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| 1. | 0xdb8f...bcfd | 4.5M |
| 2. | jcandqc | 4.1M |
| 3. | baldinini | 941K |
| 4. | partytime | 939K |
| 5. | jimmyyyy | 918.6K |
| 6. | witcher01 | 898.8K |
| 7. | kualta.eth | 869.1K |
| 8. | Brandon Donnelly | 702.4K |
| 9. | ZORG | 487.3K |
| 10. | Ev Tchebotarev | 170.5K |
I was in Toronto's Kensington Market over the weekend and so naturally I decided to tweet out a glib remark about how the neighborhood should be mostly pedestrianized. This, as many of you know, has been an ongoing debate in this city for as long as I can remember. But there are, in fact, things happening. Watermain replacements are scheduled for the area in 2024 and 2025 and so the city is rightly using this as an opportunity to rethink the area's streets. Here's the official website for the project. Here's the staff report that was adopted. And here's what design changes are right now being proposed.
One of the things that you'll find in these documents are answers to the following question: "How supportive are you of the proposed design for the Pedestrian-only Zones?" And the results are pretty interesting. When the question was proposed to all respondents (the total number being 1,165), 90% were either very supportive or supportive of the Pedestrian-only Zones. And when narrowed to "visitors" of the area, the number appears to increase to 94% supportive. However, when this same question was asked to "people who live/work/own within the affected streets" the number drops to 55% supportive, with 28% being "very unsupportive" of the idea.
One of the concerns with pedestrianization is that it could make it difficult for businesses to operate in the market. This is an understandable concern. But in my lay opinion, this is a problem that has already been solved in many other cities around the world. Delivery vehicles would still be allowed to load/deliver, and you control their flow through things like mechanical bollards. The other concerns raised by community seem to suggest something different. They seem to suggest that pedestrianization might make the area too desirable. More specifically, it might "accelerate gentrification" and cause "traffic and other issues in the neighborhood." I'm assuming the traffic being referred to here is non-vehicular, because we are, after all, talking about pedestrianization.
This dichotomy is an interesting one. On the one hand you have visitors and customers who overwhelmingly want the area to be pedestrianized or, at the very least, have pedestrian-only zones. But on the other hand, the businesses themselves seem to be concerned about their operations and the area becoming too successful. On some level, I guess, this makes sense, if your concern is displacement and/or the area becoming too corporate or whatever. But it's also counterintuitive. Usually when you run a retail-oriented business you like things that (1) make your customers happy and (2) drive foot traffic.
So how do we go about reconciling this city building divide? Well, like many/most urban initiatives these days, you run a pilot! And that's exactly what the city plans to do. There will be more consultation sometime next year, and then construction is planned for 2024-2025. Once that wraps up, the plan is to test out the various pedestrian-only zones. So I reckon we could be 2026 before we truly know where this is landing. I remain optimistic. But until then, please continue to refer to my glib weekend tweets.
Last week the Prime Minister of the UK, Rishi Sunak, announced a number of initiatives designed to support drivers. The slogan is "slamming the brakes on anti-motorist measures" and you can find more information about it, over here.
Naturally this is sparking the usual debate about driving vs. all the other forms of mobility. But it also seems to be part of some sort of broader political strategy intended to distance his party from things like environmental sustainability, net zero targets, and 15-minute city design.
If you're looking for a way to process the above announcement, this recent FT article by John Burn-Murdoch is an excellent place to start. Firstly, the UK (outside of London) is generally poorly served by public transport. This is an important thing to know. By the below measure -- percentage of large cities that have trams, a metro, or urban light rail -- it is even worse than the US:
I was in Toronto's Kensington Market over the weekend and so naturally I decided to tweet out a glib remark about how the neighborhood should be mostly pedestrianized. This, as many of you know, has been an ongoing debate in this city for as long as I can remember. But there are, in fact, things happening. Watermain replacements are scheduled for the area in 2024 and 2025 and so the city is rightly using this as an opportunity to rethink the area's streets. Here's the official website for the project. Here's the staff report that was adopted. And here's what design changes are right now being proposed.
One of the things that you'll find in these documents are answers to the following question: "How supportive are you of the proposed design for the Pedestrian-only Zones?" And the results are pretty interesting. When the question was proposed to all respondents (the total number being 1,165), 90% were either very supportive or supportive of the Pedestrian-only Zones. And when narrowed to "visitors" of the area, the number appears to increase to 94% supportive. However, when this same question was asked to "people who live/work/own within the affected streets" the number drops to 55% supportive, with 28% being "very unsupportive" of the idea.
