Monthly Archives: January 2014

Chicago suburb of Long Grove wants to privatize almost half of its public roads

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Maintaining roads is expensive and the Chicago suburb of Long Grove has a potential solution: privatize a lot of its public roads.

Facing an annual funding gap of more than $1 million, Long Grove trustees have twice in recent months affirmed a plan that could privatize nearly half of the village’s public roads — transferring the cost of upkeep and plowing to the residents in the process…

Experts in public planning and municipal finance agree that Long Grove has hit upon an unusual potential solution to a commonplace problem. They say other communities also struggling to make ends meet could follow suit as aging roads deteriorate and revenue streams dry up. Yet such plans could eat away at the public’s trust in local leadership even as they mitigate public deficits, warned Joseph Schwieterman, a DePaul University transportation professor.

“It’s going to create resentment that city hall has broken its contract to fix the roads, and that could lead to turmoil that tears at the social capital of a community,” he said.

What has surprised some in and around well-to-do Long Grove is that the community — with its spacious home lots, ample green space and refined, rural character — finds itself in the situation at all. Recent census figures count it among the wealthiest villages in the Chicago area based on median income. Yet having more affluent residents doesn’t necessarily equate to a strong tax base, especially in towns that have little or no industry…

Local leaders first realized in the 1970s that to pay for maintaining roads without a property tax, something had to give, said Long Grove Village Manager David Lothspeich. After that, the board allowed public streets in new subdivisions only if they were main roads, and eventually entire subdivisions sprang up without a single public road, he said.

It sounds like a set of trade-offs: the community has a particular image and character involving big lots, nice homes, and no property taxes but to help maintain that character means limited commercial development. However, having less commercial or industrial development means fewer sources of property and sales taxes that can be used to maintain the community’s infrastructure. The money has to come from somewhere…

However the money is raised in the future for roads, it will be interesting to see how this affects the community’s character and image. Will people move away? Will it be as attractive?

Another suburb dealing with a similar issue is Winfield. The village has had difficulty paying for road maintenance and the debate in recent years has been whether to allow commercial development along the Roosevelt Road corridor that passes through the southern part of the community but it currently limited to larger lots.

Does urbanization in America explain the declining deaths by lightning strike?

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Here is an interesting research question: is urbanization responsible for the sharp decline in Americans who die by lightning strike each year?

In the lightning-death literature, one explanation has gained prominence: urbanization. Lightning death rates have declined in step with the rural population, and rural lightning deaths make up a far smaller percent of all lightning deaths. Urban areas afford more protection from lightning. Ergo, urbanization has helped make people safer from lightning. Here’s a graph showing this, neat and clean:

And a competing perspective:

I spoke with Ronald Holle, a meteorologist who studies lightning deaths, and he agreed that modernization played a significant role. “Absolutely,” he said. Better infrastructure in rural areas—not just improvements to homes and buildings, but improvements to farming equipment too has—made rural regions safer today than they were in the past. Urbanization seems to explain some of the decline, but not all of it.

“Rural activities back then were primarily agriculture, and what we call labor-intensive manual agriculture. Back then, my family—my grandfather and his father before that in Indiana—had a team of horses, and it took them all day to do a 20-acre field.” Today, a similar farmer would be inside a fully-enclosed metal-topped vehicle, which offers excellent lightning protection. Agriculture has declined as a percent of total lightning-death-related activities, as the graph below shows, but unfortunately it does not show the per capita lightning-death rate of people engaged in agriculture.

Sounds like more data is needed! I wonder how long it would take to collect the relevant information versus the payoff of the findings…

More broadly, this hints at how human interactions with nature has changed, even in relatively recent times: we are more insulated from the effects of weather and nature. During the recent cold snap in the area, I was reminded of an idea I had a few years ago to explain why so many adults seem to talk about the weather. Could it be related to the fact that the weather is perhaps the most notable thing on a daily basis that is outside of our control? As 21st century humans, we control a lot that is in front of us (or at least we think we do) but can do little about what the conditions will be like outside. We have more choices than ever about how to respond but it prompts responses from everyone, from the poor to the wealthy, the aged to the young.

Five case studies of major demolitions

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Building large objects is often a Herculean task. But what about the demolition of bridges, dams, aircraft carriers, supercomputers, and rocket hangers? Here is some of the points for tearing down the Bay Bridge between San Francisco and Oakland:

Control the Tension

The piers of the cantilever truss aren’t holding the bridge up. They’re holding it down. “This is like a highly strung bow,” says senior bridge engineer Brian Maroney. (A bow made of 50 million pounds of steel.) “You don’t want to just cut the bow because the thing will fly off in all directions.” So crews will first remove the pavement on the upper deck to lighten the bridge’s load and reduce the tension. Next they’ll isolate steel supports, jacking them out of tension until they can be cut without whipping apart. Then they’ll slowly release the jacks.

