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How suburban sprawl makes wildfires more deadly

How suburban sprawl makes wildfires more deadly

Jeff Ruane

Mailboxes destroyed in the 2010 Fourmile Canyon fire outside Boulder, Colo.

Last year’s wildfire season was one of the worst on record, and whether or not this year’s tops it (a likely outcome), it’s already off to a horrifically tragic start: 19 elite firefighters perished in a blaze outside Prescott, Ariz., on Sunday — the most to die fighting a single wildfire in 80 years. Even before the deadly Yarnell Hill blaze began, the usual suspects were asking: What does climate change have to do with wildfires? James West of Climate Desk addressed this maddening question a couple of weeks ago and The New York Times addresses it today (and David Roberts addressed it last year).

But there’s another human-caused problem making wildfires worse: the exurbs. Or, to use the technical term, the “wildland-urban interface” or WUI, where development meets and mingles with fire-prone wildlands. The New York Times describes such areas, which include Yarnell, Ariz.:

Those expanding communities, with rural views but more urban economies, have been the focus of concern among federal and state officials for a decade or more. While such regions are more plentiful in the East, it is in the areas west of the 100th longitude, reaching from West Texas and the Dakotas to the Pacific Ocean, where the natural aridity, increasingly exacerbated by climate change, makes fires a common threat.

In the West in the 1990s, more than 2.2 million housing units were added in these fire-prone areas, according to testimony by Roger B. Hammer [PDF], a demographer at Oregon State University and a leading authority on the issue. Speaking to a House subcommittee in 2008, he called this a “wicked problem,” and predicted an additional 12.3 million homes would be built in such areas in Western states — more than double the current numbers.

According to a U.S. Forest Service Study [PDF], one-third of all U.S. housing units now sit in the WUI, and the total area classified as WUI increased by 18 percent between 1990 and 2000. These neighborhoods, bucolic in theory with their combination of suburban amenities and easy access to wilderness, have become ubiquitous in the West, the study reports:

In the Rocky Mountains and the Southwest, virtually every urban area has a large ring of WUI, as a result of persistent population growth in the region that has generated medium and low-density housing in low-elevation forested areas.

Jeff Ruane

Ruins of a house burned in the Fourmile Canyon fire.

Think of the subdivisions wiped out by Colorado’s Waldo Canyon fire last year, or of the canyon outside Santa Barbara, Calif., where Grist writer Susie Cagle’s family home once burned to the ground. Wildfires in and of themselves are a natural and essential part of forest ecology, but more people living close to flammable wilderness means more people carelessly tossing smoldering cigarette butts or doing a shoddy job of putting out their campfires. From 2001 to 2011, an estimated 85 percent of wildfires in the U.S. were caused by people. And wooden houses, not to mention the aesthetically pleasing but non-native landscaping that often surrounds them, provide extra fuel for fires once they do start.

Fires that threaten to destroy homes end up costing much more to fight than those far from populated areas; according to the Forest Service study, there’s a “positive correlation between firefighting expenditures and the presence of housing and private lands.” Plus, as Outside Online points out, there’s extra pressure to stop a fire that puts property and human lives at risk, as so many more wildfires do these days:

In wildland firefighting, as with all firefighting, there’s nothing more important than protecting homes from destruction, but in the past decade, more than 20 million people have moved into the lands that will eventually be threatened by wildfire. Was … the field general in charge of making calls on the ground [while battling the Yarnell fire] more willing to expose his crew to risk because houses were at stake?

slworking2

A house destroyed by San Diego’s 2007 Witch Creek fire.

Ironically, the poor land-use planning that puts spread-out neighborhoods of sprawling homes right up next to fire-prone forests, exacerbating the potential for fire damage, is the same poor land-use planning that traps Americans in the kind of energy-intensive lifestyle that exacerbates climate change. For the most part, these WUI communities tend to represent the opposite of the kind of sustainable design we must strive for to reduce carbon emissions. They’re not dense or walkable or served well by public transit; they’re overwhelmingly residential, meaning you have to get in your car and drive just to get a roll of toilet paper or a quart of milk. And think of the energy cost of air-conditioning a five-bedroom house. Simply put, exurban development patterns worsen climate change, and they also make residents more vulnerable to one of climate change’s myriad indirect effects.

