Green Metropolis: Why Living Smaller, Living Closer, and Driving Less are the Keys to Sustainability [Hardcover]

David Owen (Author)

Book Description

Release date: September 17, 2009

Read David Owen's posts on the Penguin Blog.

A challenging, controversial, and highly readable look at our lives, our world, and our future.

In this remarkable challenge to conventional thinking about the environment, David Owen argues that the greenest community in the United States is not Portland, Oregon, or Snowmass, Colorado, but New York, New York.

Most Americans think of crowded cities as ecological nightmares, as wastelands of concrete and garbage and diesel fumes and traffic jams. Yet residents of compact urban centers, Owen shows, individually consume less oil, electricity, and water than other Americans. They live in smaller spaces, discard less trash, and, most important of all, spend far less time in automobiles. Residents of Manhattan— the most densely populated place in North America —rank first in public-transit use and last in percapita greenhouse-gas production, and they consume gasoline at a rate that the country as a whole hasn’t matched since the mid-1920s, when the most widely owned car in the United States was the Ford Model T. They are also among the only people in the United States for whom walking is still an important means of daily transportation.

These achievements are not accidents. Spreading people thinly across the countryside may make them feel green, but it doesn’t reduce the damage they do to the environment. In fact, it increases the damage, while also making the problems they cause harder to see and to address. Owen contends that the environmental problem we face, at the current stage of our assault on the world’s nonrenewable resources, is not how to make teeming cities more like the pristine countryside. The problem is how to make other settled places more like Manhattan, whose residents presently come closer than any other Americans to meeting environmental goals that all of us, eventually, will have to come to terms with.

Editorial Reviews

From Publishers Weekly

Starred Review. While the conventional wisdom condemns it as an environmental nightmare, Manhattan is by far the greenest place in America, argues this stimulating eco-urbanist manifesto. According to Owen (Sheetrock and Shellac), staff writer at the New Yorker, New York City is a model of sustainability: its extreme density and compactness—and horrifically congested traffic—encourage a carfree lifestyle centered on walking and public transit; its massive apartment buildings use the heat escaping from one dwelling to warm the ones adjoining it; as a result, he notes, New Yorkers' per capita greenhouse gas emissions are less than a third of the average American's. The author attacks the powerful anti-urban bias of American environmentalists like Michael Pollan and Amory Lovins, whose rurally situated, auto-dependent Rocky Mountain Institute he paints as an ecological disaster area. The environmental movement's disdain for cities and fetishization of open space, backyard compost heaps, locavorism and high-tech gadgetry like solar panels and triple-paned windows is, he warns, a formula for wasteful sprawl and green-washed consumerism. Owen's lucid, biting prose crackles with striking facts that yield paradigm-shifting insights. The result is a compelling analysis of the world's environmental predicament that upends orthodox opinion and points the way to practical solutions. (Sept.)
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Review

"David Owen advances the provocative argument that the asphalt jungle is greener than the places where most Americans live. A hard-hitting book that punctures many eco-balloons."
-Witold Rybczynski, author of City Life and Meyerson Professor of Urbanism at University of Pennsylvania

"David Owen always delights with his elegant insights and his challenges to conventional thinking. In this book, he does so again by puncturing the myth of ecological Arcadia and reminding us why living in cities is the best way to be green. It's a triumph of clear thinking and writing."
-Walter Isaacson, author of Einstein: His Life and Universe and Benjamin Franklin: An American Life

"Green Metropolis is a bracing, important work of contrarian truth- telling. Old-fashioned cities aren't just more interesting, more exciting, more fun-they're also by far the most sensible and efficient way to organize modern life. We city-dwellers live in the places we are waiting for." -Kurt Andersen, author of The Real Thing and Heyday

--Various

[Audio Review] Owen packs a mean and green punch in this comprehensive look at how high-density city living is the environmentally responsible choice. His argument seems sound and his research is extensive, but Patrick Lawlor s delivery lends a defensive tone to Owen s appeal. The slight chip on the shoulder edge to his reading aside, Lawlor has an engaging and lively voice that breezes through Owen s more complicated explanations about the differences between city dwelling and its potentially sustainable opportunities. Both author and narrator come together well to provide a fresh new point of view in the debate on humans and the environment. A Riverhead hardcover (Reviews, June 1). (Dec.) --Publisher's Weekly --This text refers to the Audio CD edition.

