Covid Diary: Denial

I’ve been struck recently by how those who should know better seem to be in denial about our current situation.  I’m not talking about Trump.  He has become a non-entity at this point, like a child hopelessly wishing everything would just get better.  However many serious people seem to be talking about “starting up the economy” without any clear sense that the world we knew before has been lost to us.  Our way of living has been likely lost for years and we will likely never see the world we knew before. There is not likely to be a cure coming soon, or even a very successful treatment for that matter.  There might be a successful vaccine developed, but don’t expect widespread availability until the fall of 2021.  Of course, hundreds of thousands of Americans will die of this disease before then.  Most estimates of deaths from the disease provided by the administration only go up to the end of summer, but this will be with us for far longer.

We have lost our way of life, because we cannot accept an outcome in which millions of Americans die instead of thousands.  In fact, even if we chose the deaths we would still lose our way of life.  One does not simply go about one’s life while so many people die and the healthcare system collapses.  And so we choose to stay away from one another.  We internalize new norms that make the physical presence of strangers (or even our family and friends) mentally painful for us.  That changes us and our society.

I’ll give a somewhat trite example of this change, but one that I think is rather instructive.  Just down the street from my house there is a neighborhood bar, a jazz club, and a breakfast place.  They are all small — you might even say cramped.  I love these places, and they are the soul of the neighborhood.  But their profitability is incompatible with social distancing.  In fact most bars, restaurants, and entertainment venues around the country are not likely profitable in a wold of social distancing, even if we assume that people can once again go to these places.  There will almost certainly be new occupancy rules that require restaurants to cut seating at least in half.  Of course, fancy takeout will be more common but so far demand for this has not come near to replacing sit-down restaurants.  People aren’t willing to spend $50 per person on takeout, and they certainly will not buy alcohol as they do it (which is where many profits come from).

Any innovations to accommodate social distancing in restaurants does not address the basic incompatibility between bars and social distancing.  In bars people socialize with strangers; they have to get close.  In other words bars cannot succeed until Covid has been brought under control.  But this will take a long time.  Even antibody “certificates” would only allow a small portion of the population to go about their business, and only in places that have already been hit hard by the disease.  This means that we will probably lose all of these businesses, as their owners realize that they simply cannot make a living by owning a restaurant or bar.  This will also devastate the commercial real-estate market along with the service industry, and perpetuate the vicious cycle of recession.

That is just one example of how we will lose so much from our communities that make them worth living in.  I don’t think disaster is inevitable, but it will require dramatic changes in public expenditures and laws.  We will need widespread  randomized testing, even of people who are not showing symptoms.  It goes without saying that people who have flu-like symptoms should all be tested and tracked.  However, given how widespread the disease is this is probably not technically possible.  We have certainly shown no ability to do any large-scale well-organized testing.

Additionally, local governments must allow businesses to spread out.  Bars and restaurants should be allowed to spill out into the streets, so that they can maintain distance between patrons while also making a profit.  Open container laws should largely be eliminated.  There are numerous other examples of creative legislation that might help.  We must be willing to be flexible in abandoning some norms and ways of doing business in order to preserve those things that we value.

I don’t expect any of the solutions above to actually be implemented.  And even then they may not be effective.  Our situation is far worse than most of us imagine.

 

What is the real purpose of a transit system?

Some might answer the above question like an evolutionary biologist; the purpose of a transit system is to maintain its strength and grow.  This at least seems to be the sort of perspective that is creeping into the debate about how to close a budget gap for the DC metro.  Although it is very refreshing to see fare increases be the main strategy, many of the proposals from transit advocates in the area are centered around methods that take advantage of captive customers who are very unlikely to leave the system even with substantial fare increases.

The two main proposals that exhibit this property affect commuters to the city center (up to $0.50 surcharge during peak commuting time) and tourists, along with those who must pay with cash, (with surcharges for paper fare cards – frequent riders typically have a permanent credit card type fare card that would not be affected).  The thinking behind these disproportional increases is quite simple; these sorts of  people are very unlikely to change behaviors after fare increases and therefore metro can charge them more without losing ridership.

Is it wrong to charge disproportionate fees?  Not exactly.  The problem here is not the disproportionate fares themselves; this is done all the time in an effort to change people’s behaviors to more pro-social options.  For instance, you might increase parking fees in an area with the hopes that people will take public transit instead (this might make sense if cars often clog the city center); however, the intent in such a case is totally different from the current case.  It is hoped in the current case with metro that people won’t change their behaviors.  Otherwise these extra fees would not raise the needed funds.

