Monthly Archives: March 2012

“The mothering you see today in America is culturally and historically unprecedented”

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A sociologist suggests mothering is done very differently in America:

“American parenting is child-centered, expert-guided, emotionally absorbing, labor-intensive, financially expensive and is expected to be done by mothers alone. And it is impossible to do alone,” said Sharon Hays, a sociologist at the University of Southern California. “The mothering you see today in America is culturally and historically unprecedented. We expect selfless devotion to what we interpret as the child’s needs, wants and interests at every moment of the day. And with the vast majority of mothers working, that puts them in an impossible paradox.”

While the intensity is at its most acute in the middle and upper-middle class, she said, her studies have found that low-income parents feel the same parenting pressures, compounded by the guilt of having neither the resources nor the time to meet them.

The rest of the article talks about why this is: we have structured society in such a way so that the brunt of child care is borne by individuals, not society, and with our cultural gender norms, women are left with much of the burden.

Pedestrians in a world of driverless cars

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Many bloggers are starting to tease out the social and infrastructure implications of driverless cars, including David Alpert over at the Atlantic:

[Driverless cars] will bring many changes, but when it comes to the car’s role in the city, they may just intensify current tensions.

David suggests that new technology will simply exacerbate current trends by “trigger[ing] a whole new round of pressure to further redesign intersections for the throughput of vehicles above all else”:

If autonomous cars travel much faster than today’s cars and operate closer to other vehicles and obstacles, as we see in the [University of] Texas team’s simulation , then they may well kill more pedestrians. Or, perhaps the computers controlling them will respond so quickly that they can avoid hitting any pedestrian, even one who steps out in front of a car.

In that case, we might see a small number of people taking advantage of that to cross through traffic, knowing the cars can’t kill him. That will slow the cars down, and their drivers will start lobbying for even greater restrictions on pedestrians, like fences preventing midblock crossings.

Our metropolitan areas could then look, more and more, like zoos for humans interlaced with pathways for the dominant species, the robot car.

Personally, I think one of these scenarios (i.e., “travel much faster…[and] kill more pedestrians”) is unlikely.  Initially, driverless cars will almost certainly be much more expensive than equivalent conventional vehicles.  A car that is both (1) more expensive and (2) more dangerous seems unlikely to sell well, to say nothing of the likelihood that such lawsuit-magnets would be sued utterly out of existence.  To catch on with a mass market, driverless cars will at least need to uphold safety’s current status quo.

As far as David’s second fear (“metropolitan areas [that] look, more and more, like zoos for humans”), I’m unclear how much that differs from current development patterns.  While there are plenty of examples of “walkable” cities, much of contemporary American infrastructure is extremely unfriendly to pedestrians, cyclists, and other non-car users.  To the extent that cars dominate today’s roads, a move to driverless cars seems only to continue, rather than augment, that trend.

Sociologist Neil Gross counters Santorum’s charge about liberal colleges with research

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Sociologist Neil Gross, whose work on this subject I have cited before, disagrees with Rick Santorum’s claim and argues that “college doesn’t make you liberal“:

But contrary to conservative rhetoric, studies show that going to college does not make students substantially more liberal. The political scientist Mack Mariani and the higher education researcher Gordon Hewitt analyzed changes in student political attitudes between their freshman and senior years at 38 colleges and universities from 1999 to 2003. They found that on average, students shifted somewhat to the left — but that these changes were in line with shifts experienced by most Americans between the ages of 18 and 24 during the same period of time. In addition, they found that students were no more likely to move left at schools with more liberal faculties.

Similarly, the political scientists M. Kent Jennings and Laura Stoker analyzed data from a survey that tracked the political attitudes of about 1,000 high school students through their college years and into middle age. Their research found that the tendency of college graduates to be more liberal reflects to a large extent the fact that more liberal students are more likely to go to college in the first place.

Studies also show that attending college does not make you less religious. The sociologists Jeremy Uecker, Mark Regnerus and Margaret Vaaler examined data from the National Longitudinal Study of Adolescent Health and found that Americans who pursued bachelor’s degrees were more likely to retain their faith than those who did not, perhaps because life at the bottom of the socioeconomic ladder can be rough in ways that chip away at religious belief and participation. They report that students “who did not attend college and two-year college students are much more likely — 61 and 54 percent more, respectively — than four-year college students to relinquish their religious affiliations.”…

The main reason for this development is that attacking liberal professors as elitists serves a vital purpose. It helps position the conservative movement as a populist enterprise by identifying a predatory elite to which conservatism stands opposed — an otherwise difficult task for a movement strongly backed by holders of economic power.

