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In the Shadow of Rising Towers, Laments of Lost Sunlight in New York

New York City has long tried to balance the thirst for sky-high buildings with preserving a modicum of street-level sunlight, with mixed success. Credit –  In the Shadow of Rising Towers, Laments of Lost Sunlight in New York ; ;Related ArticlesUnder Seattle, a Big Object Blocks Bertha. What Is It?Canadian Review Panel Approves Plans for an Oil PipelineThe Texas Tribune: Sinking Land Brings Calls for Pumping Alternative ;

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In the Shadow of Rising Towers, Laments of Lost Sunlight in New York

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Seattle mayor wants to block Whole Foods because of its low wages

Seattle mayor wants to block Whole Foods because of its low wages

Dave Lichterman

Seattle Mayor Mike McGinn says Whole Foods should pay more or get lost.

The Washington, D.C., city council made national news earlier this month with its effort to force Walmart to pay higher wages at six new stores the company hopes to build in the city.

A similar fight is afoot in Seattle — but over Whole Foods. Mayor Mike McGinn, who’s up for reelection this year, is leading the charge against a proposed new store in the West Seattle neighborhood. Seattle Times columnist Danny Westneat reports:

“I’m setting a new standard here, that we are going to look at the wages they pay, and benefits, when a company wants to develop with land that involves public property,” McGinn told me in an interview. …

McGinn contended in a letter that the nonunion Whole Foods pays “significantly lower” wages and benefits than other grocery stores, including some already in West Seattle. So the idea of allowing Whole Foods to go in there violates the city’s social and economic justice goals.

Whole Foods, as you might imagine, was gobsmacked. The company is no stranger around these parts — it has six hugely popular Seattle-area stores, employing 1,500 workers.

Whole Foods claims it pays nonmanagement workers in Seattle an average of $16 an hour, plus health benefits, but McGinn disputes that claim.

“If Whole Foods wants to open up their books and prove to us that they provide equal pay and benefits to the other grocery stores, then that’s something we would definitely consider,” McGinn said.

To get his backing, Whole Foods needs to make “meaningful increases” in worker pay. If the store is allowed to open as is, it will only drag down wages at the other stores, causing a “race to the bottom,” he said. …

“This is a new effort, and we’ll be looking at the wages and benefits of any large companies that want to develop using public property.”

The Stranger reports that the planned Whole Foods development is also “opposed by a coalition of labor, businesses, and residents, who worry about the project’s impact on traffic congestion, pedestrian safety, living wage jobs, and small local businesses.” And the alt-weekly notes that “Whole Foods is notoriously anti-union while the national supermarket chains it competes with here—Safeway, Albertsen’s, and QFC/Kroger—are all union shops.”

McGinn doesn’t actually have the power to block the store. Whole Foods is seeking to buy a public alleyway as part of its development plan, but the city council will make the final decision on that. Still, McGinn said he’s using the case to take a stand on income inequality.

Meanwhile, in D.C., Mayor Vincent C. Gray will make the final call on the Walmart controversy. He could either sign or veto a city council measure that would force Walmart to pay a living wage to workers in the city.

Lisa Hymas is senior editor at Grist. You can follow her on Twitter and Google+.

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Have fun, stay single — it’s sustainable

Have fun, stay single — it’s sustainable

Sem Cimsek

“Being alone — there’s a certain dignity to it.”

Good news, single people: Living alone not only gives you the freedom to vacuum in your underwear and leave crusty dishes in the sink; it also has a societal benefit. As a so-called “singleton” or “solo” (barf), you’re helping make your city more sustainable.

That’s what Devajyoti Deka of Rutgers’ Alan M. Vorhees Transportation Center argues. In a study called “The Living, Moving and Travel Behaviour of the Growing American Solo,” Deka found that people who live alone — about 28 percent of U.S. households, a threefold increase since 1950 — also live more sustainably, dwelling in apartments instead of single-family homes, commuting shorter distances to work, and owning and using cars at lower rates than couples and families. And solo dwellers tend to prefer living in cities.

Which all makes practical sense, of course. One person needs less space, and the cost of owning and maintaining a car is much more of a burden when not shared. Urban areas present more job opportunities, and solos can pursue them without being held back by a partner’s career or family obligations. (Deka found that solos make at least $5,000 more per year when they live in the city.) Plus, discounting the few misanthropes out there, most people don’t live alone because they want to be alone, and living in a dense city neighborhood offers plenty of social outlets to ward off loneliness.