I’m not against most of the proposals that include fee increases but it is important to maintain a just (an ethically justifiable) distribution of burden.  Something radical needs to be done but many transit advocates seem to have lost sight of the actual purpose of any mass transit system, building a just city.  We can take advantage of the circumstances of some so that they carry a disproportionate burden but this sort of strategy is certainly wrong.  After all, models of consumer elasticity can’t tell us what sort of values we should have.

Saving the DC Metro

The DC area rapid transit rail system (called ‘the Metro’) is facing something of a budget crisis this year.  They need to close about a $180 million budget gap for the next fiscal year; the gap itself has many causes but a major one is the reduced travel due to the recession.  Last week, the interim GM of WMATA (the agency in charge of Metro) presented a solution to the problem that features widespread fare increases but minimal service cuts.  I don’t want to go into specifics because other sources have done a great job at analyzing the various options open to Metro but I do want to comment on how open people have been to fare increases.

The worry seems to be the similar for many who speak up against service reductions in place of fare increases; to reduce service to a level such that metro does not fulfill almost all of people’s transportation needs would in fact destroy the entire system.  Many people (including myself) depend on Metro as a main source of transportation.  For many it is not simply a supplementary method but something that is a requirement of normal living and to curtail it would be to breach a certain trust.  People have modeled their lives around the persistence of a robust Metro, therefore limiting that system would also limit their ability to live normal lives.

People are willing to pay a lot to keep Metro healthy because it is, in many ways, a primary method of transportation for much of DC.  I find it unlikely that this aversion in service cuts would take place in many metropolitan areas in the US outside of New York.  Unlike most rail systems in the US, Metro is far more than a commuter system; rather, it is a legitimate transportation system by itself.  Just as with highways, once this is the case it is very difficult to take such a system away from people.

And we have a winner…I guess

So, I have been in DC for a few months and after a good amount of research (both on the webs and in person) I feel confident that I know the best place for espresso (and more specifically a cappuccino).  If you want something good, go to Perigrine Espresso near eastern market; trust me.  After several samples of both their cappuccino and that of their only real competitor Chinatown Coffee Co. (along with a bunch of other places around the area that simply don’t stack up) it became rather obvious that they are the best around.  However, I have to say that they still don’t match Bradbury’s in Madison, WI; now maybe if they start serving crepes….. (though there is a crepe cart at eastern market, so a start)

Oh and a side note, Eastern market is a pretty sweet place to be; I want to live there.  Now if only I made that sort of money…

And we will miss you Nick Cho!  Seriously.  When you get all those taxes payed please come back and save DC from its (good) coffee drought.  Maybe open something up in Takoma Park too.

The difference between trains and buses

Some people feel buses are the answer to all our mass transit needs.  They will, of course, admit that big expensive commuter rail systems are more pleasant than a fleet of buses (anyone who has ridden on both can attest to this), but they will simply point to the price tag as the major issue at hand.  How can we afford such large transit systems?

In fact, if you look at the issue from a certain perspective rail systems seem simply fascist.  Whereas bus networks can be easily adapted to meet the ever changing demands of the customers (we must keep them happy!) , rail systems dictate what the customer behavior should be.  It is very easy to change a bus route to accommodate a new population distribution (for example, the construction of a new subdivision); it is extremely difficult to change a rail system.

A rail system has the remarkable effect of change the area around it.  Transit stops usually become hubs of development; property values go up around them and people try to move as close by as possible.  In the Washington DC area, for example, real estate prices are largely a function of distance to a metro stop; people want to use the metro and thus want to be near a stop.  But it is not clear how we should feel about this trend.  On the one hand, a rail system can have an incredible stabilizing effect on a community.  It supports clear neighborhood centers and a maximization of space (i.e. higher density) around the stops of the metro.  This in turn greatly decreases the dependence of residents on cars and thus decreases energy consumption; if you live near a metro station/neighborhood center, you have all your basic needs met within walking distance and you can take the train to anywhere else you need to go.

However, the flip side of stability is restrictiveness.  The rail will stay where it is for a great while and therefore people are forced to live where that system exists if they want the high quality mass transit that their tax dollars helped build.  People must, in effect, react to what the government has provided and are not as free when choosing where to live.  The government can, in effect, coerce people to live in a specified pattern.   The ethical implications of all this are rather interesting, and when I have time I’ll post about my take on it.  However, for now this is an issue about which I am still starting to form a view.