Is this enough research to satisfy critics or do the studies not really matter in the face of political concerns?

While these studies might show that students are not all being pushed into liberalism, I imagine conservatives might bring up other arguments. For example, professors have a certain level of prestige in society and so if a majority are proponents of liberal opinions, then society could be swayed in certain directions. Policy decisions might be made. Public opinion could be influenced (though this might require suggesting that Americans are easily swayed). Or another issue: colleges and universities receive federal funding and so liberal professors can access taxpayer money to promote their causes.

Academics tend to brush aside these arguments by suggesting they can still be objective researchers (and I tend to agree) regardless of their own political or personal opinions. But there is still a perception issue here that academics could work harder to dispel. At times, I think it wouldn’t take much: show some respect for religion, stop suggesting that people with traditional or conservative ideas are all ill-intentioned, hint that popular culture and the suburbs aren’t a complete wasteland, and don’t be condescending.

Sociologist to journalists: “Racism: Not Isolated Incidents but Systemic”

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After several recent incidences in East Haven, Connecticut, a sociologist explains why racism is a systemic issue, not a matter of a few racist individuals:

As a sociology professor whose specialties include the study of racism, I am sometimes asked to explain what is happening following such a flurry of racist incidents. That question is based on the faulty assumptions that what is happening now is something new and that what occurred is no more than a disturbing accumulation of isolated incidents of racial bigotry committed by a few Neanderthals who didn’t get the memo that in today’s colorblind America we have moved past all that.

Social structures, racist, or otherwise, don’t just disappear or grow old and die. Consequently, when I get that “what is happening now?” query from the press, I feel like yawning as I mutter, “There you go again.” Lately I have advised reporters to connect the dots. I challenge them to, for once, abandon racism-evasive language such as “race” or “the race issue” and to call the thing what it is, racism, which is by its nature always systemic.

So far, to my knowledge, no reporter has taken my advice. Instead they tend to write stories that, if they even acknowledge a pattern of racist incidents, seem to attribute it to the bad economy, the coming of a full moon or perhaps some foul-smelling concoction that was secretly slipped into our drinking water. Then they go away for another few months; and when still more overtly racist stuff happens, they email again to ask me to explain, once more, what is happening, now.

Unfortunately that type of news reporting supports the dominant response to racism by European Americans — the militant denial of its existence or significance. A very successful racism denial tactic is to conveniently confuse the racial, bigoted attitudes and behaviors of some person of color with systemic racism as a way of suggesting that white racism is no more of a problem than is so-called black racism. On other occasions a person of color may be accused of being a racist for simply bringing up the issue of racism.

This is a message needed for more than just journalists.

I wonder if journalists are any better on this issue than average Americans. On the whole, Americans often privilege individualistic situations to social problems, race or otherwise. White Americans, in particular, would prefer to act like race doesn’t matter and claim that we should move on. I’ve noted before that the reverse should be true: Americans should have to show that race isn’t involved in social situations instead of suggesting it doesn’t matter until there is incontrovertible proof otherwise.

Transit-oriented development in the Boston area

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Transit-oriented development has been popular for years now and here is an update on this development strategy in the Boston area:

“We see a huge demand around Greater Boston. We’re working in communities from Winchester to Lawrence that are all working to develop vibrant urban villages around public transportation,” Leroux said. “An overwhelming number of people want to live in these types of places, and communities that don’t create them are less competitive for residents and jobs.”

Filling the need in Somerville, where the residential landscape consists mainly of three-decker homes, is Maxwell’s Green, which will feature 184 rental units with amenities to rival many downtown Boston luxury apartment buildings.

Near completion and ready for occupancy this September, the $52.5 million development sits on 5.5 acres and is located minutes from the Red Line stop at Davis Square and adjacent to the much- anticipated MBTA Green Line Extension’s Lowell Street station…

SouthField, one of the largest transit-oriented developments in Greater Boston, is on track for South Weymouth at the former naval air station.

The first phase of the project is already complete, with residents occupying both apartments and townhouses. The total cost of the project, including the homes already built, is targeted at about $2.5 billion, which includes 2,800 homes and 2 million square feet of commercial space.

The “urban village” concept has been around now for several decades. They are thought to be particularly attractive for young professionals who want to live in the suburbs or further away from the city core (partly because of cheaper prices), don’t yet want to buy a home (condos being easier to maintain), want mass transit access, and also want to be in more lively areas with some cultural and dining options.

