Did Bulls coach Fred Hoiberg learn coaching from his sociologist father?

When the Chicago Bulls played a preseason game in Lincoln, Nebraska, the local paper dug up this tidbit about the new coach’s father:

Fred Hoiberg, born in Lincoln, was 2 years old when his father received his doctorate in sociology at the University of Nebraska-Lincoln.

At that point, Eric Hoiberg had job offers to be a sociology professor at Iowa State in Ames, Iowa, and Kansas in Lawrence, Kansas.

“I’m forever grateful he picked the right one,” Fred Hoiberg said with a grin.

Hoiberg is making the jump from being a college coach to the NBA this year, a difficult transition that many good coaches have had a hard time making. But, what might he have learned from his sociologist father that could help? Hoiberg could have learned how to holistically develop his players as athletes and humans. Perhaps he uses some important piece of sociological theory to help him understand the game of basketball. Maybe he connects better with his players and others in the organization because of his knowledge of the social forces that influence people’s lives.

If I was in the reporter’s scrum at a press conference, I would ask this question. Perhaps no one else would care – Hoiberg has some connection to sociology? – but the answer could provide some insights into how he coaches.

Yes, Thoreau would have disliked McMansions

One writer describes how Thoreau helped her move on from her McMansion:

“The cost of a thing is the amount of what
I will call life which is required to be exchanged for it,
immediately or in the long run.”
Henry David Thoreau, Walden

These words hit me hard at the age of 29. It was 2008, and depending on the hour, I was watching my marriage unravel, witnessing the collapse of the financial markets from the office of my first-year financial planning business, or determining whether I was even or underwater on a 2,500-square-foot McMansion. Collectively, my husband and I were $275,000 in debt…

One day I picked up the book and read it all the way through. I looked around my home and finally understood: I was drowning in debt, and my lifestyle was making me miserable. I exhausted hours every Sunday dusting, vacuuming, and mopping. I spent the majority of my time either working to pay for things like furniture or electronic gadgets or fearfully maintaining them by obsessively dusting and scrubbing. I could see my future, and it looked bleak…

Seven years have gone by since I left that lifestyle, and so much has changed. I now make about half the annual income I once did, teaching yoga, writing about health and wellness, and waitressing part time. I have good days and bad days, but I no longer feel controlled by debt. I take 12–16 weeks off each year and one winter spent four months on the Big Island of Hawaii, eating homemade dinners on the beach and listening to the trumpets of humpback whales. In moments like those, when the magic and wonder of the world offer themselves so vividly, I experience so much gratitude for simply being alive.

It is interesting to note that the anti-consumption narrative of today – avoid the McMansions and big debt, simplify your life, pay more attention to things you love – is not exactly new. It could appeal to more people today after the spread of consumerism throughout much of American society with the prosperity of the 20th century. McMansions make easy targets since they require a large financial outlay (not only is it costly but it requires payments for a significant portion of adult life), require maintenance (whether because of cleaning, repairs, or making use of all that space), and critics argue they are meant to impress other people.

In the end, I wonder if Thoreau would find such efforts as described above enough to truly get away from modern life. Are vast resources now required to get away from it all?

The decline of sociological interest in rural areas

While addressing rural poverty, this article discusses why sociologists pay more attention to cities:

American disinterest in the poverty of its own pastoral lands can be traced across the Atlantic Ocean and back several hundred years to the origins of social sciences in academia. The rise of these disciplines coincided with the Industrial Revolution and the mass migration of peasants from the country into cities. As an effect of these circumstances, the leading theorists of the era—Karl Marx, Emile Durkheim and Max Weber—were primarily concerned with living conditions in cities and industrializing societies, setting the foundation for the metro-centrism that continues to characterize the social sciences.

“In academia, there’s an urban bias throughout all research, not just poverty research. It starts with where these disciplines origins—they came out of the 1800’s—[when] theorists were preoccupied with the movement from a rural sort of feudal society to a modern, industrial society,” Linda Lobao, a professor of rural sociology at Ohio State University, tells Rural America In These Times. “The old was rural and the feudal and the agricultural and the new was the industry and the city.”

