Category Archives: Environment

Environmental One-Upsmanship


By Dom Nozzi

June 20, 2002

It is disappointing but not surprising that so-called “no-growthers” and blue collars (lower income residents) in Gainesville Florida have joined forces with the “pro-sprawl” Republicans on transportation.

One outcome of this: the Gainesville city commission is preparing to completely gut the long-range transportation plan I prepared for the city.

After all, we are ALL motorists with motorist values. It matters not a whit that many no-growther people pay lip service to the idea of fighting sprawl and protecting neighborhoods. By being pro-car, they completely undermine any alleged effort to discourage sprawl and help neighborhoods.

There has been an emergence in towns like Gainesville of a hysterical, fanatic contingent of angry NIMBYs disguised as environmentalists. Within the city, such people fight to the death to save every blade of grass or small tree or possum in the hopes of stopping a nimbyproposed development project, or at least forcing the project to lower its density to suburban, cow-town density.

These “environmentalists” desperately grasp at any available straw to slow or stop a development project.

Yesterday, it struck me: A lot of these “environmentalists” seem to be engaged in a game of “one-upsmanship”. They try to outdo each other to publicly demonstrate that they are “holier than thou” with regard to protecting the environment.

“You believe we should have a 30-foot setback from wetlands in order to protect them from development. I want us to have a 60-foot setback!!!”

“Oh, yeah??? Well I think we should have a 90-foot setback, and protect ALL mud puddles in Gainesville!!! So there!!”

“Big deal!! I think we should prohibit ALL future development in the city to REALLY protect the environment!!!”

The point I’ve made in the past is that this sort of hysterical one-upmanship is not only counterproductive. It is a way in which suburbanites, who lead environmentally destructive lives by living in sprawlsville and driving their SUVs to rent a video every week, ease their guilty conscience by engaging in this sort of public environmental one-upmanship.

But there may be another explanation for this phenomenon: These hysterical, angry citizens have the same psychology that afflicts fanatical fundamentalist religious zealots. The one-upmanship of today’s environmentalist is the same psychology that we observe when a fundamentalist tries to one-up his religious friends on religious doctrine. “I am more holy than you because I am CERTAIN that every comma and semi-colon in the Bible is inerrant!!”

Likewise, many environmentalists seem to be seeking admiration for the purity and strength of THEIR beliefs — albeit pertaining to wetlands rather than scripture…

So perhaps this drive for salvation through one-upsmanship is shared by both religious fundamentalists and environmental fundamentalists…


Leave a comment

Filed under Environment, Town and Transportation Planning

The Hidden Agenda in Boulder


By Dom Nozzi

August 31, 2015

In November 2015, the residents of Boulder are to vote on two referendums. One is a Development Shall Pay It’s Own Way measure. The other is a Neighborhood Right to Vote measure. Both are alleged to be necessary to protect quality of life in Boulder.

It turns out that neither measure, if passed, will do anything to promote quality of life in Boulder. Indeed, a very strong case can be made that they will both degrade quality of life in Boulder.

This paradox exposes a hidden agenda in Boulder.

Both referendums are irrelevant to promoting quality of life. The hidden agenda, it turns out, is to stop or substantially slow population growth and development in Boulder. This NIMBY agenda has had bi-partisan political support in Boulder for several decades.

Despite having strong support from environmentalists and other political progressives in Boulder, the no-growth agenda is fundamentally a reactionary right wing agenda that downloadundermines both the health of a city and the needs of lower-income groups.


Because the primary motivator for a no-growth agenda is to keep population and densities so low that roads will always be free-flowing and parking spaces will always be available (which to most no-growthers in Boulder, is the underlying definition of quality of life).

An important means of achieving a no-growth agenda, besides making life torturous and extremely costly for developers, is to leverage what is known as “snob zoning.” That is, to adopt residential zoning regulations that require large lots, very low densities, very large single-family home sizes, and a strict prohibition of “mixed uses” (the incorporation of neighborhood-based shops and offices).

Both the “happy car travel” agenda and the “snob zoning” agenda ensure that housing is artificially much more costly than it would otherwise be. It becomes financially impossible for middle- and lower-income groups to afford to live in Boulder when, as is the case in Boulder, extremely high levels of car dependency and the snob zoning rules are in place.

To achieve this happy car and snob zoning agenda, a sustainable political will is necessary.

How can we get the political left AND right to buy into this agenda, in other words?

The brilliant tactical achievement is that the no-growth agenda was one that both the right and left could buy into, which has made it a political juggernaut in Boulder.

How is this done?

As it turns out, it is relatively easy to have the political right and left agree to both a happy car agenda and a snob zoning agenda.

First, in a relatively car dependent society such as what we find in the US (including Boulder), nearly all of us are required to drive a car for nearly all of our trips. It doesn’t matter if you are a Republican, a left-wing environmentalist, a Feminist, a gay-rights advocate, or an evangelical Christian. Nearly all of us are obligated to be car-dependent. Which means that a highly effective tactic for candidates for elected office in the US is to be a populist for cars. “I support free-flowing traffic and easy parking!!” Again, in a car-dependent society, nearly all of us – regardless of political persuasion – strongly support that agenda. Even in Boulder, most left-wing citizens buy the argument that free-flowing traffic and easy parking is “progressive.” After all, congestion causes air pollution, and costly parking is hard on the poor. Right?

Second, the expensive and low-density snob zoning dovetails quite nicely with happy cars, as most all of us see that very low residential densities and the prohibition of shops and offices in residential neighborhoods will allow us to enjoy more free-flowing traffic and easy parking.

Another reason this two-pronged agenda has such vigor and staying power is that nearly all of us experience substantial frustration each day we drive to and from work. The cars most all of us drive take up so much space that inevitably we are slowed (and therefore frustrated) on our commute EVERY DAY. Every day, then, we are given an emotionally powerful dose of motivation to do whatever is necessary to minimize those daily delays. The best chance, many of us conclude, is to join in the fight to stop or slow development! Again, the political right AND left develop a passion to stop growth. And that bi-partisan passion is political gold that has persistent power.

To summarize, the political right wants no-growth and snob zoning to enable the high-income, luxury-car-based, elitist privatopia they desire. A nice side benefit for the right is that these things keep lower-income and minority groups from being able to afford to live in Boulder.

For the political left, no-growth and snob zoning is a way to protect air quality, and make it possible for lower-income groups to commute to Boulder from lower-income outlying areas. In addition, it is an article of faith on the environmental left that “over-population” is destructive of the environment. And let’s be honest: most all of us on the political left ALSO enjoy free-flowing traffic and easy parking.