Catering to a growing solo population means cities also must cater to their more sustainable lifestyles. Eric Jaffe at the Atlantic Cities writes:

[T]he paradox of solo attraction to urban life is that modern metro areas were largely planned and designed with the nuclear family in mind. As a result, if cities want to keep the solos coming, they will have to make it worth their while. …

Deka says there are two things cities must do to retain their solo edge. The first is to promote and enhance public transportation, which of course most are doing for sustainable reasons anyway. The second is to recognize that, contrary to much popular belief, there are twice as many elderly solos (above 65) [as] young ones (18 to 34).

That raises two additional problems for cities that hope to attract and keep solos. One is the need to develop better housing for the elderly — be it affordable and livable single-occupancy studios or nicer nursing homes. The other is figuring out a way to improve mobility for older people, including the expensive paratransit services upon which they so often rely.

“Affordable and livable single-occupancy studios” — like the microapartments causing such furor in Seattle — can be attractive to solos of all ages, despite efforts to smear them as glorified flophouses for transient students and low-wage workers. Indeed, their biggest market could be not twentysomethings but single senior citizens. I bet Seattle’s anti-microhousing crusaders would be much less comfortable denying Grandma a place to live than they would be shutting out more shiftless millennials.

The data about solos provides yet more evidence that those fighting high-density development in cities are out of touch with reality. The anti-density folks worry that an influx of compact single-occupancy apartments will create crowds and chaos and drive families out of the urban core. But as the Atlantic Cities points out, urban areas have long been designed for single-family living; now that solos increasingly drive demand for housing, cities should be rethinking design with them in mind. The good news is, a city oriented toward solos’ sustainable preferences ends up benefiting everyone: An increase in housing supply eases prices across the board. Better public transit ameliorates traffic and pollution. And all those single people with their better-paying urban jobs stimulate the economy.

Not to mention providing homes for lots of orphaned cats.

Claire Thompson is an editorial assistant at Grist.

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Have fun, stay single — it’s sustainable

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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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Huge proposed Alaska mine could be next big environmental controversy for Obama

Huge proposed Alaska mine could be next big environmental controversy for Obama

Robert Glenn KetchumBristol Bay.

While environmental groups have been pouring energy into opposing the Keystone XL pipeline, a less talked-about fight in Alaska is bubbling over into what The Washington Post says “may be one of the most important environmental decisions of President Obama’s second term”: whether to allow construction of a massive mine near Bristol Bay, one of the most productive salmon fisheries in the world (supplying half the world’s sockeye salmon) and home to potentially vast reserves of gold and copper.

Politico explains:

The focus of this fervor is buried near the headwaters of the Kvichak and Nushagak rivers, where massive deposits of gold, copper and molybdenum lie in a watershed that feeds into Bristol Bay. The Pebble Partnership, which owns the land, wants to dig an open-pit mine that could stretch for miles and would need roads, a power plant and a port.

In a 2006 feature, Mother Jones elaborated on what that would look like:

The proposed Pebble Mine complex would cover some 14 square miles. It would require the construction of a deepwater shipping port in Cook Inlet … and an industrial road—skirting Lake Clark National Park and Preserve and traversing countless salmon-spawning streams—to reach the new harbor. At the site’s heart would be an open pit measuring two miles long, a mile and a half wide, and 1,700 feet deep. Over its 30- to 40-year lifetime, the Pebble pit is projected to produce more than 42.1 million ounces of gold, 24.7 billion pounds of copper, 1.3 billion pounds of molybdenum—and 3 billion tons of waste.

Not only would the Pebble mine be North America’s biggest, it would be 20 times larger than all other mines in Alaska combined. And the companies behind it aren’t even American. The Pebble Partnership is a joint venture between Anglo American, a British mining firm currently facing a class-action lawsuit from South African gold miners, and Northern Dynasty, a Canadian company whose interest in the Pebble Partnership is its principal asset.

Nick HallThe Pebble Mine threatens the area’s important fishing industry.

Opposition to the project has united the fishing industry and local tribes, two groups often at odds. Mother Jones said the Kvichak is “known to anglers as the most abundant salmon stream on the planet and as home to some of Alaska’s most gargantuan rainbow trout.” For native communities, the hunting and fishing supported by this watershed provide a crucial source of food and a link to traditions.

