18:14:00.001-07:00

I was very glad to learn of our new assignment last week as the origin of my interest in green cities was in renewable energy. There is such a huge amount of work being done in this area and it’s about time we delve into it. I see there is one major issue with renewable energy today.

The government.

For decades different types of energy which can be considered renewable (solar, wind, and hydrogen), and clean but not quite renewable (geothermal and nuclear) have been available. Only recently however we are seeing the emergence of these resources becoming mainstream. Why is this you may ask? Well, only recently has the government had problems getting oil- or claims they are having problems (a whole different issue). The reason why coal and oil is so cheap is because it is highly government funded and subsidized. If the government bothered shifting its funding to different types of energy sources there would not need to be a whole “movement” to have the use of them widespread.

It is only logical to use renewable or clean energy from both an environmental and economic standpoint. The environmental benefits include:

Zero emissions
Minimal to no environmental impact
No water pollution

1. Renewable energy resources do not emit carbon during energy conversion. As mentioned in a previous blogpost, fossil fuel plants are very inefficient. This leaves plenty of room for carbon to romp around warming our atmosphere.

2. When harvesting coal or natural gas, there is a great deal of land abuse. Mines are dug hundreds of feet inside mountains ruining the structure of the land. This destroys habitats of native species as well as makes the surrounding areas ugly. Also, do you want a coal burning plant near your home? I don’t! It smells and looks awful.

3. One repercussion of fossil fuels that many people neglect to consider is the pollution of water. Runoff from plants contaminates water supplies for humans and other animals. Renewable energy is clean and does not have any waste so there is little to worry about along the lines of water pollution.

Economically there are also several benefits which were spotlighted in the chapters in Green Urbanism called Living on Solar Income.

Solar energy is very unique as it will actually pay for itself within roughly 10-15 years. This means that if you install solar cells in your home now, in 15 years you will have saved a considerable amount on energy use. Also, many jobs are created as solar cells must be installed and maintained of the years.

An interesting aspect of renewable energy is to look at geothermal and nuclear (fusion) power. Even though these are two “almost renewable” types of energy what impact may they have on the environment. Geothermal power entails the drilling down hundreds of miles into the earth’s core to get heat which is converted to energy. What impact will this have on the earth and its internal temperature if any?

So, while being cautious around nuclear and geothermal energy, the other renewables seem very feasible and beneficial to society. Now, all it will take is the government to subsidize renewable energy and we no longer need to get “burned”.

Week 10/23

2007-10-21T14:46:00.000-07:00

This whole semester we have discussed sustainability as a system that requires participation and dedication at all levels of society. Moreover, we have discussed the necessity of changing our patterns of consumption and creating a new paradigm of self-awareness and respect for the natural environment. In my mind, there is no better way to promote this paradigm than through religious institutions. Religious institutions have the power to shape world views, influence opinions, and captivate the minds of an open audience. Consequently, we should use these organizations as a resource as we seek to inform and educate the population about energy efficiency, economic multipliers, and the like. As Roseland suggests in his book Toward Sustainable Communities, interfaith coalitions can be a powerful tool for educating and informing the public. Specifically, he speaks about the Interfaith Coalition on Energy and how it has helped religious communities within Philadelphia reduce their energy consumption and adopt more sustainable systems of operation.

The Interfaith Coalition on Energy not only teaches congregations of all faiths how to upgrade their buildings and reduce energy use, but it also provides these congregations with ideas for funding such upgrades. Sadly, I was unable to obtain most of the literature that the coalition produces because the organization does not provide such literature for free. Although the coalition operates almost entirely off of money donated by individuals and congregations, it still requires that communities of faith pay for the services offered—services such as printed material (pamphlets and books) and workshops.

Interestingly enough, the Interfaith Coalition on Energy does not focus all of its attention on ecological sustainability awareness. Although the coalition’s website describes energy efficiency and reduction as a holy practice, it sells its services by highlighting the economic benefits of sustainable behavior. Specifically, the group helps religious congregations save money by improving energy efficiency and reducing energy consumption so that these congregations can invest more money into non-profit work and community services. For example, the coalition recommends that religious congregations purchase the least expensive energy that is available (even if the energy is produced by fossil fuels) and that the congregation continually hunt for lower prices. Despite this slightly discouraging practice, the coalition maintains a high level of commitment to the natural environment. Below I have posted the ten declarations that they use to justify sustainable energy choices.

Reasons for Congreations to use lesss energy:

Produce less atmospheric and water pollution
Set an example for others to follow
Strengthen families and communities
Using less of everything is spiritual – fasting, thrift, frugality, kindness, fairness
Lessen the expense and inconvenience of future generations who will have to live with the pollution and guard our nuclear waste resulting from our extravagance
Become more independent – freedom from dependence on electricity and gasoline
Slow chemical reactions on building structure and contents
Do what is right
Receive relatively high financial return on investments

Wind Cooperative Energy and Community Participation in Green Cities

2007-10-21T14:14:00.000-07:00

For this week's assignment, I chose to read The Apollo Alliance's "New Energy for Cities" and Mark Roseland's chapter on Energy Efficiency and Renewables from "Toward Sustainable Communities." In the past, I have enjoyed reading Beatley's compendium of European-based sustainability initiatives, but this time I was drawn to look at some viable North American programs as well. I also enjoyed reading about so many different options in how sustainability is being addressed by different regions.

My readings this week continued to solidify an important lesson that has been formulated for me during this course: that sustainable cities require a diverse set of options in order to reduce their consumption and improve civic health. No one renewable resource, technology or green attitude will save an area from dependance from non-renewable resources. Rather, each community will have to diversify and look at a wide array of local options in order to move forward towards healthier systems. Increased community participation in civic decision-making and more social justice initiatives can help expand a region's green options by tapping into the knowledge and energy of a greater proportion of the population. Of course, creating site-specific and diverse sustainability options will tend to create very complex systems, but systems thinking approaches can help to sort this out and provide us with a deeper understanding of the immensely productive potential that ecological (and humans are included in this!) diversity can create.

Wind Turbine Cooperatives:

The Energy Efficiency and Renewables Chapter from "Toward Sustainable Communities" by Mark Roseland mentions cooperative wind turbines as an example of a useful green power program. The short paragraph focuses on Danish cooperatives that has joined together the efforts of over 150,000 Danish families and 6,300 wind turbines. The opportunity to research this amazing project was too good for me to pass up.

I am very interested in looking at wind power programs, particularly cooperative ones, because I think that such programs could be readily integrated into any regional power grid that has sufficient wind to operate a turbine. On an even more personal level, the precious growing area around my boyfriend's family farm is presently being threatened by plans to build a massive natural gas power plant. What better way to fight such an endeavor than to start a cooperative where the farmers can create and sell their own clean energy? The CREST (Center for Renewable Energy and Sustainable Technology) website claims that wind power is the fastest-growing green energy technology because it is the only one that can viably compete with fossil fuels in terms of cost.(www.crest.org)

One specific example of a Danish wind cooperative is the Working Group for Wind Turbines on Middelgrunden which was started in 1997. This project, located near Copenhagen, consists of twenty offshore turbines that are placed in a shallow area that was once used for dumping sludge and construction debris. The cooperative collaborated with Copenhagen Energy so that each organization built half the turbines. According to the project's website, "[t]he total effect of the wind farm will be 40 MW. The twenty 2000 kW turbines have a total estimated electricity production of about 89,000,000 kWh per year. This means that approximately 3% of the electricity consumption within the municipality of Copenhagen can be covered by these wind turbines."(www.middelgrunden.dk)

I found it interesting that the Middelgrunden wind turbines are placed offshore of Copenhagen. I have never seen offshore wind turbines in person, but I have often wondered why Toronto does not consider such an option in their quest for renewable energy sources. One of the arguments that I have heard against placing wind turbines offshore of the city is that people don't want such windmills marring their view of the water. I happen to think that wind turbines can be quite beautiful, and from the publicity statements from the Middelgrunden project, the Danish are very proud of both the energy production and aesthetic quality of the wind turbines. At this point, I think that the usefulness of wind turbines as a source of green power should outweigh our aesthetic condescensions. Well over 18% of Denmark's power supply now comes from the wind, and according to Wikipedia, Denmark isn't even all that windy! If Denmark can do this, why can't the United States and Canada?

Energy Efficiency- District Heating/Public Buildings

2007-10-21T12:18:00.000-07:00

I found the two readings, “Energy Efficiency and Renewables” and Chapter 9 in Green Urbanism to be extremely useful. As I was reading these chapters, I kept thinking about how the different tools discussed could be applied to my own community. I decided to look into district more in depth, since before doing these readings I had never even heard of this method. So, I used Wikipedia (don’t judge! The article is referenced), and I now I better understand the concept of this system. Say you have a regular steam-electric power plant, where electricity is generated through the burning of fossil fuels to create steam to move a turbine. In this traditional mode of production, the process converts only 47% of the fuel into electricity; the rest is lost as heat, which gets dissipated into the plant’s surroundings. With districting heating, a cogeneration plant is used. In cogeneration, the heat that usually gets lost is trapped and used to heat homes nearby. The heat is transferred through insulated pipes, either in the form of hot water or steam. While this form of power generation does greatly reduce the amount of fuel needed to power and heat homes, it is very expensive to install. District heating would be practical in a new community with high density, but to implement it in an existing low density suburb would be silly.

One of the problems district heating is experiencing in the United States is that it is poorly funded and maintained by power plants. As a result, the quality of the systems has deteriorated and not as many people get their heat through cogeneration plants. However, “Energy Efficiency” mentions the fact that district heating doesn’t necessarily need a power plant to be viable. For instance, a new hospital or school could include a higher capacity heater, and the excess heat produced by the new building could be distributed to nearby residential developments. This is particularly significant to proposed communities like the SouthWest project in Ithaca. A district heating system could be installed in a community center or other public building and then used to power the more high-density buildings. The heating system could be community owned and operated, leading to greater neighborhood capacity and sustainability.

I really like the idea of using public buildings to set examples for the rest of an area. In Green Urbanism, the author mentions Colorado’s Rooftop for Schools Program. Besides setting a positive example, a program like this has the potential to help generate revenues for an area that can always use extra funds. While researching wind energy for my group project, I ran across an elementary school that installed a single windmill and was able to sell the excess energy it generated back into the power grid. The profit was used to make improvements to the school and generally create a better learning environment for the students. This whole bit got me thinking about the possibilities of installing solar roofs on public schools in Baltimore County and what that would mean for not just the schools, but the entire county. Parents would become more aware of solar options, and individual solar units might not seem as futuristic and unattainable.

Green Urbanism mentions how cities in Europe compete with each other for the title of most solar-oriented, and I feel that his type of mentality could easily be applied to the state of Maryland. Counties are constantly competing with each other for business and population, so why not compete with each other for leadership in sustainable options like solar power? Howard County has already appointed itself as the leading green county, and I have a feeling other county executives won’t be far behind in trying to claim this title.

most relevant

2007-10-21T09:53:00.000-07:00

Getting the people inspired:

behavior change, community participation: Providing the community with a symbol of environmental mission for the citizens to share (i.e.; architecturally striking power plant that gives the citizens of Viborg, Denmark a source of pride (Beatley 261).) In another class, I remember reading from the book (also website) “WorldChanging” about a river in Seoul, Korea, that had been completely paved over for decades, but he city had instituted a project to uncover the river and develop its banks as public spaces, and giving the people their river back. The symbol the water, a life source, being resurrected, was incredibly inspiring for the citizens of Seoul.

behavior change, systems approach: Beatley’s example of the “political dynamic” in Germany that facilitates the implementation of renewable energies. This simultaneous top-down and bottom-up (there is also popular support from the German people) systems approach makes behavior change practically effortless.

Carrot and/or stick:

behavior change: Beatley’s example of carbon tax (stick) in Sweden resulting in dramatic rise in use of biomass energy, which results in significant savings for the community (carrot).

Public-Private sector partnerships:

systems approach, behavior change: Beatley’s example of the city of Heidelberg’s incentive-based contract with private companies which allows for the companies to keep a high percentage of the money saved from the energy-conservation measures, while a smaller percentage is reinvested in the city. (This is a similar strategy to the Case Presentation Carlos gave in class!) Roseland mentions this type of strategy as well; “economic multipliers”: monies that are saved on energy that are re-invested in the local economy and circulate several times over. This strategy is pure genius, it’s so frustrating that more U.S. cities haven’t realized the benefits of implementation.

Making the renewable energy technology accessible:

systems approach, behavior change strategies, community participation: Beatley’s example of housekeepers and building managers put in charge of monitoring consumption meters.
behavior change, community participation: Giving citizens free/affordable equipment (i.e., Beatley’s example of Leiden’s energy company giving customers water conserving package of equipment).
justice/equity, behavior change, systems approach: Roseland’s several examples of “DSM” or “demand-side management” weatherization programs that improve energy-efficiency of homes and therefore affordability of energy costs for low-income people living in poorly constructed homes. This example is of particular importance to me, as I have worked with families living in transitional housing many of whom were dealing incredible debt just from energy bills near (no exaggeration) $1,000/month (!) because of the poor quality of their homes. I volunteered for the Tompkins County Healthy Homes Project and Weatherization Assistance Program over the summer and it was wonderful to see how the community’s investment in the homes turned into massive savings for the low-income residents.

Synergistic Design that addresses multiple issues:

Biomimmicry: many designs that Beatley mentions provide more than one creative response to a need, just as organisms perform synergistically in nature, (i.e.; Beatley’s example of PVs integrated into road and highway noise barrier, and the various examples of cogeneration).
systems approach, community participation: Beatley’s example of the school in Nieuwland with mirrors that project a view of the green roof into the classroom so that the energy of the school becomes integrated into the teaching curriculum.
Systems approach, biomimicry: Roseland talks about the six different areas of evaluation for the LEED Rating System. LEED is a systematic approach to ensuring a building’s sustainability, which, if successful, are often inherently designed in the likeness of a living organism.

New York Climate Summit

2007-10-20T08:24:00.000-07:00

** November 16-18, 2007 **

** Cornell University **

WHAT: The New York Climate Summit will unite campus and community leaders to create a plan of action on how to pressure Albany to pass legislation requiring the state to reduce its greenhouse gas emissions 80% below 1990 levels by 2050.

WHERE: Warren Hall, Cornell University

CONTACT: Carlos Rymer, carlos.rymer@gmail.com

VISIT: www.rso.cornell.edu/kyotonow

"EPA@35 - Where To From Here" Speaker TUES 10/23

2007-10-19T10:39:00.000-07:00

“ EPA@35 - Where To From Here”

Richard D. Otis, Jr.U.S.
Environmental Protection Agency
Deputy Associate Administrator
Office of Policy, Economics, and Innovation

Tuesday, October 23, 2007
141 Sage Hall
12:30 – 1:30pm
Lunch will be provided.

Sponsored byThe Center for Sustainable Global Enterprise As part of theCSGE Speaker Series

BLOCKTOBERFEST!!!

2007-10-18T12:56:00.000-07:00

Hey Class!