These types of development are very popular in the Chicago suburbs are well, particularly along the railroad lines that radiate out from Chicago’s center. Many suburbs have sought to build multi-use developments (condos plus offices or small retail establishments) near their commuter train stations. While this means that the residents can access mass transit, it also provides more pedestrians and hopefully customers for the downtown. A number of suburbs have pursued these developments as part of a downtown revitalization strategy.

I would be interested to see how studies about how much these developments reduce traffic and congestion. Particularly in a suburban setting, a couple might be able to go down to one car (or none?) if both use mass transit a lot. However, while mass transit access to the city center might be great, there is often a lack of mass transit options across between suburbs.

I also wonder how much transit-oriented development succeeds because it is seen as trendy.

Trying to disprove Dunbar’s number on Facebook

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One writer tried to disprove Dunbar’s number on Facebook but found that Dunbar was correct after all:

Not for Dunbar, apparently. He was looking for individual interactions. Well, I thought, if that’s all it takes to disprove Dunbar’s number, then that’s what I’ll do: I’ll write personal letters to every one of my 2,000 Facebook friends…

I only made it through 1,000 of my 2,000 Facebook friends. But that was enough. My experiment’s outcome was crystal clear: Dunbar’s number kicked my ass.

In trying to disprove Dunbar’s number, I actually proved it. I proved that even if you’re aware of Dunbar’s number, and even if you set aside a chunk of your life specifically to broaden your social capital, you can only maintain so many friendships. And “so many” is fewer than 200.

Writing my Facebook “friends” had taken over my time. I was breaking plans with real friends to send meaningless messages to strangers. Some of the strangers didn’t respond, and many of those who did respond only confirmed Dunbar’s theory.

Quick examples: When I wrote A. F., a Malaysian magician, he responded: “hey rick i think you might’ve sent me this message by mistake lol.” And when I wrote A.D., a friend of a friend, and asked how things were going, she replied, “Sorrx but do i know you?:)”

The question I want to ask next: so did this writer lose friends over the course of this? If so, was it because the friends did the dropping or the writer decided to pare down his friends list?

While Facebook allows people to have expanded “friendship” networks, it is interesting to consider what would actually happen if someone tried to activate these networks. For example, the friend you once had in third grade and are now are Facebook friends with: what can you reasonably ask that person to do? Respond to a quick message you send them? Catch up with you and talk about what has happened in your lives since you last talked? Help you out of a tough spot? Join a cause you are interested in? Alert you to a job opening that would help you? My guess is that most of these online relationships rarely can be counted on even though they may have a semi-permanent status on Facebook. If this is the case, then perhaps you have hundreds upon hundreds of friends on Facebook but only 150 or so (Dunbar’s number) can be counted as actionable relationships.

This is not necessarily bad for Facebook: perhaps that 150 friends can shift rapidly over time meaning one week someone is a close friend while several months later it is someone else. Or perhaps you don’t actually know which of your friends is part of the 150 until you engage in deeper interaction. To have more social capital, it is helpful to have broader social networks that you can attempt to utilize. Without those connections at all, it is more difficult to find information or produce change.

The gendered tasks you do at work can affect the gendered work you do at home

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A new study in the American Journal of Sociology looks at what men who work in female-dominated careers do at home:

When stacked up against men who have jobs where men and women are equally represented, men in gender-atypical jobs put in an extra hour each week on typically male housework. What’s more, these men’s wives stick to female-typed tasks, spending about four hours more each week cooking dinner, vacuuming or throwing in a load of laundry. Meanwhile, women who work in male-centric professions also tend to pursue more female-typed housework but not with the same consistency as men in female-dominated arenas — perhaps because they perceive it as less of a threat to their femininity. (It should also be noted that a different study in the Journal of Family Psychology found that doing housework after a day on the job isn’t good for anyone, regardless of gender.)

What’s going on here? It seems to be a manifestation of what sociologists call the “neutralization of gender deviance.” Or, in plainspeak, “men are trying to bolster their masculinity at home,” says Daniel Schneider, the study’s author and a doctoral student in sociology and social policy at Princeton University…

Truth be told, Schneider was surprised by the findings. He’d expected to discover that men in gender-typical jobs — a mechanic, for example — would spend more time at home working on car or home maintenance. By that logic, he also anticipated that men in male-atypical jobs would come home and do more cooking and cleaning-type housework typically associated with women.

But humans don’t always make sense. “The market and home are really intertwined and influence each other,” says Schneider. “But they are not necessarily intertwined in a rational way. Instead, they’re intertwined in a way that’s about cultural salience and the meaning of gender.”