As oil production, long a profitable mainstay of Alaska’s economy, has slowed in the state, leaders are increasingly turning to mineral extraction as a less-lucrative but better-than-nothing supplement. But that doesn’t make it an easy sell, even to impoverished rural villages desperate for sources of income. Polling by mine opponents found 58 percent of Alaskans overall, and 80 percent of Bristol Bay residents, do not support the project — a sharp contrast, Politico noted, to the majority who support drilling in the Arctic National Wildlife Refuge. You just don’t mess with salmon. The notoriously conservative Seattle Times editorial board recently came out against the mine, pointing out how Alaska’s fishing industry is intertwined with Washington state’s economy (many companies that process Alaskan seafood are based in Seattle).

In a report [PDF] released last week, Pebble Partnership stated that the operation would generate almost 5,000 jobs in Alaska during construction and at least 2,750 permanent ones. But Tim Bristol, the aptly named director of Trout Unlimited’s Alaska program, told The Washington Post that 14,000 jobs depend on a healthy salmon fishery, and that Pebble has “a well-established track record of … exaggerating the benefits” of the mine.

Concern about mining in the area has intensified since 2005, when the Alaska Department of Natural Resources reclassified much of the Bristol Bay area’s state-owned land to make it more open to mining. Pebble leases the mineral rights of the land it currently occupies from the state, but has held off on securing other permits necessary to forge ahead with mining.

In 2010, at the request of six Alaskan tribes, the Environmental Protection Agency took the unusual step of launching an assessment of the impacts of mining in the watershed, even though Pebble has yet to apply for a federal permit from the Army Corps of Engineers. The Post reports:

In an early environmental assessment, the EPA estimates the mine would probably cause the loss of between 54 and 89 miles of streams and between four and seven square miles of wetlands. Any accidents, the assessment continued, could result “in immediate, severe impacts on salmon and detrimental, long-term impacts on salmon habitat.”

In May 2012, EPA submitted its initial findings to a peer review panel, which released an updated assessment in April basically confirming what the agency had already found. Comments on the revised assessment are now being accepted through June 30.

Mine opponents want EPA to use its authority under the Clean Water Act to block the project — something the agency has only done 13 times since 1972, and only once during the Obama administration.

Both sides are already spending hundreds of thousands of dollars a year lobbying; Pebble has spent at least $450,000 each year since 2008. Stakeholders are anxiously waiting for Sen. Mark Begich (D-Alaska) to come down on one side or the other, but Begich, who faces a tough reelection fight next year, has been cagey aside from offering the opinion, shared by his fellow Alaska Sen. Lisa Murkowski (R), that EPA shouldn’t preemptively veto the mine.

Pebble says it hopes to apply for a federal permit this year.

Claire Thompson is an editorial assistant at Grist.

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Protesters target firms angling for a piece of pipeline profits

Protesters target firms angling for a piece of pipeline profits

Tomorrow marks the start of a week of actions and information sessions nationwide aimed at throwing a monkey wrench into the Keystone XL pipeline construction. There are 24 planned events across 20 cities.

Tar Sands Blockade

Want to march and chant? Want to dance? Want to learn how best to lie limp in front of a bulldozer or U-lock your neck to a piece of heavy machinery? (Protip: A little Maalox and water will wash that pepper-spray out right quick.) Rallies, protests, flash mobs, trainings, and Idle No More round dances will take place from Seattle to Washington D.C., rain or shine. The whole effort is spearheaded by the tireless folks at Deep Green Resistance and the Tar Sands Blockade.

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This week of protest is coming together just as new data bolsters a longstanding critique of the pipeline-to-be: That we’re not even going to use the oil it’s carrying here anyway. The Wall Street Journal reports that “much” of the tar sands oil that would be pumped through the pipeline from Canada to the Gulf would not contribute to U.S. energy independence — it would be exported.

Oil Change International, a nonprofit advocacy group that opposes the pipeline, presented new data Thursday showing how Gulf Coast refineries, especially those in Texas, have in recent years become major exporters of refined products.