Maya made an announcement on Tuesday about our group's block party this sunday! Please come down to the Fall Creek area to spend a lovely afternoon outside with us! We would appreciate volunteers to help set up or tear down but we most want you to simply come and fun! You don't have to worry about bringing a dish to pass, we will have plenty of food. Hope to see you there and if you would like directions or want to confirm please call Kendra at216-536-8142 or email at kmc95

10/23 Assignment & Next Class

2007-10-17T17:59:00.000-07:00

10/23 Assignment & Next Class

Here's a way of honoring both issues we discussed at the end of last class.We'll wrap up transportation-oriented development with 2 short pieces, do our Case presentations, then move on to Energy and Green Cities
Transportation - Kendra will share the report she has prepared, and I will briefly share a synthesis and commentary on the blog work you came up with. (30 minutes total)
Case Presentations- Melissa, Caitlin, Emily (5-7 min each)
Nature in the City- Leah, Chris (5-7 min each )
We will skip Behavior Change & Project sharing to maximize discussion & presentation time.
Discussion - Energy & Green Cities- led by Deane (50-60 min)
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Here's the assignment:
Behavior Change- Try out fresh possibilities without being constrained by "writing it up", since no journals.Energy and Green Cities
1) Read at least 2 of the following:
a) Beatley, Green Urbanism, Chapter 9 Renewable Energy Cities: Living on Solar Income (pp. 254-289)
b) New Energy for Cities, the Apollo Alliance report I gave out that is filled with great little Case Studies. Read the 2 page Introduction and at least 3 of the 6 sections. Most are 5-10 pages each.
c) The Energy Efficiency & Renewables chapter of the handout I gave out from "Toward Sustainable Communities" by Mark Roseland, (pp. 87-102) 2) Research one some place, project, or method that attracts you in any of the 3 readings OR the latest energy developments going on at an Ithaca municipal or regional level. (I can help with the local one, if you check with me).
3) Write a roughly one-page blog entry (by late Sunday night, preferably earlier) about what you've learned that you think is most relevant to our course. Ideally, you would link it to context set by the readings for the week and/or the course themes (systems approach, justice/equity, city as organism, community participation, behavior change strategies, etc.) Ideally, read other blog entries before writing, so the learning is more interactive.

2007-10-16T00:10:00.000-07:00

Many of the stratagies were interesting and usefull, here are my 10 favorite:
1) Changing the way we discuss transportation. This includes changing talking about public transportation as "alternate" and calling cars "alternate" transportation. This also includes shifting the focus away from better cars to public transportion. Even if this seems like a small "pc" form of change, it will at least spur conversation to the way we look at transportation.

2) Rail systems with designated areas on streets, street level. The idea of incorperating transportaion into daily lives to create and enhance vibrance in the city is a good idea. Looking at cities such as New York, the public transportation becomes part of the experience of the city. While there still is the fast paced movement of the city, it looses (in a good way) the transportation as a means of only getting from point a to point b (the way it is viewed in many cities like Philadelphia).

3) The addition of chip cards while having many problems can be very usefull. The idea is similar to the idea of easy pass, a car paying system, but if moved to public transportation could make it easier and more desierable to use, instead of needing to count loose change every time one uses public transportation. Additionally having one card which works for all modes of public transportation would cause a simpler transition to public transportation.

4) Car share is an interesting idea because it is one of the methods discussed which foccuses on people's social behavior and attitude as opposed solely to fixing environmental problems. While The idea that people use cars more often when they have access to one is an obvious point often overlooked.

5) Incentives to hire locally and work locally could be possitive (or negative in that they could create even more segregated communities in some areas than already exist). On the other side they are likely to give jobs to many and possibly create mixed neighborhoods if planned right (but this would require a lot of planning and work to prevent gentrification in some neighborhoods). In areas such as west Philly/ University city there is currently a large seperation in population, hiring locally could place more of those with lower income into penn staff jobs. This could also cause professors to become more of a part of the community.

6) Creating car free zones would allow people to see how possitive carless areas are. In Philadelphia there are known and loved areas created with walkable areas, center city has a network of small parks such as love park and rittenhouse square. These are prime areas for people to sit and walk through. The problem is that one reaches and end and gets to the highway. These walkable areas could be extended (there is currently a path that does go back towards the other areas) but walking is still restricted across the river. Decreasing the highway here and implementing more walking areas with mixed uses could help the city with some of its sprawl problem

7) Creating car free housing and replacing it with different functions (such as farmers markets) could be useful. For many the issue of having a car can be that there is not the type of markets they need around their house, or they need to carry their purchases such as groceries, this would not be as large of an issue if the markets were closer.

8) raising the price of roads could help cause a fast change to public transportation, as it is more of a forced shift. While people do not want to use public transportation (it's really bad in Philly) this could cause more people to utilize it, making it safer and run better due to demand. It tends to be an endless cycle in Philadelphia, people don't use it because service is bad, so they cut service. Philadelphia public transportation needs to think of ways to become more used.

9) Above ground transport. Philadelphia has a confusing bus system which often takes much longer to get anywhere than it should (an hour for what would be a 15 minute drive) creating more direct roots which are more visible could increase usage. This could also help to destroy the raised train (market-Frankfurt line) which doesn't let light through therefore killing the neighborhood underneath.

10) Attempting to encourage biking by creating biking areas could also stimulate usage. Many people do bike in Philadelphia, but feel unsafe due to having to bike between parked and moving cars. Creating specific areas for biking (and locked facilities, most people I know in Philadelphia who bike have had their's stolen) would help.

Green Urbanism and EcoCities 10/14

2007-10-15T19:56:00.000-07:00

It seems that there are two recurring themes echoed in the reading, which explain why cities in Europe are able to create “high-mobility-transit cities”. In European cities like Zurich, Dublin and Berlin there is public sentiment that supports public transportation as a necessary public good and essential aspect of promoting social welfare. In general residents in these cities are willing to entertain the notion of a car free society because improving the conditions of their communities is importance and, public transportation as a means of creating that improvement is thus important as well. In addition to public support of public transportation, local and municipal governments in European cities tend to set public transit as a high priority on the public agenda, which in turn has forced officials to be creative about ensuring that these priorities are met. Certainly, European cities face many of the same limitations that American cities face when it comes to the question of public transit. BUT, unlike American cities, European political officials are making commitments to improving their neighborhoods by using public transit. Instead, of abandoning progressive ideas of car free neighborhoods, these European city governments are stepping outside of the box and creating innovative solutions to land use problems. By making public transit “attractive and comfortable” as well as convenient and easy to use, cities such as Zurich are ensuring that its residents truly enjoy using public transportation. As native New Yorker I can speak from experience about what it’s it like to ride the Subway system. Like Zurich and Freiburg, the New York City transit system is fully integrated. Every subway station is connected to a bus route, which makes almost every corner of the city accessible. Because of this almost everyone rides the subway. New York, though, because of the high volume of residents, has packed subways and packed expressways. Thousands of people ride the subway but it still doesn’t free up the roadways. I digress: the reason that I mention New York and its subway system is that I want to draw attention to the lack of attention that the MTA pays to making public transit aesthetically pleasing. In New York there is a very visible bias related to the conditions of the subway stations. Subway stations located in poorer neighborhoods and consequently neighborhoods that are dominated by minority residents are in horrible conditions. There is no regular maintenance, so the stations usually look awful and smell even worse. As you move farther downtown on the subway to the more ritzy parts of the city the condition of the subway drastically improves. The stations are just short of immaculate. Its an interesting dynamic in that the city residents who use public transit out of necessity and have no other options cant enjoy their public transit experience, that is until they head downtown to work often times in the homes and offices of the more affluent. On the other hand, wealthier transit riders, who make the choice to ride the subway as a matter of convenience can sit back and enjoy their rides to work even further downtown. The problem with transit in New York City, among other things, is that many parts of the city are racially divided and services as well as conditions also vary along similar racial lines. The reading does not address equality of service or equality of access I assume that is because race is not as prevalent an issue as it is in the states, particularly New York. It would be extremely interesting to consider minority communities and how well they are serviced in these European cities. Is there equity in access and is there equity in services. If so, once again Europe would be surpassing America in the race to create sustainable communities committed to addressing the social welfare of residents. Furthermore, in comparing the New York transit system, which unlike other transit systems in the US is actually high utilized but still needs serious improvements, it also false to adequately accommodate elderly riders. Although buses are equipped to accommodate the elderly as well as the disabled, rapid transit systems in New York, such as the underground subway system does not at all accommodate the elderly or the disabled. It also definitely neglects the needs of parents with young children. I have seen many baby carriages get stuck in the doors of the subways cars as conducted attempt to speed to their next stop. I have also witnessed single parents struggle up or down a flight of stairs carrying their child and carriage in their arms as busy New Yorker wiz by. One extraordinary aspect of the tram system that many European cities are making use of is that it accommodates parents with small children, the elderly and the disabled. Timothy Beatley shares his observations in Green Cities in which he watch these disadvantaged riders easily make their way from point A to point B. Having a fully integrated above ground system really allows residents to have a comfortable, scenic, and convenient metro experience.

This week’s reading is extremely applicable. It can help us to re envision Ithaca and develop a sustainable 10 year plan for public transit in Ithaca. Ithaca as well as the surrounding cities and towns are extremely scenic. There is so much to see in Ithaca and so many places that could potentially serve as transit hubs. An above ground transit system that is fully integrated and non intrusive could be designed to fit the character of Ithaca and surrounding areas. It could connect Ithaca to surrounding hubs and make Ithaca a much more desirable place to be. As a college student I love the idea of incorporating a more developed transit system. I think that it would be extremely exciting to experience not only Ithaca but surrounding communities as well.

Europe vs. the US...

2007-10-15T16:22:00.000-07:00

Transportation has always been an interest in my life. When I was young, all I wanted to do was be an engineer on a train. Though I have now moved on to being an actual engineer, my interest in trains stays. This past summer, I was fortunate to have saved up enough money to afford to travel around in Europe for a month. This had always been a desire of mine and I’m extremely glad I got the chance to do so. As I have been reading through these chapters, a number of the topics the authors bring up are very evident in European cities and I remember seeing them and thinking about them during the trip.

My first gripe, which goes back to my youthful love of trains, is how pitiful the train system in the US looks compared to nearly every public transportation system in Europe. We did nearly all of our traveling by train, many of which were high speed trains. These trains were easy to get to with hubs in or around the centers of every city. They were also very comfortable and enjoyable and offered private cars and pristine views of the countryside which would have been missed by air travel. I happen to prefer this kind of travel as it allows for more relaxed travel and walking around is far easier than on a plane. Seeing the countryside roll by also makes the trip far more interesting and a true taste for a country can be formed. Europe also offers a system where a rail pass can be bought for a single day up to several months making train travel flexible to any schedule. A big issue in the states is being able to travel between cities. Transportation systems often only span out from a single city and serve the surrounding areas. There is little emphasis on traveling by train between cities. Amtrak serves the eastern coast, and I try to take it whenever I can, but is unfortunately horribly inefficient and I often feel that I could walk faster. The biggest hurdle they have to overcome is the lack of attention they get for travel and privately owned rail lines often result in lengthy delays as the Amtrak train must wait for the commuter trains to pass. These delays cause people to fly more and the result is the extreme congestion that is seen at our nation’s airports.

My second gripe, though still on trains, is with city transportation. I grew up on Boston’s subway lines and have since moved to the subway lines of New York City. Until this past summer when I was forced to learn the 4-5-6 lines to get to work, I was baffled by the NYC subway system. There seems to be few or no maps and likewise with people to help you out. This is not the case in Europe. Even in countries where I didn’t even speak a single word, I could usually find my way around. Every major area was accessible by subway and the stations were clearly marked making them easy to find and navigate with. The subways were also linked together and nearly every station had a board displaying which train would be coming when and gave up to the minute estimates on when they would arriving. This system is in place in Washington DC and would greatly benefit New York City’s subway system.

My third and final rant is on bicycle transportation. I would be terrified to ride a bike anywhere in New York City, even on their “dedicated bike paths.” Roads are extremely crowded with cars and taxis and no one seems to even see pedestrians. The bike paths are also few and far between and only allow travel up and downtown, but offer little in cross town travel. In contrast, many cities in Europe have highly dedicated lanes and paths for bikes, and I often felt like I had to be more aware of walking on a bike path and getting hit by a bike than being in the road and getting hit by a car. With cities that had these major bike systems, I saw a substantial decrease in the number of cars. I also saw a number of cities such as Barcelona, Munich, and Amsterdam where bikes could be easily rented and deposited around the city at different locations. We took advantage of this in Amsterdam and I had one of the most pleasant trips through a city that I’ll probably ever have. Being on the bike got me away from the pollution and noise of cars and allowed me to slow down a little and enjoy the city. I think New York City could easily adopt a bike share system or at least a more substantial bike path system by taking away one of the lanes from the wide avenues. These lanes could also be used for rapid bus transit. Essentially what it comes down to is keeping the cars away from bus and bike lanes.

CRP Film Series THIS WEDNESDAY: "New York - A Documentary: the City and the World"

2007-10-15T13:16:00.000-07:00

WHAT: Screening this week for the NEW CRP FILM SERIES
WHEN: Wednesday, October 17, 2007, 5-7pm
WHERE: Sibley 211

Pizza and Refreshments will be served!

New York – A Documentary: The City and the World
PBS documentary on the history of New York City, deals with Urban Renewal,urban decline and the role of Robert Moses, and includes the opposition to Moses led by people like Jane Jacobs. Focuses mostly on urban renewal, historic preservation and planning-related topics.

10 Policy Decisions and Some Unintended Consequences

2007-10-15T11:48:00.000-07:00

One characteristic that I see is missing from many policy makers is their inability or unwillingness to point out the unintended consequences of their suggestions. This can and often does create the idea in the mind of those reading/hearing the proposal that the policy maker did not consider the consequences of what they are proposing. I believe that we are trained not to argue against our own ideas, but I have always felt that a person who is able to reflect critically upon their own idea is much more credible than one who is not. With this in mind, I will attempt to point out one key unintended consequence for each of the following 10 suggested transportation policy measures. Understanding the positives and negatives of any decision can only lead to better decisions. Many unintended consequences are clear, and are, in the eyes of many, worth the risk. This does not mean they should not be pointed out clearly en route.

UC = Unintended consequence

Creation/Extension/Modification of Heavy Rail
UC: Large investment = heavy commitment to the technology for a long time. Are we close to developing better technologies to heavy rail, or is it worth the large investment that may take decades to pay dividends?

Maglev Trains
UC: Incompatibility with existing rail structures. High upfront cost locks adopters into the technology for many years requiring us to ask, “If we are going to make a large upfront investment in a new technology, is this technology the best?”

Dedicated lanes/preferential treatment for trams and buses
UC: Creation of a situation where roads are freed up for drivers. The more successful the program becomes, the more enticing it is to drive, because the roads are becoming freer of cars. Policy potentially is limited in the effect it can have because its own success could work against itself.

Integration of payment among different modes of public transport in a city
UC: Other than a little extra administrative headache/cost, this seems like a wise idea without much downside.

Coordinating land use and transit
UC: Any restrictive land use policy runs the risk of being seen as anti-business. The use of categorizing land parcels to restrict parking for example may sit poorly with some business owners and may have a serious affect on that cities ability to attract and keep important businesses.

Use of low-carriage trams
UC: Difficult to see a downside here.

Restricting parking
UC: Restricting parking = expensive parking... yes always, unless gov't eminent domains all private parking. "Hmm mmm hummm mummm". Yes I'm humming the old Soviet National Anthem. Only the wealthy will be driving and parking. Earth-firsters don’t care, but what about you social justicers?

Graffiti zones
UC: Does allowing graffiti artists a legal palette for their work discourage graffiti from spreading, or are you creating more graffiti artists. Very difficult to answer. Best way is likely trial and error.

Restricting larger truck traffic
UC: Again, this measure comes at a cost of being seen as very business unfriendly. Quite probably, this puts downtown businesses at a further disadvantage to suburban stores that already have shipping/transportation/parking advantages over thier inner city competition.