Madison to DC by rail

I recently had to take a trip to Washington D.C from Madison, WI in order to look for a new apartment. My wife and I decided to try out the Amtrak route that runs from Chicago to Washington D.C; neither of us had been on a modern train the the US, so we thought it might be interesting. It was certainly a worth-wild experience.

Unfortunately, Madison lacks any passenger train service, only a crappy bus that runs from here t o Chicago. There is, however, a commuter train from Milwaukee (about a 1.5 hour drive from Madison) to Chicago so we decided to start our train journey there. Doing that (including the reduced parking fees for train users) made the price of the trip about the same as flying out of Milwaukee and a little less than flying out of Madison. But, the train trip was definitely not an economical choice.

A few things surprised me. For one, I expected very few people to be taking the train from Chicago all the way to DC. “Who would do this?” thought I . After all, it seems like most normal people would not choose the 17hour train ride over a flight of a couple hours. But the train was completely full on both our trip there and when we returned. Luckily we got our tickets ahead of time, so this was not a real problem. This also relates to the fact that the main train stations we stopped at (In Chicago and DC, both named ‘Union Station’) were extremely busy places. They had the feel of airports without all the crazy security; but they were a bit anxiety provoking regardless. And Chicago sucks; nothing is open on Sunday near Union Station and countless people will ask you for money.

Some other things left me yearning for Germany. American rails are pretty crappy. I sort of knew this before the trip, but actually traveling on them reminded me. European commuter railroads (at least the German ones I have experience with ) are quit smooth; this makes for a rather enjoyable traveling experience. However, for the most part, American passenger trains travel on standard freight rail lines that are not maintained at the sort of level required for fast speeds and smooth travel. Expect to be shaken around quite a bit; at some points the train felt as if it was experiencing a sort of minor turbulence. I was told that for a period between Cleavland and Pittsburgh the track was smooth as silk (I was asleep….perhaps because of this); it sure would have been nice if the entire trip had been like that. So, I know that rail travel is capable of being far smoother. The entire operation was also somewhat less organized than I would have liked. We were not given seats (even though we had ‘reserved’ seats) until entering the train; this made us wonder whether we would be able to sit together if we didn’t hurry to the train once the gate doors were opened. I’m not sure if our worries were justified, but it would have been nice to get actual seat numbers on the tickets (though you do actually get tickets mailed to you before the trip, so there is no need to check in and there is no risk of being ‘bumped’).

Otherwise, the trip was ok. And there is one bonus. If you ride the train, you get to see the rusting remnants of the rust belt (I got to see Cleavland…that was pretty exciting). You will pass by vast factory yards that have been long since deserted but for perhaps a few buildings. The highway doesn’t go near these sorts of places, so you usually forget that they exist, that our nation once produced things in such filthy environments; an Amtrak trip will remind you of these industrial wastelands. Sort of fun places to pass in the middle of the night.

Some might worry about the 17 hours it takes to complete the trip, but it isn’t actually all that bad. You get extremely large seats that are ok to sleep in and there are a number of cars between which you can divide your time (dining car, observation car, cafe car). And if you can get to sleep, the trip doesn’t actually feel that long (but don’t miss Pittsburgh!). Also, you ‘feel’ the distance far more than when you travel via airplane; I always feel a bit odd at the end of air-travel, like I haven’t traveled as far as I have. Though, maybe that is just me.

So, to conclude my observations. I would ride Amtrak again, but it certainly is substandard in comparison to European rail. I also wonder why it is not cheaper than travel by air. It might be that the greater staff hours required by Amtrak is the culprit, but I also wonder whether cheap petroleum makes air travel more affordable than it should be. But I don’t have those answers.

Silver Spring – a pedestrian’s nightmare

Last week I visited the Washington DC area for the first time.  I might have some more comments about my experience in the future but I want to start out with some comments about Silver Spring, MD.  I will be living near downtown Silver Spring, so I wanted to get a feel for the area.  In recent years, Silver Spring has undergone an urban revival of sorts.  Before this time, the area was a typical (somewhat rundown) suburb of DC but a large amount of residential and commercial development along with its access to the DC subway system has made it a very walkable area on paper.  There are a number of grocery stores, shops, cafes, restaurants (though most of these are of a chain variety), so that one doesn’t really need a car in order to live in this area.  Again, on paper, this seems like a very happy place for a pedestrian.