In these ways, the political left in Boulder has been seduced into being crusaders against growth and development in Boulder. Since at least the sixties, this has created bi-partisan support for a no-growth agenda in Boulder.

Leave a comment

Filed under Environment, Town and Transportation Planning

Opposition to the Installation of Greenway Trails for Bicycling and Walking

By Dom Nozzi

An enormous number of Americans are fiercely opposed to the installation of bicycle and pedestrian greenway trails near their homes. As a greenway planner for Gainesville FL in the 1990s, I was shocked and disappointed by the level of hysterical Boulder Greenway Canopyopposition to something that one would think is a welcome addition to any residential area.

In seeking to reduce the opposition, we tried to be sensitive to neighborhood concerns by placing the trail as far from homes as possible.

But what we learned in Gainesville was that placing the trail in “uplands” would cause a firestorm of opposition and renewed cries that the City was not listening to citizens. Let’s not forget that for many NIMBYs (Not In My Backyard), the concern about the trail being close to homes is cloaked in a more acceptable (and less selfish) “concern for the environment” (i.e., the environment is a smokescreen for underlying NIMBY opposition).

But even if we moved the trail to the “uplands” (and away from the more sensitive creek ecosystem that vocal “environmental” opponents are allegedly up in arms about), would this protect the “pristine” creek environment?


parking lotThe creek ecosystem would still suffer from noise, cats and dogs, nearby houses, erosion and sedimentation, sewage leaks, stormwater runoff, herbicides and pesticides, vegetative removal, ad nauseam. Gainesville’s creeks have been suffering major environmental insults for decades due to these nearby homes and businesses and roads.

The greenway path we proposed, in other words, does not create the first negative impact on a “pristine” creek environment. Instead, it is an important tool to reverse these decades of mostly hidden abuse.

Much as we would like it to be true, I do not believe that the goal of making an urban creek a pristine environment (by preventing the installation of a greenway path) is a matter of political will or citizen education or laws and regulations.

It does not matter how much will or environmental sensitivity or concern we dedicate to urban creeks. Why? Because it is simply not possible to insulate an urban creek from nearby urbanism. Oh, sure, we could dream about removing all the homes and apartments and retail and office and parking lots and roads within five miles of the creek, but is that realistic? Or how about creating a “Gainesville Biosphere” in which we encase the creek floodplain with glass walls? The truth of the matter is that there is no financially or politically feasible way to create a pristine environment in the middle of the city — for all the reasons I listed above (and others I did not mention).

And I say this as a well-known wild-eyed environmentalist.

I have very little patience for “bleeding heart ecologists” who are behaving hypocritically. For example, when they so loudly and frequently express concern that a simple bike and foot path will cause major negative impacts to amphibians and reptiles, I think about relative impacts. Those two or three angry, concerned ecologists in Gainesville have probably killed more creek amphibians and reptiles as they drove in their cars over the past few years than will hundreds of bicyclists on a creek trail in 50 years.

And this is direct road kills caused by the cars the ecologists drive. How much damage is caused by a road as it slashes through creek floodplains? Did these ecologists (who lobby for a charter amendment that would forever prohibit the City of Gainesville from constructing a greenway path in the creek floodplain) support a charter amendment that would forever forbid the city, the county or the state from building a road through a floodplain unless it was bridged?

I suspect not.

And I have not even mentioned car impacts such as underground storage tank leaks, stormwater runoff from roads and parking lots, erosion, light pollution, fuel and oil droppings from cars that leach into the creeks, the removal of floodplain vegetation for parking lots and roads, air pollution, and noise.

Can we please put things in perspective here?Dom condemned for planning Greenway94

I begin to wonder if the huge fight against a greenway path and the ear-shattering silence we hear when it comes to, say, road widening, is more due to the fact that the opponents of the path have given up the fight against the major forms of urban wildlife and ecosystem impacts and put up a tremendous fight against a path because it seems like a “winnable” fight.

I also begin to wonder if these ecologists know much about how much the creeks have suffered from abuse over the past several decades, and how much it continues to suffer. How much more can the creek ecosystem take before it collapses?

Leave a comment

Filed under Environment

Suboptimizing Trees: A Common Anti-City Tactic

By Dom Nozzi

“Suboptimization” occurs when efforts are made to achieve a lower-order goal to the detriment of a higher-order goal. A common instance of suboptimizing is when there is a single-minded effort to reduce fire truck response times, and doing so to the detriment of peace and quiet in a community (and to the detriment of traffic safety). A study has found, for example, that using excessive street geometries to speed fire truck response time results in a net increase in injuries and deaths, as the number of people saved from fires by faster fire trucks is overwhelmed by the big jump in car crashes due to excessive street dimensions.

When I was a town planner in Gainesville, Florida, I experienced what is surely a very common national occurrence: obsessively and emotionally suboptimizing on trees, to the substantial detriment of a walkable city.

During my time as a planner in Gainesville, I was forced to cram in several confusing, silly sentences in my “traditional neighborhood development” (TND) ordinance — designed to create a compact, walkable neighborhood — describing “engineered soil” (said by some to be needed for relatively large trees). Not only was the definition inherently confusing and complex. I was told by a number of local landscape architects that such soil would be quite expensive to install.

So the TND ordinance, which was already too onerous for a rational developer to use to build a subdivision, became even more difficult to use by developers because city-hating Gainesville citizens and elected officials wanted enormous trees above all else (including walkability).

This is yet another reason why we don’t see developers building walkable places. Huge trees are quite often incompatible with a modest, walkable, human-scaled building-street-sidewalk design. And a large number of Americans have strong emotional feelings toward protecting trees.

The tree suboptimizers also won another battle. I was directed to amend my walkable town center ordinance (somewhat similar to my TND ordinance) to make street trees a requirement in the Gainesville town center. Like most cities, Gainesville had properly exempted developers from needing to install tree landscaping in the town center, as the town center tends to require compact, human-scaled spaces to deliver the charming, quality urbanism we seek in a town center. The new suboptimizing rules ended up requiring that developers jam street trees into all developments and redevelopments in the town center. This added additional complexity, burden, and confusion to the ordinance, and added another disincentive to build or infill in a town center that has long been sorely in need of development and redevelopment (as so much development was being strongly pulled to sprawl locations).

