The Homogenization of Urban Macro-systems

*This post is by Rabia Ahmed, a student in Marc's 'Causes and Consequences of Diversity' class.

If you have ever walked along a residential street in the city or suburbs you will notice many similar features in each backyard. Often times personal gardens are representative of peoples’ identities and reflect their membership in the neighbourhood. With the expansion of the urban population, an increasing area is covered by personal yards. While each homeowner views their yard to be small and therefore quite insignificant to the overall ecosystem- aggregated across the country, this area quickly adds up. 

 Despite the expansion of urban ecosystems little research has been devoted to understanding the patterns of ecosystem biodiversity, function and assembly. The findings of a recent paper by Pearse et al. (2018) investigated the extent to which “residential macro-systems” are the same across different US cities. The main focus of the paper was to compare the diversity, composition and structure of cultivated yards to the natural ecosystem in different climates across the US.

The results of the study showed that indeed the phylogenetic and species composition in yards had greater homogenization across regions compared to the corresponding natural ecosystems. There was also evidence of homogenization in vegetation as the tree density in yards remained similar across regions, despite the fact that, due to environmental filters, the tree densities in the different urban climates varied significantly. For example, the natural ecosystems in Salt Lake City and Los Angeles almost had no trees, but the tree density in the yards was well above zero.

Figure 1. The above diagram shows the convex hulls (dashed line) for three species pools: cultivated (orange), spontaneous (blue) and natural (green). The regions are abbreviated, Boston, Baltimore, Los Angeles, Miami, Minneapolis–St. Paul, Phoenix, and Salt Lake City as BOS, BA, LA, MI, MSP, PHX, and SL, respectively. The data shows that cultivated and spontaneous pools are more similar across regions than natural area pools, and in all cases, pools in the same geographical area are more similar than pools across a geographical region.

(Retrieved from Pearse et al. 2018)

Surprisingly, however, it was found that urban vegetation whether directly planted or spontaneously growing in the yards, had greater species richness than the comparative natural areas. The greatest phylogenetic diversity (MPD) was found within the fully cultivated yards, suggesting that these species would be better suited to future climate stressors due to their evolutionary distinctiveness. This variation in species lineages provides evidence that people prefer to have a variety of plants and flowers in their backyards which are not often found in the species pool.

Overall the data suggests that similarities in land cover and residential structural characteristics lead to a decrease in microclimate divergence at a continental scale.

These results underscore the common human preference for maintaining yards that are aesthetically pleasing and low maintenance. This homogenization has broad implications as it takes effort to keep these ecosystems the same, across forests, deserts and planes. For example, it has been observed that there is little difference between the amount of irrigation and fertilizers used by homeowners in the driest (Phoenix) or the wettest (Miami) cities.

While many argue that urban and suburban habitats do not compare to natural landscapes, recent research shows that they are more biologically diverse than previously assumed. The increased biodiversity is mostly because of the fact that people plant non-native species along with the native species, and artificial maintenance is used to overcome the environmental filter. Therefore, artificially enriched environments such as yards have both positive and negative consequences on the surrounding environment. For instance, researchers at Boston University found that trees in urban yards grow twice as fast as those in nearby forests, and store carbon at a faster rate. On the other hand, it was found that the rich mulched soils in suburban yards emitted twice as much CO2 as the soil in rural forests.

In conclusion, although yards have been given diminished importance in the study of human-dominated environments, they can provide great insight into how we can make our communities more sustainable. Residents, municipalities and neighbourhood associations can help reshape their residential macro-system into a thriving eco-system one backyard at a time. The key is to keep a balance between human preferences and other organisms’ needs, thus designing landscapes that are not only aesthetically pleasing but also support pollinators and birds.

References

Groffman, Peter M., et al. “Satisfaction, water and fertilizer use in the American residential macrosystem.” Environment Research Letters, vol.11, 29 Feb. 2016, doi:10.1088/1748-9326/11/3/034004

Humphries, Courtney. “The Residential Macrosystem.” Anthropocene, 21 June 2017, www.anthropocenemagazine.org/2017/06/residential-macrosystem-backyard-science/.