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Product Details

• Hardcover: 368 pages
• Publisher: Riverhead Hardcover; First Edition edition (September 17, 2009)
• Language: English
• ISBN-10: 9781594488825
• ISBN-13: 978-1594488825
• ASIN: 1594488827
• Product Dimensions: 5.8 x 1.2 x 8.7 inches
• Shipping Weight: 1 pounds
• Average Customer Review: 4.2 out of 5 stars  See all reviews (48 customer reviews)
• Amazon Best Sellers Rank: #102,588 in Books (See Top 100 in Books)
  • #31 in Books > Professional & Technical > Architecture > Sustainability & Green Design

More About the Author

David Owen is a staff writer for The New Yorker and a contributing editor of Golf Digest, and he is the author of a dozen books. He lives in northwest Connecticut with his wife, the writer Ann Hodgman. Learn more at www.davidowen.net or (if you're a golfer) at www.myusualgame.com.

Most Helpful Customer Reviews

51 of 51 people found the following review helpful

4.0 out of 5 stars Maybe if we paint the grass green... you know, with low VOC paint... July 30, 2009

By Brian Connors VINE™ VOICE

Format:Hardcover|Amazon Vine™ Review (What's this?)

You have to read this book carefully, since at first glance it reads like a gigantic love letter to New York City, with the heart in "I (heart) NY" recolored green. And if you do read it that way, you're going to miss the point of what the author is saying.

The problem with green thinking is that there's a whole heck of a lot of self-delusion going on, and when it comes to urban planning, David Owen has done a lot of looking into it, pointing out that at the end of the day, a lot of "green" purchases and behaviors are attempts to rationalize consumption without actually reducing it. Along the way, he steps on the toes of the great pastoral myth of environmentalism by showing how anti-city bias in conservation thinking has often served to promote the very urban sprawl it's supposed to be fighting. And Owen is hardly a global warming denialist or ecology "skeptic" either -- in fact, the primary focus of the book is on managing carbon footprints and just how poorly that's done.

Owen's dirty little secret is something urban planners and ecological experts have been promoting for years with little heed from the general public -- that the density of cities like New York is key to creating a low-consumption environment, since distances between home, work, and other activities are relatively small and therefore cars are generally unnecessary. Owen looks at carbon footprint in per capita terms, showing how the average New Yorker uses something like one third of the total oil consumption of a rural Vermonter, and points out the absurdity of building a "green" corporate campus (his prime example being Sprint/Nextel's in Kansas) so far away from a city that virtually all employees have to drive to work. He even goes as far as to attack the locavore movement, noting that because of the ability to pool resources (i.e. load lots of produce onto one big truck), a container of raspberries going from California to NYC can have a smaller carbon footprint than the same container grown in upstate New York.

Now the book isn't perfect -- Owen leaves a lot of loose ends and really doesn't do a lot of theorizing about solutions beyond the broad templates he outlines about transit-heavy city life, and his dislike of urban agriculture of the sort proposed by futurists seems rather inflexible and underinformed; his points about excessive open space (particularly Central Park, which he finds oversized and underutilized) are sensible in terms of walkability, but urban agriculture as such is still in its infancy. He seems to avoid the issue of concentrated air pollution in urban settings, a curious omission when dealing with urban environmental matters. (And, most curiously, Owen doesn't seem to offer any opinions on the works of Paolo Solieri, the creator of the concept of the arcology and seemingly one of the most relevant of all architects to his point, although Frank Lloyd Wright comes in for a drubbing due to his unrelenting support of suburban expansion.) But the book shines at pointing out the absurdities of the modern environmental movement (in the process tending to prove a theory I've long held about the environment/ecology section at bookstores, that the signal to noise ratio is heavily tilted in favor of noise from both sides) and functions as a call to the environmental movement to stop seeing urban life as the enemy.

31 of 34 people found the following review helpful

4.0 out of 5 stars Live Simply, so that Others Might Live August 19, 2009

By Adam Rust VINE™ VOICE

Format:Hardcover|Amazon Vine™ Review (What's this?)

This was a pleasant surprise.
When I read the first chapter of Green Metropolis, I was worried that my fears about this book might be confirmed. After all, the blurb says that the author is going to reveal how New York City is more sustainable than Snowmass, Colorado or Burlington, Vermont. Hmm, I thought, there's not much to that. People in NYC don't drive cars, they live on top and side-by-side of each other (so they share heating costs), and they have great transit. Why should any readers find it surprising that NYC is so sustainable?