At the same time, I learned that the new county courthouse parking garage planned for the Gainesville town center would NOT be getting desperately needed on-street parking (one of the most crucial amenities for pedestrians) along the garage. Why? Surprisingly, it was not for the goofy fears that kept on-street parking away from the courhouse itself. In that case, the embarrassing reason was that there was a childish worry of truck-bombing terrorists (which, coincidentally, also just happened to be in the interest of motorists who dislike being slowed by on-street parking, by the way).

No, on-street parking next to the garage is not going to be stopped because of a fear of Timothy McVeigh. On-street parking was stopped because the City desperately wanted big trees.

For the record, on-street parking and trees could be deployed together, but trees such as palm trees are “unacceptable” by those who wish to suboptimize tree ecology for quality walkability.

The end result was predictable and nearly certain: Gainesville would soon amend its walkablility codes (in particular, the two ordinances I mention above, as well as walkable ordinances for student-oriented neighborhoods adjacent to the University of Florida) to push buildings back from the street — so that the human-scaled sense of enclosure is lost — or discourage desperately needed in-town, infill, walkable development.

Thereby creating less-walkable streets.

I’ve stated this over and over again in my work as a town planner: In the town center, the needs of pedestrians come first. NOT the needs of live oak trees.

But only if we care about having a walkable, healthy downtown.

Maybe we really do want sprawl, and aspire to be another Atlanta. If so, we are using tactics that are sure to get us to be another Atlanta. And I was probably working in the wrong community…

The lush landscaping looks wonderful from your car windshield as you whiz by in your car in Atlanta and Gainesville. But where are the pedestrians?

Why are they not out walking? Isn’t it enough that we provided a lot of shading live oaks???

I was left to wonder: Was there ever a time over the past 30-40 years when Gainesville had not suboptimized on big trees as the number one priority? Has suboptimizing live oak trees done anything to stop us from taking big steps toward becoming a sprawling auto slum? Has that done anything to promote walking on our sidewalks?7390694268_93120010d5_z

Is it any wonder that the anti-city, tree-suboptimizing attitude in America led to such a nearly universal development of cities throughout America that are utterly unwalkable, uncharming, and unlovable? A nation with cities that only an Oldsmobile could love?


Leave a comment

Filed under Environment, Politics, Town and Transportation Planning

Transportation is Destiny: Design for Happy People, Not Happy Cars

by Dom Nozzi

The following is a summary of a talk I was invited to give at a PLAN-Boulder County forum on Friday, January 24. As a town and transportation planner, I cautioned Boulder not to put too much emphasis on easing car traffic flows—particularly by such conventional methods as adding a second turn lane at intersections or requiring a developer to provide too much car parking. I described the ingredients of a healthy, vibrant city, summarized how a seemingly beneficial city objective of reducing traffic congestion can often undermine important Boulder objectives, and offered a number of strategies that would help Boulder both properly manage transportation and promote its long-range goals.

A great city is compact, human scaled, has a slow speed center, and promotes gatherings of citizens that catalyze “synergistic interaction” (brilliant ideas and innovations, as the sum becomes greater than its parts). Most importantly, a quality city does exceptionally well in promoting “exchanges” of goods, services, and ideas, which is the most important role of a city, and is best promoted by the interaction that occurs through compact community design.

About 100 years ago, automakers, home builders, and oil companies (“the Sprawl Lobby”) started realizing that they could make lots of money by creating what has since become a self-perpetuating vicious cycle in communities. If communities could be convinced to ease the flow of car traffic by building enormous highways and parking lots (and subsidizing car travel by having everyone—not just motorists—pay for such roads, parking, and gasoline), huge amounts of money could be made selling cars, homes and gasoline. The process eventually was feeding on itself in a growing, self-perpetuating way, because the highways, parking and subsidies were forcing and otherwise encouraging a growing number of Americans to buy more and more cars, use more and more gasoline, and buy sprawling homes that were further and further from the town center. Why? Because the subsidized highways and gasoline were powerfully promoting community dispersal, high speeds, isolation, and an insatiable demand for larger highways and parking lots. Each of these factors were toxic to a city, led to government and household financial difficulties, destroyed in-town quality of life (which added to the desire to live in sprawl locations), and made travel by transit, bicycle or walking increasingly difficult and unlikely (an added inducement to buy more cars).

The inevitable result of the Sprawl Lobby efforts has been that cities throughout America are dying from the “Gigantism” disease.

The “Gigantism” Disease

One of the most important problems we face is that cars consume enormous amounts of space. On average, a person in a parked car takes up about 17 times more space than a person in a chair. And when moving, a motorist can take up to 100 times as much space as a person in a chair. Cities are Untitledseverely diminished by this level of wasteful use of land by cars—particularly in town centers (where space is so dear), and especially in communities such as Boulder, where land is so expensive.

Overemphasis on car travel breeds and spreads the gigantism “infection,” and promotes ruinously higher travel speeds. What happens when we combine the gigantism and high speeds with the “travel time budget” (humans tend to have a budget of about 1.1 hours of round-trip commuting travel each day)?

People demand larger highways and parking lots. Gigantic highways, overpasses, and asphalt seas of parking are necessary to accommodate the space-hogging, high-speed needs of the growing number of cars. This process dramatically increases the “habitat” for cars, and because such places are so utterly inhospitable to people, substantially shrinks the habitat for people.

Because it is so dangerous, unpleasant, and infeasible to travel on these monster highways by bicycle, walking, or transit (what economists call “The Barrier Effect”), an endlessly growing army of motorists and sprawl residents is thereby created, which, of course, is a financial bonanza for the Sprawl Lobby.

It is surprising and disappointing that Boulder has, on numerous occasions, shown symptoms of the gigantism disease (surprising because citizens and city staff are relatively well-informed on transportation issues). A leading concern in Boulder is the many intersections that have been expanded by installing double left turn lanes. Installing a single left turn lane historically resulted in a fair improvement in traffic flow, but when a second left turn lane is installed, intersections typically suffer from severely diminished returns. There is only a tiny increase in traffic accommodated (and often, this increase is short-lived) and this small benefit is offset by a huge required increase in walk time for crosswalks that are now very lengthy to cross on foot (which necessitates a very long “walk” phase for the crosswalk). Indeed, some traffic engineers or elected officials are so intolerant of the time-consuming long walk phase that many double-left turn intersections actually PROHIBIT pedestrian crossings by law.

These monster double left turn intersections destroy human scale and sense of place. They create a place-less, car-only intersection where walking and bicycling (and, indirectly, transit) trips are so difficult and unpleasant that more trips in the community are now by car, and less by walking, bicycling and transit. And those newly-induced car trips, despite the conventional wisdom, actually INCREASE greenhouse gas emissions (due to the induced increase in car trips).