Pearse, William D., et al. “Homogenization of Plant Diversity, Composition, and Structure in North American Urban Yards.” Ecosphere, vol. 9, no. 2, 15 Feb. 2018, doi:10.1002/ecs2.2105.

Where the wild things are: the importance of urban nature

Cities represent our ultimate domination over nature. They are landscapes that are completely modified to meet all of our needs and desires. In cities we drastically change the vegetation, reroute rivers, seal the Earth’s surface in impermeable cement, and often change the chemical composition of the air around us. For most people, this unnatural state of affairs seems completely natural. Its how we grow up.

What we don’t notice is all that is missing. The trees, the birds, and the mammals are largely absent from big cities. But not all cities are equal in this missingness. For those of us that live in cities like Toronto, Nashville, or Sydney, seeing birds and mammals is part of our normal life. In my back yard in Toronto, I am likely to see racoons, skunks, possums, red squirrels, eastern grey squirrels, chipmunks, deer mice, and a plethora of birds, and just down the road, foxes, coyotes, and deer are not uncommon. One morning I heard a ‘thud’ come from our sunroom window, and outside was a stunned red-tailed hawk (he was fine in the end). These cities are evidence that nature can persist and coexist with urban development.

However, there are other cities where nature is almost completely absent. While living in Guangzhou, China I saw just cats, dogs and rats, and barely any birds –shockingly no pigeons. Recently in while in Montpellier, France, it became obvious to Caroline and I (the two EEB & Flow contributors) that besides a small lizard species, pigeons and a few sparrows, we were not going to see any wildlife in the city. Guangzhou and Montpellier are very different cities in terms of size (16 million vs. 300 thousand), density, building height, pollution levels, etc.  But one way they are similar is that they are old. People have living and changing the landscapes in these regions for thousands of years. Of course the same could technically be said of North America and Australia, but the magnitude and intensity of human modification has no parallel in North America and Australia. Long-term intensive human activity removes other species in the long run. Is this the natural endpoint for our younger cities?

Cambridge, England. While quite beautiful, it is a typical old european city with a lot of stone.

Why we should celebrate raccoons

Toronto has a war against the raccoon. To most Torontonians, the raccoon is a plague –vermin that get into garbage cans and pull shingles off of roofs. Their density in Toronto is about 10 times higher than in wild habitats and many people in Toronto support removing them all together.

I have a different stance. We should be celebrating the raccoon. Yes raccoons cause problems; yes they carry disease; yes they damage property; yes their density is unnaturally high. But the same can be said of people (I don’t think I ever caught a flu from a raccoon). If raccoons were to recede to distant wilds and disappear from Toronto altogether, we would be no different than all those other cities where nature has completely lost. Raccoons give hope –hope that nature can flourish under the repressive and cruel dominion of urban centres. Raccoons remind us that nature has a place and can thrive in cities, and that we can share this world. They give me hope that Toronto’s destiny is not prescribed and we are not bound to the same fate as so many other cities.

I have a couple of new Chinese scientists visit my lab each year, and the differences between Toronto and say Beijing or Shanghai could not be more stark for them. To see deer, squirrels and raccoons in the city is a marvel. Every time one of these visitors comments on the wildlife in our city, I am reminded that we are really fortunate and have something that should be cherished.

Raccoon family –not an uncommon sight in Toronto (CCBYgaryjwood) 

Need to rethink urban nature

The problem is that Toronto, and most other cities, is continuing to grow and become more densely packed, making it more difficult for nature to endure. We need to rethink how cities grow and develop, and we need to keep a place for nature. There is no reason why new developments can't accommodate natural elements and green space –this often does not happen in most cities. Singapore is unique in this sense, new public infrastructure projects explicitly incorporate novel green space and infrastructure. I toured green sites there recently and saw a new hospital where it was impossible to tell where the park space ended and the hospital started (see picture below). There I saw patients tending gardens on the roof, nearby residents strolling through the forested courtyards, and turtles, wading birds and a large river monitor in the neighbouring pond. Also, Singapore's new large pump house infrastructure that reduces flooding in the city has a full sloping lawn on the top that is used by picnickers. In most North American cities this type of building would be grey industrial cement with little other function than to house pumps.