The group says the Texas Gulf Coast refiners that would be the main recipients of Keystone-shipped crude already exported more than 60% of the gasoline they produced, 40% of their diesel output and 95% of their petroleum coke in 2012. It based its numbers on U.S. Census Bureau data. …

Refiners agree figures show the Gulf area exports a lot of its output, but say that is no reason to shun Keystone XL. “The Gulf Coast is long on refining capacity and short on demand. Exports will continue with or without Keystone XL,” said Bill Day, a spokesman for Valero Energy Corp. …

Shawn Howard, a TransCanada spokesman, said the company doesn’t refine or market the oil it ships and can’t control what might happen with exports.

Shorter TransCanada: “It’s not our fault that we’re profiting off this toxic stuff, that’s just what we do! We can’t control it.” Shocking, I know.

Susie Cagle writes and draws news for Grist. She also writes and draws tweets for

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Read and take over: Occupying urban streets with guerrilla libraries

Read and take over: Occupying urban streets with guerrilla libraries

Whether because of budget cuts or natural disasters, many of our nation’s libraries are struggling. But DIY efforts are filling the cracks in a few especially hard-hit communities.

Urban Librarians Unite

In the wake of Hurricane Sandy, Urban Librarians Unite in New York has set up sidewalk mini libraries outside less-mini libraries that have closed due to storm damage.

These tiny, all weather libraries house about a hundred books at a time and there is no expectation whatsoever that the books will come back. … The Mini Libraries are a resource for our communities, a chance to experiment in library science, and a reminder to the public that even if the library itself is in ruins the librarians are still thinking of them.

ULU is quick to point out that its orange boxes, while super-awesome, aren’t a replacement for real library infrastructure.

Advocates of little libraries are often rabid supporters of big libraries as well and it is their respect for the institution that makes them want to emulate it. It is impossible to mistake a citizen’s reading exchange for a well run reference desk. Our Mini Libraries will suffer from the same limitations as any little library. They could never be mistaken as an alternative to the branch libraries they substitute and intended to support. They do offer some comfort and succor, especially to kids and families, and they remind people that libraries — and their librarians — are nimble, caring and quick to respond to the needs of their communities.

We hope that our Mini Libraries will evolve.

“I smell the spirit of Occupy,” writes a Seattle Post-Intelligencer blogger.

Jaime Omar YassinThe Biblioteca before the city booted it off library grounds.

For an even more grassroots effort on the opposite coast, there’s the six-month-old Biblioteca Popular in Oakland. On Aug. 13, 2012, activists occupied an abandoned library in East Oakland only to be booted by the city within the day. Undeterred, they set up on the grounds and sidewalk outside, providing garden space, kids’ activities, and books in both English and Spanish. At first the city left Biblioteca alone, but then three weeks ago it locked down the grounds and gardens, pushing the library onto the sidewalk outside, where it remains now.

All power to the book people.

Susie Cagle writes and draws news for Grist. She also writes and draws tweets for

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Good news for peer-to-peer car-sharing

Good news for peer-to-peer car-sharing

It’s a good news day for peer-to-peer car-sharing, and those hideous and somewhat disturbing furry pink mustaches I keep seeing around San Francisco.

lizasperling

The detachable pink mustache alerts ride-seekers that this ride is a Lyft.

Today the California Public Utilities Commission said it has reached an agreement with Zimride, the parent company of fast-growing California ride-share purveyor Lyft, to suspend a cease-and-desist notice and $20,000 citation against the company. The PUC is still reviewing its regulations on car-sharing programs in the Golden State and hasn’t yet reached similar deals with Uber or Sidecar, which are technically still outlaws, though they don’t have the creepy mustaches to match.

This was good timing for Lyft, which announced this morning that it would be expanding to Los Angeles neighborhood by neighborhood in an attempt to cover all that concrete sprawl. And it’s not just Lyft that has its sights set on bigger and better car-sharing markets. From Techcrunch:

The move into L.A. marks the first expansion market for Lyft, which became available to riders in San Francisco last summer. To expand into Southern California, the company sent a team to recruit drivers and build the initial community infrastructure in the city. That means interviewing drivers, inspecting their cars, and generally attempting to instill the Lyft culture into the new market. …

Lyft isn’t the only ride-sharing service that is looking to broaden its footprint. San Francisco-based competitor SideCar recently launched its service in the Seattle area, and is looking to expand even more aggressively in the coming months.