All this is not to demonize those who live in such places, because settling in the WUI has obvious appeal. If I lived in North Bend, Wash., for instance, I’d be steps from some of the region’s best hikes, and I might even be able to afford my own one-bedroom apartment. The Forest Service report outlines steps these communities can take to adapt and prepare for an increased threat of wildfires — educating residents about fire risk, removing flammable vegetation, changing building materials, planning new development to include better evacuation routes, etc.

But the question remains: Should we be building in such areas at all anymore (especially if living there necessitates a carbon-intensive lifestyle)? The same could be asked about building in flood zones or on steep seaside cliffs. Maybe, instead of pushing development ever further into the wilderness, we’d be better off inviting it back into the city.

Claire Thompson is an editorial assistant at Grist.

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Calgary floods trigger an oil spill and a mass evacuation

Calgary floods trigger an oil spill and a mass evacuation

Epic floods forced more than 100,000 people to flee their homes last week in Calgary, Alberta, the tar-sands mining capital of Canada. More than seven inches of rain fell on the city over the course of 60 hours.

Now the floodwaters are subsiding throughout the province, leaving in their wake an oil spill, power outages, and questions about how climate change might affect flooding.

Keltek Trust

Soggy Calgary

Alberta Premier Alison Redford said the crisis was “like nothing that we’ve ever seen before,” the Calgary Herald reported Monday. “We will live with this forever.”

The heavy rains also appear to have shifted the earth beneath a pipeline near the city of Fort McMurray, triggering a leak of synthetic crude oil. On Monday, energy company Enbridge said a cleanup operation was underway in a wetlands area; initial estimates placed the size of the spill at 500 to 750 barrels. From Reuters:

The spill, which may have been caused by heavy flooding that has paralyzed the Alberta city of Calgary, headquarters of Canada’s oil and gas industry, forced Enbridge to shut two much larger lines as a precaution, threatening a serious disruption in the flow of oil sands crude.

So what role might climate change have played in flooding this hotspot of climate-changing oil extraction? From the Vancouver Observer:

[Environment Canada climate scientist David] Phillips said this storm was very unusual for Calgary, where systems tend to move on quickly:

“The storm just kind of stayed put,” Phillips said. … “[The storm] stood around like an unwanted houseguest and wouldn’t leave …”

“That kind of rainy weather may become frequent in the years to come as the earth’s climate warms up.”

From Climate Central:

A study published in the journal Nature Climate Change on June 9 found that flood frequency as well as the number of people at risk of inundation from flood events are both likely to increase as the world continues to warm.

The researchers didn’t study North America, but in a statement to Climate Central they said, “if the warming unfortunately proceeds, the flood risk on a global scale becomes larger.”

Ricky Leong

Calgary’s Bow River is running very high.

John Upton is a science fan and green news boffin who tweets, posts articles to Facebook, and blogs about ecology. He welcomes reader questions, tips, and incoherent rants: johnupton@gmail.com.

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Seattle adopts plan for going carbon neutral — but will pot growers get in the way?

Seattle adopts plan for going carbon neutral — but will pot growers get in the way?

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Holyhikaru

Seattle’s climate ambitions are thiiiis big.

Seattle has set itself an 86-page to-do list to help it reach carbon neutrality by 2050.

The city council on Monday voted unanimously to adopt the 2013 Seattle Climate Action Plan [PDF], which outlines a detailed process designed to achieve the heady goal of reducing net greenhouse gas emissions to zero in less than 40 years.

The council originally set its carbon-neutrality goal in 2011. Following work by consultants and staff, the city now has a plan laying out how that goal can be turned into reality. Next comes the hard part: actually doing all the climate-friendly stuff.

“While I’m pleased that Council adopted the Plan, we know the real work is just beginning,” said Jill Simmons, director of the city’s Office of Sustainability & Environment.