In other words: gender norms and expectations influence how people act. If we were to interview men who work in more female fields, would they be able to describe this process discovered in survey data? Also,  I wonder if this is tied to the amount of time people spend at work.

More broadly, this is a reminder that what happens in our career or at the workplace has an influence on other areas of our life. On one hand, perhaps this seems fairly obvious: our culture is one where people are defined by their occupation and what they do. As I tell my students, when you meet people as an adult, the first or one of the first questions you tend to be asked is, “what do you do [for work, a living]?” These puts a lot of pressure on individuals to have meaningful jobs. On the other hand, we tend to act like we can compartmentalize work and home. This goes back into history as there was a separation of home and work only in the Industrial Revolution as jobs moved out of the household or close by to larger factories and offices owned by corporations. While technology may have blurred the lines in recent decades, we still tend to have strong physical and mental boundaries between home and work.

Considering how much time full-time workers put into their jobs today, it should be little surprise that it is hard to keep these spheres apart. At the same time, specifying how it affects other areas of our lives is worth considering.

Making Iranian oil as unpopular as the McMansion

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Here is an argument that compares McMansions to Iranian oil:

The United States would like to perform a magic trick, and our economy might depend on its success. The illusion? We want the world to think Iran’s oil is practically a Las Vegas McMansion.

Now, nobody is going to confuse a barrel of crude with a four story desert abode. Las Vegas houses have been widely shunned and practically unsellable. As a result, their prices have plummeted for the few remaining buyers. We want the same thing to happen to Iran’s oil: We want it to become so unpopular that Iran is forced to sell it only at a significant discount.

Perhaps it seems odd that the United State should hope Iran sells any of its oil. After all, we’re using sanctions to turn Tehran into a pariah within the global financial system, making it next to impossible for them to actually export crude, with the hope that it will force the country’s leaders to drop their nuclear program. But you can’t cut the world’s fifth largest oil producer entirely out of the global petroleum market and not expect prices to surge even more than they already have.

Instead, our government wants Iran to keep shipping oil to some of its major customers — but for cheap. “Policymakers need to ensure that they are not creating an embargo of Iranian oil but, instead, implementing these sanctions so that Iranian oil becomes a distressed asset,” Foundation for the Defense of Democracies Executive Director Mark Dubowitz, who advised Congress while it drafted the sanctions legislation, told Bloomberg today.

An unusual comparison. I can see the general point: we want Iranian oil to stay in the market but we don’t want Iran to benefit from being able to sell it for high prices. So we need Iranian oil to carry a stigma so that the price has to be dropped.

But the comparison breaks down if you think this through to the end. Most critics would argue that McMansions shouldn’t be built in the first place. At this point, we can’t stop Iran from producing oil but we can effect how it is sold, similar to the ways in which McMansions have publicly been denigrated. However, we have more control over McMansions: if we really wanted to as a country, we could ban the construction of McMansions (though this would most likely have to happen at the local level).This makes me wonder if McMansions could ever be considered okay or even popular. If I remember correctly, the New Urbanist authors of Suburban Nation suggested McMansions might be acceptable if they were modified slightly to fit into traditional looking neighborhoods that encouraged civic participation. This particular comparison ties the popularity of the McMansions to their price; so they would be acceptable as long as they are cheap? Perhaps then the housing could be considered affordable housing, not just the province of the wealthy or nouveau riche, even if critics are correct in suggesting that such houses are poorly built, poorly designed, and are often in sterile neighborhoods.

Builders and Home Depot prepared to offer more multigenerational homes

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As part of a larger argument that millennials still will prefer homes but perhaps in a different form, Joel Kotkin suggests several builders and Home Depot are prepared to offer more multigenerational homes:

Some companies, such as Pulte Homes and Lennar, are betting that the multi-generational home — not the rental apartment — may well be the next big thing in housing. These firms report that demand for this kind of product is particularly strong among immigrants and their children.

Lennar  has already developed models — complete with separate entrances and kitchens for kids or grandparents — in Phoenix, Bakersfield, the Inland Empire area east of Los Angeles and San Diego, and is planning to extend the concept to other markets. “This kind of housing solves a lot of problems,” suggests Jeff Roos, Lennar’s regional president for the western U.S. “People are looking at ways to pool their resources, provide independent living for seniors and keeping the family together.”

But much of the growth for multigeneration homes will come from an already aging base of over 130 million existing homes. An increasing number of these appear to being expanded to accommodate additional family members as well as home offices. Home improvement companies like Lowe’s and Home Depot already report a surge of sales servicing this market.

