Late last year, the tiny house community celebrated a watershed moment—an official appendix in the 2018 version of the International Residential Code, the model building code used by most jurisdictions in the U.S.
"There are many things that are monumental in the adoption of tiny house construction codes by the IRC," cheered Thom Stanton, the CEO of small space developer, Timber Trails. "Among them, that architects, designers, builders, community developers and (maybe most importantly) zoning officials have a means of recognizing tiny houses as an official form of permissible dwelling."
Although it will take a few years for local governments to formally adopt the new code, the appendix gave the tiny house movement something it had long sought: Legitimacy.
What's a Tiny Home?
Tiny homes are generally between 100 to 400 square feet and can be built on wheels or a permanent foundation. Some might deride these micro-homes as glorified trailers, but there's a lot to admire about the lifestyle.
The architectural and cultural phenomenon emerged after the 2007-2008 housing market collapse, as recession-scarred folks abandoned the McMansion fantasy and chose to significantly downsize. Proponents of tiny houses tout their cheaper costs, freedom from unnecessary material possessions and a smaller environmental footprint (see infographic).
Frankly, some of these dwellings—like this 240-square-foot, completely off-grid tiny house nestled in a Hawaiian rainforest paradise—make me want to leave it all behind too.
Enthusiasts also suggest that tiny homes could address homelessness and add affordable housing options in cities experiencing extensive gentrification and rising costs of living.
Portland, Oregon, for instance, needs tiny houses "to keep its own identity in place," Michelle Boyle, who lives in a tiny house in nearby Sherwood and hosts the Tiny House Podcast, told Portland Tribune.
"In order to encourage diversity in your population, you have to encourage diversity in your housing stock," she added.
"There are people who Portland would love to have living in our city, but they can't afford it any more," local small-scale developer Eli Spevak told the Tribune.
Tiny homes are certainly cheaper than building or buying a "regular"-sized house because of their small size. Prices for tiny homes vary widely, but GOOD Money crunched the numbers and determined that a DIY tiny house costs between $20,000 to $30,000. Contracting a professional builder or buying a prefabricated unit ranges from $50,000 to $449,000 (like this luxurious 315-square-foot "mini mansion" in Maryland).
Why Go Tiny?
Despite the proliferation of HGTV reality shows and documentaries on the topic, tiny house living is far from the norm. New American homes are actually bigger than ever. The typical single-family home in the U.S. is roughly 2,500 square feet, about 50 percent larger than in the late 1970s.
Some might find tiny living too small and even abandon ship. The Atlantic examined the psychological toll of living in New York City's first micro-apartments, which range from 260 to 360 square feet, and warned about possible claustrophobia and crowding-related stress for some residents.
"Sure, these micro-apartments may be fantastic for young professionals in their 20s," Dak Kopec, the director of design for human health at Boston Architectural College, said in the article. "But they definitely can be unhealthy for older people, say in their 30s and 40s, who face different stress factors that can make tight living conditions a problem."
Then there's the whole legal issue. Although these rules are slowly evolving (i.e., the new tiny house appendix), the country's decades-old zoning regulations and patchwork of building codes just won't allow you to wheel or construct a tiny house onto whatever empty lot you like and call it home.
There are two types of tinys with specific rules for each. First, there's the tiny house on a foundation, which is legally considered an Accessory Dwelling Unit. ADUs—small or tiny homes built on the same property of an existing home—are subject to local laws such as minimum square footage requirements and will probably require a permit to build.
The second type is the portable tiny house, or a tiny house on wheels, which is typically classified as a recreational vehicle (RV), meaning it could require licensing and registration at a state transportation department. Legally parking a tiny house on wheels is also a frequent issue that also varies by jurisdiction.
Because of all these rules, tiny housers sometimes live under the radar and just cross their fingers that a nosy neighbor won't alert the authorities.
If that isn't enough of a headache, online you'll find a whole host of other complaints (it's just a fad; they're difficult to resell) as well as thoughtful arguments (the unavailability of open space and the high cost of land in urban centers) against tiny homeownership.
The New Minimalism
Tiny homes aren't for everyone, but it's clear that their popularity is far from waning. An expanding list of micro-communities are popping up around the country and in January 2016, Fresno, California became the first city in the nation to develop tiny house-specific codes. Fellow Californian city Ojai followed Fresno's footsteps not long after.
Back in Portland, the famously progressive city has become an epicenter of the tiny house movement (of course) and is even a national leader in ADU development. In 2016, the city granted about as many building permits for ADUs as for regular single-family homes.
And late last month, with very little fanfare, Idaho became the first state in the nation to adopt the tiny house appendix.