I was kind of impatient, I suppose. I remember sitting in a hotel near the campus of Sprint, on about 110th St and Metcalf in Kansas City, Missouri (a national epicenter of sprawl!) and telling my sister that its not enough to say NYC is the ideal for sustainability. You can't turn this into Greenwich Village, right? In other words, that kind of insight is lacking because it offers no value for what policy should do about the problem of sprawl.

Moreover, I thought, why is David Owen singing the praises of NYC, when he moved from there to rural Northwestern Connecticut?

Owen must have known that, because this book seems to understand that its not enough to laud NYC. What this book does it go step-by-step through many of planning's existing antidotes to sprawl and reveal their limitations. This is a book about challenging the assumptions that govern current sustainability policy.

The problem, he says, is that New York was built not by policy makers with the right vision, but by lucky timing. It was good timing because most of the city was laid out before the car. What is even more important to realize, he says, is that it was only because of the inability of planners to exert their will upon NYC's urban form that it turned out so well. The best efforts of man didn't foul things up. Although zoning laws and modern planning had begun to take root as early as the 20s, professional planners didn't realize their will on NYC. Too many land decisions were already predetermined before zoning could force segregated land uses. New York succeeded in spite of the best intentions of policy.

Moreover, NYC continues to succeed mostly due to forces that are beyond the decision-making of consumers and policy makers. People choose transit because they don't have a better option. Given the choice, many New Yorkers might drive Smart ForTwo cars if they were available. Sure, there would be more fuel efficient cars on the road - but there would then be fewer walkers.

Owens works over so many of the hot ideas in sustainability - from traffic calming, to congestion pricing, to LEED, to HOV lanes, to locavorism, to new urbanism - and shows how each produces unintended impacts that offset much if not all of their value. LEED, for example, is undermined by its focus on becoming green by adding extra features to buildings. It is a dream for a builder, but is it really sustainable to build a 4,000 square foot house even if it has bamboo cabinetry and argon windows? Wouldn't it be more sustainable, he suggests, to just live more simply?

The problem that undermines efforts to make Kansas City sustainable are in many ways the same problems, albeit on a larger scale, that make it hard to build sustainability on the household level. Current policy focuses on making a better "bad:" i.e., low sulfur coal, hybrid cars, bamboo flooring. What would be better would be to shift more to the "goods:" walking, biking, and generally consuming less.

Once a suburb has been developed and infrastructure has been invested and built to service that new "place," the die is cast. People can build a solar panel, but they are still going to be driving just as far from work to home. You can have a Prius, but you are still driving it on roads. It's the miles, not the mileage. Its the low-density development that prevents people from walking or biking.

For individuals, it is much the same: once a bad decision has been made, even trying to improve on a "bad," is limited. Owen does own that house that is 1 mile from the nearest commercial entity. He could move back to NYC, but then someone else would move into his home and consume on the same scale. If anything, he reasons, its better for a work-at-home person to inhabit this space.

I think he recognizes the value of using market forces and incentives to change travel plans, but he seems to argue that the labor-saving capacity of oil is rarely equalized by policy. Oil is just too efficient, it seems. You have to deny its use - rationing its use only makes the auto mode more efficient - thereby reducing the chance that congestion will send a strong enough signal to travelers that they should just ride a bike.

I haven't been satisfied with Michael Pollan because he seems to ignore some of the critiques against his ideas. I.E. - if I consume "local", do I have to give up coffee, gasoline, and most anything made with foreign minerals? How about the 2 or 3 billion who will be left to go hungry when we eliminate agriculture at scale? I have appreciated the ability of Bill McKibben to critique the problems of our current lifestyle. Then again, I am not sure he has spoken adequately about their solutions.

Upon reading Owen, I am left with a feeling of the nuances and tensions within many of the questions surrounding the sustainability of people and cities. I think this book has a place for the bookshelves of a policy maker or in the syllabi of some college planning courses. Riverhead Press says this is a book about the environment. Really, it is a book about urban planning. The author makes reference to Jane Jacobs, to Christopher Alexander, to Robert Moses, and to many of the nation's great land-use planners.