A top Home Depot manager in California traced the rising sales in part to the decision of people to invest their money in an asset that at least they and their family members can live in. “We are having a great year ,” said the executive, who didn’t have permission to speak for attribution. “ I think people have decided that they cannot move so let’s fix up what we have.”

Perhaps multigenerational housing is the future though I wonder if this housing would prove so popular in better economic times.

How much extra can a builder charge for a multigeneration house and how much space does this new house have compared to a new home built for a nuclear family?

Here is one of the Lennar multigeneration home that features “The Home Within a Home”! Looking at this floor plan, it looks like it features just three extra rooms: a “next gen bedroom,” a bathroom, and a “next gen living space” with kitchenette located at the front of the home and that can be close doff from the rest of the house. The home is 2,250 square feet, smaller than the average new home, and is priced at $273,000. Here is how Lennar describes the house:

“We have created this plan to allow for dual living situations without sacrificing comfort – it’s literally a home within a home,” stated Dale Billy, Division President.

The economy has dramatically contributed to the decision to build this type of product. Many aging parents have seen their retirement investments diminish during recent years and many college-age children are finding it necessary to move back home. With housing typically being the largest part of the monthly budget, moving in together is an option many are embracing. “The opportunity for families to share a mortgage makes a lot of economic sense for many families,” added Billy. “Lennar’s Next Gen – The home within a home, is essentially two homes with one payment, making living together affordable, comfortable and flexible to your needs.”

Each NEXT GEN? suite includes a separate entrance, living room, kitchenette, laundry and private bedroom and bath. Lennar designed this unique floorplan to be incorporated into the main home floorplan in a way that allows it to be a separate space but also offers direct access from the main house, depending upon the family’s needs.

I’ll be watching for these in the Chicago area. Does Home Depot sell a prefab or easy to construct addition to attach to an existing home to make it a multigeneration home?

Some housing not so cheap when you factor in transportation costs

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Plenty of people may move to where the cheaper housing is located but this could come with higher transportation costs:

In Chicago’s transit-rich Ravenswood neighborhood, where there is an average of one automobile per household and 42 percent of commuters use transit, monthly transportation costs averaged $751 in the five-year period studied, the center determined.

Households in Marengo in McHenry County incur an average of $1,324 in transportation costs each month, the study found. Each household in Marengo, where transit ridership is less than 1 percent, also logs an average of 24,438 miles per year in their cars, versus 12,150 miles annually in Ravenswood.

When people are looking for a place to live, taking into account housing and transportation costs changes the affordability outlook significantly, said Scott Bernstein, the center’s president…

[From the print edition:] Some 69 percent of neighborhoods in the Chicago area are considered affordable under the traditional definition of housing affordability: rent or mortgage payments consuming no more than 30 percent of household income, the study said. But only 42 percent of the neighborhoods are considered affordable when housing and transportation costs are measured, it said…

The study also found that it is more difficult for a typical household in the U.S. to find an affordable place to live compared to a decade ago because incomes increased about half as much as transportation and housing costs since 2000.

This provides some data to back up Joel’s claim from earlier this week: life is cheaper (and perhaps better?) without a car.

What I find fascinating about this is that this report ties transportation costs to the idea of affordable housing. Typically, we only think about the cost of the housing itself but if you built affordable housing in the middle of a corn field 90 miles west of Chicago, those housing units won’t really help anyone.

At the same time, this is a trade-off many Americans seem willing to make: you pay less for your house and then pay more for transportation costs over time. Perhaps because the house is a significantly larger “one-time purchase” (you have repeated payments but they are somewhat fixed and you have already psychologically taken possession of the house even though you don’t own it) people can justify then paying more for transportation over time because the money trickles out and the costs are more variable. Plus, if you think of the home as one of the key pieces of the American Dream and Americans should love to drive anyway, this all could make some sense.

This is also a reminder that the cost for entry to the suburbs is not just about finding somewhere to live which often requires a sizable down payment and a mortgage. In order to get anywhere, whether it is a job or store or recreation area or church, one needs a car in the suburbs and one needs to have extra money on hand to deal with this. Without being able to pay for insurance, gas, maintenance, and somewhere to park (which is factored into a parking space or the driveway/garage that is factored into the mortgage), there is plenty of extra cost involved with having a car. This reminds me of a story I read recently about an affordable car program in Wisconsin where the state or some agency was providing cheap but reliable cars to people to help cover these growing and important transportation costs.