Similarly, the advent of the study of poverty in sociology departments across the United States during the Progressive Era centered nearly exclusively on the metropolis. In the 1920s and 1930s, the University of Chicago’s influential School of Sociology utilized the city of Chicago as a laboratory for the development of the discipline. According to an article published in Annual Review of Sociology by sociologists Ann Tickamyer and Silvia Duncan, poverty in the city was “one of the many social pathologies associated with urbanization, mass immigration, and industrialization”—issues that were at the heart of the Progressive movement.

Lobao explains that around the same time there arose a “small,” but “vibrant” contingent of rural sociologists at Penn State, University of Wisconsin Madison, Cornell, Ohio State and University of Illinois Champaign-Urbana. But the role of rural sociology, she says, has remained perpetually marginalized, a “residual category” outside of the mainstream discourse. Today, it is not uncommon to see rural sociologists placed into colleges of agriculture, where corporations like Monsanto rule, rather than sociology departments—pushing them further into the recesses of the social sciences.

American sociologists have a number of blind spots and this one is when I’m aware of as an urban sociologist. While the founders of sociology were not primarily focused on cities, many of the changes they observed were based on urbanization. Marx, Durkheim, and Weber wrestled with the changes from agrarian societies to city-based industrialized systems. The first major sociology programs in the United States – places like Chicago, Columbia, and Harvard – tended to be in or near large cities and this still holds true today. This all happened as the United States rapidly transitioned in 100 years from a rural country in the early 1900s to a society where more than 80% of the population lives in metropolitan areas. What’s left behind? Those places further away from the major research schools – which I would argue also includes suburbs – that sociologists find less exciting and tend to generalize about.

There are occasional counterexamples to the urban focus of American sociology. For example, see Robert Wuthnow’s 2013 book on rural America.

“Young people today don’t see a car as freedom; they see it as a trap.”

A new book argues driving does not appeal much to millennials and this will have important consequences:

Sam Schwartz, New York City’s Koch-era traffic commissioner, has a simple thesis in his new book, “Street Smart”: “Millennials are the first generation whose parents were more likely to
complain about their cars than get excited about them.

As kids, “millennials were driven through more traffic jams, more often, longer, and farther, than any generation in history.”…

What’s freedom to kids today? A walk, a bike ride or a short car ride — and, more often, a smartphone.

It’s all wonderful, then, that people are changing their behavior — except for the fact that the country needs for people to keep driving ever more miles so that it can fund its highway and transit infrastructure. Remember: Just as not everyone needed to default on his mortgage to cause a housing bust, not everyone needs to take the bus instead of a car to cause a roads bust…

One thing is clear, though: Even if presidential candidates are too afraid to talk about this stuff, they sure shouldn’t run against cities, when the voters are running toward them.

Less driving may just be a symptom of larger changes: living in denser areas (cities and suburbs with entertainment and cultural options within walking or mass transit distance), less public life outside the housing unit even with increased interaction with people through smartphones and the Internet, changing priorities in how to spend money for individuals (why would I pay for a car when spending that money elsewhere – say on experiences or the latest technology – gives me more desirable options?) and the government (it may be very difficult to maintain all those roads), and a declining interest among all Americans to simply drive (with a whole host of economic, political, and social influences here). At the same time, large social changes like these require time to work their way through a large society.

TerribleRealEstateAgentPhotos.com

I’ve discussed bad real estate photos before (here and here) but here is a full website devoted to the topic. Some of the pictures are indeed bad photos: poorly chosen emphasis, bad angle, catching the photographer in the picture. However, a number of have more to do with the home or the homeowner themselves; why do so many people have so much clutter when having these photos taken?? Of course, it could be argued that the agent/seller shouldn’t take such a picture in the first place but agents may have little control over what the owner has and having no photos of a house or major room (kitchen, primary bathroom, etc.) is not a good option.

The moral of the website? You want photographs that emphasize the better traits of the home without letting the bad photography skills or odd stuff the homeowner has get in the way.

And there are ways to prevent this from happening: make professional videos and photoshop furniture into the scenes.

Has the situation in France’s suburbs improved?