Double left turn lanes (like big parking lots and five- or seven-lane highways) disperse housing, jobs, and shops in the community, as the intersection—at least briefly—is able to accommodate more regional car trips. Because the intersection has become so inhospitable, placeless and lacking in human scale, the double left turn repels any residences, shops, or offices from being located anywhere near the intersection, and thereby effectively prevents the intersection from ever evolving into a more walkable, compact, village-like setting.

The following chart shows that, because of the enormous space consumption caused by higher-speed car travel, land consumption rate increases are far out-pacing growth in community populations. For chartexample, from 1950 to 1990, the St. Louis population grew by 35 percent. Yet land consumption in St. Louis grew by 354 percent during that same period.

Given all of this, a centerpiece objective of the Boulder Transportation Master Plan (no more than 20 percent of road mileage is allowed to be congested) may not only be counterproductive in achieving many Boulder objectives, but may actually result in Boulder joining hands with the Sprawl Lobby.

The congestion reduction objective has a number of unintended, undesirable consequences. The objective tells Boulder that the highly desirable tactic of “road diets” (where travel lanes are removed to create a safer, more human-scaled street that can now install bike lanes, on-street parking, and wider sidewalks) are actually undesirable because they can increase congestion. The objective provides justification for looking upon a wider road, a bigger intersection, or a bigger parking lot as desirable, despite the well-documented fact that such gigantic facilities promote sprawl, car emissions, financial difficulties, higher taxes, and lower quality of life, among other detriments.

The objective also tells us that smaller, more affordable infill housing is undesirable—again because such housing can increase congestion.

The Shocking Revolution

The growing awareness of the problems associated with easing car travel (via such things as a congestion reduction objective) is leading to a shocking revolution across the nation. Florida, for example, now realizes that if new development is only allowed if “adequate” road capacity is available for the new development (which is based on “concurrency” rules in Florida’s Growth Management law), the state is powerfully promoting sprawl. Why? Because the available road capacity tends to only be found in sprawl locations. In-town locations, where new development tends to be much more desirable, is strongly discouraged by this Florida concurrency rule because in-town locations tend to have no available road capacity (due to existing, more dense development in town).

As an aside, “concurrency” is a rule that says new development is not allowed if it will lower service level standards adopted by the community. For example, standards might state that there must be at least 10 acres of parkland provided for every 1,000 residents. While concurrency is clearly a good idea for such things as parks and water supply and schools, it is counterproductive for roads.

The shocking revolution in Florida, then, is that the state is now allowing local governments to create “exception areas” for road congestion. If the community can show that it is providing adequate bicycle, pedestrian and transit facilities, the state will grant the local government the ability to create road exceptions so that the road congestion avoidance strategy brought by Florida’s road concurrency rule does not significantly encourage new sprawl and discourage in-town, infill development.

Similarly, California is now acknowledging the unintended, undesirable effects of past efforts to ensure that roads are “free-flowing” for car traffic. “Free flowing” car traffic tends to be measured with “level of service” (LOS) measures. Road LOS is a measure of traffic delay. An intersection (or road) where a car must wait for, say, three cycles of a traffic signal to be able to proceed through the intersection might be given an LOS rating of “F.” An intersection where a car can proceed through an intersection without such delay is given an LOS rating of “A.”

California now realizes that too often, building wider highways or stopping new development as a way to maintain free-flowing car traffic (LOS “A”) is substantially counterproductive. The state now realizes that maintaining or requiring easy, free-flowing car traffic increases greenhouse gas emissions (shocking, since the opposite was formerly believed), increases the number of car trips, and decreases the number of walking, bicycling and transit trips. Free-flowing road “LOS” measures are therefore now being phased out in California.

The “congestion reduction” objective in Boulder’s transportation plan is, in effect, a “happy cars” objective that equates easy car travel with quality of life and sustainability. One important reason why this “happy cars” objective is counterproductive is that cars and people have dramatically different needs and desires—needs and desires that are significantly and frequently in conflict. For example, designing shopping for happy people means the creation of smaller, human-scaled settings where buildings rather than parking lots are placed next to the streetside sidewalk. Where streets are only two or three lanes wide and designed for slow-speed car travel. Where street trees hug the street.

Designing shopping for happy cars, by strong contrast, requires huge car-scaled dimensions. Giant asphalt parking lots are placed between the now giant retail store and the street, which invites easy car parking (but loss of human scale, sense of place, and ease of walking). Streets become what Chuck Marohn calls “stroads”: 5- or 7-lane monster roads intended for dangerous, inhospitable high-speeds. They are roads where streets belong, but their big size and high speeds make them more like roads. Street trees are frequently incompatible with happy cars, as engineers fear cars might crash into them.

Again, this comparison shows that by promoting “happy cars,” Boulder’s congestion reduction objective is undermining its important quality of life and city-building objectives.

Indeed, Enrique Penalosa, the former mayor of Bogota, Columbia, once stated that “a city can be friendly to people or it can be friendly to cars, but it can’t be both.” Boulder’s congestion reduction objective is in conflict with this essential truth.

Fortunately, congestion regulates itself if we let it. Congestion will persuade some to drive at non-rush hour times, or take less congested routes, or travel by walking, bicycling, or transit. Congestion therefore does not inexorably lead to gridlock if we don’t widen a road or intersection, because some car trips (the “lower-value” trips) do not occur. Many of those discouraged trips are foregone because of the “time tax” imposed by the congestion.

But widening a road (or, in Boulder’s case, adding a second left-turn lane) short-circuits this self-regulation. A widened road or a double-left turn lane intersection induces new car trips because the road/intersection is now (briefly) less congested. The lower congestion encourages formerly discouraged car trips to now use the route during rush hour. Car trips that used different routes to avoid the congestion now converge back on the less congested route. And some get back in their cars after a period of walking, bicycling or using transit.

The process is very much like the infamous Soviet bread lines. The Soviets wanted to reduce the extremely long lines of people waiting for free bread. Their counterproductive “solution” was to make more free bread. But more free bread just induced more people to line up for bread. Likewise, the conventional American solution to traffic congestion is to make more free space for cars (widening the road or adding a second turn lane). The result is the same, as the bigger roads and intersections inevitably induce more car trips on those routes. The efficient and effective solution, as any first-year economics student will point out, is to NOT make more free bread or wider, free-to-use roads or second turn lanes. The solution is to price the bread and the car routes so that they are used more efficiently (and not wastefully by low-value bread consumers or car travelers). Or, to let a moderate level of congestion discourage low-value rush hour trips.