General idea of making it more expensive to own a car
UC: Again, this puts the environment before concerns of social equality. Why do the suggestions that make the most sense always screw the poor?

The preceeding analysis can be seen as a glass-half-empty view. The intent is to the contrary. The more likely you are to ask yourself, "Self, can you live with this consequence of this policy?" and answer "Yes I can", the more credible the policy decision becomes.

ecocites ch 10

2007-10-15T10:51:00.000-07:00

I read chapter 10 of Ecocities which is on “Tools to fit the task.” What the author was trying to do was to illustrate several ways in which to make a city more ecologically friendly. He began with first introducing the idea of ecocity zoning. This is the process through which a city is mapped out and particular attention is paid to green areas. Zoning is described as “simply a means of letting people know what they can build and where and what sorts of activities are allowed there.”(248) In other words, it’s a way of setting a basis for the control of development so that buildings and communities are built in the most supportive way possible. Poor zoning can be corrected in six ways: planning around making everything walkable and within walking distance, creating pleasant places for pedestrians to walk and congregate, 3-D thinking allowing buildings to go up rather than out, looking at the whole system instead of the singular building, long term results, and last but not least creating agricultural open spaces. These all point to shifting a community from a car dependent and covered landscape to a more useful one such as agriculture.

There are several ways to make a community more ecological. Most cities are just built up around a main street where people drive their cars to get to and take little account of the land they are building on. To a developer, as long as they won’t get sued for building on that land, it’s ok by them. They pay no particular attention to natural aspects such as streams or old trees and couldn’t care less if these sites were destroyed. To properly develop a city, however, these sites need to be observed and emphasized and will allow more spaces for people to wander around in and relax at and will bring more people into a place where they could spend money.

Along this same idea of preserving nature is the idea of “transfer of development rights.” This is basically a land trust and allows a property holder to sell off the land, but still keep the right to build on it even after it’s sold. This allows for a piece of land to be sold without fearing that this land will be developed on, not only creating more green areas but also promoting more dense buildings as the other structures will need to make up for this lost space. There is also the idea of using TDR as a credit system allowing a developer to allocate certain pieces of land in return for more lenient building restrictions such as building a few stories higher. I think this is a very good way of getting companies to realize the advantages of preserving natural space. It also provides a way of getting this land without actually having to fight for it because if providing this open space allows for denser construction, then the developer would opt to provide green space in return for a higher return on his construction.

All these ideas center around policy changes. The rational behind enacting policy changes is that they should be able to enforce productive and sustainable development without having to sacrifice much or anything. They not only provide increased business but also can create a more lively atmosphere and improve the lifestyles of the community’s residents. It would be great if developers would do this on their own, but the trend is to build in the least difficult way possible and often there is a sacrifice in quality for profit. Policy makes it unlawful to violate the building code and forces developers to build ecologically and the result should be a more vibrant city.

Week 10/14: Ten Tools for reshaping St. Cloud, Florida

2007-10-14T23:06:00.000-07:00

St. Cloud Florida rests at the southern tip of the Orlando metropolitan area and boasts a modest population of 30,000 residents. Like most cities in the southeastern United States, the automobile dominates the urban framework of the city as residents pay very little attention to sustainable practices or the consequences of reckless consumption. Consequently, the city perpetuates both unsustainable practices and the uninformed ideologies that encourage such practices. I have listed below several strategies for combating this feedback cycle and for introducing sustainable practices into the urban framework of the city.

1) Educate the population about sustainability. The residents (and government officials) of St. Cloud operate with very little awareness of sustainable practices. Consequently, we must educate the population and then encourage them to think holistically about issues of sustainability. Perhaps the best place to start educating the residents is within the public school system—a school system which, up until now, has paid very little attention to the natural environment. Residents must hear about sustainability on a regular basis before they can begin to make lifestyle changes or support sustainable policy.

2) Stop developing on the periphery. Period.

3) Do not allow developers to build new subdivisions without paying large impact fees and providing sufficient infrastructure. Under the current operating system, companies can develop incredibly large areas of land without having to provide any sort of additional infrastructure (parks, schools, services, etc) within the community. We should heavily tax these developers and force them to provide new infrastructure.

4) Market mass transit to the middle class. Although St. Cloud boasts an ingenious layout that would be perfect for some sort of light rail or trolley system, the city currently supplies only one form of mass transit—an unreliable and undesirable bus system. Not only should the city look into alternate forms of transportation, but it should also launch extensive marketing campaigns to encourage residents to use them.

5) Stop allowing big box businesses to enter the community. Although St. Cloud does a great job of finding new uses for abandoned big box facilities, we should not allow large corporations to dominate the physical and economic framework of the city any longer.

6) Provide free recycling for residents. The city of St. Cloud still charges its residents if they wish to recycle.

7) Find creative ways to bring the population out of commercial establishments and into public space. St. Cloud already boasts an outstanding park system that stretches two miles along the shore of Lake Toho. We simply need to market this park system to the residents and promote active living instead of mindless consumption.

8) Encourage bicycle use amongst residents who live within the city limit. Although most homes within the city limit are located very close to commercial facilities and schools, residents usually choose driving over bicycling or walking around town. Perhaps there is a creative way that we can encourage residents to stop using cars to make these short- distance trips.

9) Create some sort of carpool incentive. Many residents of St. Cloud commute to the same areas of Orando every day. These residents could easily join together in a carpooling effort.

10) Plant trees along the US 192 corridor that stretches through the heart of the city. This 5 mile strip provides a prime location for new tree plantings. Not only would such trees encourage drivers to slow down (current speed limit 45) but they would also remind residents of the importance of the natural environment.

10 + 1

2007-10-14T21:20:00.000-07:00

10 + 1 tools/strategies that could help shape a 10-year + plan for sustainably transforming the transportation (and land use) infrastructure in Denver, Colorado.

Initial conditions to acknowledge and accept as necessary for change to occur…

1.) First and foremost, continuous and dynamic education about how to break out of the “automobile-dominated mind-set” is absolutely critical. Change the planning language, for instance, “Improvements,” which people negatively associate with road work, becomes “modification” (Beatley, 163). Inform the citizens of Denver that “they are living in a special ecological project” that will over the next few years become increasingly “intentionally auto-limited” (Beatley, 145). In this way, the more residents are educated about the changes and how their lives will be affected and improved, they will feel more involved and ready to “sign-on,” (even literally, for example, to live in car-free developments).

2.) Secondly, adopt an incremental piecemeal approach. Much frustration seems to come from the “chicken-and-egg” conundrum; i.e., how can we do this without this already being in place, and this depends on this, and on and on… But if we can let go of our knee-jerk reaction to give up when the going gets too complex, and just do what we need to do, things will eventually start to come together with greater and greater ease. “No single strategy or approach will be successful on its own – it is, rather, a series of interlocking strategies that will have some effect” (Beatley, 140).

Steps within the next 10 years…

3.) Participatory planning. Take the decision-making power away from just the politicians whose opinions don’t represent the greater population consensus. Make sure many groups are represented, that their suggestions are sincerely considered, and that the community needs are met to as great an extent as is possible. One example I appreciated greatly from Beatley is giving local graffiti artists facades to paint without being persecuted, but instead, empowered through being celebrated for their talent and contribution. I can definitely see this working well in Denver.

4.) A-B-C policy. Connect the city center, “A,” to the Suburban areas, “B,” to the Rural areas, “C” with a variety of public transportation options. Provide affordable, safe, conveniently located park-and-ride lots at the edges of the city limits (at location “B”). An example of how this would greatly improve my life in Denver: In Coloraodo, one of the most popular activities for residents and tourists is to travel to the mountains, especially in the winter to go skiing/snowboarding. The traffic on Interstate-70 has becoming increasingly horrific over the years, to the point where what used to be a 45 minute drive, even in poor weather conditions, is easily a 4-5 hour bumper to bumper inch by inch creep and destruction of a perfectly wonderful experience of the mountains. If I could hop onto a bus from my home in downtown Denver at 8:00 AM to connect to a light rail that passes through a few major suburbs (which geographically, it would pass through 2 or 3) on the way to the ski resorts, I could have a nice cup of coffee while reading a book or take a nap and be at the top of the ski lift by 9:00 or 9:30, as opposed to 12:00 or later. And my “ride” home instead of my“drive” will be much appreciated as I am usually exhausted!

5.) Provide safe public transportation. For women, the elderly, and children, especially at nighttime, the sense and reality of crime can be a great deterrent to using public transportation. Over the two years that I worked at a non-profit for homeless families 30 minutes from my home, I contemplated taking the bus, but kept deciding against it after hearing stories of unpleasant-to-life-threatening-instances that occurred on the infamous “15” bus that would be my route to work. Poorly-lit park-and-rides are also notorious in the Denver ara for being dangerous to walk alone after dark or have your car at risk for a break-in.
6.) Provide accessible public transportation to intergenerational passengers with a variety of abilities. For elderly, disabled, youth, and persons with strollers or carts, getting on and off busses, subways, trams, lightrail, etc., can be difficult or impossible if poorly designed. Not to mention disempowering. Design floors of public transportation vehicles to be flush with platforms for boarding and unboarding.

7.) Single tickets/ single fair systems/ “eco-tickets”/ mobility smart cards (like a debit card) / “mobility packages/ etc. with access to an extensive network of transportation options; car-share, trams, buses, light rail, PRT. By purchasing one of the various options listed, commuters are able to let go of the stress of trying to figure out which transportation is the most affordable/ accessible/ comfortable/ reliable for their personal needs. The decision-making stress itself can be a deterrent to use. I have heard friends of mine in Denver talk about the inconvenience of switching from one bus to another with the ticket transfer time is up, which has discouraged their use of public transportation, not to mention if they were to need to transfer from one type of public transport to another.

8.) Provide affordable/incentivized transportation options. In order to insure equity, these fast, affordable, reliable transportation options must be available persons from all levels of the socio-economic strata. In the current state of things, many economically disadvantaged persons are discouraged from even considering certain jobs because they don’t have a way to get there, and can’t afford to pay for any type of transportation, even a bus pass. So, by encouraging employers to provide transportation-passes as part of employment-benefits, employment opportunities are broadened, and use of and access to public transportation is increased.

9.) Implement “Proximity Power” planning strategies. Build a diversity of activities all within close proximity to each other. Having choice and convenience is one of the most powerful methods of persuasion for change from current habits and making excuses to adopting new behavior. Within Denver’s city limits there are many areas that are already attempting to include employment, housing, “services, products, environments, people, and natural features close together,” (Register 167) however; the surrounding metro areas could greatly benefit from following the lead.

10.) Large corporations to decentralize. Companies should take advantage of the increasingly internet-based-business world to “break up their mega offices and centralized functions and scatter them to satellite offices in the suburbs and small cities” and even encourage employees to work from home as much as possible. The Denver “Tech Center” is the destination for the majority of commuter traffic in the Denver-metro-area every day. Luckily, a light rail system along Interstate-25 has just opened up to the great relief of many frustrated road-ragers that have to make this daily-trek. However, the internet could potentially eliminate the need to travel this great distance completely, and increase worker satisfaction by allowing them to work out of the comfort of their own home.

11.) Build/ convert apartment/condo buildings to be car-free. As Richard Register suggests, (p 170-171) new buildings can be built and thus sold at a much lower cost without having to provide parking areas, and parking areas in existing buildings can be converted over time into more apartments, and additional uses, such as art galleries or restaurants or shops. In Denver, I believe that offering owners (and subsequently residents) financial incentives to promote car-free-living would increase in popularity in tandem with the decline of the need for a car.

redesigning ithaca: from idealism to reality and back

2007-10-14T20:32:00.001-07:00

Register has his head in pretty much the right place when he places transportation in the anthropological context. I would agree with him that we have outgrown the need to travel long distances ( like the Moon or Mars) just for the hell of it. What I think he misses (or perhaps knows but does not choose to emphasize) is that people not only have a need for adventure, they have a need for productivity or purpose in their life. This assignment is particularly hard because it asks us to bring the idealistic ideas for eliminating the car back down to the most local scale. With cities already structured, we must think way into the long term.

When I travel through Ithaca, I notice that –depending on the weather—my experience with transportation changes within different modes. I hate to drive my car because there are traffic lights on every corner, not to mention pesky pedestrians, cyclists, animals and trains in my way at all times. This is evidence of the traffic calming already in place in the city, so my frustration further discourages me from getting in my car in the first place and even may cause me to rethink my choice to go forth and consume. The ideas from this past readings that get me most excited are transit systems that require no passenger involvement in navigating and returning elements of the city back to nature.

I love the idea of zoning a city into locations that vary from places of dense and varied public transportation down the rural areas on the A, B, C categorizing system. It only makes sense to provide public transportation to universally important institutions that benefit from high density like hospitals. My only concern with that idea is that people who feel very ill or who are injured often are not motivated or recommended to take public transportation. Herein lies the delema: How do we solve the problem of providing private transportation (to people who are sick, travelers with luggage or people who need to have man tools on hand for their job) while removing the personal auto? The issue of transporting sick or injured is partly already solved with the ambulance. However, due to the level of emergency and high price involved, most people would rather take their own cars. So let us institute a system of reduced car use with highly inexpensive car sharing, car renting and even taxi-like services. As for travelers, better design of transportation modes ( like convenient compartments for groceries, luggage etc) and better planned cities are the answer. But what about for Ithaca? Well, we already have Tcat ( which are loud, polluting, and nauseating) we could use only specifically designed busses for routes that involve trips to the airport or to other specialized places that would necessitate large amounts of luggage or hauling. But what about the contractor or the nurse that makes house calls? These are trips rely on the car for income, and are not necessarily solved with proximity. Perhaps there can be some way to design a tram transit system that passengers could input a location ( that also showed a map of the city) so that a computer could evaluate all the destinations of the passengers and drop them safely off to their respective destinations in an effective manner? Busses do seem to be an answer but they are so unpleasant to ride. To modify the TCAT to improve ridership, family passes or Upasses could be initiated.

I am also a big fan of Register’s Roll Back Sprawl campaign, with one exception. Well, aside from the fact that most governments and residents would not go to tearing down houses and roads that still have many, many years left to them, what will we do with all that material? Some could be recycled back into making the core more dense, but what about the asphalt? It does not seem to be structurally sound enough to use it as building material. Perhaps there is some way to create low to the ground recreation out of it, like skate and bike parks—though that would really add up. In the same vein, bio-remediation could be used in these areas to truly let nature take its course and purge itself of the pollutants we’ve placed upon it.

To really make Ithaca the most ideal place for me would be to replace the TCAT with trams and to connect a high-spped passenger train line to regional and interstate locations such as Buffalp, Rochester, Syracuse, New York City, and Cleveland (my home town!) If there was some way for me to get to a few of these places without hours of boring and dangerous driving in a car, I would gladly give up my auto.

Ithaca could be even more bike and pedestrian friendly, too. In addition to reducing the amount of paved roads, we could build bike routes that are direct and safe, and that would sensibly handle the inclines of this terrain. The idea of a sort of “you are here” mapping system on the manholes is positively fantastic! I would also opt for making use of unused space ( like the constantly-under-construction parking garage between the library and the commons into retail or recreation space by converting its use. With federal money saved on maintaining highways and roads, we could hire countless individuals (youths, seniors, people with low income) to beautify, green and maintain beautiful walkways and paths. Sidewalks would become are galleries and even history lessons or short stories (like in the example from Register reading). Not only would we satisfy our need for adventure with the constant installments of educational artwork but those modifying and maintaining the space would be fulfilling their sense of purpose while honing their skills.