Cut the Truss Spans

Named for their length in feet, the 504 and 288 truss spans are not under as much tension as the cantilever, so there’s less chance they’ll explode in your face when you cut into them. Still, caution is called for: The 80-year-old steel is not like modern steel; crews must be prepared for differences in strength and hardness.

Cart the Pieces Away

The steel beams are coated with greenish-gray paint, under which is a coat of lead-based stuff. To avoid contaminating the bay, all that metal has to be trucked away and cleaned, after which it will be resold as scrap.

Build a Monument

The massive art-deco column of pier E1, near Yerba Buena Island, may be preserved as a monument to the bridge that served the Bay Area for 77 years. The E2 pier will also likely remain and be converted into an observation platform for the new span.

And then the piers still have to be demolished. Impressive operation all around. It would be interesting to see all of the costs and manpower associated with such demolitions.

Roads still susceptible to potholes

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A Google News search for the last week brings up hundreds of news stories about potholes. It is a familiar cycle: water gets on the roads, freezing temperatures cause the water to expand, potholes emerge on lots of roads. See diagrams and video about pothole formation here.

Is there any way to build roads that don’t have these problems? Here is one answer:

Which holds up better — concrete or asphalt? “Asphalt can sometimes be a more porous material than concrete depending on the depth of the asphalt surface. As a result, it can be more prone to a freeze-thaw cycle,” Shuftan said.

However, DuPage County Transportation Committee Chairman Don Puchalski said it’s all about maintenance. “The condition of the pavement keeps moisture from penetrating the riding surface,” Puchalski said.

Can’t we build pothole-proof roads? Engineering professor Imad Al-Qadi thinks we can do better. “Through better engineering of the materials and pavement systems, roads can withstand extreme temperatures and cycles of freezing and thawing,” Al-Qadi wrote in an email.

For asphalt, using proper binder and aggregate materials that aren’t susceptible to moisture, freezing or thawing can minimize damage.

For concrete, using the right chemical mixtures can control freezing and thawing. Proper spacing and using more steel in the concrete slabs can also control warping, Al-Qadi said.

This makes it sound like the best pothole solution might be more monitoring and money when roads are originally built. Who is going for pay for that? Surrey, England has gone with “pothole-proof” roads that have a 10 year guarantee:

But in an attempt to find a more permanent solution, the council has begun a five-year, £100 million plan to re-lay the county’s worst roads with new materials which carry a decade-long “no pothole” guarantee…

At the moment the council says it is carrying out a pothole repair every five minutes but the new roads, which have more flexible watertight surfaces, should overcome the problem…

About 300 miles of road will be repaired and the 10-year warranty means any potholes would be repaired by contractors Aggregate Industries and Marshalls.

So there might still be potholes but at least the road-builder will take care of it.

If the roads always have this problem, you could instead with a car that stands up better to potholes:

Honda cars are the most resilient to pothole damage, saving drivers hundreds of pounds in repairs each year, according to research by Potholes.co.uk.

The road maintenance campaign website analysed about 150,000 policies issued by Warranty Direct over three years to reveal the cars most and least susceptible to damage caused by the nation’s biggest bugbear – potholes…

After Honda, the most “pothole-proof” manufacturers are Toyota and Hyundai, with less than two per cent of their cars suffering axle and suspension damage attributable to potholes and other road defects.

Chrysler, Mercedes-Benz and Land Rover models are the most likely to suffer, with more than 10 per cent suffering damage each year.

Or you can just pay for some pothole-resistant tires.

All together, this is an annoying reminder that maintaining roads can be quite difficult. If they all have problems, it is very difficult to fix them quickly.

