A city without cars

Okay, so I haven't been (yet). But if you're an urbanist in search of a new city to check out, consider Pontevedra in northwestern Spain. Pontevedra is famous for its car-free city center. Starting in 1999, then-mayor Miguel Anxo Fernández Lores began making some radical changes to prioritize pedestrians and turnaround a city in decline. They'd still be considered radical today, so I can only imagine what they felt like back in the 90s.

The historic center of the city, which covers an area of about 300,000 m2 (or about 74 acres), was fully pedestrianized. The area surrounding it was also converted to a low-traffic zone, bringing the total size of the pedestrian-oriented area to more than 1.3 million m2 (or about 321 acres). To put this into perspective, High Park in Toronto is just under 400 acres.

The result is that vehicular traffic dropped by ~92% in the historic center and ~53% in the city as a whole. Today, walking accounts for over 65% of all trips and the average resident walks about 5 km per day (roughly equivalent to 6,000 to 7,500 steps). On top of this, over two-thirds of children now walk to school. And the city hasn't reported a single pedestrian death from cars in over a decade!

But how has the city performed economically since the change? Some 15,000 people have moved to the city since it became car-free and the total inventory of shops and restaurants has increased. It has also been reported that foot traffic went up (possibly by as much as 30%) and that retail vacancies dropped significantly. This is supported by research showing that well-designed pedestrianized areas do often drive higher retail sales.

Did you hear that Kensington Market?

August 28, 2024

The mighty bollard

The mighty — and automatic — bollard is an important city-building tool that isn’t employed nearly enough in North America. It’s typically used to control car access to small pedestrian-only or pedestrian-first streets. But I guess if you don’t have any of these, then you may not feel the need to install such a device. The above photos are from Bordeaux. And if you want to gain access, you need to hit the intercom button and explain why you’re local traffic. Can you think of any streets in your city that could use a system like this? I can think of many in Toronto.

September 30, 2018

The new donut

Years ago Aaron Renn coined an urban paradigm that he labeled “the new donut.” The old donut, of course, is one that many of you will know well: poor downtown (hole in the donut) and wealthy suburbs (ring around the hole in the donut). This is a well documented phenomenon in many American cities.

The new donut reflects today’s return to city centers. It is the filling in – albeit only partially – of the middle of the donut. The reason I say only partially is because the data clearly suggests that, in many cases, there’s now a trough between the immediate core and the outer suburbs.

In 2015, the University of Virginia published a study called The Changing Shape of American Cities. It looked at things like educational attainment and per capita income in 1990 and then compared it to more recent 2012-2015 data. But most significantly, it plotted this data against “miles from city center.” (I discovered this study via City Observatory.)

Here are educational attainment and per capita income for the 50 largest metro areas in the US. The orange line is 1990 data. The brown line is 2012 data. And the blue line is 2015 data. The x-axis is “miles from city center.”

Compared to 1990, it is clear that there has been noticeable spike in education and income in city centers. For the above composite index, more than 50% of adults over 25 now have a bachelor’s degree. But it has also accentuated the trough that appears to sit, on average, about 5 miles out from the center.

In some metro areas, such as Charlotte (shown below), there has almost been a complete inversion. Education and income were highest 5 to 10 miles out from the center, but that has since flipped, along with a dramatic spike right in the center.