Week 10/14

2007-10-14T18:07:00.001-07:00

The 10 tools/strategies I liked best are:

1. Steering development to sites where public transit can be utilized.

2. Integrating local and regional transit modes.

3. Paying attention to the speed, comfort, and enjoyability of public transportation.

4. Exclusive lanes for trams and buses.

5. Giving buses and trams green lights at intersections.

6. Using a centralized computer system to control traffic lights to manage congestion.

7. Allowing buses to stop not at designated stops for night service (to enhance safety).

8. Using hybrid electric buses.

9. Car-free developments.

10. Car sharing.

How they can inform a 10 year plan for Ithaca:

Some of these tools and strategies are more relevant to Ithaca than others, but implementing many strategies at once over a number of years is a good way to ensure gradual improvement in transportation. One very creative idea is the use of traffic lights to manage congestion and public transportation. A unified traffic control system that works with traffic rather than against it (which is what seems the case in Ithaca) would greatly reduce congestion on the residential and commercial streets downtown, which would in turn reduce pollution from idling cars. Creating a system where buses always have green lights would improve the speed with which public transportation serves Ithaca, thereby improving its desirability. Public transportation use at night might also be increased by allowing the buses to stop at an individual's house rather than a designated stop. This increases nighttime safety and convenience, a big factor in using public transportation. While Ithaca already uses hybrid electric buses, their use could be increased, and the ability to switch to purely electric power while downtown or idling at stops would improve the environment and air quality around public transportation hubs.

For land use policy, Ithaca may be able to exert more control over where new development takes place in order to locate it where it could be served by the existing public transportation network. Ithaca could also promote car-free developments by offering developers incentives for such products. The use of car sharing could be promoted by reducing the number of parking spaces allowed for new developments, and providing spaces specifically for cars that are part of the car sharing network. If there is a concerted effort to reduce the availability of parking, there will be more people willing to use the car share service simply because they would be guaranteed a parking spot at their destination.

Transportation in Toronto: Week 10/14

2007-10-14T17:13:00.000-07:00

Being new to Ithaca and more familiar with issues of transportation in Toronto, Canada, I chose to look for strategies in Beatley’s Green Urbanism and Register’s Ecocities that I could apply to Toronto. I am also highly critical of Toronto’s past and most of its current public transit initiatives, so I thought it would be helpful for me to look for ways in which Toronto transit could be improved. Having lived in many other major cities besides Toronto, I can confidently say that, considering the population, Toronto has one of the worst public transit systems. Toronto has been developing into a super-sprawl city where residents are virtually forced into using automobiles because of poor planning and a strong predisposition toward car-scale development. Toronto needs help, and it had better be fast! I was grateful to learn of some concrete transit policies that Toronto could look at implementing over the next 10 years in order to help curb its reliance on the automobile. Because of the structure of this assignment, I chose to weave my synthesis into each section instead of putting it at the end.

1. Systematic Transit Priority
In chapter 4 of Green Urbanism, Timothy Beatley outlines how Zurich’s transit system gives priority to public transit vehicles. When dedicated lanes can’t be used, then all buses and trams use special transmitters to allow traffic signals to change in their favor. There is even a “zero waiting time” goal for all public transit at intersections.(p.117) Such a policy favors public transit travel and provides an extra disincentive to travel by car. All cities who are serious about increasing public transit and reducing automobile traffic should consider this tactic. Toronto streetcars and buses are constantly fighting with car traffic. The public transit vehicles are now given almost no priority over cars and it thus takes at least twice as long to get anywhere by surface public transit as it does by car. It used to take me three times as long to get to work by public transit as it would by car, so guess which choice I would usually make! I wanted desperately to take public transit to work, but when I could pass at least 6 buses on my way to work in my car, there is little to no incentive to travel by bus or streetcar.

2. Disincentives for Car Travel
In addition to giving public transit vehicles priority at traffic signals, Toronto needs to do even more to reduce the population’s love for car travel. Zurich and Freiburg have incorporated even more disincentives for car travel by reducing the city speed limits and manipulating traffic lights to reduce transit congestion. It is also deliberately very difficult to find parking in many European cities. In essence, these cities have made it very difficult to travel quickly and efficiently by car. The reduction of auto traffic, combined with increases in the efficiency and service of public transport means that the vast majority of people in Zurich and Freiburg, rich and poor, choose to take public transit. These strategies could work very well, over a 10 year period, in a city like Toronto where the vast majority own several cars and use them much more than public transit. If you make it less desirable to travel by car, then people will think twice before they use them.

3. Very Slow Automobile Speed Limits
Beatley gives several examples of European cities that have made 30km/hr (or less) the speed limit within their urban zones. With Beatley, I got the impression that this reduction of speed limits made the streets safer for pedestrians and cyclists and also made public transit systems seem more attractive. While slowing down car traffic to under 30 km/hr may help to deter people from using their cars in cities, Richard Register made slow speed limits also seem attractive to the car driver. He implies that speeds over 15 miles/hr not only damage the outside environment, but also prevent drivers from properly seeing and appreciating their surroundings. In Toronto, there are hundreds of fatalities due to automobiles. In fact, from 2000-2006, exactly 220 of the 440 total traffic fatalities were of pedestrians.(www.andrewspicer.com/article723.html) Given that 220 of the deaths were pure pedestrians, this still doesn’t account for the number of deaths for people on bikes who were struck by cars. This means that more than half the people who were killed weren’t even using cars at all, but were killed by them anyway. These sorts of scary statistics are part of what kept me from using a bicycle to get to work in Toronto. I would be no match for the 60-80 km/hr traffic that I would have to face on the way there and back. Only with radical reduction of car speeds would most major Toronto roads be made safe for bicyclists and pedestrians.

4. Referenda & Public Input
I was very impressed by the amount of input that Amsterdam and many other European cities have been granting to their citizens when it comes to facilitating public transit. In chapter 4 and 5 of Green Urbanism, Zurich, Bologna and Amsterdam are listed as examples of cities using referenda to directly involve the citizens in all major public infrastructure projects. In fact, these cities actually attribute many of the successful car-curbing transit initiatives to the public impetus, and not just good city planning. The idea of letting the citizens choose their transit options and have input in public capital expenditures is quite foreign to municipal planning in North America. When possible, Toronto and other North American cities should try to involve the public in more large transit projects. This would allow for more accountability and overall public support for public transit projects. It was interesting to read that surveys indicate that the public is generally much more supportive of public transit initiatives than municipal decision-makers, but in our current municipal structure, it is often only those few people who have the time and money to lobby for what they want who get their voices heard at town council meetings. It was also suggested that the municipal decision-makers are predominantly white, between the age of 20-60 and therefore the demographic group most predisposed to travel frequently by car. Considering this, Ernst Joos, deputy director of the Zurich transit authority, points out that municipal decision-makers are often the least likely to vote in favor of public transit over car transit planning.(p.119) Instead of municipal officials having almost total control over public transit, Toronto should let the public have a say in planning and prioritizing transit initiatives. Anyone who has sat through a municipal council meeting to try to voice an opinion or effect a change in a public policy knows that, aside from voting for representatives, our current system does not really provide a true forum for public input nor accountability in decision-making.

5. Car-Free Developments & Acess by Proximity
One of the worst aspects of many of Toronto’s car-centric residential developments is the fact that tract housing goes on for miles and miles with hardly no amenities that are walkable or even accessible by bicycle. In Chapter 5, Beatley looks at how the GWL-terrein project has been built to de-emphasize cars and has placed schools, shops, and cultural centers very close to the residential areas. While we were touring the Ithaca Ecovillage, I was likewise struck by how nice it was to be in a residential neighborhood where cars are not welcome. By having amenities close to housing, the need to use cars can be greatly reduced. Even if Toronto’s bedroom communities could allow the strategic placement of corner stores at key crossroads, this slight shift away from mono-zoning could reduce the need for people to drive to far-off shopping centers to pick up basic staples. Register also summarized this point well when he said “[i]nside the city, the best transportation is the least: access by proximity should be the objective.”(p139)

6. Increasing Public Transit to Popular Recreation Sites
One of the seminal duties of all Canadians is to love the great outdoors. One of the most standard consequences of our love of nature is a prerequisite ownership or frequent visitation to a cottage. Cottages range from modest timber shacks in the woods to opulent multi-million dollar lake-side properties, but around Toronto, they almost all require driving 2-3 hours (often in an S.U.V.) to get there. Freiburg is given credit for integrating its long-distance train system with its urban transit system to allow people to get to recreation zones outside the city. Toronto must also drastically increase its public transit options to its cottage and recreation areas. As it stands now, the cottage traffic is just as bad if not worse than standard commuting traffic, and the auto traffic is exerting huge pressures on wildlife and the environment. It is ironic that by seeking out the natural areas that we love and crave to much, we are also destroying them! Only by increasing train and other public transit options can Toronto ensure that its areas of wilderness remain for future generations.

7. Car Sharing
To date, two car sharing companies, Autoshare and Zipcar, already exist in Toronto, but there is room for significant expansion of both these companies and for more car share companies to operate. It is encouraging to see that membership in similar car share organizations has taken off in many European cities. Indeed, I have heard nothing but positive comments from Torontonians that already use a car share service, and I know many more that would eliminate their cars if a car share service was available in their neighborhood. It is my understanding that the car share systems work best when members use them rather infrequently. Another limitation to the car share systems currently being used in Toronto is that they don’t function well for trips outside the city or for one-way trips. Perhaps when the car share groups expand, it will make it easier to use them for longer trips. Of course, having the option to use a car share service is only viable in conjunction with an efficient public transit system that can enable you to get around on a daily basis and then use the car share for special trips.

8. Creative Marketing by Public Transit Authorities
In chapter 4 of Green Urbanism, Beatley shows how many European cities are cosponsoring events so that price of public transit is included in the price of admission.(118) This is a great idea that can be easily applied in Toronto. Everyone knows that the traffic becomes deplorable when there are major baseball, concert and exhibition events at the Skydome stadium. It would be very easy for the TTC (Toronto Transit Authority), Via Rail (Canada’s heavy rail system) and the Go Train (commuter rail system) to sponsor large events because the main downtown station that links all three systems is connected to the stadium. The three main public transit systems that I mentioned could try to connect into a single-fare system, and once this is done it would make it even easier to have the price of public transit be built right into the admission price for large events. I think that the price of transit should be automatically (with no opting out!) included in the price of admission in order to encourage as many people as possible to use public transit. Of course, the price for parking at the events should also be prohibitive in order to further discourage car usage, and the transit systems must add extra trains and streetcars to accommodate extra people at special times.

9. Make Public Transit More Attractive
In chapter 6 of Ecocities, Register makes a great point about how trains and ferries used to be aesthetically attractive both from the inside and the outside. He waxed poetically about his boyhood train journeys when there were large viewing platforms and classy train interiors. People used to be proud to take the train because the trains looked good and felt civilized. Today’s trains and public transit vehicles could gain a lot from an increase in attractive features. The modernist move toward utilitarian design has left behind good old fashioned beauty. Toronto and all transit stakeholders should realize that beauty can be a great marketing tool. If we could travel in trains and streetcars that were perceived to be as good looking as our cars, then we might just be proud to take the train or streetcar again. The perception that public transit is ugly also feeds into the perception that public transit is for the lower classes. Perhaps attention to aesthetic details might be a crucial step in eliminating the public transit stigma and creating a socially just transit system.

10. Promote Bicycle Travel
While Beatley briefly touched on the inclusion of bicycles into many European city transit plans, Register looks more deeply into the benefits of bicycle travel. Bikes take up minimal space, travel at much lower speeds than cars, require only human energy inputs and do not pollute the environment. Register thinks that bikes will be around long after gas-powered cars have gone extinct, and thus cities like Toronto should start planning for the future and built more bike-oriented roads. There is a serious lack of bike-friendly zones in Toronto. While there are some nice bike paths along the lake and in many of the ravines, these almost never lead to anywhere I need to go. Toronto must convert many of its main corridors to make them more bicycle-friendly. There is talk that Queen Street, one of the oldest and most widely used shopping streets in Toronto, could be closed down to cars and made exclusively for pedestrians, streetcars and bikes. This forward-thinking scheme would be a great way to showcase the city’s exciting new de-emphasis of cars and support for sustainable public transit.

Week 10/14

2007-10-14T16:12:00.000-07:00

The main step in transforming a city does not have to do with an actual tool, but in getting any steps to be approved to be taken. After there is some kind of approval from the city, from the people, etc. the steps that are taken and the order in which they are taken is not as important. I decided to apply some of Register's European techniques to Fresno, Ca. The first step I decided would be creating a tram system. This because it would be a major change, letting people know the city is serious and means to create a real shift. The city now is first trying to beautify the city, giving the people an impression that it is merely trying doing a patch-up job. A tram system I figured would work because it doesn't snow in this city so it wouldn't be bothered by the weather, and also it might reduce the amount roads used for cars already. There are also a lot or freeways that may have been in the way of something like a monorail. The second step, which is actually a part of the first, is to have all of the lines intersect in the downtown area. The downtown area as it is has a bad reputation even though it still holds many of the city’s important buildings. The main thing is that the businesses that are there are considered cheap, and only attract a certain type of clientele. Something like a tram system could bring in different types of businesses and thus different types of people. Making it more representative of the actual community. The third step, also a part of the first and second, is to integrate the ABC policy to steer large institutional and commercial activities to public sites. This would help out the success of the tram system by making it more efficient for people to get from one place to another, and also help businesses that are located close to the tramlines. Something like this would reduce sprawl. The fourth tool would be making a single ticket/card good for all modes of transit in the city. The tram and policy would hopefully be passed in two years, the installation would hopefully be completed in three. The fifth step is to put the tram system on dedicated lanes, with traffic control systems giving them green lights at intersections. This would again increase the trams success by getting more people to use it since it would go by quicker. Showing that car priority has decreased. This part of the implementation could be done at the beginning of the tram installation or even a couple years after. Something else (sixth) that could be done while installing, or come later, is including grass and trees along tram lines to reduce noise, to make the city more aesthetically pleasing, and promote walking. The whole of the project could be completed within six to seven years. The next three years would include a few different projects that because a huge one was done first would be more easily accepted and implemented. The seventh tool then is car-free housing and developments. At least getting this idea across and beginning to offer it to see how it is received. These places could also offer a few cars for car-sharing if necessary, or free tram tickets. The eighth tool is utility-cars that could be picked up and dropped off at other sites. I think this would be best done as early as possible since even with the tram cars would be widely used, and cars are so much a part of the existing infrastructure with the amount of freeways increasing yearly. This would offer people who commute a mode of transport as well. Even with these tools cars would still be in use, as they would need to be in order to get between cities, offer public services like fire trucks, police cars, school buses, etc until other cities also caught on. As cars will still be around a system like Woonerf to slow cars (bend in roads, trees, sidewalks and bricks, etc) would be implemented in order to help decrease the cars priority as well as promote safety and a playable community for children. Lastly, but still importantly is the use of artwork, bricks, etc around the city to promote a more walking and biking.

These steps would serve to spread justice equally to all members of the community. Those who ride the bus now seem to be the poor, and as it is it does not pass often enough. Riding the buss is seen more as a thing for people who cannot afford to do otherwise. Entire families would have less of a hassle getting groceries and strollers on and off of a tram, there would be more green to be seen, and a safer playing area for children in front of their own homes. Fresno has really bad air pollution that creates an injustice for all the children with asthma and a tram system would help reduce those affects. A tram would also allow easy access to all parts of town. Unlike Ithaca where the idea of doing the ecologically sustainable thing is done by all classes, people in Fresno see things like riding a bike or taking the bus as a thing done as needed by the poor. It is quite backwards then, and the idea of being more sustainable actually being the more expensive thing has not quite sunk in there. This is probably because they have not advanced so far in their level of sustainability. So while walking, taking the bus, riding a bike, etc may be sustainable it is also what the poorer have to do, and solar power, local food, etc. is also sustainable but not something the poorer can afford to do. As such the wealthier strive to achieve the later as a form of showing off, but not the former as that would do the opposite.