"This is a huge step forward for everyone who wants to live legally in their tiny home," declared Andrew Morrison of Tiny House Build a day after the vote. "There is still a lot of work to be done in Idaho, but this is absolutely the best outcome from yesterday's vote."
Morrison, a veteran tiny house builder, co-authored the tiny house appendix and spearheaded efforts to get it approved. He is now working on an appendix specifically for movable tiny houses.
As the Portland Tribune noted, "many obstacles remain before tiny houses on wheels get the same treatment as ADUs here and elsewhere, but many say it's inevitable, given spiking house and rent prices and the growing popularity of tiny houses."
At least for now, it looks like this movement is not-so-tiny after all.
Reposted with permission from our media associate AlterNet.
By Douglas Broom
- If online deliveries continue with fossil-fuel trucks, emissions will increase by a third.
- So cities in the Netherlands will allow only emission-free delivery vehicles after 2025.
- The government is giving delivery firms cash help to buy or lease electric vehicles.
- The bans will save 1 megaton of CO2 every year by 2030.
Cities in the Netherlands want to make their air cleaner by banning fossil fuel delivery vehicles from urban areas from 2025.
"Now that we are spending more time at home, we are noticing the large number of delivery vans and lorries driving through cities," said Netherlands environment minister Stientje van Veldhoven, announcing plans to ban all but zero-emission deliveries in 14 cities.
"The agreements we are setting down will ensure that it will be a matter of course that within a few years, supermarket shelves will be stocked, waste will be collected, and packages will arrive on time, yet without any exhaust fumes and CO2 emissions," she added.
She expects 30 cities to announce zero emission urban logistics by this summer. City councils must give four years' notice before imposing bans as part of government plans for emission-free road traffic by 2050. The city bans aim to save 1 megaton of CO2 each year by 2030.
Help to Change
To encourage transport organizations to go carbon-free, the government is offering grants of more than US$5,900 to help businesses buy or lease electric vehicles. There will be additional measures to help small businesses make the change.
The Netherlands claims it is the first country in the world to give its cities the freedom to implement zero-emission zones. Amsterdam, Rotterdam and Utrecht already have "milieuzones" where some types of vehicles are banned.
Tilburg, one of the first wave of cities imposing the Dutch ban, will not allow fossil-fuelled vehicles on streets within its outer ring road and plans to roll out a network of city-wide electric vehicle charging stations before the ban comes into effect in 2025.
"Such initiatives are imperative to improve air quality. The transport of the future must be emission-free, sustainable, and clean," said Tilburg city alderman Oscar Dusschooten.
Europe Takes Action
Research by Renault shows that many other European cities are heading in the same direction as the Netherlands, starting with Low Emission Zones of which Germany's "Umweltzone" were pioneers. More than 100 communes in Italy have introduced "Zonas a traffico limitato."
Madrid's "zona de baja emisión" bans diesel vehicles built before 2006 and petrol vehicles from before 2000 from central areas of the city. Barcelona has similar restrictions and the law will require all towns of more than 50,000 inhabitants to follow suit.
Perhaps the most stringent restrictions apply in London's Ultra Low Emission Zone (ULEZ), which charges trucks and large vehicles up to US$137 a day to enter the central area if they do not comply with Euro 6 emissions standards. From October, the ULEZ is being expanded.
Cities are responsible for around 75% of CO2 emissions from global final energy use, according to the green thinktank REN21 - and much of these come from transport. Globally, transport accounts for 24% of world CO2 emissions.
The Rise of Online Shopping
Part of the reason for traffic in urban areas is the increase in delivery vehicles, as online shopping continues to grow. Retailer ecommerce sales are expected to pass $5billion in 2022, according to eMarketer.
The World Economic Forum's report The Future of the Last-Mile Ecosystem, published in January 2020, estimates that e-commerce will increase the number of delivery vehicles on the roads of the world's 100 largest cities by 36% by 2030.
If all those vehicles burn fossil fuels, the report says emissions will increase by 32%. But switching to all-electric delivery vehicles would cut emissions by 30% from current levels as well as reducing costs by 25%, the report says.
Other solutions explored in the report include introducing goods trams to handle deliveries alongside their passenger-carrying counterparts and increased use of parcel lockers to reduce the number of doorstep deliveries.
Reposted with permission from the World Economic Forum.
The bill, SB467, would have prohibited fracking and other controversial forms of oil extraction. It would also have banned oil and gas production within 2,500 feet of a home, school, hospital or other residential facility. The bill originally set the fracking ban for 2027, but amended it to 2035, The AP reported.