Given all of this, widening a road or adding a second left-turn lane to solve congestion is like loosening one’s belt to solve obesity. Similarly, despite conventional wisdom, car traffic does not behave like water flowing through a pipe (i.e., flowing easier if the pipe is expanded in size). Car traffic, instead, behaves like a gas. It expands to fill the available, increased volume provided.

Boulder’s Overriding Objectives

Boulder (and PLAN-Boulder County) has outlined key community objectives.

1. One is higher quality of life and more happiness. But counterproductively, happy cars lower quality of life due to clashing values and needs.

2. Another objective is for a more compact, walkable, vibrant city. Unfortunately, over-emphasizing cars means more sprawl.

3. An objective that is much talked about in the area is more affordability. By inducing more car dependence via easier car travel, the congestion reduction objective undermines the affordability objective by making Boulder less affordable (more on that later).

4. Given the growing concern for global warming, Boulder is placing more emphasis on reducing greenhouse gas emissions. Easing traffic congestion, however, induces new car traffic, which increases car emissions.

5. Boulder and PLAN-Boulder County seek more travel (and lifestyle) choices. But the congestion reduction objective in Boulder’s plan is again undercutting other objectives because it leads to bigger car infrastructure (bigger roads and intersections), thereby reducing travel and lifestyle choices.

As shown above, then, Boulder’s congestion reduction objective undermines each of these five essential community objectives.


Conventional methods of reducing congestion include wider roads, bigger parking lots, one-way streets, and huge intersections. These tactics are a “win-lose” proposition. While they can reduce congestion (briefly), they also cause a loss of human scale and charm; a loss of social gathering; sprawling dispersal; more car dependence and less bicycling, walking, transit; higher taxes; economic woes (for government, shops and households); a decline in public health; and more air pollution.

By striking contrast, other less commonly used but much more beneficial transportation tactics are “win-win” propositions. Some of these tactics include road diets, designing streets for slower speeds, and designing for travel and lifestyle choices. They can result in:

• More parking spaces

• More civic pride (induced by human scale)

• More social gathering

• A more compact and vibrant community

• Less car dependence and more bicycling, walking, and transit

• Lower taxes

• Economic health (for both government and households)

• Improvement in public health

• Less air pollution

If we can’t get rid of congestion, what CAN we do? We can create alternatives so that those who are unwilling to tolerate the congestion can find ways to avoid it. Congestion can be better avoided if we create more housing near jobs, shops, and culture. Doing this allows more people to have better, more feasible ways to travel without a car. We can also create more travel routes, so that the congested routes are not the only routes to our destinations. Some of us can be given more flexible work schedules to shift our work hours away from rush hour. And some of us can be given increased opportunities to telecommute (work from home).

How Can We Design Transportation to Achieve a Better Destiny?

An important way to start Boulder on a better destiny for the city is to revisit the “No more than 20 percent congested road miles” objective in the Boulder transportation master plan. Some possibilities: adopt a “level of service standard” not for cars, but for bicycle, walking and transit travel; “Level of service” standards for cars is becoming outdated because it is being increasingly seen as counterproductive, as described earlier. Other alternatives to the “congestion” objective is to have a target of controlling or reducing vehicle miles traveled (VMT) community-wide; or set a goal of minimizing trip generation by individual new developments in the city.

Another option is to keep the congestion objective, but create “exception” areas where the congestion rule does not apply. Those exception areas would be places where Boulder seeks to encourage new development.

Boulder needs to ensure that the community land development and transportation design tactics are appropriately calibrated within each “transect zone” of the community. (The “transect” principle identifies a transition from urban to rural, whereby the town center is more compact, formal, low-speed, and walkable; the suburbs are more dispersed, informal, higher-speed, and drivable; and the rural areas most remote from the town center are more intended for a farming and conservation lifestyle. Development regulations and transportation designs are calibrated so that the differing lifestyle and travel objectives of each zone are best achieved.) However, the difficulty with the transect principle in places like Boulder is that the demand for compact, walkable lifestyles and travel choices is much higher than the supply of such places in Boulder. There is, in other words, a large mismatch. By contrast, the supply of suburban, drivable areas is quite high. To correct this imbalance, Boulder should strive to create a larger supply of compact, walkable places similar to Pearl Street Mall, the Boulder town center, and even the CU campus. Opportunities now being discussed are the creation of new, compact villages and town centers at places such as street intersections outside of the Boulder town center.

As an aside, the community transect concept informs us that in the town center, “more is better.” That is, the lifestyle being sought in the community center is one where more shops, more offices, and more housing enhances the lifestyle, as this more proximate, mixed, compact layout of land uses provides the thriving, sociable, convenient, vibrant, 24-hour ambience that many seeking the walkable lifestyle want more of.

By contrast, in the more drivable suburbs, “more is less.” That is, the drivable lifestyle is enhanced in quality when there is less density, less development, more dispersal, and more isolation of houses from shops and offices. The ambience generally desired is more quiet and private.

While town center housing is increasingly expensive compared to the suburbs—particularly in cities such as Boulder—such in-town housing provides significant cost savings for transportation. Because such a housing location provides so many travel choices beyond car travel, many households find they can own two cars instead of three or one car instead of two. And each car that a household can “shed” due to the richness of travel choices provides more household income that can be directed to housing expenses such as a mortgage or rent. Today, the average car costs about $9,000 per year to own and operate. In places that are compact and walkable, that $9,000 (or $18,000) per year can be devoted to housing, thereby improving affordability.

In addition to providing for the full range of housing and travel choices, Boulder can better achieve its objectives through road diets, where travel lanes are removed and more space is provided for such things as bike lanes or sidewalks or transit. Road diets are increasingly used throughout the nation—particularly converting roads from four lanes to three. Up to about 25,000 vehicle trips per day on the road, a road that is “dieted” to, say, three lanes carries about as much traffic as a four-lane road. This is mostly due to the fact that the inside lanes of a four-laner frequently must act as turn lanes for cars waiting to make a left turn. Four-lane roads are less desirable than three-lane streets because they induce more car trips and reduce bicycle, walking and transit trips. Compared to three-lane streets, four-lane roads result in more speeding traffic. As a result, four-laners create a higher crash rate than three-lane streets. Finally, because the road-dietthree-lane street is more human-scaled, pleasant, lower-speed, and thereby place-making, a three-lane street is better than a four-lane street for shops. The three-lane street becomes a place to drive TO, rather than drive THROUGH (as is the case with a four-lane street).