From an explainer piece published last month by The Seattle Times:

The plan will almost certainly be expensive. It calls for new funding to improve and expand bus service, to build the infrastructure to make it safer to walk or bike around, and to build out the region’s light-rail system, all to reduce the approximately 40 percent of greenhouse gases that comes from cars and trucks.

The plan also calls for making energy use more visible to consumers through smart meters and energy audits that could improve the largest and least efficient commercial and multifamily buildings. The city also could require energy-use disclosures when houses or apartments are rented or sold.

There is not yet a cost estimate, but ideas to pay for the plan include a 1.5 percent motor-vehicle excise tax, a renewed Bridging the Gap levy and other local funding that would be less regressive than the failed $60 car-tab fees.

Simmons’ office will finalize an implementation plan by October, identifying the specific roles that each of the city’s departments will play in reaching carbon neutrality.

But Washington state’s recent legalization of dope could hamper the city’s climate plan — not because its officials are too stoned to do the challenging jobs entrusted to them, but because indoor pot growers are massive energy hogs. From KUOW radio:

The City Council is also looking at zoning rules to allow indoor marijuana growing in Seattle. [Seattle City Council Member Mike] O’Brien said for him, that’s not compatible with addressing climate change.

“The idea that we’re going to take agriculture that traditionally grows outside using sunlight for energy and put that inside buildings and use electricity or other fuels to fuel growing — that creates a big problem for me,” he said.

A study last year in the Journal of Energy Policy found growing marijuana indoors currently sucks up the same amount of energy as two million average American homes. It also found that the industry generates greenhouse gases equivalent to that of three million cars.

O’Brien wants growers to strive for carbon neutrality, although he doesn’t know what that would look like at this point. One way to reduce energy consumption would be to grow marijuana outdoors.

Take heed, Seattle stoners: Help your city go green and carbon neutral by insisting on outdoor bud.

John Upton is a science fan and green news boffin who tweets, posts articles to Facebook, and blogs about ecology. He welcomes reader questions, tips, and incoherent rants: johnupton@gmail.com.

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Indianapolis to get nation’s largest EV sharing program

Indianapolis to get nation’s largest EV sharing program

mariordo59

Bolloré Group’s Indianapolis EV-sharing program would mimic its French ones.

Are you a fan of electric vehicles who doesn’t want to own your own car?

Get thee to Indy.

A company that operates electric-vehicle sharing programs in France is looking to expand, and its executives have settled on Indianapolis for their first American foray. Bolloré Group’s $35 million plan will provide 500 shared cars and 1,200 charging stations at 200 locations throughout Indiana’s capital. The company’s inaugural American initiative will be modeled on its French Autolib program, with sharing slated to begin next year.

A press release describes the program:

The program is based around short one-way rentals, unlike some other US models which require the user to return to the vehicle where they rented it. Users pay a membership fee (daily, monthly, or annually) and receive an RFID card. When they wish to rent a vehicle they reserve a car on-line or at a dedicated car share kiosk, they unlock the car charger with their card, and then swipe the card on the windshield, which unlocks the car and allows them to drive off. The in-car GPS allows the user to reserve a parking spot with a charging station near their destination. Once they arrive, plug-in the vehicle and the transaction is complete. The user can then reserve another vehicle for their next trip, as needed. The rates for the Indianapolis service have not yet been established, but in Paris, membership costs $16 per month and a 20-minute trip costs about $4.50.

Indianapolis won’t be the only city where you can drive an EV through a car-sharing program, as Greentech Media points out. Car2go’s shared Smart cars in San Diego, Calif. are all electric, and its fleet in Austin, Texas, includes some EVs too.

But if the Indy scheme comes together as envisioned, it will be the largest all-electric car-sharing program in the U.S.

John Upton is a science fan and green news boffin who tweets, posts articles to Facebook, and blogs about ecology. He welcomes reader questions, tips, and incoherent rants: johnupton@gmail.com.