The more car- and ride-sharing companies prosper, the more pressure they can put on regulators to let them go about their business, especially if they aren’t clearly and directly taking a bite out of established taxi cab business.

Assuming car-sharing can stay, you know, legal, there are encouraging signs that smaller, peer-to-peer companies can compete with the big boys. For all the hand-wringing car-sharers did over Avis’ purchase of Zipcar earlier this month, peer-to-peer car-share start-up Getaround has twice as many cars on the road in Portland as does Zipcar.

“Anybody who’s been sort of watching the company can see that we’ve been pretty focused on building supply,” said Steve Gutman, a spokesperson for Getaround.

When Avis bought Zipcar, it emphasized that the deal would bring more cars into its network. But with peer-to-peer sharing, supply can be ramped up all the more more easily.

Peer-to-peer sharing still has a ton of untapped potential, so long as regulators let the cars keep rolling. I’d prefer to take mine without that hideous mustache, though, thanks.

Susie Cagle writes and draws news for Grist. She also writes and draws tweets for

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Boeing’s efficient Dreamliner planes are especially efficient at battery fires

Boeing’s efficient Dreamliner planes are especially efficient at battery fires

kentaroiemoto

Boeing’s 787 Dreamliner™©® was meant to be the company’s cap-featherer, a “super-efficient airplane” that hauls hundreds of people for thousands of miles using 20 percent less fuel than older planes of the same size. The company touted its solar-powered factory that produced zero waste, promising to recycle planes once they’d been retired. The plane’s fuselage even eliminates the use of over 40,000 rivets, reducing waste and resource use.

Sometimes, Dreamliners©™ don’t come true. After five incidents in the past two weeks, Europe, Japan, and the United States have grounded all fifty 787s currently in use. While one flight reported problems with its brakes and another had a leaky fuel valve, the problems have centered around the planes’ lithium-ion batteries. Wired explains the importance of those batteries — including how they make the planes less fuel-intensive:

The 787 was first announced ten years ago this month, and has cost Boeing more than $30 billion to develop according to the Seattle Times. Much of that cost lies in the many innovative new technologies the company used to create the most fuel efficient airliner flying today.

Hailed as the airliner of the future, the 787 is mostly built from composite materials and uses an unprecedented amount of electricity to power many of the systems on board the airplane. The Dreamliner is often referred to as the first composite airliner, but it could just as easily called the most electric airliner ever. …
Most of the electricity on the Dreamliner is created by six generators, two on each engine and two on the auxiliary power unit in the tail of the airplane. Traditionally, Boeing airliners used only three. These generators provide electricity for the airplane in a similar way that an alternator provides electricity for your car. Though on the 787, a lot more electricity is generated than in the family truckster.

The Dreamliner’s electrical system generates nearly 1.5 megawatts, enough to power several hundred homes. With such high electric power demands, the 787 needs high power-dense batteries as an emergency backup source. …

Boeing estimates using electrical systems instead of [pneumatic systems] decreases the fuel burn about three percent. Overall, the 787 reduces the fuel burn about 20 percent compared to a similar size aircraft.

In theory, this makes sense. The problem arises when, in practice, the batteries end up looking like this.

NTSB

That’s from the National Transportation Safety Board, which is investigating a battery fire that grounded a 787 Dreamliner™™™™ in Boston. Earlier today, Businessweek looked at some of the reasons the batteries might be catching fire; an investigator in Japan suggested that voltage levels were set improperly.

It will likely be weeks before the cause of the fires is determined — meaning it will be months before 787s start flying again if there’s something that needs to be fixed. Not the rollout that Boeing anticipated, but one that provides an important lesson: If you want to introduce an electricity-dependent, fuel-sipping plane, make sure that the electrical components don’t catch fire and the fuel system doesn’t spring any leaks.

You will note that we at no point made a nightmare joke; you are welcome.

Philip Bump writes about the news for Gristmill. He also uses Twitter a whole lot.

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Peer-to-peer sharing went big in 2012 — and so did opposition

Peer-to-peer sharing went big in 2012 — and so did opposition

This year, ride-sharing services Lyft and Sidecar amassed millions in new funding. Uber, which lets passengers hail idle town cars with their smartphones, expanded to new cities from San Francisco to New York. And Airbnb, which makes it easy for people to rent out their homes or rooms for short periods, expects to be filling more rooms per night than Hilton by the end of the year.