One of the concerns with pedestrianization is that it could make it difficult for businesses to operate in the market. This is an understandable concern. But in my lay opinion, this is a problem that has already been solved in many other cities around the world. Delivery vehicles would still be allowed to load/deliver, and you control their flow through things like mechanical bollards. The other concerns raised by community seem to suggest something different. They seem to suggest that pedestrianization might make the area too desirable. More specifically, it might "accelerate gentrification" and cause "traffic and other issues in the neighborhood." I'm assuming the traffic being referred to here is non-vehicular, because we are, after all, talking about pedestrianization.
This dichotomy is an interesting one. On the one hand you have visitors and customers who overwhelmingly want the area to be pedestrianized or, at the very least, have pedestrian-only zones. But on the other hand, the businesses themselves seem to be concerned about their operations and the area becoming too successful. On some level, I guess, this makes sense, if your concern is displacement and/or the area becoming too corporate or whatever. But it's also counterintuitive. Usually when you run a retail-oriented business you like things that (1) make your customers happy and (2) drive foot traffic.
So how do we go about reconciling this city building divide? Well, like many/most urban initiatives these days, you run a pilot! And that's exactly what the city plans to do. There will be more consultation sometime next year, and then construction is planned for 2024-2025. Once that wraps up, the plan is to test out the various pedestrian-only zones. So I reckon we could be 2026 before we truly know where this is landing. I remain optimistic. But until then, please continue to refer to my glib weekend tweets.
Last week the Prime Minister of the UK, Rishi Sunak, announced a number of initiatives designed to support drivers. The slogan is "slamming the brakes on anti-motorist measures" and you can find more information about it, over here.
Naturally this is sparking the usual debate about driving vs. all the other forms of mobility. But it also seems to be part of some sort of broader political strategy intended to distance his party from things like environmental sustainability, net zero targets, and 15-minute city design.
If you're looking for a way to process the above announcement, this recent FT article by John Burn-Murdoch is an excellent place to start. Firstly, the UK (outside of London) is generally poorly served by public transport. This is an important thing to know. By the below measure -- percentage of large cities that have trams, a metro, or urban light rail -- it is even worse than the US:
In fact, one way to think about and measure mobility in the UK is to think in terms of the following geographic categories: there's US cities, European cities (including London), and then there's the rest of the UK. In the case of US cities, they have very clearly optimized around road infrastructure. Meaning, the vast majority of people don't take transit to work, but the area (km2) you can cover by car (in 30 mins) is high.
Look at Houston and Dallas on the left side of this graph:
On the other hand, European cities (again, including London) have optimized in the opposite direction. A lot more people walk, cycle, and take transit to work. In the case of cities like London, Paris, Barcelona, Bilbao, Prague, and others, the number is greater than 60%! However, they're sucky places to drive, as I learned this past summer. The area you can cover by car within 30 mins, is relatively low (bottom right of the above graph).
The challenge for British cities (excluding London), is that they seem to be right in the middle (burgundy dots above). Poor public transport (low percentage of trips to work). And poor road infrastructure (limited area accessible by car within 30 mins). So it is perhaps no surprise that Sunak is honing in on this issue. London is not representative of Britain. And based on the above data, the majority of people living in British cities are almost certainly mobility frustrated.
Of course, to correct this issue you have two options. You can move toward the left (in the above chart) and optimize for road infrastructure. Or you can move to the right and optimize for public transport and other forms of mobility. Based on last week's announcement, Sunak has chosen the left.
Charts: FT
Here is an argument that Philadelphia-based Diana Lind recently made on her blog, The New Urban Order:
I believe we’re at the beginning of the end of private car ownership in American cities. This idea came from thinking about the next steps when our RAV4 dies in the coming year or so: not only shouldn’t we replace it, but we won’t want to replace it. Right now only about a quarter of Americans do not drive to work, and only 9 percent of Americans do not have access to a car at all. But I think that in the coming decade there’s going to be a ton of potential to convert people living in dense cities and neighborhoods away from private cars.
There are a number of reasons for why she believes this is going to be the case and, to quickly summarize, they are: remote work, declining birth rates, more old people, Uber and other services, and autonomous vehicles. And generally, I would agree that there is a strong case to be made here.