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Facing climate reality, cities look for ways to adapt

Facing climate reality, cities look for ways to adapt

jesseandgreg

The East Village after Hurricane Sandy.

Since the 2007 release of PlaNYC, New York City Mayor Michael Bloomberg’s sustainability vision, the city has chipped away steadily at its carbon emissions, cutting them to 13 percent below 2005 levels already. But nothing New York does on its own to mitigate climate change can save the city from future Sandys and the sea-level rise that will make such storms even more destructive going forward.

Last week, Bloomberg unveiled an ambitious, expensive plan to fortify the city against the kind of extreme weather that’s fast becoming the “new normal.” The event amplified a message more local leaders are embracing: Climate change is already upon us, and adapting to it will be essential to prevent massive losses of money and life.

On Monday, the mayors of Washington, D.C., Denver, Nashville, and 42 other U.S. cities signed a “Resilient Communities for America” agreement, pledging “to prepare and protect their communities from the increasing disasters and disruptions fueled by climate change.” According to a press release about the campaign, $1 spent on disaster preparation saves $4 in potential losses (consider that Hurricane Sandy caused almost $20 billion of damage). The local leaders also called for more support and cooperation from the federal government. Although, as Bloomberg himself has pointed out, cities are in an ideal practical position to start taking immediate climate action, the scale of work to be done to strengthen urban infrastructure requires all the federal dollars they can get.

The Associated Press explains how, in green circles, a focus on adaptation was once frowned upon, out of concern that it would distract from efforts to address the source of the problem or downplay its importance. That concern still exists, but as a climate-changed world becomes reality much faster than a global climate solution, government officials figure they’d better prepare for the worst.

Plus, discussions about disaster planning are less polarizing than debates about how to slow down climate change, the AP reports:

Now officials are merging efforts by emergency managers to prepare for natural disasters with those of officials focused on climate change. That greatly lessens the political debate about human-caused global warming, said University of Colorado science and disaster policy professor Roger Pielke Jr. …

“If you keep the discussion focused on impacts … I think it’s pretty easy to get people from all political persuasions,” said Pielke, who often has clashed with environmentalists over global warming.

It’s hard to argue against preparing your town for disaster. That makes adaptation plans easier to agree on than schemes to reduce carbon emissions, for example. But that doesn’t mean adaptation plans are easy to fund.

And sometimes the steps that cities can afford to take are not popular. The AP again:

For poorer cities in the U.S., what makes sense is to buy out property owners, relocate homes and businesses and convert vulnerable sea shores to parks so that when storms hit “it’s not a big deal,” [S. Jeffress Williams, University of Hawaii geophysicist and former sea-level rise expert for the U.S. Geological Survey,] said.

But relocating homeowners does not tend to be a politically palatable solution. From another AP article:

A University of Virginia report released last year that was based on community feedback from [Virginia Beach] city residents said the least socially feasible way of addressing the problem was the purchase of development rights, while the most likely option to help the city prepare for sea level rise was to provide greater education and updated zoning.

Updated zoning could mean new requirements like one under consideration in Norfolk, Va., that would mandate a 20-foot setback from the mean high-water mark for new homes, or one already on the books in Virginia Beach that requires new construction or major expansions to be elevated one foot above base flood levels. Many other seaside cities are encouraging homeowners to put their houses on stilts.

But even struggling cities in the lower 48 have it easier than many more vulnerable communities around the world, where the threat is more urgent but resources to address it are scarcer. Take Newtok, Alaska, which could be entirely underwater by 2017, but where plans to relocate its 63 houses have stalled in the absence of state and federal relocation assistance.

A recent U.N. report emphasized the moral imperative to provide relocation assistance to at-risk communities, according to Reuters:

The report says: “Because the poorest people are already struggling with day-to-day survival, the poorest countries will face more difficulties as they attempt to overcome the damage done by climate change — flood, storm, rainfall, weather-related illnesses — and to find ways to adapt themselves”.

Read more from the AP about what cities around the world are doing to prepare for climate change. Whatever strategies communities adopt, one thing is certain: There’s no time to waste.

Claire Thompson is an editorial assistant at Grist.