However, when one gets down into the streets it becomes obvious that this city is still controlled by the car.  Several wide and busy streets (highways really) bisect the downtown area bringing with them a ton of through traffic.  At cross walks, this means that a pedestrian must wait for an extremely long time to cross most streets; preference is obviously given to traffic flow along these corridors.  There also seems to be very little thought (or enforcement) of coherent and contiguous sidewalks.  You will be walking along a sidewalk (The east side of Eastern Ave. in front of the Blair’s apartment complex comes to mind) and the sidewalk will simply end for no reason.  I can’t for the life of me understand why this is acceptable.  This trend gets even worse in other locations; there were many instances where a sidewalk only exists on one side of the street and the ‘sidewalked’ side will change as the street progresses.  This means that one has to continually cross a typically busy road simply to walk down the street.  In another instance a sidewalk would degenerate into a curbless extension of a small parking lot, so that there was nothing between pedestrians (squeezing next to parked cars) and traffic than a small line on the pavement.  That sucks.

A trip to Middleton Hills – An example of new urbanism

Last weekend, Taryn and I went on a little bike ride in the country; it was quite nice.  Rural Wisconsin is full of lovely….

Fields

countryroads2

Winding Roads

countryroads1

Cows

cowsand….Subdivisions!

outsideshot2

Ok, maybe that isn’t entirely fair; the cows really weren’t anywhere near the subdivision.  But, you should still get the point.  On the way back from our bike trip, we stopped by a subdivision in Middleton (a suburb of Madison) called Middleton Hills.  The neighborhood has been lauded as the first example of new urbanism in Wisconsin.  The concept of new urbanism isn’t exactly clear, but I take it to mean that it was constructed with a slightly higher density in order to facilitate a walking culture.  This is supposed to not only decrease traffic, but also facilitate community development by bringing people into common spaces.  I’m a fan of new urbanism, at least as it is theoretically laid out; however, I was curious whether that theory could be an effective guide to a real development in a very car oriented place like the Madison metro area.

Middleton Hills was designed by DPZ, headed by Andres Duany and Elizabeth Plater-Zyberk in 1993 and has since then slowly developed.  There are two main aspects of the neighborhood to keep in mind.  First, the design of the neighborhood is in a new urbanist style; this means that houses have small yards, relatively high density (for the suburbs) and a distinct community center (with stores).  However, it is also a very regulated community; the dwellings are all designed in a certain style and every aspect of home and yard design is strictly regulated by a covenant (I recommend looking at the full covenant available at this site – its specificity is a bit startling).  For instance, every home design must be approved by a board to guarantee that it will fit cohesively within the community.  They prefer prairie style homes, so you will see an abundance of these in Middleton Hills.  If you don’t know anything about new urbanism, I recommend looking at the wikipedia article.  For now, I’m just going to start our journey through Middleton Hills…..

outsideshot1As one emerges from the nature preserve adjacent to Middlton Hills, you are treated to an interesting sight.  This part of the Middleton Hills (the north-east side) is full of new and large prairie homes.  That was what impressed me the most; these are very expensive homes, and that lends a certain air to the experience.  It is yuppie, ordered, and clean (to the point of almost being sterile); how you respond to those three adjectives will likely determine how you will feel about Middleton Hills.

low_density1All of the lawns are perfectly manicured (more so than I have every really seen) and every house looks to be in perfect condition.  The little trees and bushes seem to be carefully placed in a very deliberate way; and in fact, their placement is defined in the building plans.  All of this has been approved by the community design board; I didn’t like it; neighborhoods with a great deal of complexity and nature make me feel like there is something alive there.  Large, rich suburbs make me feel a bit uneasy;if I actually lived in such a place, I might start drinking a lot more.  However, we should remember that this is far newer than many of the neighborhoods that might seem more friendly or natural.  The complexity of old neighborhoods takes time, so perhaps Middleton Hills will become less sterile as it ages.  However, I wonder if the extensive controls of buildings and landscaping would allow for this development.  Only time will tell, I suppose.

boulevardAbove is the boulevard; perhaps when the trees grow up it will create a nice place to be but right now it just makes for a large expanse that is void of any life.  It does function as an indication of the main road; it made it easy for us to find the path to the community center but didn’t do much else.  One thing that started to bother me was the lack of people out and about; we had ridden through a good portion of the place without seeing a soul outside of their cars.  This entire construction (higher density, with front porches very close to the sidewalk) is supposed to make more people walk around the community but on such a beautiful Sunday afternoon, the streets were vacant.  That makes it seem like something is very wrong with the neighborhood.

mediumdensityThe closer one gets to the community center, the higher the density becomes.  Here you see duplexes (I think); I actually think these are pretty attractive and I like the idea of increasing density in this way.  However, these are extremely expensive.  I recently found an ad for one of these condos on the Middleton Hills neighborhood association web site and it was posted for $374k.  The problem is the type of condo this is; I’ll post the details below:

6874 Frank Lloyd Wright Ave
3 Bedrooms
2 Bath
2700 Sq.Ft.
$374,936.00

Impeccably maintained Middleton Hills condo overlooking pond. Beautiful sunsets right outside the front door! Built 7 years ago, it still looks brand new! Gourmet kitchen w/cherry cabinets, stainless appliances, solid surface counters. Open floor plan w/2 sided fireplace, maple floors, trim & doors, & attached screen porch. Spacious master w/whirlpool & ample closets throughout. Tons of additional storage. 3rd bedroom needs stairs for legal egress. Square footage taken from Middleton Assessor. Owner is licensed realtor. Open Sundays 1-3.

So, the homes and condos being sold in Middleton Hills are for the rich.  This is strange to me because this land should be cheap; one should be able to get a very affordable home all the way out in Middleton. However the prices for condos in this neighborhood rival those in downtown Madison, simply because they are constructed in a luxurious way.  One should remember that a central tenant of new urbanism is the need to build complete communities; you need to have places to live for both the person who owns the community store and the person who works behind the counter.

condos

This was the highest density area that I could find in the Middleton Hills development; they look to be more condos, and I am sure they are beautiful and expensive.  I think this absence of modest housing is a huge problem for the community; in a sense it means that this subdivision is not a community at all.  I will get to the “community center” in a moment, but I can preemt this by observing that most of those living here must drive to work every day.  The same goes for those working in the businesses nearby; the prices keep those who work at the nearby grocery store or coffee shop from actully living near their workplace.  The location is also poorly integrated with the mass transit system of the Madison metro area; this means that Middleton Hills is just as car centric as any other suburban area.  And this reliance on the car is one of the things new urbanism is meant to remedy.

starbucks1Here is the “community center”; the supermarket is off to the left (outside of the picture); it is a prairie style strip mall, I suppose.  The idea of having a shopping center close to ones home is that you might walk there.  I got the impression that most people took their car, even if they were just going to get a cup of coffee (and remember this was a near perfect day to be outside).

So, that is the end of the little tour.  I think Middlton Hills fails pretty miserably at being a good example of a well functioning community.  I suppose the architecture is more interesting than most subdivisions, but it lacks the same life that true urbanism provides.  I would be very intersted to see these principles developed in a part of town closer to where people work (and with better mass transit connections); but the current example, located so far from the necesities of life, is almost destined to fail.  In the end Middleton Hills felt almost like a caricature of new urbanism, rather than the real deal.  I’ll certainly return to this visit in some later posts; right now I have to go do something useful for a change.

What makes a good bike lane?

I came across this website called Streetsblog today that shows  examples of good bike lanes.  If you go to the link you will notice that they are all separated from traffic by some sort of divider.  This is often ignored in America; here a bike lane is just an extra small lane that is set aside for cyclists.  The idea is that a bicycle belongs in the street just like any other vehicle, and that extra accommodations (beyond a slower lane) for bicycles are simply unnecessary.  Madison is a perfect example of this; most bike lanes here are either in the parking lane or between the normal lanes of traffic and the bus lane.  This makes one feel extremely vulnerable most of the time; either you are dodging parked cars (and their doors) or have cars and buses motoring past you on either side.

There is a feeling among many cyclists that even though there may be bike lanes on some main streets, the unsepereated traffic makes it far too dangerous to actually use the lanes.  And this is considered to be an adequate bicycle accomodation by those who design streets.  It seems to me that if we actually want to make cycling a practical method of transportation we need to build infastructure that makes it safe.  Simply drawing lines doesn’t do that.  The lines only accomodate the cars by getting the slower bicycles out of the way.