But one thing that she does not explicitly talk about is the relevance of built form in this move away from private car ownership. She does mention "people living in dense cities" (see above), but does this mean that we are to assume density will remain a prerequisite, as it mostly is today?
Urban density dictates so much of how we move around. When I was driving around Paris during the summer, I couldn't wait to return our car and get back on foot. You should have also seen the gymnastics we pulled off to refill the tank. Driving in the city was annoying. Paris is designed for walking, taking the metro and, now, cycling.
On the other hand, when I land in Salt Lake City (Park City), the first thing I do is head to the car rental area. The city is getting better at trying to reorient itself, and there is a tram (Green Line) that runs from the airport through downtown, but it very much remains a driving city. And ideally you want something like a Toyota 4Runner that will take you through snow and up steep pitches.
So while I agree that, directionally, Diana is right, I think the question remains: What does this mean for individual cities and their built environments? In a city like Paris, it is obvious. Private car ownership is highly likely to continue declining. But in a place like Salt Lake City, I think it's going to be much more challenging and take a lot longer.
Photo by Chris Henry on Unsplash
In fact, one way to think about and measure mobility in the UK is to think in terms of the following geographic categories: there's US cities, European cities (including London), and then there's the rest of the UK. In the case of US cities, they have very clearly optimized around road infrastructure. Meaning, the vast majority of people don't take transit to work, but the area (km2) you can cover by car (in 30 mins) is high.
Look at Houston and Dallas on the left side of this graph:
On the other hand, European cities (again, including London) have optimized in the opposite direction. A lot more people walk, cycle, and take transit to work. In the case of cities like London, Paris, Barcelona, Bilbao, Prague, and others, the number is greater than 60%! However, they're sucky places to drive, as I learned this past summer. The area you can cover by car within 30 mins, is relatively low (bottom right of the above graph).
The challenge for British cities (excluding London), is that they seem to be right in the middle (burgundy dots above). Poor public transport (low percentage of trips to work). And poor road infrastructure (limited area accessible by car within 30 mins). So it is perhaps no surprise that Sunak is honing in on this issue. London is not representative of Britain. And based on the above data, the majority of people living in British cities are almost certainly mobility frustrated.
Of course, to correct this issue you have two options. You can move toward the left (in the above chart) and optimize for road infrastructure. Or you can move to the right and optimize for public transport and other forms of mobility. Based on last week's announcement, Sunak has chosen the left.
Charts: FT
Here is an argument that Philadelphia-based Diana Lind recently made on her blog, The New Urban Order:
I believe we’re at the beginning of the end of private car ownership in American cities. This idea came from thinking about the next steps when our RAV4 dies in the coming year or so: not only shouldn’t we replace it, but we won’t want to replace it. Right now only about a quarter of Americans do not drive to work, and only 9 percent of Americans do not have access to a car at all. But I think that in the coming decade there’s going to be a ton of potential to convert people living in dense cities and neighborhoods away from private cars.
There are a number of reasons for why she believes this is going to be the case and, to quickly summarize, they are: remote work, declining birth rates, more old people, Uber and other services, and autonomous vehicles. And generally, I would agree that there is a strong case to be made here.
But one thing that she does not explicitly talk about is the relevance of built form in this move away from private car ownership. She does mention "people living in dense cities" (see above), but does this mean that we are to assume density will remain a prerequisite, as it mostly is today?
Urban density dictates so much of how we move around. When I was driving around Paris during the summer, I couldn't wait to return our car and get back on foot. You should have also seen the gymnastics we pulled off to refill the tank. Driving in the city was annoying. Paris is designed for walking, taking the metro and, now, cycling.
On the other hand, when I land in Salt Lake City (Park City), the first thing I do is head to the car rental area. The city is getting better at trying to reorient itself, and there is a tram (Green Line) that runs from the airport through downtown, but it very much remains a driving city. And ideally you want something like a Toyota 4Runner that will take you through snow and up steep pitches.
So while I agree that, directionally, Diana is right, I think the question remains: What does this mean for individual cities and their built environments? In a city like Paris, it is obvious. Private car ownership is highly likely to continue declining. But in a place like Salt Lake City, I think it's going to be much more challenging and take a lot longer.
Photo by Chris Henry on Unsplash
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