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Bloomberg unveils ambitious plan to protect NYC from climate change

Bloomberg unveils ambitious plan to protect NYC from climate change

azipaybarah

Michael Bloomberg.

New York Mayor Michael Bloomberg laid out an ambitious plan today to fortify the city against the extreme weather and storms we can expect thanks to a changing climate. “This is a defining challenge of our future,” Bloomberg said in a speech at the Brooklyn Navy Yard.

The plan, estimated to cost $20 billion, includes 250 recommendations in all, covering everything from erecting bulkheads and levees to retrofitting old buildings to protecting the city’s power infrastructure. (Fifty-three percent of NYC’s power plants currently sit within the 100-year floodplain, and by the 2050s, 90 percent could be in that danger zone.)

The New York Times reports:

The plan covers so many different parts of the city and calls for such a wide array of proposals that the estimated price tag could change – and given the history of large infrastructure projects, that means the cost is likely to grow.

The price estimate also does not include some of the more ambitious projects envisioned in the report that require further study, like the construction of a so-called Seaport City, just south of the Brooklyn Bridge in Manhattan, modeled after Battery Park City, which would protect Lower Manhattan but cost billions.

The administration said that roughly half of the currently estimated $20 billion cost of the next decade would be covered by federal and city money that had already been allocated in the capital budget and that an additional $5 billion would be covered by expected aid that Congress had already appropriated. Most of that money was allocated, through a variety of programs, in the aftermath of Hurricane Sandy, according to the report.

While a $20 billion price tag sounds staggering, Bloomberg pointed out that Hurricane Sandy alone did $19 billion in damage to the city, and that a future storm could cause as much as $90 billion worth of destruction.

Bloomberg presented the plan a day after the New York City Panel on Climate Change — formed in 2008 to address climate change as part of PlaNYC, the mayor’s long-term sustainability vision — released an updated set of data [PDF] about how the Big Apple can expect to fare in a hotter and more volatile climate. The new findings, the AP reports, “echo 2009 estimates from the scientists’ group … but move up the time frame for some upper-end possibilities from the 2080s to mid-century.” And those upper-end possibilities — even the mid- and low-range predictions, for that matter — are certainly scary enough to justify an ambitious big-picture solution. From another New York Times article:

Administration officials estimated that more than 800,000 city residents will live in the 100-year flood plain by the 2050s. That figure is more than double the 398,000 currently estimated to be at risk, based on new maps the Federal Emergency Management Agency released Monday.

Administration officials said that between 1971 and 2000, New Yorkers had an average of 18 days a year with temperatures at or above 90 degrees. By the 2020s, that figure could be as high as 33 days, and by the 2050s, it could reach 57 …

In 2009, [the panel] projected that sea levels would rise by two to five inches by the 2020s. Now, the panel estimates that the sea levels will rise four to eight inches by that time, with a high-end figure of 11 inches.

New York is already trying to do its part to slow climate change; the city is halfway to its goal of a 30 percent reduction in emissions by 2030. But, given the latest projections of what climate change will look like for the rest of this century, Bloomberg and co. recognize that they need to start preparing for climate change as well as fighting it.

Funding and implementing Bloomberg’s plan will largely fall to his successor; he can’t run again, so a new mayor will take the helm in January. But he hastened the plan’s development after Hurricane Sandy. “We refused to pass the responsibility for creating a plan onto the next administration,” he said in his speech.

Ironically, the Bloomberg administration has spent hundreds of millions of public dollars to revitalize waterfront districts and lure upscale condo developers, while at the same time warning of the risks of such development given rapidly rising sea levels. More people living along the city’s shoreline complicated evacuation efforts before Hurricane Sandy.

Bloomberg’s speech today at the Brooklyn Navy Yard was preceded by introductory speakers and videos that struck a resolutely uplifting theme of resilience, suggesting that a changing climate should not force anyone to leave the greatest city in the world. But some homeowners are already grappling with the cost of staying, forced to choose between paying a small fortune to have their houses raised up on stilts or paying soaring flood insurance costs. AP reports that many of them don’t believe more big storms are coming: “They think” — or perhaps hope against hope — “Sandy was a fluke, a storm to end all storms, the kind they won’t ever see again.”