"Obviously I'm very disappointed," State Sen. Scott Wiener (D-San Francisco), one of the bill's two introducers, told the Los Angeles Times. "California really has not done what it needs to do in terms of addressing the oil problem. We have communities that are suffering right now, and the Legislature has repeatedly failed to act."
The bill was introduced after California Gov. Gavin Newsom said he would sign a fracking ban if it passed the legislature, though his administration has continued to issue permits in the meantime, Forbes reported. Newsom has also spoken in favor of a buffer zone between oil and gas extraction and places where people live and learn, according to the Los Angeles Times. The latter is a major environmental justice issue, as fossil fuel production is more likely to be located near Black and Latinx communities.
Urban lawmakers who want California to lead on the climate crisis supported the bill, while inland lawmakers in oil-rich areas concerned about jobs opposed it. The oil and gas industry and trade unions also opposed the bill.
This opposition meant the bill failed to get the five votes it needed to move beyond the Senate's Natural Resources and Water Committee. Only four senators approved it, while Democrat Sen. Susan Eggman of Stockton joined two Republicans to oppose it, and two other Democrats abstained.
Eggman argued that the bill would have forced California to rely on oil extracted in other states.
"We're still going to use it, but we're going to use it from places that produce it less safely," Eggman told The AP. She also said that she supported the transition away from fossil fuels, but thought the bill jumped the gun. "I don't think we're quite there yet, and this bill assumes that we are," she added.
Historically, California has been a major U.S. oil producer. Its output peaked in 1986 at 1.1 million barrels a day, just below Texas and Alaska, according to Forbes. However, production has declined since then making it the seventh-most oil-producing state.
Still, California's fossil fuel industry is at odds with state attempts to position itself as a climate leader.
"There is a large stain on California's climate record, and that is oil," Wiener said Tuesday, according to The AP.
Wiener and Democrat co-introducer Sen. Monique Limón from Santa Barbara vowed to keep fighting.
"While we saw this effort defeated today, this issue isn't going away," they wrote in a joint statement. "We'll continue to fight for aggressive climate action, against harmful drilling, and for the health of our communities."
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By Brett Wilkins
As world leaders prepare for this November's United Nations Climate Conference in Scotland, a new report from the Cambridge Sustainability Commission reveals that the world's wealthiest 5% were responsible for well over a third of all global emissions growth between 1990 and 2015.
The report, Changing Our Ways: Behavior Change and the Climate Crisis, found that nearly half the growth in absolute global emissions was caused by the world's richest 10%, with the most affluent 5% alone contributing 37%.
"In the year when the UK hosts COP26, and while the government continues to reward some of Britain's biggest polluters through tax credits, the commission report shows why this is precisely the wrong way to meet the UK's climate targets," the report's introduction states.
The authors of the report urge United Kingdom policymakers to focus on this so-called "polluter elite" in an effort to persuade wealthy people to adopt more sustainable behavior, while providing "affordable, available low-carbon alternatives to poorer households."
The report found that the "polluter elite" must make "dramatic" lifestyle changes in order to meet the UK's goal — based on the Paris climate agreement's preferential objective — of limiting global heating to 1.5°C, compared with pre-industrial levels.
In addition to highlighting previous recommendations — including reducing meat consumption, reducing food waste, and switching to electric vehicles and solar power — the report recommends that policymakers take the following steps:
- Implement frequent flyer levies;
- Enact bans on selling and promoting SUVs and other high polluting vehicles;
- Reverse the UK's recent move to cut green grants for homes and electric cars; and
- Build just transitions by supporting electric public transport and community energy schemes.
"We have got to cut over-consumption and the best place to start is over-consumption among the polluting elites who contribute by far more than their share of carbon emissions," Peter Newell, a Sussex University professor and lead author of the report, told the BBC.
"These are people who fly most, drive the biggest cars most, and live in the biggest homes which they can easily afford to heat, so they tend not to worry if they're well insulated or not," said Newell. "They're also the sort of people who could really afford good insulation and solar panels if they wanted to."
Newell said that wealthy people "simply must fly less and drive less. Even if they own an electric SUV, that's still a drain on the energy system and all the emissions created making the vehicle in the first place."
"Rich people who fly a lot may think they can offset their emissions by tree-planting schemes or projects to capture carbon from the air," Newell added. "But these schemes are highly contentious and they're not proven over time."
The report concludes that "we are all on a journey and the final destination is as yet unclear. There are many contradictory road maps about where we might want to get to and how, based on different theories of value and premised on diverse values."
"Promisingly, we have brought about positive change before, and there are at least some positive signs that there is an appetite to do what is necessary to live differently but well on the planet we call home," it states.