15 of 16 people found the following review helpful

4.0 out of 5 stars Five Stars...with Flaws December 11, 2009

By Joseph C. Huether

Format:Hardcover|Amazon Verified Purchase

Green Metropolis is an excellent thought provoking book and vividly highlights the disconnect between what the community perceives as being "green" and what truly is. I'll give this book 5 stars but would like to mention a few shortcomings.
I thought his criticisms of Central Park and Park Avenue were completely off the mark, dead wrong. One of biggest issues that, to my mind, haunts the thesis of this book is how to make dense urban living palatable and even desirable for a range of classes of people. Central Park was conceived at the very same time that New York was beginning to "experiment" with the large apartment building. Buildings such as the Dakota (1880) were designed specifically to lure well heeled city dwellers away from single family homes (townhouses) and into denser multi-story buildings with luxury space and services. (sound familiar?) Over the next 50 years many more even larger apartment buildings were built on both sides of the Park which was one of the most important ingredients in creating a DESIRABLE dense neighborhood. Far from being a built "criticism" of the dense city (as Owen may perceive it) Central Park was an enabler of density. As wonderful as Jane Jacobs' Greenwich Village of the 40's was, most "upper east side" types probably didn't want to live there then, and they certainly didn't in 1908.
Similar points can be made about Park Avenue. I assume he is referring to that portion of Park Avenue above Grand Central Terminal. This urban boulevard was conceived as cure for the urban blight of the Harlem and New York Railroad tracks (it covered the tracks) as well as an armature for dense luxury apartment building development on both sides. Yes, the ground floors of those buildings may seem a bit sterile to Owen (and others including myself)but the buildings well heeled occupants probably like it that way and can find all the urban vitality they want a block away on Madison and Lexington avenues respectively. Sure, Park Avenue is an "edge" or border between two similar neighborhoods, but that's what boulevards are supposed to do in urban planning. Park Avenue isn't a "criticism" of dense cities. The tree lined boulevard is one component in a tool box for making high density possible. They help establishes scale and define precincts in large citys. They don't negatively impact density in any meaningful way. Owen seems to miss this point. Why did Owen bother to pick on these two NYC features in the first place. Didn't he already establish Manhattan as his "gold standard" in the first chapter?
Owen is needlessly harsh and dismissive with Washington DC. He draws far too many erroneous conclusions from the hotel desk clerk who advises him to catch a cab for a 4 block trip. Yes, the central Mall area of DC is very vast and spread out and bereft of urban amenities. Distances are farther than they look and the buildings are by design over scaled to work in that setting. But that is just one district and its flaws are not caused by axial boulevards per se but by misapplied land use concepts contained in DC's "City Beautiful" era Beaux-Arts McMillan Plan of 1901 which created a vast central "monumental core" area of monumental structures set in gardens. Neighborhoods like Foggy Bottom (near GW) and Dupont Circle, just to name two that are outside the McMillan Plan area, are dense, walkable and contain townhouses and 5 to 10 story apartment buildings and have plenty of street amenities. As for the oft-sited building height restriction in Washington the vast majority of Manhattan apartment buildings within Greenwich Village, above 75th street and within the boroughs of the Bronx and Brooklyn, would fit within Washington DC's height restrictions. Sure, Washington as a whole hasn't reached Manhattan levels of density but it's not Phoenix either.
I believe that these are but three examples of how late 19th century planners sought to make density palatable at a time when cities were even grimier and more dangerous than they are today. A close look at FL Olmstead's writings and city planning projects of the late 19th century reveals a man who actively grappled during the latter half of his life with the very same issue that haunts Green Metropolis, that is, how to get Americans to want or at least accept living in dense cities. Parker and Unwin grappled with these very same issues in England at the turn of the century.
Nevertheless, I belive the fundemental thesis of this book is sound and Owen gets it out for all to see and react to with wit and conviction. While I wasn't expecting Owen to pull some sort of "blueprint" for a Manhattan-like "city of the future" out of the bag by the end of the book, I was still left wondering...OK so what do we do now? When the President is advocating both "green economy" initiatives AND $8,000 first time home buyer tax credits in "drive til you quality" suburbs in the same speech you are left wondering if anyone in the country besides Owen really sees how absurd and contradictory this. In the end, weaning Americans off the short term economic engine and emotional attachment of single family housing production and automobile oriented development may be a lot harder than weaning Afghan farmers off opium poppies.