The climate-change panel’s report makes painfully clear how wrong they are.

Claire Thompson is an editorial assistant at Grist.

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Whole Foods opens in Detroit, threatening stereotypes everywhere

Whole Foods opens in Detroit, threatening stereotypes everywhere

Laura Taylor

Because any positive economic activity that happens in Detroit is apparently national news, the opening of a Whole Foods Wednesday in the city’s Midtown neighborhood has caused more fanfare than possibly any grocery-store debut in history. Hundreds reportedly waited in line to enter the store, and Whole Foods Co-CEO Walter Robb was present for the occasion, accompanied by “a marching band, speeches by civic leaders, specialty food vendors handing out samples of pickles, granola and other products, and a festive air of celebration,” according to the Detroit Free Press.

Why all the hoopla? After all, as Aaron Foley at Jalopnik Detroit points out in a level-headed post, the city, despite being labeled a “food desert,” already has its share of real grocery stores, including independent chains like Ye Olde Butcher Shoppe, not to mention its famous Eastern Market, the largest permanent farmers market in the U.S. So it’s not like Whole Foods is suddenly swooping in to deliver fresh vegetables where only Twinkies and Top Ramen existed before.

Much has been made of Whole Foods’ potential to attract further economic development, “a magnet for retail, in particular, and for development more generally,” as Free Press editor Stephen Henderson puts it. “A grocery store as a creator of density.” But would a concentration of high-end retail and condos in one neighborhood do anything to address this troubled city’s structural problems? Local investors and government officials seem to be betting so; the store was financed with the help of $5.8 million in state and local grants and tax credits.

But really, what seems to be causing the freakout over Whole Foods’ unlikely new location is just that: its unlikeliness, and the racist and classist assumptions underlying that assessment. Just listen to Kai Ryssdal of public radio’s Marketplace question CEO Robb at the opening. Ryssdal calls Whole Foods “a place that does not have the reputation of perhaps being a place where people would shop in Detroit,” and even asks, “Did you have to teach people how to shop here?” — as if navigating a Whole Foods requires some special sixth sense not innate to black and low-income people. Ryssdal, assuming Detroit doesn’t have the kind of customer base that could support a Whole Foods, goes on to ask Robb what the company plans to do if the store starts losing money. Robb responded that they’ve made a 25-year commitment to the location. “People perceive Whole Foods as only serving particular communities, and I don’t like that,” he said.

We’re all for Whole Paycheck making an effort to be more accessible. But Robb went so far as to say that Whole Foods, with its Detroit store, is “going after elitism, we’re going after racism.” The notion that a bourgie grocery store could meaningfully address racial inequality is ridiculous. If it has any effect at all, it could just as easily set in motion the kind of unchecked gentrification that deepens racial divisions.

Foley, for his part, sees the new Whole Foods neither as a vehicle for economic rebirth nor as a harbinger of hipster domination:

I was paying more attention to what people were wearing rather than the color of their skin. Lots of people – black, white, whatever – were there representing food co-ops, urban farms and other local initiatives proudly on T-shirts. …

What I realized [Wednesday] is that Detroit’s healthy-eating, locavore crowd is much bigger than I realized. Yes, I know – Whole Foods is a corporation, they have a bottom line, all corporations have dirty secrets, got all that. Still, if it’ll serve a market here in Detroit, then it’s still a nice option. Whole Foods’ biggest challenge is not the potential “Whole Foods effect” but how this community will respond and adapt to its presence.

And if the community response surprises both the skeptics and the cheerleaders, that may be the best outcome. Foley continues:

Detroit’s not saved, but it looks a little bit better. My only hope after this? That reporters won’t use Whole Foods as a constant reference point when giving progress reports about the city’s comeback.

Noted.

Claire Thompson is an editorial assistant at Grist.

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Which U.S. city has the best park system?