If Boulder seeks to be transformative with transportation—that is, if the city seeks to significantly shift car trips to walking, bicycling and transit trips (rather than the relatively modest shifts the city has achieved in the past)—it must recognize that it is NOT about providing more bike paths, sidewalks, or transit service. It is about taking away road and parking space from cars, and taking away subsidies for car travel.

Another transportation tactic Boulder should pursue to achieve a better destiny is to unbundle the price of parking from the price of housing. People who own less (or no) cars should have the choice of opting for more affordable housing—housing that does not include the very expensive cost of provided parking. Currently, little or no housing in Boulder provides the buyer or renter the option of having lower cost housing payments by choosing not to pay for parking. Particularly in a place like Boulder, where land values are so high, even housing intended to be relatively affordable is more costly than it needs to be because the land needed for parking adds a large cost to the housing price. Indeed, by requiring the home buyer or renter to pay more for parking, bundled parking price creates a financial incentive for owning and using more cars than would have otherwise been the case.

Boulder should also strive to provide parking more efficiently by pricing more parking. Too much parking in Boulder is both abundant and free. Less parking would be needed in the city (which would make the city more affordable, by the way) if it were efficiently priced. Shoup recommends, for example, that parking meters be priced to ensure that in general, 2 or 3 parking spaces will be vacant on each block.

Efficient parking methods that could be used more often in Boulder include allowing shops and offices and churches to share their parking. This opportunity is particularly available when different land uses (say churches and shops) don’t share the same hours of operation. Again, sharing more parking reduces the amount of parking needed in the city, which makes the city more compact, walkable, enjoyable and active.

Like shared parking, leased parking allows for a reduction in parking needed. If Boulder, for example, owns a parking garage, some of the spaces can be leased to nearby offices, shops, or housing so that those particular land uses do not need to create their own parking.

Finally, a relatively easy and quick way for Boulder to beneficially reform and make more efficient its parking is to revise its parking regulations so that “minimum parking” is converted to “MAXIMUM parking.” Minimum parking rules, required throughout Boulder, are the conventional and increasingly outmoded way to regulate parking. They tell the developer that at least “X” amount of parking spaces must be provided for every “Y” square feet of building. This rule almost always requires the developer to provide excessive, very expensive parking, in large part because it is based on “worst case scenario” parking “needs.” That is, sufficient parking must be provided so that there will be enough on the busiest single day of the year (often the weekend after Thanksgiving). Such a provision means that for the other 364 days of the year, a large number of parking spaces sit empty, a very costly proposition.

In contrast, maximum parking rules tell the developer that there is an upper limit to the number of spaces that can be provided. This works much better for the community and the business because the business is better able to choose how much parking it needs and can finance. Since financial institutions that provide financing for new developments typically require the developer to provide the conventional (read: excessive) amounts of parking as a condition for obtaining a development loan, the big danger for communities in nearly all cases is that TOO MUCH parking will be provided rather than too little. The result of setting “maximum” instead of “minimum” parking rules is that excessive, worst case scenario parking developments become much more rare.

The reform of parking is easy: simply convert the existing minimum parking specifications to maximum parking standards (“at least 3 spaces per 1,000 square feet” becomes “no more than 3 spaces per 1,000 square feet). An incremental approach to this conversion is to apply maximum parking rules in those places that are already rich in travel choices, such as the Boulder town center.

Again, what will Boulder’s destiny be? As the preceding discussion sought to demonstrate, much of that destiny will be shaped by transportation decisions.

Will destiny be shaped by striving for happy people and happy places for people? Or will it be shaped by opting for the conventional, downwardly-spiraling effort of seeking easy car travel (and thereby unpleasant places where only a car can be happy – such as huge highways or parking lots)?

Will Boulder, in other words, retain or otherwise promote place-less conventional shopping centers full of deadening parking, car-only travel, lack of human interaction, and isolation? Or will the city move away from car-happy objectives such as the congestion reduction policy, and instead move toward a people-friendly future rich in sociability, pride in community, travel choices, sustainability, place-making and human scale?

An example of these contrasting destinies is Pearl Street. West Pearl features the charm and human scale we built historically. West Pearl Street exemplifies a lovable, walkable, calm, safe and inviting ambience where car speeds are slower, the street is more narrow, and the shops—by being pulled up to the streetside sidewalk—help form a comfortable sense of enclosure that activates the street and feels comfortable to walk. The shops tend to be smaller—more neighborhood-scaled.

East Pearl Street near 28th Street is starkly different. There, the street is a “stroad,” because it is an overly wide road that should be a more narrow, lower-speed street. Shops are pulled back long distances from the street. The street here is fronted not by interesting shop fronts but enormous seas of asphalt parking. The layout is car-scaled. The setting is hostile, unpleasant, unsafe, stressful and uninviting. The shops tend to be “Big Box” retail, and serve a regional “consumershed.” There is “no there there.”

East Pearl Street was built more recently by professional planners and engineers who have advanced degrees that far exceed the professionalism and education of those who designed the more lovable West Pearl Street. Where has the charm gone? Why have our streets become less pleasant in more recent years (by better trained and better educated designers, I might add)? Is it perhaps related to our more expensive and sophisticated efforts to ease car traffic and reduce congestion?

There is an inverse relationship between congestion and such measures as vehicle miles traveled and gas consumption. At the community level—despite the conventional wisdom—as congestion increases, vehicle miles traveled, gas consumption, air emissions DECREASE. And as conventional efforts to reduce congestion intensify, quality of life and sustainability also decrease.

Again, is Boulder aligning itself with the Sprawl Lobby by maintaining an objective of easing traffic flow – by striving to reduce congestion?

On Controlling Size

David Mohney reminds us that the first task of the urban designer is to control size. This not only pertains to the essential need to keep streets, building setbacks, and community dispersal modest in size. It also pertains to the highly important need to insist on controlling the size of service and delivery trucks. Over-sized trucks in Boulder lead the city down a ruinous path, as street and intersection dimensions are typically driven by the “design vehicle.” When trucks are relatively large, excessive truck size becomes the “design vehicle” which ends up driving the dimensions of city streets. A healthy city should be designed for human scale and safety, not for the needs of huge trucks. Indeed, because motor vehicles consume so much space, a sign of a healthy, well-designed community is that drivers of vehicles should feel inconvenienced. If driving vehicles feels comfortable, it is a signal that we have over-designed streets and allocated such excessive spaces that we have lost human scale and safety.