Get rid of the bedroom and add a fancy Murphy bed

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All the new micro-apartments would benefit from sleek and comfortable Murphy beds:

And a growing number of these projects are installing upscale wall beds that turn back into a sofa (or a dining table, or a desk, or a bookshelf, or a wall-storage unit) by day, giving the small-space dweller the equivalent of a secret room. The design leader of cleverly engineered, high-end, top quality transformable furniture is Clei, the family-owned, Brianza, Italy–based company that celebrated its 50th anniversary last year and is available in the U.S. via Resource Furniture…

“The Murphy bed is a key part of the design,” Hill said. “But there are so many that are cheesy and low-quality, and look like crap. We’re trying to create something really compelling and sophisticated, that doesn’t feel like you’re sacrificing anything. These don’t feel gimmicky or cheap but like a great bed, and a great piece of machinery.”…

Clei beds are the closest thing I have ever seen to furniture performance art. Thanks to sophisticated engineering, they can be opened and closed in seconds with almost no effort, a huge part of their appeal…

The beds are made from quality materials and offer ultra-sleek contemporary Italian design. Much of the hardware is hidden and the units housing beds are only 12 inches deep. One detail they are working on is finding a way to hide the buckled straps that hold the mattress in place while the bed is being opened and stowed.

And the end of the article starts an interesting discussion about whether bedrooms are necessary. Of course, when space is very limited, furniture that is movable or that can serve multiple uses is very helpful. Some of these micro-apartments are very clever about storage, fold-down furniture, and even moving walls.

One feature not mentioned about the high-end Murphy bed: is it comfortable? Can you get a good night’s sleep? It may not matter if the bet design is here if the bed isn’t comfortable…

Another thought about micro-apartments: while they can be good for providing affordable housing and also encouraging people to live with less, could they fall prey to becoming status symbols all about the latest design? Given the price of some of the features needed to live comfortably with only a few hundred square feet, it may not be too cheap to have a comfortable apartment with only a few hundred square feet. For example, the IKEA store models of small apartments don’t have terribly expensive things but they aren’t necessarily trying to be trendy.

Discovering underground Roman aqueducts

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A group of amateurs have been tracing portions of Roman aqueducts hidden from view:

The group, which has been exploring underground Rome since 1996, has completed about 40% of its mission to map the aqueducts.”The famous arched, over-ground aqueducts we see today are just the tip of the iceberg; 95% of the network ran underground,” says Marco Placidi, head of the speleologists group, which is sharing its results with Italy’s culture ministry…

Dropping into the hole, Baldi disappears down the Anio Vetus aqueduct, a 3-foot-wide, 5-foot-high tunnel lined with pristine Roman brickwork. As frogs, spiders and grasshoppers scatter, Baldi reaches a maintenance shaft, complete with good-as-new footholds dug into the bricks that lead up to a narrow opening in the woods 10 feet above. Beyond him, the tunnel vanishes into the darkness…

“We have found Roman dams we didn’t know about, branch lines taking water to waterfalls built in private villas, and even aqueducts driven underneath” streams, Placidi said. “We are able to get up close and [feel we are] right back at the moment the slaves were digging.”

As the article notes, the level of construction here is quite amazing to survive roughly 2,000 years. But, without such underground aqueducts, the city of Rome may not have survived long.

What might happen to these infrastructure marvels? Perhaps they could be turned into tourist opportunities like the tunnels under Paris.

Chicago innovation #14: Consumer preference research

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A cousin of social science research, consumer preference research, got its start in Chicago:

It was 1928. Benton was working at Chicago’s Lord & Thomas advertising agency when owner Albert Lasker told him to land Colgate-Palmolive by impressing the outsized toiletry powerhouse with market research. Benton worked night and day for two months to record housewives’ preferences for the products of each company.

The firm used the pioneering survey in its initial Colgate-Palmolive campaign and landed the account before the survey was completed.

This drew criticism from an early sociologist:

Sociologist Gordon Hancock hated the idea. It was tantamount to cheating.

In a statement that must have brought grins to the faces of that up-and-coming generation of ad men, Hancock decried in 1926: “Excessive scientific advertising takes undue advantage of the public.”

This was, of course, the point.

This tension between marketing and sociology still exists today. The two areas use similar methods of collecting data such as surveys, focus groups, interviews, and ethnographies or participant observation. However, they have very different purposes: marketing is intended to sell products while sociologists are trying to uncover how social life works. The tension reminds me of Morgan Spurlock’s documentary The Greatest Movie Ever Sold that questions the marketing complex.

This comes in at #14 on a list of the top 20 innovations from Chicago; I highlighted the #5 innovation, balloon frame housing, in an earlier post.

 

Measuring spirituality via smartphone app

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A new app, SoulPulse, allows users to track their spirituality and researchers to get their hands on more real-time data:

It’s an “experiential” research survey inspired by pastor/author John Ortberg and conducted by a team led by Bradley Wright, an associate professor of sociology at the University of Connecticut and author of “Christians Are Hate-Filled Hypocrites … and Other Lies You’ve Been Told.”

