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Kris Wernstedt* and Aurash Khawarzad Associate Professor, Urban Affairs & Planning Virginia Tech University, Alexandria, Virginia USA (krisw@vt.edu)
Salzburg Congress on Urban Planning and Development Schloss Leopoldskron, Salzburg, Austria May 16, 2008
thanks to
Randolph, John and Gilbert M. Masters. 2008: Energy for Sustainability: Technology, Planning, Policy. Washington, DC: Island Press.
Global Warming: Annual Mean Global Temperature, 1880-2007: 14 of warmest since 1880 in past 18 years
2005: 468 Q
U.S. EIA Estimate of Global Oil Peak based on USGS mean ultimate recovery (sharp peak postpones peak but would be fatal to the economy)
40 35 30 25 20 15 10 5 0 1900
High Prices Can Affect Demand 4.1% Decline 1979-1983 USGS Estimates of Ultimate Recovery Ultimate Recovery Probability BBls ---------------------------Low (95 %) 2,248 Mean (expected value) 3,003 High (5 %) 3,896
2016
History Mean
1925
1950
1975
2000
2025
2050
2075
2100
2125
Oil Reserves
(Energy/$GDP)
20.0
15.0
5.0
0.0 1949 1951 1953 1955 1957 1959 1961 1963 1965 1967 1969 1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005
Art Rosenfeld
1/3 from building efficiency, 1/3 vehicle efficiency, 1/3 structural change in economy
Energy Consumption in the United States 1949 - 2005
200
175
$ 1.7 Trillion
125
Quads
75
25
0 1949 1951 1953 1955 1957 1959 1961 1963 1965 1967 1969 1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005
Art Rosenfeld
Congestion
Growth of U.S. Vehicles per 1000 People, 1900-2002, with 2002 values for selected countries and regions.
Loss of Farmland
WASHINGTON D.C.
1900
CH ES AP EA KE
BA Y
BALTIMORE CITY
1910
1920
1930
1940
1950
1960
1970
1980
1990
1997
Development Patterns:
1900 - 1960
Development Patterns:
1961 - 1997
Development Patterns:
1900 - 1997
Costly Infrastructure
BALTIMORE CITY
BA Y
WASHINGTON D.C.
1900
CH ES AP EA KE
1940
1960
1997
development in areas of existing infrastructure, and deemphasizes development in areas without Smart Growth infrastructure or less suitable
Healthy By doing so, Smart Growth Communities supports and enhances existing communities preserves natural and agricultural areas saves the cost of infrastructure reduces VMT
emphasizes
Smart Growth
Portland
TOD Green mortgages Smart School siting Municipal Parking programs Infill/BF Aggressive Smart Growth Commuter incentives Comp. Smart Growth POD Pay as you drive insurance Transit improvements Bicycle incentives Light Rail Road pricing
20-30% 15-50% 15-50% 15-30% 10-50% 5-30% 5-25% 3-20% 1-10% 1-10% 0.5%/1% freq. 1-5% 1-2% 1-3%
LEED System
Nelson 2004
Nelson 2004
Nelson 2004
A Problem!!
Nelson 2004
1,000
800
600
400
200
0
New York Los Angeles Washi ngtonBaltimore Chicago San Francisco Detroit Dallas-Fort Philadelphia Worth Houston Boston
Nelson 2004
Rank#Units
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Rank%Transit
1 13 5 3 2 41 35 6 26 4 19 22 7 17 24 32 14 11 9 33 8 10 28
Metro Area
Sacramento Orlando Kansas City Norfolk Las Vegas Milwaukee Indianapolis Charlotte Columbus San Antonio West Palm Beach New Orleans Greensboro Nashville Austin Raleigh Jacksonville Oklahoma City Salt Lake City Memphis Louisville Grand Rapids Hartford
Rank#Units
24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
Rank%Transit
15 34 39 25 16 18 40 44 31 23 29 12 46 42 20 27 37 43 21 45 36 38 30
250,000,000
500,000 50,000,000
38%
23%
Jan-50
Jan-94
1995-2004
Jan-05
2005
2006
Source: The Brookings Institution and RCLCo, using Co-Star primary data
Washington as the Model Green Line as the New For the EarlythestFavored Red Line as 21 Century Metropolitan Growth Quarter Expands
Public Policies to Address Energy, Transportation, Land Use, and Climate Change Problems
advance sustainable energy technologies encourage private provision of more
efficient land use patterns (density) energy conservation (greener buildings) carbon friendly choices for consumers and communities (transit, mixed use)
Assessing Preferences
strongly agree height of structure ground floor private transportation closeness to transit energy costs height of structure somewhat agree neutral somewhat disagree strongly disagree
Ranking Preferences
height of structure ground floor of structure private transportation closeness to public transit energy costs
Ranking Preferences
height of structure
3 floors 5 floors 10 floors
private transportation
parking space subsidized zipcar
energy costs
1000 euros 2000 euros
Choice Experiments
Attribute
height of structure
Levels
3 floors (ground floor plus 2 floors of housing) 5 floors (ground floor plus 2 floors of housing) 10 floors (ground floor plus 2 floors of housing) office space grocery, retail shopping, or restaurant space 1 parking space for each unit, included in unit purchase no parking space but zip car available with 250 free hours year $1,000/year $1,500/year $2,000/year mile 2 miles
distance to transit
Combinatorial Problem
5 attributes
3 attributes with two levels 2 attributes with three levels
lots of permutation
72 possible combinations 2,556 possible pairwise comparisons of these 72 combinations
Choice 1. Consider the following alternative scenarios A and B. Policy Conditions A B Height of Structure 10 floors 3 floors
Ground Floor
Office
Private Transportation
no off-street parking for own car but zip car w/ 250 free hours/year
no off-street parking for own car but zip car w/ 250 free hours/year
$1,500/year
$1,500/year
1/4 mile
2 miles
VARIABLE
female household income greater than $60,000/year household income greater than $100,000 college or post-graduate degree owner of housing unit living in detached single family housing unit living in apartment living in condominium living in structure with more than 2 floors choiceleft, the lefthand policy package is chosen choiceright, the righthand policy package is chosen *based on 217 respondents (some questions yielded fewer responses)
% sample 56 76 45 83 52 29 27 42 54 48 52
Basic Model
(2) Coeff. -0.0648 0.9115 -0.8098 -1.0186 -1.3010 -0.0475 (3) t-statistic -3.95 9.19 -9.01 -8.76 -11.83 -0.73 (4) p value 0.000 0.000 0.000 0.000 0.000 0.468
attribute number of floors ground floor use private transportation annual energy costs distance to transit stop intercept n=1,252 observations, pseudo-R2 = 0.19
Takeaways
additional floors valued negatively
relatively small penalty/floor
clear preference for grocery, retail, restaurant over office space strong preference for access to private vehicle
compared to subsidized zipcar w/ 250 hours of use/year ($2,000/year)
Next Steps
test more interactions with respondent characteristics enlarge sample develop visuals for built environment incorporate more transportation options enlarge to include non-residential environments