A proposal for human-scaled streets: in Boulder’s town center, no street should be larger than three lanes in size. Outside the town center, no street should be larger than five lanes in size. Anything more exceeds the human scaling needed for a pleasant, safe, sustainable community.

It is time to return to the timeless tradition of designing to make people happy, not cars. Boulder needs to start by revisiting its congestion reduction objective, putting a number of its roads on a “road diet,” and taking steps to make the provision of parking more efficient and conducive to a healthy city.


 More about the author

 Mr. Nozzi was a senior planner for Gainesville FL for 20 years, and wrote that city’s long-range transportation plan. He also administered Boulder’s growth rate control law in the mid-90s. He is currently a member of the Boulder Transportation Advisory Board.

 Studies Demonstrating Induced Traffic and Car Emission Increases

Below is a sampling of references to studies describing how new car trips are induced by easier car travel, and how car emissions increase as a result.

TØI (2009), Does Road Improvement Decrease Greenhouse Gas Emissions?, Institute of Transport Economics (TØI), Norwegian Centre for Transport Research (; summary at

Robert Noland and Mohammed A. Quddus (2006), “Flow Improvements and Vehicle Emissions: Effects of Trip Generation and Emission Control Technology,” Transportation Research D, Vol. 11 (, pp. 1-14; also see

Clark Williams-Derry (2007), Increases In Greenhouse-Gas Emissions From Highway-Widening Projects, Sightline Institute (; at

TRB (1995), Expanding Metropolitan Highways: Implications for Air Quality and Energy Use, Committee for Study of Impacts of Highway Capacity Improvements on Air Quality and Energy Consumption, Transportation Research Board, Special Report #345 (

D. Shefer & P. Rietvald (1997), “Congestion and Safety on Highways: Towards an Analytical Model,” Urban Studies, Vol. 34, No. 4, pp. 679-692.

Alison Cassady, Tony Dutzik and Emily Figdor (2004). More Highways, More Pollution: Road Building and Air Pollution in America’s Cities, U.S. PIRG Education Fund (


Leave a comment

Filed under Environment, Town and Transportation Planning

Gainesville Florida Joins Many Cities in Promoting Suburban Sprawl

By Dom Nozzi

dangerous header

I wrote the following essay at 4 a.m. in 2005, “inspired” by my rage after being woken up, once again, to the infuriating sound of a vacuum truck vacuuming the large asphalt parking lot in a nearby shopping center. The vacuuming had been an on-going outrage that the City of Gainesville was unwilling to address.

What are the primary causes of “suburban sprawl”? In general, it is recognized that widespread ownership of cars, abundant free parking and free-to-use roads, combined with the construction and widening of urban highways, the footloose nature of employers, the desire for larger yards for children to play in, and rising incomes, have been important influences that have led people to flee the city.

In Gainesville in 2005, it was commonly pointed out that the flight from in-town neighborhoods in recent years was driven primarily by two problems: (1) A high crime rate (or at least a perception of a high rate); and (2) Poor quality public schools.

Unfortunately, five additional problems had emerged in Gainesville and a great many other communities in America — factors that are probably most noticeable in neighborhoods near the town center. Problems that mostly originated from service tasks that originate in the town center. Problems that I believe are influencing people living in or near the town center to “pull up the stakes” and move out to sprawlsville.

1. The Vacuum Truck. At a frequency of three or four times each week back in 2005 (I do not know if this assault on nighttime peace and quiet continues to this day), I was awakened sometime between midnight and 4 a.m. on a regular basis by the high-pitched whine of a vacuum truck. The truck was hired by shopping centers in and near the town center to vacuum their enormous asphalt parking lots. This work — akin to the sound of a dentists’ drill — usually lasted about 30 minutes, but can sometimes go on for over an hour.

Part of the problem was the Gainesville noise ordinance, which I had written a few years earlier in my role as a town planner for Gainesville. To deal with the problem of officers not having a noise meter or not being trained to use one during a violation, I inserted a “plainly audible” rule, that allows a “reasonable person” (such as an officer) to determine, by listening, that the noise is plainly disturbing from a distance in excess of 200 feet. Unfortunately, despite this standard being upheld around the country, a Florida court had recently rejected it.

A second problem was that the vacuum truck produced a high-pitched whine that, while annoying, probably did not exceed the decibel limits in the ordinance. The remedy was to amend the ordinance to establish “octave band” limits used by a number of other cities. What this would mean, however, is more expensive meters would be needed, and more training for our officers.

Unlike in the relatively open, dispersed land use patterns found in sprawl locations, those living in or near town centers tend to be so near other homes, shops and services that noise pollution is much more of a problem. The utter inability of Gainesville and many other American cities to control the unbearable, on-going noise bombardment of vacuum trucks into nearby neighborhoods, then, is a guarantee that the flight to sprawlsville will continue at its high rate.

2. The Malathion Truck. Each summer, I dreaded the “hissing sound” when I lived in my in-town neighborhood in Gainesville. It was a sound that forced me to leap to my feet, dash to the windows, and shut them before The Malathion Truck passed by — invading the outdoor and indoor air with a sickly-sweet smell of the Malathion pesticide. Among other things, I was forced to frantically shut the windows because the spray gave me headaches.

I realize the truck is used to try to kill mosquitoes, but I have an environmental science degree, which gives me the knowledge that if we want to control mosquitoes, such spraying is about as effective as spraying water vapor.

I’m concerned that spraying might make the mosquito problem worse over time, since it could be harmful to the critters in our neighborhood that naturally feed on mosquitoes.

Again, unlike in the dispersed, outlying sprawl neighborhood locations, those of us living in or near town centers tend to be much more likely to be inflicted with toxic pesticides sprayed into the air we breath. (remember the old adage: “The solution to pollution is dilution”?). The practice of Gainesville to engage in frequent spraying of toxins into the relatively confined spaces of town center neighborhoods is, again a guarantee that many will be chased to sprawlsville.

3. The Banner Planes. Each fall, during the college football season, Gainesville’s in-town neighborhoods are frequently treated to the loud, low-flying sound of the “banner planes” — planes dragging large advertisements over the thousands of fans at the UF football stadium during games. Loud, flying billboards on a Saturday afternoon inflict terrible noise pollution into town center neighborhoods on each and every football weekend.