Something about Ecocities

I’ve just finished reading a book about ecological city building by Richard Register. In Ecocities, Register proposes that the current methods of city planning, which advocate single use zoning and great distances, are horribly inadequate. The cities most of us live in are zoned such that people live far from where they work and shop; each human activity has its own area in the modern city; this makes car travel the most practical method. There are of course some exceptions (if one lives in Manhattan, for example, it would be quite easy to never leave the island) but for the most part, this is an accurate model of the suburban city.

It doesn’t take too much effort to realize the problem with the single use zoning. It is tremendously inefficient. Most people travel with their car every day to and from work; they are not using the space that the automobile provides; in order to simply move themselves, they have to bring along something that weighs a ton or so. Why do we agree to live with such an arrangement? Well, suburbs promise to be pleasant, for one; after all, cities can be rather stressful places to live. And it seems like a good idea to have a plot of land to oneself (though it seems like this land is so often wasted by planting huge tracts of grass….). Compound this with the abundance of cheap energy in the form petroleum and you get the current trend for civilization to sprawl over all the landscape. Driving to far off places is cheaper than buying land in the polluted and noisy city, so it is hard to see an argument against such a sprawl.

Register seems to think that the main problem with our current arrangement is the way it ruins lives, both animal and human. It devastates ecosystems as well as creates a dangerous and violent environment in which heavy objects (automobiles) whizz through the air at great speeds. People also become emotionally separated from each other because of their great physical distances from one another. I think these are all good reasons for hating cars (though I’m not sure the last one is so true, given how much New Yorkers despise each other) but the most pressing concern originating from the petroleum induced sprawl is the imminence of ‘peak-oil’ .

Reaching ‘peak-oil’ means that we have reached the point where petroleum production will begin to decline. This is built into the concept of a finite resource like fossil fuels; we will someday run out. This is why they are not sustainable sources of energy. Fossil fuels are truly amazing in most respects. In case you haven’t stopped and thought about it, try to imagine how much it would cost you to have your car towed across town by a team of animals. Beasts of burden are very expensive to feed and take care of, but this could be accomplished for a few dollars using an internal combustion engine. With this in mind, it isn’t a stretch to consider the cultural and technological boom of the 20th century to be a result of petroleum. And now imagine the disaster that could ensue if it is used up.

In my opinion, Register’s most important point (one that is also expressed by other people concerned about peak-oil) is that we must re-structure our cities in order to survive after oil is gone. It will no longer be economical to drive to work if you live 30 miles away; therefore we need to build communities that are ‘walkable’, in which you could walk to work, to the store, and home again. He also would like to see extensive use of bicycles in his ‘ecocities’ but they should not be the primary method of transportation. He advocates a major movement of people from the suburbs and non-productive rural areas (places not involved in agriculture) to inside the city. This would cause the density of cities to increase dramatically, though he wishes to mitigate this problem by ensuring that architecture produces cities in which people would want to live. This includes numerous natural spaces and gardens that would also have the effect of increasing biodiversity. To get an idea of what this would entail, I calculated the density that would result from the current population of Madison moving into an area similar to (though quite a bit larger than) Register’s vision of an ecocity; I found that the density would be about 12,000 people /square mile. This is similar to the density of a city like Chicago.

Whether the sort of population density envisioned by Register would be desired by people is not clear. He seems to portray this arrangement as some sort of Utopia; I have my doubts as to whether people are capable of creating such places (there certainly are few examples in history of society working this well). However, I do not doubt that a radical increase in density will be required given the coming scarcity of transportation fuels. I don’t think it is likely that we will be able to completely replace our current levels of fossil fuel energy with sustainable sources, and therefore, a radical reduction in energy consumption is almost certainly necessary. But how do we accomplish this without displacing large populations who will be short of food and other resources? I’m not sure that we can shove density down the throats of citizens who are, for the moment, enjoying very cheap energy. Hopefully, people will slowly come to realize the unsustainable nature of suburban living and migrate to communities that have all the necessities of life within a reasonable distances. If this does not happen, and there is a sudden oil ‘crash,’ then it might be best to obtain a nice piece of land and a whole lot of guns; because if large groups of people are not prepared for the sudden drop of energy availability, and must fight to survive, things could get quite ugly. This is clearly what Register hopes to avoid.

I have many other thoughts about this topic, but hopefully this serves as an adequate introduction. There are other voices in this debate, including the more moderate ‘New Urbanists‘ who have been far more successful than Register.   I’ll certainly see what they have to say as well.