As volatility drew attention to French suburbs in the last decade, this article asks whether life there is now improved.

President Francois Hollande paid a rare visit to one of the infamous “banlieues” this week — Courneuve, north of Paris — where he vowed that under the egalitarian principles of the French Republic, “no areas are left behind.”…

“This could explode once again, because the social injustices are still there and there is a deep hopelessness among the young,” warned Mehdi Bigaderne, the 32-year-old deputy mayor of Clichy-sous-Bois, the Paris suburb where the 2005 riots began and then spread to other parts of the country…

But many see the changes as cosmetic. It can still take an hour and 40 minutes to reach Paris even though the capital lies just 15 kilometres (nine miles) away…

One official report found unemployment was 23 percent in the suburbs, compared to nine percent countrywide, in 2013. Among people aged 15 to 24, the figure rose to 42 percent.

Experts say the problems of the “banlieues” have deep roots, one of which is urban planning.

In other words, solutions to this require extended work rather than quick platitudes or actions that don’t address the deeper issues. But, are citizens in these metropolitan areas truly interested in promoting the welfare of all? How serious are different levels of government about addressing the issues? Is promoting better urban planning enough of a solution? This will be worth watching for quite a while to see if conditions improve.

Asking $9.8 million for one small home near Wrigley Field

The property near Wrigley Field is getting quite valuable – at least according to the asking price:

In the world of real estate, location means everything. But does a property around the corner from Wrigley Field command $9.8 million? The sellers of 3710 N Kenmore Ave. realize that there is much more to the property than the two-story frame house that sits on it. The property has some potential to earn a few bucks and the listing agent is suggesting that investors consider erecting rooftop advertising (specifically a digital billboard) on the site. The Ricketts family have famously scooped up several of the surrounding rooftop properties, but this property is billing itself as one of the few that is not under the control of the Cubs organization. Broker Amy Duong of Jameson Sotheby’s Intl Realty tells us that the seller has been paying attention to sales in the neighborhood, notably the McDonald’s parking lot that the Ricketts family paid $20 million for. Duong also tells us that there’s no mistake in the price in the listing and the seller is fine with sitting on the house until a reasonable offer comes forth.

Perhaps the asking price was influenced by the success of the team this past season. More wins and young talent mean that property values may go up even more. In contrast, look at the land near U.S. Cellular Field on Chicago’s South Side. While that land is not easily converted to party/retail/restaurant space like the properties near Wrigley, imagine if the team was good for a number of years. Wouldn’t businesses and residents want to be part of the scene?

I’m guessing the property won’t sell soon for anywhere near this initial price but why not ask for the moon while the team is winning and the owners are spending money on property and renovations?

Drivers pay less than what the roads cost

One report suggests the gap between what drivers pay and what roads cost continues to grow:

A report published earlier this year confirms, in tremendous detail, a very basic fact of transportation that’s widely disbelieved: Drivers don’t come close to paying for the costs of the roads they use. Published jointly by the Frontier Group and the U.S. PIRG Education Fund, “Who Pays for Roads?” exposes the myth that drivers are covering what they’re using.

The report documents that the amount that road users pay through gas taxes now accounts for less than half of what’s spent to maintain and expand the road system. The resulting shortfall is made up from other sources of tax revenue at the state and local levels, generated by drivers and non-drivers alike. This subsidizing of car ownership costs the typical household about $1,100 per year—over and above the costs of gas taxes, tolls, and other user fees…

There are good reasons to believe that the methodology of “Who Pays for Roads?” if anything considerably understates the subsidies to private vehicle operation. It doesn’t examine the hidden subsidies associated with the free public provision of on-street parking, or the costs imposed by nearly universal off-street parking requirements, which drive up the price of commercial and residential development. It also ignores the indirect costs that come to auto and non-auto users alike from the increased travel times and travel distances that result from subsidized auto-oriented sprawl. And it also doesn’t look at how the subsidies for new capacity in some places undermine the viability of older communities…

The problem with the subsidies currently propping up driving is that they’re often hidden: If they were made more explicit, policymakers would likely rearrange their priorities. The problem of pricing roads correctly is one that will grow in importance in the years ahead. It’s now widely understood that improvements in vehicle fuel efficiency and the advent of electric vehicles is eroding the already inadequate contribution of the gas tax to covering road costs. The business model of companies such as Uber and Lyft likewise hinges on paying much less for the use of the road system than it costs to operate. The problem is likely to be even larger if autonomous self-driving vehicles ever become widespread—in larger cities it may be much more economical for them to simply cruise “free” public streets than to stop and have to pay for parking. The root of many existing transportation problems—and the problems to come—is that the prices are all wrong.