The City of Gainesville is not allowed to regulate planes, due to federal law. The result, once more, is another reason to relocate to the relatively quiet sprawl locations.

4. Emergency Vehicle Sirens. Living near a town center in an enormous number of American cities, one is given the impression that she or he is living in a war-torn area, given how often in-town neighborhoods are treated to the shriek of emergency vehicle sirens racing down the town center streets (where a “hub” for emergency services tends to be located). In cities lacking in elected leadership, this problem is particularly severe, as the elected officials don’t have the courage or the wisdom to control their emergency service providers. Gainesville, like so many American communities, has lacked leadership for decades, so it was no surprise to me that friends and family visiting Gainesville would often point out to me that the sirens in Gainesville were much more noticeable than in any other city they had visited or lived in.

I’ve heard of one city that informed its fire and police supervisors that they need to ease up on the sirens in the middle of the night between intersections, since there are so few cars on the road at those times, and the supervisors complied. I’ve not heard that this particular city has suffered from an epidemic of babies dying in burning buildings, regular traffic accidents, or widespread burglaries, as a result of that effective policy to control the exponential growth in out-of-control emergency vehicle sirens.

How many people in Gainesville, consciously or unconsciously, relocated out of a town center residence because they found the screaming discomfort of rampaging fire trucks to be intolerable?

5. The Police Helicopter. When I lived in Gainesville, the city police department and county sheriff jointly purchased a law enforcement helicopter. Like the banner planes, it was loud and low-flying. Unlike the banner planes, it was often used late at night, and frequently used an Sussex_police_helicopterinvasive searchlight to scan areas. The helicopter would sometimes circle for what seemed like an endless amount of time. Fortunately, the helicopter problem has apparently subsided over time.

Like the emergency vehicle sirens, police helicopters tend to be much more frequent in the town center skies than in outlying areas of a community. Escaping the Big Brother helicopter is, of course, commonly achieved by moving to the hinterlands.

Am I Being Thin-Skinned?

Could it be that I am just a hyper-sensitive, thin-skinned person when it comes to these five items? I don’t believe so. On a number of occasions during my time in Gainesville, I had people tell me that they noticed these problems to be significantly less noticeable in cities much, much larger. I also had a number of people over the years complain to me about the vacuum truck, the banner planes, the Malathion Truck, and the police helicopter.

Due to the enormous number and scale of benefits I enjoy by living centrally, I am committed to living in town center neighborhoods, so these problems have not chased me away from living in such locations. But I wonder how many of my neighbors have left because of these growing nuisances…

Are these problems inherent for those that live in town center neighborhoods — problems that people should expect as part of the ambient conditions of living in such a central location? Again, I don’t believe so. I believe that it is possible for a healthy downtown to function without such an excessive amount of vacuum trucks, relentless sirens, banner planes, helicopters, and Malathion trucks. It has been successfully done in nearly all healthy cities over the course of human history. We got by without such things in the past, and did quite nicely. Why is it not possible now?

Until some of these problems are resolved, cities such as Gainesville will continue to see people fleeing in-town residences for the perceived peace and quiet of sprawlsville. If we are truly committed to sustainability, infill, and compact development, I believe we should do what we have an obligation to find the leadership to reduce the nuisances I’ve summarized above.

dangerous footerdangerous footer2


My memoir can be purchased here: Paperback = 50 Years Memoir CoverHardcover =

My book, The Car is the Enemy of the City (WalkableStreets, 2010), can be purchased here: is the Enemy book cover

My book, Road to Ruin, can be purchased here:

My Adventures blog

Run for Your Life! Dom’s Dangerous Opinions blog

My Town & Transportation Planning website

My Plan B blog

My Facebook profile

My YouTube video library

My Picasa Photo library

My Author spotlight

Leave a comment

Filed under Environment

Light Pollution

By Dom Nozzi

There is an “invisible” — yet nevertheless important — quality-of-life issue that communities neglect at their peril. Invisible because it is rarely discussed as a problem.

Light pollution.

Light pollution hides the glorious, romantic stars in the night sky. Such pollution degrades wildlife habitat, and creates a frenzied, “anywhere USA” ambience that kills the authentic, quiet and sleepy charm of a community. Light pollution disrupts sleep for countless people in residential areas.figure1

In my opinion, light pollution has become an epidemic in our county because, increasingly, retailers discover that excessive lighting is a handy way to attract the attention of the 40,000 motorists driving by each day on arterials. It is also a convenient way to evade those pesky local sign ordinances. Sign regulations are evaded in this case because excessive lighting allows the retailer to make her/his entire building a sign at night. It is the “building as sign” problem that we often see — especially with chain retailers.

This is done in at least two ways. First, a retailer lights up their building to make the structural elements on the property are so screamingly visible that we are compelled to look.

As an aside, one could make the point that the light pollution problem often worsens when city engages in more effective enforcement of the city sign ordinance.

A number of newer gas stations will use a high canopy over the fueling stations. The bright, glaring lights underneath the canopy makes the place look, in the words of Jim Kunstler, like a “UFO Landing Strip” which can be seen from miles around. Other retailers like to line their exterior walls or parking lots with lights that spill upward and across property lines.

Of course, retailers who are cited for light pollution are usually indignant, and commonly defend their ability to continue polluting. A frequent ploy is to grab the moral high ground on this issue by claiming that the sole purpose of all this excessive lighting is for “public safety,” or the “safety of customers.” It is claimed that the excessive lighting keeps women and children safe from predators (despite the fact that it has been shown that bright lights will create darker shadows where predators can more easily hide, and that glaring lights can cause traffic accidents).

The result is that citizens and decision-makers often look upon those concerned about light pollution as people who are insensitive to public safety.

It is only a coincidence for the retailer that this “safety” lighting happens to make the entire building a glaring billboard to attract customers. We all know that the only reason for the bright lights by our safety-minded retailers is to promote public safety.


Controlling light pollution is an important element in retaining a pleasant ambiance for our towns, not to mention the needs of our wildlife and star-gazing public.


50 Years Memoir CoverMy memoir can be purchased here: Paperback = Hardcover =

My book, The Car is the Enemy of the City (WalkableStreets, 2010), can be purchased here: is the Enemy book cover

My book, Road to Ruin, can be purchased here:

My Adventures blog

Run for Your Life! Dom’s Dangerous Opinions blog

My Town & Transportation Planning website

My Plan B blog

My Facebook profile

My YouTube video library

My Picasa Photo library

My Author spotlight




Leave a comment

Filed under Environment, Politics, Town and Transportation Planning