Which U.S. city has the best park system?

Michael Hartford

Even the Minneapolis winter can’t keep kids out of its parks.

If you’re a lover of outdoor urban activity, might we suggest a move to Minneapolis? Not only does the burg have a bike culture to rival Portland’s, it boasts the best park system of any major U.S. city, according to rankings released Wednesday by the Trust for Public Land in its second-annual ParkScore Index.

Minneapolis didn’t appear on last year’s inaugural ParkScore list, which ranked only the 40 largest U.S. cities (Minneapolis comes in at No. 48). But this year, TPL looked at 50 cities, and Minneapolis took top honors, bumping San Francisco, last year’s winner, to third place. New York City moved up from third to second.

Here’s the top 10:

  1. Minneapolis
  1. New York City
  1. Sacramento & San Francisco & Boston (a three-way tie)
  1. Washington, D.C.
  1. Portland, Ore.
  1. Virginia Beach
  1. San Diego
  1. Seattle

Most of the cities in the Top 10 are either older Eastern towns shaped by Frederick Law Olmsted’s legacy of urban design (such as New York and Boston) or newer Western ones with urban wilderness and open space to spare (Portland, San Diego, Seattle).

In calculating the rankings, ParkScore gives equal weight to three main categories: acreage (median park size and park land as a percentage of overall city area), services and investment (park spending per capita and playgrounds per 10,000 residents), and access (how many people live within a 10-minute walk of a park). Fresno, Calif., brought up the rear for the second year in a row. In that city, park land constitutes only 2 percent of the city area — compared to 15 percent in Minneapolis — and roughly half of every income and age group lacks easy access to a park. But Fresno’s not even the worst city in terms of access — that honor goes to Charlotte, N.C., where less than 30 percent of the population lives within a 10-minute walk of a park.

New York is by far the biggest city in the top 10. L.A. sits all the way down at No. 34; Chicago came in No. 16. Virginia Beach is the only Southern city in the Top 10; Midwestern and Western cities are more evenly distributed. You can compare all the cities’ scores in each main category here; click on a city for a breakdown of its rankings.

In general, cities known for their car-loving culture (L.A., Atlanta, basically every city in Texas) don’t appear to give much love to parks.

ParkScore rankings aren’t meant just to celebrate or shame certain cities; TPL says its website should serve as “a roadmap to guide park improvement efforts.” The detailed analysis shows city leaders which aspects of their park system deserve the most focus. Let’s hope, for the sake of the people in Fresno, that they’re paying attention.

Claire Thompson is an editorial assistant at Grist.

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Kids these days just don’t care about cars

Kids these days just don’t care about cars

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I refuse to conform to your car culture.

At Grist, we’ve been onto the trend of the youngs losing interest in driving for awhile now. And every time a new study or survey comes out to statistically corroborate the anecdotal evidence we see every day, we hear the same responses from skeptics — it’s just the economy, just a stage of life. Wait til those millennials get real jobs, get married, have families, and move to the suburbs. Then you bet they’ll start driving.

But the latest report on declining driving trends — released today by the U.S. PIRG Education Fund — argues that a rejection of car culture is here to stay. “The Driving Boom is over,” it declares. In fact, the report calculates that “If the Millennial-led decline in per-capita driving continues for another dozen years … total vehicle travel in the United States could remain well below its 2007 peak through at least 2040 — despite a 21 percent increase in population.”

The U.S. PIRG study reveals how, after six decades of steady growth, both total vehicle miles traveled (VMT) and VMT per capita have been falling since 2007. Total VMT is now at 2004 levels, while VMT per capita has fallen to 1996 levels. And once again, it’s those meddling millennials who are reimagining one of the pillars of American culture. Young people ages 16 to 34 drove an average of 23 percent fewer miles in 2009 than they did in 2001, according to the report. If you consider that more than half the people in that age group were old enough to drive in 2001, too, that suggests that even as those at the older end of this generation enter their 30s — presumably settling into more stable jobs and in some cases starting families — they’re still not switching over to a car-centric lifestyle at the same rate as generations before them.