Singpore's Khoo Teck Puat hospital -the world's greenest hospital? 

Large old cities devoid of wildlife need not be the natural endpoint for a city.  Smart development and accommodating nature needs to be woven into the tapestry of cities. Toronto’s raccoons are great, and I wouldn’t want to live in a Toronto without them.

#EcoSummit2016: Conferences –the piñata of ideas.

One of the greatest benefits of attending conferences is that they represent learning opportunities. I don’t necessarily mean learning about new techniques or analyses, though you can undoubtedly find out about these at conferences, but rather conferences are opportunities to hear about new concepts, ideas and paradigms. In some ways conferences are like a piñata of ideas –they are chalk full of new ideas but you never know which you’ll pick up.

Ecosummit is not the typical conference I go to, it is much more diverse in topics of talks and disciplines of the attendees. This diversity –from policy makers, to social scientists, to ecologists, means that I am exposed to a plethora of new concepts. Here are a few nuggets that got me thinking:

• Knowledge-values-rules decision making context. Policy decisions are made at the interface of scientific knowledge, human values (what is important to people –e.g., jobs), and rules (e.g., economic laws). This seems like a nice context to think about policy, though it is not clear about how we prioritize new knowledge or alter values.

 

• Adaptation services. I work on ecosystem services (e.g., carbon storage, pollination support, water filtration, etc.), but I learned that ecosystems also provide adaptation services. These are aspects of ecosystems that will help human societies adapt to climate change (e.g., new products).

• Trees and air pollution. The naive assumption most of us make about trees in urban areas are that they improve local air quality. However, I saw a couple of talks where this may not necessarily be the case. Some species in North American (red oak, sweet gum, etc.) release volatile organic compounds. Spruce plantations may not take up nitrogen oxides, and in fact might release it. Thus we need to be careful on how we sell the benefits of urban trees.

• Transformative. This is a term I have certainly heard and used before, but in listening to a wide variety of talks, I realize it is used in different contexts to mean different things. I think it best to avoid this term.

• a-disciplinary.  I heard a guy say in a talk that he was a-disciplinary and so was not bound to the dogmas and paradigms of any discipline (I already have a hard time wrapping my head around interdisciplinary, multidisciplinary, transdisciplinary, etc.). He then presented a new paradigm and a number of prescribed well-formulated tools used to move from idea, communication, to action. I think the irony was lost on him.

Reining in traffic –looking to China for solutions?

Human impacts on landscapes are immense. Urban areas represent complete transformations of the geological, hydrological and ecological norms in landscapes. But while urban effects are concentrated to relatively small areas, the roads and rail lines feeding cities create a pervasive and diffuse network of negative impacts. Roads funnel rain runoff and can cause local flooding and this runoff also concentrates pollutants. Further, roads alter wildlife movement. For example, the fragmentation of formerly continuous forest in Florida is worsened by large busy roads, and black bears there are unable to move long distances to find mates. The result of this is that the Florida Black bear populations are getting smaller and more genetically inbreed.

Roads are created to meet traffic demands. The more people drive and the further they drive, the more roads we build. Cities around the world are growing, meaning that more cars are concentrated in small areas. The increase in automobile use also has direct environmental consequences. Cars, thanks to their internal combustion engines, add pollution to our local environments –carbon monoxide, particulate matter, and other toxins create smog, exacerbate respiratory ailments, and contribute to global warming.

More cars also means more traffic congestion and greater difficulty in getting from A to B, meaning that we spend more time travelling to, instead of being, somewhere. Heavy reliance on automobiles directly affects our quality life in both positive and negative ways.

1950s traffic jam in Los Angeles (from Wikipedia)

Given the undesirable consequences of cars, many cities try to reduce car use. In North America, cities employ a number of strategies, including: minor improvements to public transit (while often passing on the costs to riders), creating car free zones (which have been very modest in North America, whereas European cities have been much more successful –Montpellier, France is a great example), introducing tolls, and limiting parking in the city core. It is safe to say that the North American approach to dealing with traffic has been less than spectacular –just drive through Toronto or Los Angeles during rush hour.