Week 10/14-- 10 ways to change

2007-10-14T13:43:00.000-07:00

We have done a significant amount of reading in this class on the ideals of public transit, urban renewal and greening and community sustainability. Reading Green Urbanism was a breath of fresh air for me as it discussed what has already been done in European cities that can possibly be implemented in the US. It also discusses the infeasibility of many projects up for adoption in the US and why something may work in one area of the world and not another. Personally, I think it is about time to stop saying “why can’t we be like ‘so and so’?” The US has to build its own goals and trails to reach them- here are 10 ways to start.

THE GOVERNMENT: Top down approach. This is how any really major change has ever happened in the world of environmentalism. Without governmental guidance or support very little will get done in a short period of time.

SHORT TERM: This is what we need, short term growth. People are sick of hearing grand-master plans. Let’s see something happen. Just one accomplishment that is noticeable enough to discuss could get a ball rolling. Specifically with transportation, it is hard to make something happen as the very infrastructure of a city relies on cars (which we are trying to prevent). To devise a small (look what we’ve done) project in a city like Ithaca would be incredible for progress and marketing/outreach purposes.

THE HITCHHIKER: A reason why America is so far behind Europe is also because of safety paranoia. In Europe, there is significantly less of a negative stigma regarding hitchhiking. Because this is a no-no in the US it is harder to implement Park and Ride programs or community carpooling. Everyone is watching their back every 5 seconds and cannot find a way outside of themselves to expand their horizons.

THE SYSTEM: There is a large systems problem in any city such as Ithaca in America. People, who are supposed to be the power force of “the system”, have no say. Yes there is voting but people can only vote once it has been approved by “the system”. If a city such as Ithaca took it upon itself to reform how the people interact with the whole, progressive ideas such as a PRT system would be much more likely to happen.

ACCESSIBILITY: In Ithaca, there is a problem. Many places have little to no accessibility. One of the most popular places to go in Ithaca is the farmers market. Have you ever been there? There is no place to park and you really can’t take a bus there for the risk of being run over after walking on the roads on route 13 (I think that’s it). This highway blocks everything that is not approximately a ton to get there.

PUBLIC TRANSIT: It is not “good enough”. If you have ever been to the annual funding meeting of a government the words “good enough” comes up a lot. This is almost always said for public transportation. “Getting the job done” or “good enough” should be redefined. People should not have to wait 20 minutes (like I did the other day) for a tcat that was late. Efficiency is something that can usually be improved on in discussing transportation. Invest in it, the money is available.

EXPANSION: Build up, not next to. This is a growing problem for cities. They cannot expand anymore… well good! Grow and stop expanding. Suburban sprawl is one of the reasons why there is poor public transit and poor accessibility. Cities should learn to grow up, both literally and figuratively.

TAXES: Taxes of people should be divided up equally for what they use. Taxes should therefore pay for public transportation- no card swiping or fuddling with change needed. This would ever cut down on lag between stations. There is always someone who doesn’t have exact change or his or her card doesn’t swipe. This shouldn’t be an issue.

TAX TRANSIT: Unfortunately, Bloomberg’s tax on cars into NYC was a good idea a little too early. It was too dramatic for the big guys- but this is exactly what we need. Make driving more expensive. It’s like oil. If it’s too expensive, we’ll stop using it.

CARS: Who killed the electric car? Well whoever did should kill the SUV. This big, clunky, car is a killing machine. It doesn’t only kill people with crashes but also kills with its awful mpg rating. So much pollution and so little air= big problem.

Week 10/14 Transportation Tools and Strategies

2007-10-14T13:27:00.001-07:00

I decided to focus my tools and strategies for transportation on Pittsburgh, PA where I plan to return to when I complete my degree. My overall strategy was to break down the plan into phases, beginning with small changes that can immediately be implemented to make a large difference and ending with large-budget projects that would entail significant funding and planning.
Phase I: Renovations to Current Modes: Buses, Bikes, and Cars
1. The current bus system in Pittsburgh uses a series of busways combined with regular street use, busways and dedicated lanes already exist to deliver passengers to their destinations quickly. The biggest drawback to the busway is that it is isolated from the commercial and residential streets and often creates barriers between communities. Instead of adding any additional busway routes, a sensory system should be set up, such as the one in Zurich, so that buses do not wait at red lights. This addition to the system would allow for less wait time and give priority to buses, encouraging ridership. Fares should be reduced if possible, or they should be reduced for a time period to incentivize people to ride.
2. Bikes should be given greater priority on the road, with the addition of bike lanes and paths and increased signage making drivers aware that they are sharing the road. If the city invests in small safety measures at once, bicycle riders will increase and the increase in visibility should lead to increased riders as well as greater sensitivity on the part of drivers.
3. Car traffic in neighborhoods should be reduced using traffic calming measures. Overall speed limits should be raised to increase safety. Instead of penalizing drivers monetarily, giving buses priority at intersections, and implying the danger of the automobile by raising speed limits will hopefully induce people to try out the bus system.
Phase II: Rehabilitation of Current Modes
1. Buses should be energy efficient, electric or hybrid. Pedestrian bridges should be built over busways at more frequent intervals to increase connectivity between neighborhoods. Busway stops should be better integrated with surrounding neighborhoods through transit oriented development. Bus stops should include shelters that are dynamic spaces and contain maps, schedules, and other relevant information as well as digital updates on when the next bus will arrive. Shared taxis and car shares should be investigated as ways of linking the busways with the larger community.
2. Pittsburgh has two unique features that should be investigated for public transit: inclines and waterways. There are two inclines ("hill trams") still in existence in Pittsburgh, however historically there were more, many connecting neighborhoods to food sources and transportation hubs. These have largely been replaced by highways, which now cut through the neighborhoods and further isolate them. In particular, this has happened to the largely black community living in the Hill District. Pittsburgh should consider replacing some of its inclines, and give special priority to low income communities who need increased access to resources as well as transit.
3. Pittsburgh has attempted to implement a water taxi service that has existed as a trial and has largely served as a tourist attraction. Instead of linking almost solely recreation centers better attention should be paid in linking business centers.
Phase III: New Construction
1. Pittsburgh's small light rail system should be extended, with special attention to establishing connectivity between its surrounding suburbs. City government should consider an incentive based system for developers to build around any new planned transit corridors.
2. Downtown Pittsburgh is relatively isolated because it is surrounded by rivers. Currently there are no tolls to cross bridges into the city. Although it would be wildly unpopular, AFTER new and effective transit has been developed, or at least after Phase II is complete the city should heavily penalize traffic into the city monetarily.

Week of 10.14: The Ten Step Plan

2007-10-14T09:27:00.000-07:00

I'm still a bit skeptical about the possibility of implementing the many and impressive improvements to public transportation that have been possible in various cities in Europe. I'm also semi-annoyed by the tone Register takes in Chapter 6. It's a bit sensationalist and rather than getting people excited, could very well just turn them off to the whole idea of getting rid of the car entirely. However, as is the case with all the readings we have done, there are many gems strewn throughout that point to some intriguing possibilities for a shift in transportation consciousness.
Here are ten of those gems that I think we could use here in Ithaca--especially because there is a progressive consciousness here- even if it is only in Utne Reader and not in reality.

One: Good Public Transportation as a Citizen's Right
We need to out the notion of public transportation into the public consciousness not as a new and funky progressive idea, but something that is due them by the democracy to which they subscribe by paying taxes, by voting, or neither- simply by birth. It is our right to have access to the places where we need and want to be. We should not be forced into a damaging relationship with a car in order to get groceries. This brings up the equity issue in terms of who really has a say within our political system. Public Transportation would make it possible for people, quite simply put, even to make it to the polling places on election days; beyond that it would make it possible for people to spend more time involved in their environment, noticing what's happening right next door or two blocks down, rather than speeding along in a car, all alone, bombarded by billboards and screeching advertisements on the radio from the US Army and WalMart.

Two: Using Public Voice
This is about Democracy too. We do have a public and political voice, and we should use it. If we don't, we won't even notice when it's taken away. So we better get our acts together and start speaking out and taking part in the decisions that are made on our behalf (or not?) every day. I don't know the political system well enough, but there must be a way to create a public referendum or something like they can and do in Switzerland- there, any citizen can start a referendum, and if it's supported by enough people, well, it becomes law.
And we better be prepared to deal with what happens, because it might not be exactly what we hoped for; when everyone has a voice, the outcome will change because it won't be based on what Richard Register thinks, but what the people think.

Three: Encourage Investment
It seems important to encourage both public and private investment in public transportation. Our tax dollars should pay for a system that supports all of us, not some of us. I think if the there really is a change in consciousness, then there will be a real demand for private investment in public transportation as well. A caution here, though. Do we want to simply market such things just like a new car is marketed, or should it be different? I suppose if there really is a shift in consciousness, then it will be.

Four: Proximity Policies
I really like these ideas from Register. Make it possible and reasonable to own a corner grocery store. I wish I didn't have to go all the way out to Wegman's to buy some groceries. Sure, I can go to Wilson Farms, but it's expensive because I think it's seen as a luxury to walk to the grocery store, something that is fun to do when you've got the afternoon off or something. I think it's backwards.
Of course, the questions of whether or not a landlord should refuse a renter based on where he or she works- well that is a tricky one and opens the door to all sorts of demons. Sounds like discrimination, which is not necessarily bad, but seriously walks the line.

Five: Car Sharing and Traffic Calming
I like these! In the short term, while not everyone is aware of or excited about a serious change in transportation, car sharing is something that would encourage people who are considering getting rid of their car to do so. From my perspective, it would be great if I could borrow a car for two hours to run some errands or go hiking out of town. As it stands, I'd have to walk really far, or take T-CAT----- Traffic calming would hint to people about how maybe their driving SUVs in downtown isn't too appreciated, and it would make it safer for people to walk places- maybe kids would have more freedom to roam about and see the place they live if their parents weren't afraid they'd get hit by a car.

Six: Equity, Justice, Reality
The truth is that the people who need public transit most aren't the people who are arguing for it now- we are doing this for the people who are less mobile than we. I think the idea of a golf cart for old people is scary. It takes stigma to a whole new level. In actuality, one should be able to access and comfortably use public transit. I've seen it happen in Europe that very very old people, very very young people, people with massive strollers, all can take the bus because it's built in such a way that makes it possible for them to be safe and comfortable.

Seven: Protection and Dedication
Once, and if, there is a transit system, it should have specific lanes and places where it runs. This way a bus isn't stuck in the traffic jam, the traffic is. The people who take the bus then get where they need to go, they don't sit and wait for 1/2 an hour.

Eight: Aesthetics
It seems like there is such a focus often on practicality and usefulness--function rather than form, that the public transit is pretty ugly. That doesn't make me want to take it, and it further stigmatizes those who do. It should be a clean, well-lit, comfortable, and beautiful experience to travel by public transit.

Nine: Real-Time Announcing
I would never have imagined the difference it makes to be able to glance up at a board and see how many more minutes I need to wait until the tram arrives. It becomes a manageable experience to wait for the 11 train for 5 minutes when you know that's how long you have-- maybe you quickly buy the snack you really need-- when before, you just stood there wondering should you get it or just wait-----

Ten: Connections
Transportation within a city should be intelligently and carefully connected to the inner- and inter- state transit. Then it sort of puts your travel into context; it makes sense to travel that way within your city if you can move between cities in a similar way. Practically it makes sense too.

2007-10-14T09:18:00.000-07:00

Richard Register states that cars are the number 1 single contributor of air pollution worldwide, and are ultimately an unsustainable means of mobility. The best way to discourage the use of cars is by encouraging the use of public transportation by making those means more attractive. To get people to kick their car addiction we must give them an alternative way of mobility that is clean, fast, on time, reliable, and more efficient than their current means of transportation. The top ten strategies I have outlined from the reading would best be implemented in small steps over time because small changes are easier to handle than everything at once. The best way to implement the tools and strategies outlined would be over the course of 10 years, consciously executing them as part of a comprehensive plan for a city’s future.
1 Consistently improve and in the Public transit systems. Constantly identifying ways to make systems more efficient and a better experience for users. Making the city mobile for all citizens.
2 Invest funds and tax revenues into Public Transportation. Switch the emphasis placed on roads and road maintenance to improving and enhancing the Public Transportation Systems because it provides a greater public good.
3 Buses and trolleys should have zero waiting time at intersections. Priority needs to be placed on the public transportation so the public will feel they are more reliable than their cars. Buses and Trolleys should have their own lanes, strictly reserved for them. The exclusion lanes will make the systems faster and more efficient.
4 Use the type of eco-tickets described in Chapter 4 of Green Urbanisms. The tickets are low-cost compared to automobiles and can be used on multiple types of transportation. There should be easy transfers from one transportation mode to another. Specialty services should be provided for night riders concerned with safety and children’s use.
5 Employ traffic calming measures used for both cities and residential areas. Tree placement, street narrowing, lower speed limit, and traffic circles can all calm traffic, reduce noise, and decrease accidents.
6 All modes of public transportation should reflect natural commuter patterns. Suburb to city, suburb to suburb, and low income neighborhood access to public transportation should all be addressed to insure equity and usefulness.
7 Park and Ride should be big and accommodating, with free or lost cost parking, safe and easy to use to encourage more people to use them and decrease traffic in the city.
8 Increase costs for car ownership. Higher fuel costs, road pricing, increasing meter parking, decreases parking spaces and regulate fees for entering city during certain times of day. These strategies will make the public transportation systems more attractive. Support car shares and car on demand services.
9 Accessibility. As the baby boomer population ages, they will become more dangerous behind the wheel. By increasing Public Transportation we will give older and younger people more freedom and independence from the automobile.
10 Build cities for people not cars. Hire locally, shop locally, rent and buy homes that are close to work, family and other personal activities. Empower foot transportation.

Tools for an Effective Transportation Network

2007-10-14T08:44:00.000-07:00

It is now clear that we need to reverse the increasing use of cars for mobility. It is also clear that the only reason for this is not only increasing oil prices. It is sprawl, congestion, lower productivity, higher mortality rates, and a lower quality of life. In order to reverse and virtually eliminate the use of cars in large cities, other modes of accessible, affordable, and efficient mobility must be supported. Before I describe some of the tools, it must be made clear that funding these alternatives is cheaper now and in the long-term than continuing on building highways and wasting resources due to the car culture. With a fraction of how much we spend on roads, highways, cars, fuels, and precious time every year, we can transform the world’s mobility systems to more sustainable, efficient, and community-engaging networks of mobility.

The most supported tool, in Europe, is to fund public transportation as much as possible (trams, light rails, trolleys, high-speed trains, PRTs, buses, bicycles, etc.). As described in the book, Europe has a developed system of public transportation that went along with the design of cities. In many cities, people have access to trains, light rails, buses, and in some cases bicycles. In many cases, the government funds a substantial part of the cost of public transportation using another tool: car restrictions. One restriction tool is to eliminate free parking, slowly increase the price of parking, and reduce parking spaces. This forces people to reduce car use and increase use of public transportation. The revenues can then be used to fund public transportation, a good that is accessible to all (not just those who can buy a car). Another restriction tool is to make streets narrow and more accessible to pedestrians, either by designating them as multi-use or by placing speed bumps and other speed measures. Finally, a very effective way to reduce congestion is to price it.

In some European cities, such as London, congestion pricing dramatically reduces the number of cars on the road and creates large revenues that can be used for public transportation. In addition, Europe taxes gasoline more heavily than the United States, reducing car use and creating revenues for different services. Car-sharing programs provide another way of reducing car use in cities.

A tool to promote access to public transportation is the multi-use ticket, which can be used for any form of public transportation within a city. This allows users to not worry too much about purchasing the right to use public transportation, making the use of this service more attractive. Another way of promoting public transportation use is by incentivizing its construction as places of high activity develop. This promotes the immediate use of this service in that area of high activity. Connecting the several forms of public transportation is another great way of increasing access to the service. Finally, one of the best investments to make in promoting public transportation is to create a culture for that kind of service. De-emphasizing the personal car and promoting community and accessible mobility can go a long way in reducing car use.

These tools can be incorporated into a 10-year plan to make any city as car independent as possible. First, car restrictions must be put in place to generate revenues and increase pedestrian-friendliness. This may include reduced parking spaces, increasing fees for parking, and congestion-pricing (as well as fuel taxing). This is also a great way of generating revenues from those who can pay for personal transportation in order to fund alternatives that are accessible to all. A city should then plan a network of different transportation modes including trains (to go out), PRT (inside), light rail (around the perimeter of the city), bikes (for central use), and buses (electric and with dedicated lanes). Such a network would reduce the time of transportation (saving money), reduce overall transportation costs, and increase access and community while taking back sprawl. In addition, such a system would cost less than continuing to fund sprawl and the automobile city.

Big Box Evaluator

2007-10-13T17:03:00.001-07:00

Although this class is all about living without ... I thought this would be of interest esp as a tool to fight.
FYI

Announcing Release of the

Big Box Evaluator Website and Tool

The tool that helps you learn
about the impacts of big box retail stores

October 10, 2007

For Immediate Release

Middlebury, VT -- The Orton Family Foundation enthusiastically
announced its release of the Big Box Evaluator tool, designed to help
communities and individuals learn about the impacts of big box retail
stores. The unbiased tool is designed not to take a stand on big
box development, but to help citizens make informed decisions based on
each community's specific characteristics and values.

Available free to the public at

www.bigboxevaluator.org, the web-based interface allows users to
learn about commercial and retail development in general, but also to
input specific information from their communities and receive customized
reports on economics, values, planning and municpal services, and ways to
improve the development process.

Citizens in communities facing proposals for big box development can
select the type of town that most closely resembles their own, and the
type of development proposed (neighborhood store to large
"supercenter"). Users can then enter specific information
and personal values in four categories (Economy, Environment, Society,
and Visual), ranging from expected tax revenues to amount of signalized
intersection work required, runoff mitigation requirements to the
importance of community character.

The Big Box Evaluator creates a customized report for each user based on
the specific inputs, with information like projected municipal costs and
revenues, change in average wages, and annual price savings for
family. Users are also given a list of action items based on the
input values, which store developers can consider in order to help meet
the community's concerns.

The Orton Family Foundation is a Colorado- and Vermont-based operating
foundation supported by profits from the

Vermont Country Store.

For more information contact:

The Orton Family

Foundation

802.388.6336

PO Box 111

Middlebury, VT 05753

bigboxevaluator@orton.org

www.orton.org

Tools and Strategies

2007-10-13T16:50:00.000-07:00

1. Expanded TCAT bus system. Having buses that run to and from the Cornell campus during class times is great. Having buses only come every hour, or even not having buses to many places from campus on weekends and nights is not so great. Not having a direct bus to Ithaca College cuts off a lot of potential connections as well. Weekends and nights are the times when people are free – yet they are the times that bus service is currently limited.

2. Car restriction zones. With the current level of car traffic within Ithaca, enforcing restriction zones, maybe starting with school areas, major pedestrian shopping areas, parks, etc, would be a great start to creating a safer and more pedestrian friendly city. No one wants to wait to cross 3 lanes of traffic, and crossing 13 near the Farmer’s Market is like playing chicken!

3. Community taxi/car share. This seems like it would be a perfect option in Ithaca, especially considering the large number of college students! Even if Cornell were to start with one – over 13,000 undergraduate students would be a great test population, and would help to expand the university’s commitment to restricting cars on campus. I personally do not own a car, but would love to be able to borrow one for the occasional weekend or errand (say, at a time when the buses weren’t running on the weekend!).

4. Single ticket. The idea of a single ticket for car share rentals, a bus, a taxi is a great idea. Being able to arrange multiple forms of transportation ahead of time, or even being able to decide as you go without the hassle of cash, cards, and plan-ahead reservations would do wonders for lessening the hassle of travel.

5. Transit-oriented development. As we’ve seen in most of our readings, and with the ConnectIthaca plan, transit-oriented development makes tons of sense, especially in an urban environment. The ABC plan explained in Green Urbanism is a model that Ithaca could use, especially in light of the new planned development behind WalMart. That portion of 13 could become a pedestrian hub, with the expansion of bus routes, and possibly a train service running down 13 in the future.

6. Package deals for new developments. Along the lines of #5, transit could be “part of the deal” for the new Southside developments. If there were a car share program, a train system, expanded bus system, and discounts for residents to use public transit (and maybe even an agreement not to own cars), perhaps the WalMart parking lot could be converted to a park area for the residents in the new development?

7. Small electric trucks for distributing goods. This makes a lot of sense for a place like Ithaca, with many small restaurants, grocery stores, shopping malls, and already crowded streets, the use of small, electric trucks would mean easier navigation for the truck drivers, and quieter streets with less congestion for Ithaca residents.

8. Electric carts. During much of the bicycle/pedestrian walkable city sections, I would find myself wondering about the elderly or disabled – how could we expect them to walk everywhere or ride bikes? The idea of golf-cart like, small electric vehicles could be a perfect way to solve the problem. They would not only be useful for getting from point A to point B easily, but for hauling groceries and other goods to and from home.

9. Street narrowing. I thought of State Street when reading about narrowing the streets. On our walk, I noticed the nonexistence of seating areas or places to socialize, along with areas for kids to play (and right near the Commons would be a great place for small green spaces!). If State Street were to be narrowed, or even made one lane, and sidewalk areas were widened, there could be streetside cafes and pedestrian spaces galore, along with some benches to sit in the shade of the street trees, great assets for revitalizing some business and nightlife.

10. Trams and planting. Restoring the historic tram (trolley) service to the Cornell campus would, I’m sure, please many Cornellians, especially if it were to extend down to the Commons and then perhaps down State Street and down 13. (Right along the proposed ConnectIthaca routes?) Planting along the tram routes would be nice as well, and keep them from being an eyesore to people living along them, in addition to helping to quiet the noise of a tram.

Week of 10/14: 10 Tools and Strategies

2007-10-13T14:43:00.000-07:00

10 Tools/Strategies for Sustainable Transit

1. Land use policies and incentives that encourage sustainability vis-à-vis transportation. This is a broad “tool” that captures many of the practices in recounted Green Urbanism (GU), specifically the act of reserving the land that is near natural transit nodes for appropriate high-density or transit-oriented uses. An example is the Dutch A-B-C system (p113).

2. Lifting parking space requirements in new, urban developments. Most of the parking space requirements in zoning ordinances are incredibly egregious. As pointed out in GU and elsewhere, preserving space for automobiles merely engenders greater automobile usage. If it were impossible to find parking in Ithaca, people would (probably) find other ways to transport themselves.

3. Creation of transit villages. Going along with points 1 and 2, clustering goods and services as well as residences near public transit hubs makes car-free or car-reduced living much more convenient.

4. Frequency of public transit. No one in NYC ever has to memorize the subway schedule—you just go down to the platform and wait a couple of minutes until the train comes. Then you get on and get where you’re going, fast. TCAT is at the far opposite end of the spectrum, in terms of frequency and speed. The T-burg bus comes about 8x per day, and takes 35 minutes to get to Ithaca! Sorry, dude, life’s too short and my life in particular is not nearly predictable enough to make busing feasible.

5. Ease of use. Love the idea of “smart cards,” where you pay the fare on a bus or tram or train by using a declining-balance debit card. The ability to use it across different modes of transit is particularly appealing.

6. Tying into existing rail lines. Ithaca has a non-intensively used railroad running right through the main business corridor. By using wide-carriage tram cars as one German city did, we could tie light rail into the heavy rail and have a Rte. 13 passenger train.

7. Public transit itinerary creation services. Like the trip planning you can get by calling an operator in the Netherlands (and then arranging a taxi to meet you somewhere if need be), this could help take a lot of the headache/fear out of itinerary planning. Hopstop.com is an automated example of this, and allows you to create a route that is a combination of subway, bus, and walking. Way better than a street map and a bus schedule.

8. Congestion pricing. As London has shown, congestion pricing works. Soon NYC will be another example. If implemented in Ithaca, revenues collected could subsidize investment in public transit.

9. “Nurturing and growing a transit ethos.” So important in a place like Ithaca where it s perceived that only poor people, hippies, and noisy college students ride the bus. Key to a justice-driven (pardon the pun) system, where public transportation is not stigmatized.

10. Using sheep to calm traffic. OK, this is a little in jest, but I just loved the idea. I hate getting stuck in traffic or slowed down on the road, but on my drive in I often have to stop to let turkeys, ducks, and deer cross the road. The turkeys in particular take forever, but I never mind. They make me smile. My main point is the recognition that “no single strategy” will work, and that creativity and perseverance are critically important to reaching the goal.

Transportation and Ithaca: Do We Really Need a Train?

2007-10-12T13:02:00.000-07:00

First of all, I am not discouraging the tireless and groundbreaking work of the people rallying to get a new system of commuter transit in Ithaca. This blog post is merely a look at what other alternatives are available and what is already in place for our fair city.

It is abundantly clear that the personal automobile is clogging our streets, choking us with pollution and is threatening to take over our cities. The Bureau of Transportation recently released “BTS Special Report: Trends in Personal Income and Passenger Vehicle miles” in which they illustrate that the higher the income ($100,000+) the more trips taken per day, for longer distances and with more cars in the household. For the lower income group ($29,000) about 40% have one car in the household that they use to make daily trips (that are less frequent and shorter than the wealthier counterparts). To find out more about these statistics go to: http://www.bts.gov/publications/bts_special_report/2007_10_03/index.html

With that, let’s look at ways to discourage the automobile from living in our cities and the alternatives to using them at all. I read chapter 9 of “Towards Sustainable Cities” which was titled “ Transportation Planning and Traffic Management.” This chapter started out with car facts and then proceeded to lay out planning policies that offer some alternatives. A very astute observation by Mark Roseland ( the author) was that people spend the most time in their cars on the way to work. Therefore, if employers were targeted to make policy changes and offer incentives to their employees for biking to work, telecommuting, walking to work, carpooling, taking public transit, then this would truly be a comprehensive approach to reducing the amount of personal autos which only carry a single passenger and sit in traffic for 4 rush hours ( yes, it has officially increased from three hours to four hours according to BEST (http://www.best.bc.ca/resources/transportationFacts.html). Employers could offer telecommuting as a way to reduce the amount of trips made. An example of this approach can be seen in Ecovillage Ithaca where you can rent/own office space less than one minute walking distance from your home. Your employer could also help pay for the cost of taking public transportation, or even pay it in full! The university you attend could institute a UPASS system for its students ( ahem, CORNELL?? Way to drop the ball…). Federal agencies could even chip in to subsidize the cost of transportation for those in need of financial assistance. Why not just make it free? Buffalo’s train system is sort of like this: I once went to the machine, paid for the ticket, boarded the train, reached my destination and left the station without anyone taking/swiping my ticket!)

Within the same vein of substituting cars for alternatives, the Community Cycling Center of Portland Oregon offers bikes to low income people in need of transportation. RIBS here in Ithaca offers similar initiatives to that of CCC furthered by the recent release of two hot pink bikes into the commons as the start of a Bike-share program. Policies like adding bike lanes or making streets appeal to only pedestrians and cyclists so that cars are only “visitors” are ways in which municipal planners can take action. Also, as I read from the blog earlier, the elderly and differently-abled may be concerned about the proposal for an elevated train. Planning policies of widening the sidewalks, reducing glare on sidewalks by using sandstone and aligning curb ramps with directional grooves along with corner buldges to decrease crossing distance take these members of society into account. Actions taken to make a city more walkable increase density, economic activity and reduce the need for cars.

While a walkable city is not quite in sight for Ithaca, some actions have been taken. Have you noticed that there is a stop sign or a streetlight for every miniscule sized block in downtown Ithaca? That is technically termed traffic calming. By slowing down cars on the street you can increase safety on the road and discourage drivers from even getting into the car. Car sharing and road pricing are another few alternatives to the traditional car addiction. Cars are heavily subsidized by the government because we generally do no pay for the use of roads, therefore, we can discourage driving with tolls and increase awareness of the costs of using cars. Car sharing is another initiative set to begin this November here in Ithaca, so look forward to that!

There countless ways to discourage the car. Re-designing the layout of our residential streets, charging for parking, reduce the required amount of parking for new developments, incentives to carpool, increase parking rates, and giving priory to high occupancy vehicles—just to name a few. My criticism of the increased parking rates is that the poor people who drive their one car to work are already charged more (proportionately) for driving to work, and those who can afford to pay current parking rates would not be discouraged from driving.

These may seem like piece meal strategies, but really, any comprehensive plan has an overarching objective with small policies that get us to that point. Changes can be made at all levels: personal choices (initiated by employers), neighborhood choices (re-design of residential streets, street reclaiming, etc), municipal choices (infrastructure changes) and regional choices (infrastructure and financing that connect people throughout the region). Many organizations exist around this country and the world that are pushing for these sorts of responsible choices to be made. Some approach the situation on the human level, like RIBS and the Community Cycling Center (http://www.communitycyclingcenter.org/index.php/programs/create-a-commuter/), and others approach the federal government to make laws that dictate changes within the system, like Environmental Defense (http://www.edf.org/page.cfm?tagID=1740), either way—if you see efforts such as these to be piecemeal, I’d suggest you get a wider perspective.

Step It Up: National Day of Climate Change Action

2007-10-12T11:01:00.000-07:00

For anyone interested in getting involved with increasing awareness of issues of climate change, here is an exerpt of a recent email update about upcoming Step It Up events that are planned for Ithaca and across the country:

The plans for the Ithaca activities for National Day of Climate Change Action are developing rapidly, with only about three weeks left until our November 3 events. There will be two events in the Ithaca area:

--Tutelo Park, 12:00 noon
--Arts Quad at Ezra Cornell statue, Cornell Campus, 2:00 pm

If you can help us promote the event by passing this email along to others, please do so. A document is attached to this email which includes a "save the date" notice to use to cut and paste, or print and circulate. Attached also are a map to show the location of Tutelo Park, and a leaflet suitable to post, which has more information. A press release on the national effort we are coordinating with is at: http://www.stepitup2007.org/downloads/9_17%20Press%20Release.pdf

If you would like to volunteer to help, contact Carlos Rymer at CMR55@Cornell.edu (Cornell Campus event) or Krys Cail at KLC32@Cornell.edu (Tutelo Park event). We could use your help!

Even if you can't volunteer, you can help by going on the Step It Up web site and sending an invitation to our federal representatives to join us. The site is configured so that it is very fast and easy to send a message of invitation-- try it! Here is the info (same as from last week's update) on the web site:

Please check out the Step It Up web site at http://www.stepitup2007.org . There you can read about our Nov. 3, noon-3pm Tutelo Park event (http://stepitup2007.org//article.php?id=4710) and also about the other events going on around the country. Also, you can sign up to attend an event, and/or invite our federal elected officials to attend our event via a quick-and-easy web-based interface. We are trying to have as many people as possible invite our Congressmen and Senators to attend, in order to let them know how important this is to us.

--
Krys Cail
3110 DuBois Rd.
Ithaca, NY 14850
(607) 342-5679
email: KLC32@Cornell.edu, Krys.Cail@gmail.com

The Center for Sustainable Global Enterprises Speaker

2007-10-12T08:16:00.000-07:00

“From the Front Line of the Climate Change Debate:
Myths, Realities and Opportunities”
Benjamin T. Ho - Assistant Professor of Economics

Johnson School at Cornell
Tuesday, October 23, 2007141 Sage Hall
3:00 – 4:00pm
Refreshments will be provided.
Sponsored by
The Center for Sustainable Global Enterprise
As part of the
CSGE Speaker Series

Benjamin Ho uses economic tools such as game theory and experimental economics to analyze social institutions that have traditionally been the purview of sociologists and psychologists. Ho was the lead economist for energy and transportation at the White House Council of Economic Advisers. He received his PhD in economics from Stanford Graduate School of Business, and holds master's degrees in education and political science from Stanford and electrical engineering/computer science from MIT, as well as bachelor's degrees from MIT. He has also worked as a research analyst for Morgan Stanley and helped found a short-lived e-commerce startup.

Transportation and Baltimore

2007-10-11T15:44:00.000-07:00

1. Coordinating Transit and Land Use
I live in Baltimore, so for a city that already experiences a lot of sprawl, integrating transit and land use pose a bit of a challenge. However, Baltimore also possesses areas that are the victims of blight, which have the potential to be redeveloped into transit-oriented communities. For example, there is a new mixed used development being constructed in Westport, Baltimore. The main feature is that this development will be centered on a previously unused light rail stop. Perhaps a new rail transit line could help with redevelopment efforts and steer the locations of higher density projects.

2. Trams with traffic priority
I like using Baltimore’s one light rail line, but I would sure like using it a whole lot more if it ran quicker. It’s frustrating to be stopped at traffic lights downtown when the whole point of taking the light rail is to avoid dealing with the congestion.

3. High speed rail
Why is there not a high speed rail line running between Washington and Baltimore?!?! Or all of the east coast cities for that matter!!!!!! Register is right, we need to invest more into our country’s rail infrastructure rather than encouraging more highway growth.

4. Car-free developments
These could definitely work in some areas, and I have to agree with the authors- owning a car gives you incentive to use it. I do not have a car while I am up at school, and as a result, I walk or take the bus. I imagine that if I had a car, I would give up walking to places across campus and simply drive. Car-free developments in Baltimore would boost bus ridership and lower congestion.

5. Car Sharing
See above.

6. Road Pricing
This policy I am somewhat more skeptical about using in a city like Baltimore, because we are still struggling to reinvest in the downtown and get people excited about working and living there. New York or LA, yes- there is high enough demand for access downtown that a road pricing system would not harm activity. Perhaps in a couple years this would work. I like this idea a lot, I would just be afraid of implementing it prematurely.

7. Shifting investments toward public transit vs. highways
There are currently millions upon millions of dollars being spent right now reworking the 695-195 connection in Maryland (basically, how commuters get from Baltimore suburbs to the city). I spent this summer taking the bus to my internship (I live in a suburb and worked in the heart of downtown), and I discovered a vastly underutilized resource. Why couldn’t those millions be used to promote and upgrade the bus system, which provides a great express service at peak traffic hours, instead of feeding into the cycle referenced in the readings?

8. Dedicated public transit lanes
Related to number 7, oh how I would have loved it if the #3 Express service was able to zoom past the rest of stalled traffic. At least 10 minutes could have been cut off my morning ride into downtown Baltimore. And imagine what that would do to cut down on car traffic! If people found out that they could get downtown faster using the bus than driving their own car, I bet that would change some minds.

9. Designated bike paths
I really wanted to avoid using my car this summer. I told myself I would get back into riding my bike to get places and I would use the bus when possible. While I did use the bus to get downtown, mobility within my suburb was another story. The truth is, I was afraid to ride my bike along the busier streets because I always thought I would get hit (and I probably would have considering my lack of coordination). If there were actually bike paths, I could have biked to pick up the item I forgot at the grocery store, or used it to run to the photo store to pick up my prints. The time it would take to bike to my nearest commercial district really isn’t long, but the journey could be a lot safer.

10. Motivating the senior lobby
My grandma depends on my mother to take her to all of her doctor appointments and to the grocery store. When my mom has to work on their usual Thursday date, my grandmother either has to forgo her errands that week or call a cab. She votes religiously and is a member of the AARP. Perhaps that lobby should start pressuring local and national legislatures to address their transportation needs as well as healthcare.

Assnmnt 10/16 & Need co-discuss leader

2007-10-11T11:50:00.000-07:00

Hi Folks

A) Based on the surveys, we will go a step deeper now into the Transportation issue, including other possible ways forward than the Concept Plan we were working off of. (Survey results & Revised syllabus coming up, I'm still waiting for a few more survey returns!)
Read Green Urbanism: Chapter 4 Transit Cities pp. 109-136 and Green Urbanism: Chapter 5 Taming the Auto pp.137-165 and Ecocities: Chapter 6: Access & Transportation pp. 137-179
(Highly recommended, not required: Green Urbanism: Chapter 6 Bicycles: Low-Tech Ecological Mobility)

B) Reflect, roughly 1 page, DUE SUNDAY OCT 14, at 8 PM
Note 10 of the tools/strategies you like best from the reading in both books and show how they could help shape a ten-year plan for sustainably transforming the transportation and land use infrastructure in Ithaca OR another city you know & care about. Include the systems thinking and the equity/access/justice planning that is built into your plan.
***Optional, Recommended: Do this with a partner and both sign on as authors.

C) Bring in Behavior Change Journals, be prepared to talk about your Behavior Change journey and to hand in the journal. If you want to send in an electronic copy sooner (as someone has already done) that would be great, but I'm assuming most people are doing handwritten journals.

D) We will take a nice chunk of time to talk about our Projects, so if there are any things or thoughts you want to show and share, bring them in.

E) Note requested and suggested leaders/presenters for 10/16. I would like us to have a discussion co-facilitator with Greg.
Case Presentations Rachel Salima
Nature in the City Gabriella Melissa
Discussion Facilitation Greg

Connect Ithaca Team Updates

2007-10-11T08:03:00.000-07:00

The Connect Ithaca Team (Carlos, Elisabeth, Gregory, and Tania) has done some great work to date. Below is a summary of our work to day, followed by a summary of our plans, and preceded by our goals.

Goal 1: To engage the Cornell community in learning, discussing, and eventually approving the vision of Connect Ithaca, which includes collaborative planning for an Ithaca-wide personal rapid transity (PRT) system.

Goal 2: To outreach to the downtown Ithaca community about Connect Ithaca and work with any other parties in promoting PRT in Ithaca.

Work To Date:

- We conducted some research on what cities around the country have done to become more sustainable. Information that we found was used by the Connect Ithaca Steering Committee when it presented to the Mayor of Ithaca information about PRT and the group's goals.

- We created other materials for the group, including a mission statement and logo.

- We created a google group for communication (connect-ithaca@googlegroups.com), helped set up a temporary website (www.connectithaca.org), and set up a blog for the Ithaca community together with some groups at IC and Cornell (www.sustainithaca.org).

- We distributed 27 tent cards about Connect Ithaca during Apple Fest and talked to community members about Connect Ithaca. We made some good connections with locals.

- We have engaged several student groups at Cornell. We have created a committee within the Sustainability Hub to promote Connect Ithaca's vision.

- Through the Sustainability Hub, we met with members of the Student Assembly Environment Committee at Cornell to talk about the possibility of approving a Resolution in support of Connect Ithaca's vision.

- Through the Sustainability Hub, we have set a date (October 29 @ 4:30PM) for Connect Ithaca to present about PRT to the Cornell community.

Work To Be Done:

- We are working on a Statement to be endorsed by organizations in Ithaca, including student organizations at Cornell and IC.

- We will seek the endorsement of organizations to support Connect Ithaca's vision.

- We will update the website with more useful information about Connect Ithaca.

- We will continue doing more outreach (such as to the Greenstar Meeting today) at Cornell and elsewhere to build support for Connect Ithaca.

- We are looking into getting copyright, trademark, and non-profit standing for the organization

The Connect Ithaca Team meets on Thursdays at 10:30AM and Fridays at 4:30PM every week.

Maping as the key tool for change

2007-10-08T10:29:00.000-07:00

Chapter 10 lays out a plan for gaining momentum in the ecocities movement. It challenges the reader to research the history of their city, not only the social history, but history of the land usages and that flows of the natural environment. This research is map #1, it maps out where all the streams are that may or may not have been buried, the historical use of that old building seemingly out in the middle of nowhere (the the wolf building) and gives you a foundation to redesign and rezone your city. You create the next map by defining with concentric circles the zones of activity. Then, you focus especially on the green belts and natural areas that exist or should exist. Map #3 is the rough draft of your argument for an ecocity. After you drew maps 1 and 2, you digested the information, toured your city and another city like it ( perhaps a place similar to the environment in which your city was located before it became a city), and used this comparison along with suggestions from others of like mind to put some final touches on map #3. Next, you go to your local representatives, planners, mayors, etc and convince them that an ecocity is appropriate and within reach. Maps #4 and 5 are variations on your plan which provide some flexibility to your scheme and allow others to adapt it to fit their vision. Zoning tools use to transform the city include Transfer of Development rights (TDRs), double TDRs, language in a general or comprehensive plan for the city and sprawl roll back campaigns ( inwhich the government buys sprawled out developments and restores these ares back to nature while discouraging sprawling development in the first place).

This mapping plan seems like a great idea. It combines research of all aspects of a city ( social, economic and natural) with visual plans for improvement. Critics might say that all cities are already planned, but this argues that planning is constantly evolving and so is a city, so we might as well evolve in the most environmentally sustainable way. I can relate to this chapter because I know that planners and municipal authorities will not accept just some pie in the sky proposal, they want research, maps and hard evidence that progress can be made. However, some of the zoning tools proposed in this chapter seem like something that people would find to be too communistic, or rather, involving too much governmental management. Honestly, in what world would we live in that the local government would buy back a McMansion, let alone an entire development of them, just to demolish them? Didn't the municipality allow this development in the first place to gain tax revenues? what is the government's incentive to tear them down? On top of that, think of all the resources going to waste from tearing down houses already constructed. I have often thought of this very idea myself, although the only context I can see this happening in would be during total anarchy, a Fight Club type of situation. To this I think Mr. Register would argue that the local government should function as a democracy and would do this because the people wanted it and because it was in the language of the re-zoning. Take a second, think about who lives in those McMansions, do they want their hard earned investment torn to the ground? Some of them probably ARE involved in the local government. The fight for regional sustainability and ecocities on the scale that Register proposes is a hard one that cannot only be approached with a really good map. People need to change their perspectives, the economy needs to market environmental responsibility.

Downtown Perspectives

2007-10-07T09:34:00.000-07:00

The following offerings were written as a result of our walk through Ithaca on Tuesday. The perspectives are that people in the community. Please excuse the lateness of this assignment. Our team memebers were scattered in various cities.

Merchant

As a merchant, I see in State St the potential to capitalize upon the successes of the Commons and to redevelop this corridor into a vibrant, mixed-use destination. The first step in this process would be to extend the sidewalk into the street so that there remains only one lane of traffic and possibly an additional lane for parking. This would encourage pedestrian activity and discourage automobile usage as well. One asset that could be redeveloped in order to draw in more crowds is the theater. The façade definitely needs a makeover, and the improved appearance would make the building a focus piece instead of an eyesore. Such an entertainment facility would be nicely complemented by an increase in nearby bars and restaurants. Both of these elements would greatly increase the amount of pedestrians passing through the area in the evening, which in turn would mean greater business for the commercial venues. All in all, this means a more sustainable local economy and inspiration for future development.

Mom and her little boy

Existing Conditions
• Assets
o commons – already pedestrian, has an existing identity
• Liabilities
o identity of commons area has developed a negative tone (derelict nature of building
o facades, poor lighting, presence of dark alleyways, safety at night, safety of children on
o their own?), traffic noise a barrier to conversation, lack of services (groceries, pharmacy, public health services, few restaurants)

Thoughts on Improvements
• State Street is a very busy street, a main throroughfare…
o Narrowing of streets -> Reduction in car flow for safety and pedestrian space, play space, socializing space, etc. (Currently little or no seating along sidewalks, and no social or play spaces)
o Less cars -> less parking, more opportunity to expand housing into current parking spaces, to create affordable housing, or to use these as mini parks or gardens.
o Public gathering spaces could also serve as venues for cultural events (meetings, markets, festivals, performances, etc) to enhance a sense of community

Perspectives on Alternative Transportation
Overhead rail
 Pros:
o Out of the way, leaves a majority of underground space clear (parks, gardens, community space, pedestrian plaza/café space)
o Avoids the safety issue of exposed rails/need for barriers
 Cons
o Possible issue with accessibility – requires elevator at stops
o Possibility of cars getting “stuck” or breaking down, and people being stuck in the air
o Visual impact: rails/cars outside people’s windows?

On-the-ground system
 Cons
o Issue of Safety – barriers? Exposed tracks? Could be noisier, Uses more space,
o Competes with pedestrian and other vehicle space
 Pros
o Easier to access for small children, strollers, wheelchairs
o More engagement with surroundings, businesses and environments (Street level) are more visible to users

 Challenges:
o Compromise between quiet, residential character and the need for a connection to the main rail line (disturbance?)
o Accessibility
o Balancing new businesses and influx of wealth with the possible gentrification of existing
o Communities, a changing demographic balanced with history

Economically challenged mother of two

As a single mother of two, trying to get back on my feet, I really hope that the people planning this sustainable redevelopment of Ithaca will take people like me into consideration. I lost my car several years ago when I couldn't make the payments, and so I am used to dealing with public transportation, and so as far as I'm concerned, anything will probably be an improvement, especially if everyone has to use it. What I mean is, that if the people with a lot of money in this town have to use public transportation, they are the people who have connections in this town, and so they will make sure it's easy to use. I do worry though that they will create First-Class fast, comfortable, more reliable Personal Rapid Transit that costs more so that the rich can afford it, while I'm left with something not much better, or maybe even worse, than the bus system I use now.

I hope that the new development plans will include more services for my family that are along the main transit routes. Right now, I am working two part-time jobs, and barely making ends meet. I would really like to get some kind of vocational training that would get me out of working in retail and into a higher paying job. I am just not a people-person, but retail is the only type of work I can get since I don't have a college degree. I'd really like to learn about something like graphic design, so if there were a program I could learn to do that, but still be able to get to my part-time job easily, and then to my kids' school easily, that would be ideal.

I also am concerned about housing. I don't have stable enough income to look into buying a home at this point, so for now I have to rent. I really hope that they would include affordable apartments to rent near the transit routes. Like I have been describing, it is very difficult for me to get around to all the different places I have to go every day, and right now I can only afford to live in a run down apartment 20 miles outside of Ithaca.