Economic factors — high gas prices, the recession — obviously motivate people of all ages to drive less. But, as we’ve pointed out before, larger societal shifts lie behind millennials’ generation-wide “meh” attitude toward car ownership. Brian Merchant at Vice summarizes them in two words: Facebook and Brooklyn.

To expand on that slightly: Technology lets people socialize without being physically in the same place. And when they do leave the house to hang with friends IRL, kids these days would rather walk, bike, bus, train, longboard, or — if those options prove impossible — car-share to get there. That’s why millennials are flocking to communities that cater to a walkable, urban lifestyle, and why even historically unhip towns like Charlotte, N.C. — the setting for The New York Times’ coverage of the Wash PIRG study — are now modeling themselves more in Brooklyn’s image, “filling in the urban core with new development and encouraging new construction along major transportation corridors, including an expanding rail line.” (Charlotte’s transit-happy mayor, Anthony Foxx, is Obama’s pick for transportation secretary.)

Merchant explains why Facebook and Brooklyn could solidify the decline in driving into a lasting trend:

As more folks from the affluent 18-34 demographic settle in cities, the need for cars will diminish. More parents simply won’t own them. Which means the physical barriers to socializing erected by the suburbs will thus never be put in place, and teens won’t need to overcome them to feel liberated. Meanwhile, social media will still be providing alternative channels for interaction.

The prospect of driving, after all, is only exciting if there are places you’re dying to go. Growing up in a place where all of your friends and activities are already within walking distance, and being able to bridge the rest of the gaps online—gaming, gossiping, etc—may hopelessly antiquate that four-cylinder headrush.

I knew a few folks in college who, having grown up in Manhattan or San Francisco, simply never learned to drive — there was no reason to. I found this exceedingly strange at the time, but Merchant’s point is that as millennials lead a larger cultural shift in our lifestyle values, and more cities adapt to their preferences, those license-less kids will become more the rule than the exception.

Which means, as the report points out, “The time has come for America to hit the ‘reset’ button on transportation policy” — repair existing roads and bridges instead of build new ones; focus resources on mass transit and bike infrastructure, as Charlotte is doing; and support the development of walkable neighborhoods.

The consequences of a transportation policy “stuck in the past,” as the report puts it, are not only costly, but tragic. Texting while driving has replaced drunk driving as the No. 1 cause of teenage death on the road, which no doubt has something to do with the smartphone replacing the car as the most important vehicle for teenage freedom. Just as improved transit options reduce the temptation to drive drunk, so too do they eliminate the temptation to text behind the wheel.

Claire Thompson is an editorial assistant at Grist.

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Kids these days just don’t care about cars

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California town of Sebastopol will require solar panels on all new homes

California town of Sebastopol will require solar panels on all new homes

Sebastopol

Vineyards won’t be the only things flourishing when the sun shines on the fertile city of Sebastopol, Calif., in Sonoma wine country. The liberal stronghold of fewer than 8,000 residents this week became California’s second city to require that new homes be outfitted with panels to produce solar energy.

A vote by the City Council on Tuesday evening came less than two months after a similar program was approved in Lancaster, Calif., a conservative desert city with 150,000 residents nearly 400 miles away.

From the Santa Rosa Press Democrat:

Sebastopol’s ordinance would require new residential and commercial buildings — as well as major additions and remodelings — to include a photovoltaic energy-generation system.

The system would have to provide 2 watts of power per square foot of insulated building area or offset 75 percent of the building’s annual electric load.

In situations where solar power is impractical, such as shaded areas, new buildings may use other energy alternatives or pay a fee.

Councilman Patrick Slayter, who co-authored the measure with [Mayor Michael] Kyes, remarked that the council’s action — before a crowd of about 40 people — was “on the low end of the scale (of controversy), which is welcome.”

The two Californian cities that have adopted solar mandates have markedly different climates and demographics, showing solar’s wide appeal.

And as soon as a third city joins up, we’ll be ready to call this a trend.

John Upton is a science aficionado and green news junkie who

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