Living in China for the past several months, I have been intrigued by how Chinese jurisdictions have dealt with traffic. And traffic was something that needed dealing with here. In the late 1990s and early 2000s, thousands of new cars were added to roads every single day.  The air quality in China is abysmal and having hundreds of millions of cars driving at the same time only make things worse. So governments in China decided to experiment with ways to reduce automobile use.

In China, much of the power to control automobiles resides with municipalities –they are the ones who set local traffic laws and issue license plates. From conversations with scientists from different regions of China, I have compiled ways different municipalities deal with traffic and reduce automobile use. Here are some of the ways that municipalities try to reduce automobile traffic:

1) Massive investments in public transit

There can be no real traffic solutions without building fast, efficient and affordable public transit. China has been a world leader in public infrastructure development over the past ten years. For example, Shanghai has one of the largest metro systems in the world, and has opened a new line every other year since 1999! They are currently building two new lines, which will give Shanghai 18 metro lines and about 400 stations. In Guangzhou, where I currently live, they also have a very modern and rapidly expanding metro system. Guangzhou currently has 8 lines with 4 more under construction! In all the Chinese cities I’ve been in, the metro systems are modern, efficient, heavily used, and very affordable. In Guangzhou, a bus ride works out to be about 35 cents US and a metro trip to the airport (the longest trip you can take in Guangzhou I believe) is about $1.15 US.

In Toronto, where I normally live, and like most other large North American cities, subway construction has not been sufficient to keep up with population growth. Local politicians seem to be unable to make the tough decisions to get public transit infrastructure built. But this infrastructure is the linchpin for any successful reduction in automobile usage.

2) Driving days

During the 2008 summer Olympics, Beijing created a system where cars were allowed on the roads only on certain days. Which days people could drive their cars depended on the last number of their license plates. This scheme was successful in reducing traffic congestion and air pollution. Since then, they have periodically reinstated this policy, especially during extremely bad air pollution days. I was there in early December, and road sharing was in effect then.

3) Making license plates really, really expensive (or difficult to get).

In Guangzhou, Beijing, and Shanghai, getting a car is easy, but getting a license plate, now there is the real hurdle. Since 2012, Guangzhou and other cities have severely limited the number of license plates issued, and now people can get a plate in one of two ways in these cities: by joining a lottery or going to an auction. In the lottery, a person submits an application and waits for the results. One person told me it took them three years to get their plate in the lottery. In the auction, the plates go to the highest bidder and the price for a license plate at auction has sky rocketed. A person told me that plates at auction now go for more than 60,000 RMB (about  $10,000 USD), which costs more than an economy car here! This person also quipped that the plates have become more of a status symbol than the actual car.

4) Your license plate will die

In Guangzhou and other cities, license plates expire. No, not like they expire in North America where you pay an annual license fee. They expire after 10 years and are no longer valid, and the driver must re-enter the lottery. 

5) Pay the toll

Many of the intercity highways have tolls here. While this is not a policy that affects travel behaviour within cities, it does influence driver choices traveling outside the city. Tolls only work when there are decent alternatives, and the rail system in China is excellent. There are frequent trains and many high speed lines in operation (where the trains go faster than 250 km/h). We don't have many toll roads in Ontario, but the one we have near Toronto, hwy 407, doesn't go into the city (so doesn't influence commuter decisions), and does not have viable options for alternative travel. This highway is an example of poor government policy and it was one of the worst policy decisions by a government who thought private companies should run public infrastructure. Its nothing more than a cash grab that doesn't serve the broader good. But I digress.

I have been struck by the variety of approaches and the experimental nature of policy making. What I mean by experimental, is that some policies seem to be ‘test run’ to see how people respond and if the policies result in the desired effects. China is able to institute creative and extreme measures because of the government’s unique ability to change policy without public debate. Often these policies are instituted overnight with little warning. In China, people seem to take government edicts with a “well, what can you do?” attitude. But if there is a country that can change the automobile culture, China is a good candidate. They did change what a family was with the one-child policy.

While most North Americans would certainly have a problem with the lack of transparency and seemingly impulsive nature of government decisions, China is providing the world with working examples of how to reduce the number of automobiles. It is clear to most, that without strong governmental leadership, a robust set of policies, and massive infrastructure investment, heavy automobile traffic will be unavoidable.