Americans like their cars and policies have reflected that for decades. But, owning the “average” car is not cheap – there are a number of expenses that many drivers would say consume a decent amount of their budget. The real issue may not be increasing the gas tax – and with gas as cheap as it is right now, this would be as good a time as any to fix that – or limiting subsidies. The real goal may need to involve having less need for cars and roads. Having electric cars might help society in some ways but it doesn’t solve the problem of paying for roads (see the pilot programs for a per-mile driven tax). Electric cars may enable sprawl to go on for decades.

In the end, perhaps we need to figure out to build and maintain roads more cheaply…or we are left with two options I imagine a lot of people (not necessarily the same ones) will dislike: getting cars off the road or upping the cost of driving by quite a bit.

The difficulties of projecting costs for big tunnel projects

Cost overruns on big infrastructure projects are common but may be even worse for tunnel projects, as the case of the California high-speed rail project may soon illustrate:

“You have an 80% to 90% probability of a cost overrun on a project like this,” Flyvbjerg said. “Once cost increases start, they are likely to continue.”…

Although some large tunnels have been constructed elsewhere without difficulty, including the 3,399-foot Caldecott Tunnel in the Bay Area, others have encountered costly problems.

The 11-mile East Side Access tunnel in New York City, for example, is 14 years behind schedule, and the tab has grown from $4.3 billion to $10.8 billion. Boston’s 3.5-mile Big Dig was finished in 2007 — nine years behind schedule and at nearly triple the estimated cost.

Digging stopped on the 2-mile Alaskan Way tunnel under Seattle when a boring machine broke down in December 2013 and had to be retrieved for repairs, causing a multiyear delay with an unknown cost overrun.

The bullet train will require about 20 miles of tunnels under the San Gabriel Mountains between Burbank and Palmdale, involving either a single tunnel of 13.8 miles or a series of shorter tunnels.

As many as 16 additional miles of tunnels would stretch under the Tehachapi Mountains from Palmdale to Bakersfield.

All told, this is a major project that might just draw attention from the public and scholars for decades to come. Is it possible to even finish it? What will be the end cost? Will it enhance transportation and life in California? There is a lot at stake here and big costs will not help. From the article, it sounds like part of this is due to falling behind schedule – this adds more money as the project takes more time and costs tend to go up over time – and is also due to the unique geological features of California – fault lines and possible earthquakes – which produce additional complications.

I’ve seen numerous people suggest that projects like these illustrate how difficult it is for the United States of today to complete major projects. This may be needed and/or helpful but a lot of good things have to happen before the line even becomes operational.

The misspelled band name intended to enhance Internet searches

The Scottish band Chvrches spelled their name in such a way to help separate themselves online:

Chvrches, deliberately misspelled to maximize Google-search recognition, formed after Mayberry, Cook and Doherty were slogging through indie-rock bands and day jobs.

A tactic only for the Google search result age. Bands can go through all sorts of hoops to select a good name that reflects who they are as well as attracts the attention of consumers. I’m reminded of how the Beatles selected a name – multiple name changes in the early years and resisting the influence of the day to be something like John Lennon and the Beatles (have the group name reflect the lead singer/personality) – versus how Blur selected theirs – off a list of potential names given to them by a label executive. (For a fun Wikipedia time, check out this page with hundreds of band name etymologies.) Today, you can add to the list the strategy of taking a common name or phrase and then tweaking it in such a way that no other Internet personality could overlap. Still, I can hear the conversations even among fans:

I like that song. Who is the artist.

Chvrches.

Great. Wait, I can’t find anything about them online.

Yeah, they have a v rather than a u in their name.

Oh, there they are…