And yet, in a number of cities across the country, these businesses are illegal. New things are scary. And new things that grow really fast are the scariest.

2012 saw increased acceptance and growth in sharing and peer-to-peer businesses, presenting new options for consumers and new problems for established businesses and government regulators. As these new businesses grew, so did their collective disruptive force.

As Tim Wu wrote at The New York Times, “Change isn’t always pretty, but a healthy city is one where old systems — even the hallowed taxi medallion — stand to be challenged by the winds of creative destruction.”

New tech makes these businesses possible, but their sustained success doesn’t hinge on advances in smartphone design or social networking. We’re choosing peer-to-peer because we want to do business differently. We actually kind of want to pretend like we’re not doing business at all.

Lyft and Sidecar enable individuals with their own cars to find and drive customers, keeping the majority of the fare with a small chunk going to the company.

LyftThe detachable pink mustache lets ride-seekers know this is a Lyft.

“The big difference between the Lyft experience and the cab experience is supposedly friendliness. That’s why they bill themselves as ‘your friend with a car,’” Lyft driver Kate Dollarhyde told me. “A lot of my customers tell me they prefer Lyft because they feel more safe than they do in cabs, and also because they feel they can talk to and make friends with drivers.”

In an increasingly inhospitable, unfriendly world, peer-to-peer business sells you on, well, your peers. Lyft, which launched in San Francisco this summer with plans to expand into Seattle and Los Angeles in 2013, is selling community. But it’s also selling savings. Dollarhyde says Lyft trains drivers to inform customers that the rides cost about $4 less than a cab.

Even with those lower fares, Lyft can be a real source of income for drivers: “I make more money driving for Lyft per hour than I have doing anything else,” said Dollarhyde.

Airbnb can also be a significant moneymaker for participants. ”Ultimately, we want to empower people and we have thousands of people around the world that are making an incredible, meaningful amount of revenue,” Airbnb cofounder and CEO Brian Chesky told CBS. “We’ve helped thousands of people stay in their homes.”

Peer-to-peer business also empowers service providers to not provide services to clients with bad reputations; the companies let participants rate customers as well as car drivers and homeowners. ”At the end of every ride, passengers rate drivers and drivers rate passengers,” Dollarhyde tells me. “Five stars is the baseline; everyone starts out at the top. You deduct stars for rude behavior, like barfing in someone’s car, being a jerk, or generally making a ride uncomfortable.” If a barfy customer ends up with a bad rating, they’ll be peer-pressured out of the system by drivers who just won’t choose to pick them up.

But with great power comes great responsibility. (Sorry, had to.) While Airbnb helped a lot of houseless folks in the wake of Hurricane Sandy, with many people using the service to offer their homes and rooms for free, Uber was slammed for price-gouging during a difficult time.

A number of U.S. cities have banned different peer-to-peer businesses or tried to regulate them out of existence. Officials claim they’re protecting consumers, but Wu says complaints about the companies often “have the odor of industry protectionism.”

“Banning Airbnb helps hotels more than homeowners; banning Uber helps taxi companies more than passengers,” Wu writes. Owners of established businesses often have ties to local politicians, unlike the random guy who wants to rent out his studio while he’s out of town.

Wu suggests more flexible approaches to regulation that hinge on openness and real-time data. “Regulators could simply require Uber to disclose the prices it charged and where its cars were going. If cities wanted to ban rate hikes during emergencies, they could watch to see that the law was obeyed,” he writes. “This kind of precise, data-driven regulation could protect consumers while also protecting their right to pay for a valuable service.”

It could, but governments would have to put their fears aside first. So far, it’s baby steps. Earlier this month, California regulators began an inquiry into how to regulate ride-sharing services.

“We’re cautiously optimistic that the investigation will result in rules that will support innovation and support the benefits that Sidecar represents, which are reductions in emissions and congestion and more affordable transportation options,” Sidecar cofounder Sunil Paul told the San Francisco Examiner.

California’s regulatory commission will deliver its findings in six months — by which time a whole new corner of the peer-to-peer industry will likely be delighting new consumers and frustrating established business owners.

Susie Cagle writes and draws news for Grist. She also writes and draws tweets for

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Peer-to-peer sharing went big in 2012 — and so did opposition

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