Ithaca City Planner

As a planner for the city of Ithaca I share the desire for a better tomorrow with many of the visionaries who share their ideas for an ideal future. In many cases, I spend less time struggling with the vision being presented and how it can create a better Ithaca, and more time envisioning how we get there. When considering any type of raised transportation system, I truly see it as a substitute for the automobile in some portion of our downtown area. I do not see it as something that could simply be added to the downtown without taking something away (space for the automobile). The space required for rapid transit will simply not allow it. While I feel that reducing/removing automobiles from the downtown could potentially have a tremendously positive impact on the vibrancy of the downtown region, I am concerned about the unintended consequences of such a move. Will the consumer that the downtown relies on buy in to the idea that they cannot take their automobile right up to the door of their favorite store or restaurant? Certainly many will, but is many enough? Saying nothing about the cost, a system like this is a gamble, because though we all agree the reduction of cars create more walkable, social, beautiful and overall livable spaces, it comes at a cost… convenience. Perhaps the average Ithacan, or the majority, or even the large majority of Ithacans would love the idea, but what does that translate to in terms of economic results? Ultimately and maybe even sadly, the downtown is a center of economic exchange. Without economic vibrancy, businesses will shut down any plans for a better downtown will be lost.
So… any argument for a major project involving the downtown MUST include an economic impact analysis. Not only will we need a reasonable plan for funding the proposed project, but we need to understand the short and long-term impacts in terms of our downtown businesses, preferably with case studies demonstrating the effects of similar projects on similar cities.

Elderly woman

I am very concerned about the proposed raised transit system. First of all, as a woman on a fixed income I will not welcome any increased taxes, no matter how cleverly disguised, to pay for a system that I will not ride. Secondly, at 83 there is no way that I am going to travel 20 feet above ground. All I need to do is turn on the news to hear stories of bridges collapsing from natural disasters or even just old age. I am not willing to risk an overhead transit car becoming stuck or even worse collapsing. Finally, overhead transit does not seem practical for a city the scale of Ithaca. Perhaps in the big cities of Rochester or Syracuse this makes sense, but not here in Ithaca. Just because I am old doesn’t mean I don’t appreciate technology or advances that are good for our fair city. I don’t however see the value of your proposed raised transit.

Sincerely,
Melba

Field Trip Summary (Transportation Team)

2007-10-05T12:48:00.000-07:00

The Commons and its surroundings have experienced growth that encourages business activity over the years. There are still a lot of areas where there could be improvement. Our overview started out walking down State Street to the next intersection. Stopping here, we could see 8 parking lots, all of which are in prime locations for commercial development. Not only could they be developed, but they also break the stream of shops and make the area seem less developed and enticing for shoppers. Visibility is therefore a key component of a plan to improve The Commons. There should be better signage for visitors and more openness in the inner area. Removing the large trees in the middle and replacing them with smaller side trees would help improve visibility.

What’s nice about the commons is that the central shopping area is closed off to cars. Our trip leader mentioned that an overhead rail system (PRT) could potentially bring more business to the city, but that it is ten years away. While some of us agreed with that view, others thought that the first phase of such a system should be put in place within the next 3 years. It was also brought up that perhaps The Commons could be extended into State Street in the south side, with bumps in Cayuga Street to slow down traffic. What makes this traffic flow even more prominent is if the buildings in shopping areas are mixed use, so that they house people in the top area. There are a lot of these multiuse dwellings on the commons already, but they could be extended to every building with incentives to build up to 6-8 stories high. Aurora Street essentially marks the end of the commons on the other side. The restaurants in this area could see more business activity if a circle was placed at that intersection to slow down traffic.

The businesses in The Commons could also use improvement in the facades. There should be a program to incentivize this. There should also be a plan to refurbish/redesign The Commons, as it hasn’t been done since the 1970’s. The Center Ithaca needs to be more visible and engaged that it is today. There should also be new development in the History Center area to connect it more to The Commons. On the mobility area of the surrounding area, there was discussion of improved bus service and the setup of bike lanes through the reduction of unused sidewalks and parking spaces. One idea was to reduce sidewalks between trees to allow for parking spaces, therefore opening up space for bike lanes. There was also discussion of better carpooling services, such as Zimride, and a bike program that provides bike access to residents (such as the Paris system). In the long-term, the PRT system would allow for the development of parking lots in the area.

Team Members: Andrew, Carlos, Gabriella, Greg, Leah, and Maya

Downtown 10/02/07 Green Cities Field Trip -State and Plain Street Area Reflections

2007-10-05T05:52:00.000-07:00

From the eyes of an Ithaca city planner (Elizabeth)

Current assets of the community are multiple community centers and help centers. The roads are currently tree lined and well kept. Another asset is the fact that most of the residents are renters, making it more possible to implement the systems with little resistance or disturbance. On the other hand, having high rental rates causes lower levels of investment in the community. There is a church in the neighborhood, and faith based organizations are assets. There is room to be developed such as parking lots. However, in some cases, buildings would have to be demolished
for space. Such buildings have little character or history. There are
also a few small businesses, such as restaurants in the area. A
liability is the fact that there is high car traffic down the center road
due to the addition of the bridge. Otherwise, the residential area allows
for a high level of non-car-based transport. The corner where the church is
houses buildings which are not residential or historic and could become a
hub of activity.

There are currently many areas in this neighborhood that could be
developed into mixed income, and mixed use buildings
while still preserving the feeling and important aspects of the
community. There are many one story buildings and box buildings currently
taking up space in an inefficient way. Building on top of many of
these, and occasionally knocking some down, would allow for more
development that would help the community and not displace people.
Because this neighborhood is currently residential, a light rail system
would be more likely to spur economic development. People would be more
likely to go into the neighborhood than they previously were when they
had no reason, or did not pass through on their way to the next location.
Integrating the rail system could prove to be slightly difficult because of the single home older look of the neighborhood.
Because the rail does not have a covered roof, there would still be light
coming through as to not cause harm to the social and physical aspects of
the neighborhood. If steel could be integrated in with the current green
landscape, the rail system would fit well aesthetically. The space over the State Street
Diner provides and example of where development over one story buildings
could occur.

The main issue would be how to prevent gentrification. As the neighborhood is currently a lower income rental neighborhood, adding development could cause drastic change. In order to build multiculturalism, the city would have to actively support it. First of all, the community would need to keep its current organizations, such as the church and rehab centers. Creating varied types of housing, both full housing and apartments would lead to more mixed income and multicultural areas. The block on state street could become a common space. If the current
assets were used, such as the church, this could help to create a usable
community-based area and not just something developers decide to put in.
With the addition of a rail line, hopefully car use could decrease and
focus could be on walking. It would be interesting to know how many of
the current residents currently own a car, and therefore how easy the
change to a car free zone would be.

Reflections From a Small Business Owner (Toni):

As a small merchant/business owner my primary goal is to build and
strengthen my business by protecting and increasing my customer base. A
downtown transit line has the potential to greatly strengthen or weaken
my business so I would have a few serious questions to ask before I
could support the cause. On the corner of Plain and Seneca there is a
small convenience store with a small parking lot, and next to that is a
corner church. It is proposed that that spot could be the possible site
for a little town square named Martin Luther King Square. As the
convenience store owner, some serious questions would need to be
addressed before I would consider allowing my store to be demolished and
relocated. The total selling price for my existing store would have to
cover the cost of relocation, the business lost during the move, and the
complete renovation of the new store. There would need to be a reliable
survey indicating the amount of customer traffic my business would
enjoy. If the transit stations will increase economic growth to the
business closest to it, how can I get my business near a station? The
station locations are of significant importance to my business because
they provide the best opportunity for growth, but also because it could
threaten my business and decrease customer traffic and accessibility to
my store if I am not near a transit station. Who would decide where the
stations would go? A small business owner doesn’t have the influence a
larger business has. Will business monetary contributions to the Connect
Ithaca Transit Line affect where the stations will go. If so, my business
could be bypassed completely.

More questions:
If the road is eventually car-free, how would suppliers be able to get to my business and would it
be a hassle? Will my taxes go up because of the transit line and all the
new development? Owning a small business is a delicate balance and any
type of change could tip the scale and end my business. I would need a
realistic picture of how the Transit line would work before I could
accept any major changes that could affect the health of my business.

Reflections From A Low Income Resident (Christopher):

The proposed transit line will certainly connect the Southside neighborhood to the Ithaca community as a whole, but many of the residents may object to the project out of fear that the light rail will change the social environment of the area in an undesirable way. Currently, the neighborhood has a very cohesive quality (period architecture and appropriate scale) but the transit line will certainly change this dynamic (especially for residents who live on streets where the transit line will be installed and for residents who live next to stations and hubs where development will occur). As the transit line brings new economic development to the community, low income residents will more than likely find their neighborhood threatened by gentrification. Unless the local government initiates aggressive policy to keep development from displacing these residents, Ithaca’s south side will undoubtedly attract a new set of residents (mainly middle and upper class) who can afford to live in the highly connected area. In theory, low income residents might gain better access to jobs across the city once the line is built (perhaps at the hospital or near the airport) but in the long run these residents will need more than new jobs to keep them living in the neighborhood.

Reflections From A Retiree (Melanie):

Downtown Ithaca’s current assets include the Commons and State Street, which is a concentrated area of commercial activities and residential spaces, walkable tree-lined streets, entertainment facilities (theaters, restaurants, etc.) and a relatively safe public environment. State & Plain also contains many nice older buildings that contribute to the character of the area. Some of the liabilities include the increasing development of sprawl-like residential and commercial areas that are drawing shoppers and residents outside the city core. While there are buses that run during regular business hours, there is a huge lack of regular public transit during off peak hours. There is also poor transit access to many areas of development outside the city center like Wegmans, the Farmer's Market, many large parks, and the hospital.

There are possibilities for increasing the density of Ithaca as buildings that are only one or two stories high may be replaced with more efficient, higher density ones. There could also be more mixed use of Ithaca’s core areas to that blocks now reserved almost solely for commerce may include living spaces above them and vice versa. With mixed use zones, people may reduce the need for automobiles because they will have much of what they need within easy walking distance. When we looked at the Plain and State Street areas, the neighborhood is mostly residential (with the exception of State Street itself). If a new transit system was implemented, then this could encourage a greater mix of residential and commercial areas along the main lines, with an even more intensely mixed zones or public squares at major intersections. As a retiree considering living at State & Plain, I would like to live in an area where I can walk to all my major amenities within five minutes. Likewise, the Commons and other areas that already have intensive commerce could benefit by creating more living spaces within them.

I am a retired person, so one of my major areas of concern is noise and traffic. I need a sense of peace and quiet, so I would like some sort of guarantee that the new transit system will not be too noisy, especially at night. I would hope that new buildings and retrofits would look for ways to buffer and reduce noise from transit and the increased pedestrian/bike traffic. By the way, I don’t have air-conditioning, so my windows have to be open in the summer and I don’t want to hear a noisy streetcar go by my third-story window every five minutes. If the streets with the elevated transit system were only for use by pedestrians and bicycles, then I would want there to be clear areas separating the two because some people can be holy terrors on bikes just like they are in cars. As I get older, I could drive a golf cart or electric wheelchair in the bike lanes too. All my friends in Florida now live in golf cart/motorized wheelchair communities, and they can really help the elderly get around comfortably. Will there be places to park these types of personal vehicles at the PRT stations or will I have to leave my wheelchair at home? Incidentally, I know that Ithaca should be reducing its amount of hard horizontal surfaces in order to allow the soil to efficiently absorb and filter water, but I can't get around well on uneven surfaces because I am not that steady anymore. If the city ripped up all the asphalt, then it would have to make sure that whatever walking or biking surfaces that replace it are disabled and elder-friendly.

While I like a bit of peace and quiet, I am also looking to be well-integrated into society at large. I may be retired, but it doesn’t mean that I want to hide myself away or only spend time with other people my age. I take an interest in young people and people of different cultures, and I would like to have more opportunities to interact with them. With this in mind, the city should avoid ghettoizing different types of people and should encourage interaction. A new public square at State and Plain should try to do that because I would like to spend time in a nicely-planted place with cultural events and different types of people to watch and get to know better. If our neighborhood is beautiful enough, then maybe tourist will even want to visit, and that will give me even more people-watching foddor when I sit in the public square.

Since I am retired, I am seeking ways to make use of my time. While I don’t want to work full-time anymore, I am looking for a part-time job and some volunteer opportunities. I would like to be able to work very close to where I live, and I would be more than willing to learn new skills to be a part of the new green economy. Since I like gardening, I would like to have access to a garden (maybe on an accessible rooftop) and be able to volunteer my time to growing food for the community. I like young people, so I would also be interested in helping out at a daycare centre. City beautification projects are also very important to me, and I could could do a lot to contribute to these efforts. Since gardening and living in a green neighborhood with lots of trees is very important to me, I would be willing to accept an elevated transit system if there was a guarantee that it would not shade out all the gardens below it. It would also be ideal if the column that support the cars could be used to grow plants on them too. Greenery always seem to look more decent than naked steel or concrete!

Of course, I am concerned about rain and ice dripping on me if I hobble underneath the elevated transit system. I use a cane, and can’t move very fast to get out of the way. With this in mind, the new, free transit system can’t have seats that are too low and will have to be able to wait for me to get myself in and out of the cars. I am old and can’t be rushed or else I will get stressed out and not use the system anymore. Besides, the whole reason they took my license away was because the doctor said that my eyesight was too poor to drive safely. A new transit system could help me get to my doctor and the hospital more easily, but I would feel much better if there were attendants at the stations to help me use it. After all, I don’t really trust computers, so a completely automated system seems very foreign to me. I would be afraid that I might break it if I do something wrong.

Summary:

From the perspectives of a city planner, small business owner, a low-income resident and a retiree, the Connect Ithaca Concept Plan shows a lot of potential to satisfy diverse stakeholders. The neighborhood already has some valuable assets, such as tree-lined streets, moderate commercial activity, low-cost rental housing and historic buildings. Some of the major concerns of the current (low-income) and possible (retired) residents are how to avoid gentrification, increase diversity and foster multiculturalism in the State & Plain Street neighborhood. The major concern for the city planner is how to densify and transition the area from one that is overrun by cars to a car-free zone. Almost all the stakeholders saw that the proposed plan could link different neighborhoods and increase access to important places like hospitals and work sites, while also increasing local commercial and residential opportunities. If these and other stakeholders can continue to openly exchange questions, ideas and criticisms about the plan, then the Connect Ithaca Concept might have great potential to make Ithaca more sustainable.

Are megacities sustainilizable?

2007-10-02T12:41:00.000-07:00

Re Green Jean (Gabriella)’s query: What do these eco-theorists think we should do about the megacities? Is there any hope for New York City to become more sustainable or is it too late, has it been completely lost?

Great Question!
Some of the bigger cities are in the forefront of the Green City movement (see below), partly because they can generate the capital to support major infrastructure and restoration experiments. They also also have large devastated areas where major restoration experiments are feasible. Most of them have embraced bold mass transit/car use reduction strategies (efficient mass transit, car use disincentives, express buses in dedicated lanes, etc.) as well as land use & greening strategies (comprehensive regional planning, urban growth boundaries, transit villages, urban farms, green industry, green building incentives, etc.) Key systemic infrastructure changes needed for deeper sustainability, such as those Register is talking about, will take many years in these places, just as is true in small to medium cities.
In the US: San Francisco, Seattle, Oakland, Portland are leaders, all located in a progressive coastal cultural region that provides grass roots support. Chicago and New York, are also leaders, with bold visionary leaders.
In Canada, the leaders are: Vancouver, Quebec City, & Toronto,
In Europe: Amsterdam, Stockholm, Berlin, among others
In South America: Curitiba and Bogota have bold, visionary leaders. Sao Paolo is large & innovative.

Others’ comments?