Twice a day for two weeks, participants receive questions asking about their experiences of spirituality, their emotions, activities and more at the moment the text messages arrive.

Were they feeling satisfied, loved, happy, hostile, sleepy or stressed? Were they more or less aware of God when they were commuting or computing or hanging out with family and friends?…

SoulPulse participants will receive an individual report, reflecting their different temperaments and temptations. Ortberg said his personalized report has already changed his life.

See the website for the app here.

At the least, this could help researchers with more data. Many studies of religiosity rely on asking people about past events through surveys or interviews. The information given here is not necessarily false but it can be hard to remember too far back (thus researchers tend to ask about a short, more defined time period like the last week or month) and there is potential for social desirability bias (people want to give the response they think they should – might happen some with church attendance). Additionally, time diaries require a lot of effort. Thus, utilizing a new technology that people check all the time could be a nice way to reduce the errors with other methods.

While the reports might be helpful for users, could they verge into the gamification of spirituality?

Starbucks looking to have more stores that match local design

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Starbucks is a global brand but the company is looking to have more stores that line up with local style after moving designers out of Seattle:

As the designers became more familiar with their surroundings, they began to incorporate the communities’ stories into the designs. There are thoughtful touches like furniture made from reclaimed basketball court wood at the Barclay’s Center in Brooklyn. And a brass-instrument chandelier hanging from the ceiling in the new Canal Street location in New Orleans. But even more interesting than that was the cultural observations the designers were able to make.

With more people on the ground, they began noticing things that might make a difference in not just the aesthetics, but how a particular customer might want to experience the shop. In metropolitan U.S. cities, for example, people tend to come in pairs or alone. They’ll saddle up to a long community table next to a stranger without giving it a second thought. In more urban settings, people will just sit right next to each other, alone but collectively together,” he explains.

While in places like China or Mexico City, the Starbucks experience is much more group-oriented. “People are in bigger groups, so you have think differently about the seating there.” he says. “They won’t crowd together in a banquet like they would in New York City.” This drove the designers to place more individual stools in the shops, so people could drag them around, creating impromptu group seating areas. The design in the Kerry Center location in Beijing, feels like a lounge, with a “coffee workshop” on the second level meant to teach a predominantly tea-focused culture about coffee…

Much of the mass customization comes in the form of colors and materials. For example, in Miami and Los Angeles, the design team is more likely to use a lighter palette of colors to reflect the abundance of sunlight. Southern cities need furniture that is cool to sit on, and beachy locations need durable furniture to account for the sand that gets tracked in. “We were looking at how the floor had worn over 10 years because people were walking in with sand on their feet,” Sleeth says about a store in Miami.

And for local design for all those Starbucks on the similar stroads of suburban America? The examples in the article are primarily from urban neighborhoods that have definable aesthetics.

Starbucks has long claimed to desire to be a “third place” between home and work. How much does local design help the company meet such goals? Do customers feel more at home (and happier and spend more money) in such stores?

Finally, does this sort of local design help people forget the fact that Starbucks is a major multinational corporation? Does it relieve guilt about patronizing Starbucks compared to a local establishment?

Argument: Christie case drawing so much attention because commuting affects so many people

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Here is an interesting take on Chris Christie’s predicament: it is getting so much attention because commuting matters to a lot of people.

New York City Councilman Jimmy Van Bramer just published this chart of the breakdown of constituent service requests and complaints his office fielded during 2013 (“no problem is too small for us to handle,” Van Bramer writes in his annual report card):

How we get around has an enormous influence on our quality of life, and so it’s central to what we expect from our elected officials. This is why unplowed roads can undermine an entire administration. It’s why arcane changes to residential parking permit policy stir such public ire. It’s why problems with transportation make up the largest single set of concerns that a local city councilman must address – beyond even jobs, public safety, and housing.

This is also why New Jersey Governor Chris Christie is in such trouble. Were he neck-deep in a petty political spat involving a public park or a job-training program or a real-estate project, the scandal wouldn’t resonate quite so widely. We often talk about transportation – and its sub-genres of parking policy, street design, traffic management and mass transit planning – as a niche interest of nerds at the national level. Locally, though, no issue is more politically potent.

Don’t mess with the commute of the average American. It might be much worse because driving is involved because driving usually implies more independence and privacy. On the other hand, when mass transit is at fault, like it has been this past week with Metra in the Chicago area, there is less that the individual commuter can do. Uncontrollable situations are bad enough but intentional sabotage of commuting would infuriate all commuters.