The new report follows a September 2020 Oxfam International study that revealed the wealthiest 1% of the world's population is responsible for emitting more than twice as much carbon dioxide as the poorest 50% of humanity combined.
Reposted with permission from Common Dreams.
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By Paul Brown
It may come as a surprise to realize that a plant struggling for survival in a harsh environment is also doing its bit to save the planet from the threats of the rapidly changing climate. But that's what Mexico's cactuses are managing to do.
Research published in the journal The Science of Nature shows that desert soils supporting a high density of cactus contain large quantities of stored bio-minerals (minerals produced by living organisms), formed by the action of the plants in extracting carbon dioxide from the atmosphere.
Not only that. Cactuses can also be harvested, processed and turned into a form of leather used to make fashion accessories like purses and wallets.
These two attributes have been turned into a successful business by a Mexican/American company, CACTO. It claims to be the first "carbon negative fashion company in the Americas" − in other words, its activities remove more carbon from the atmosphere than it creates in making and marketing its products.
No Animals Involved
This is a bold claim in an industry struggling with its poor environmental record. According to McKinsey and Co. the worldwide fashion industry emits about the same amount of greenhouse gases as France, Germany and the United Kingdom combined. But CACTO gives Mexico's cactuses special treatment.
CACTO's products are vegan and so allow a growing class of consumers to buy leather objects that are made without any animal products.
The research into the ability of cactus to extract carbon from the atmosphere and store it was carried out on one cactus species, the saguaro (Carnegiea gigantea), which can grow to 40 feet.
It is native to the Sonoran desert in Arizona and the Mexican state of Sonora, and shares with all other cactus varieties the same abilities for dealing with carbon. This has proved a bonus for CACTO because cactuses are the most numerous plants in Mexico.
CACTO's plantations are organic, fed by rainwater, free of herbicides and pesticides, and renewable, and after the ears, or leaves; of the cactus are harvested, the plant grows a replacement in six to eight months. This regeneration allows repeat harvesting. The leaves are then sun-dried to avoid using any electricity. The company's products (available only in green or black) are on sale in more than 100 countries.
CACTO was founded by Jesus Chavez, a climate campaigner, and was designed to have sustainability as a guiding principle at the core of its operation. The entire production cycle is closely monitored by its staff, from the sourcing of materials to production, packaging, distribution and shipping.
Through a partnership with a Swiss non-profit organisation, On a Mission, CACTO says its staff have measured and offset 150% of its CO2 emissions through sustainable reforestation worldwide.
The measurement and offsetting process will take place every six months for the next 10 years. Through several emergent partnerships, the company says it aims to offset at least 1000% of the emissions it generates by the end of 2021.
Jesus Chavez said: "If we want to succeed in reaching net zero carbon emissions well before 2050 and avoid the worst consequences of climate change, we must all work in concert in whatever capacity we are able to.
"Industries across the board need to benefit from existing technology and offsetting programs to become carbon-negative, and to invest in new research and innovation to reach that goal faster. The decisions we make this decade will determine the fate of humanity for centuries to come. It is up to us now."
He said customers around the world wanted alternatives to materials that increased pollution and to unethical manufacturing processes.
CACTO hopes to inspire a new generation of entrepreneurs to make clear what has been evident to specialists for decades, that decoupling emissions from economic growth is not only feasible, but is the smartest, fastest and most responsible way to grow. Mexico's cactuses bear a heavy responsibility on their ears − or leaves − or branches.
Reposted with permission from Climate News Network.
Climate change, activities that contribute to it, and dams pose grave threats to America's rivers, according to American Rivers.
The annual report ranks the county's 10 rivers most endangered by human activity that also have a critical decision point coming in the next year that could change the river's fate.
Four dams are choking the Snake River — earning it the top spot in the report — obstructing salmon and posing an existential threat to Native American tribes in the region who depend on the fish for food, culture and their identities.
Advocates are calling on President Biden to remove the federal dams and revitalize the river and its ecosystem.
Toxic coal ash pollutes the Lower Missouri, which also is experiencing an increase in climate-driven flooding, putting it second on the list, while Iowa's Raccoon River, at number nine, faces threats from industrial agriculture.
Between them are rivers befouled by sewage, polluted or threatened by mining, and otherwise dammed or mismanaged.
"Rivers are among the most degraded ecosystems on the planet, and threats to rivers are threats to human health, safety and survival," American Rivers head Tom Kiernan said.
"If we want a future of clean water and healthy rivers everywhere, for everyone, we must prioritize environmental justice."
For a deeper dive: