Urbanism

Even if you don’t want to walk, wheel or ride, you should care because less driving helps everyone, including other drivers, who benefit from reduced traffic.

As a result of this over-investment in car road-building, Australia has the smallest number of walking trips of 15 comparable countries across Western Europe and North America.

Cycling rates are equally dismal.

Globally, the United Nations recommends nations spend 20% of their transport budgets on walking and cycling infrastructure.

Countries like France, Scotland, the Netherlands, Denmark, Sweden and the largest cities in China invest between 10% and 20%.

These places were not always known for walking and cycling – it took sustained redirecting of investment from roads to walking and cycling.

Meanwhile, many Australians are dependent on cars because they have no other choice in terms of transport options. 

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Greenfield sites are not the solution for housing affordability, even if it’s an easier political sell than increasing density in existing neighborhoods. Housing needs to work for nondrivers, whether that’s people like me who can’t drive, people who can’t afford to drive, young people or older adults (on average, Americans will spend the last seven to 10 years of their lives being unable to drive). When driving isn't an option for so many people, building more car-dependent communities isn't a solution.

When I see advertisements for greenfield developments, especially ones that are built with “new urbanist” ideals, I think back to my year in North Carolina. Southern Village wasn’t just an exurban housing development: The “Village” featured a town square with an organic grocery store, a small gym, and even a restaurant or two. But it definitely wasn’t possible to get everything you needed without leaving, and leaving meant navigating the highway.

For people who can drive, being able to reduce their driving trips because there’s a cute coffee shop nearby might feel great, but for people who can’t drive like me, places like Southern Village feel more like a desert island than the intended suburban paradise. Without enough transit, and often with only a highway shoulder connecting the development with all the other places a person might need to go, these places necessarily exclude people who are physically or financially unable to drive. Because, sometimes, you need more than a coffee shop or a cute grocery store.

This is a gem:

The more widespread fast vehicles are within a society, the more time—beyond a certain point—people will spend and lose on travel. It’s a mathematical fact.

The reason? We’ve just seen it: The cities and towns have been broken up into endless highway suburbs, for that was the only way to avoid traffic congestion in residential centers. But the underside of this solution is obvious: ultimately people can’t get around conveniently because they are far away from everything. To make room for the cars, distances have increased. People live far from their work, far from school, far from the supermarket—which then requires a second car so the shopping can be done and the children driven to school. Outings? Out of the question. Friends? There are the neighbors… and that’s it. In the final analysis, the car wastes more time than it saves and creates more distance than it overcomes. Of course, you can get yourself to work doing 60 mph, but that’s because you live 30 miles from your job and are willing to give half an hour to the last 6 miles. To sum it all up: “A good part of each day’s work goes to pay for the travel necessary to get to work.” (Ivan Illich).

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So, the jig is up? No, but the alternative to the car will have to be comprehensive. For in order for people to be able to give up their cars, it won’t be enough to offer them more comfortable mass transportation. They will have to be able to do without transportation altogether because they’ll feel at home in their neighborhoods, their community, their human-sized cities, and they will take pleasure in walking from work to home-on foot, or if need be by bicycle. No means of fast transportation and escape will ever compensate for the vexation of living in an uninhabitable city in which no one feels at home or the irritation of only going into the city to work or, on the other hand, to be alone and sleep.

“People,” writes Illich, “will break the chains of overpowering transportation when they come once again to love as their own territory their own particular beat, and to dread getting too far away from it.” But in order to love “one’s territory” it must first of all be made livable, and not trafficable. The neighborhood or community must once again become a microcosm shaped by and for all human activities, where people can work, live, relax, learn, communicate, and knock about, and which they manage together as the place of their life in common. When someone asked him how people would spend their time after the revolution, when capitalist wastefulness had been done away with, Marcuse answered, “We will tear down the big cities and build new ones. That will keep us busy for a while.”

Really punchy 20m intro to the Robert Putnam / Ray Oldenburg thing from Mike Pasternock at Strong Towns.

People are lonely. Is it because we are addicted to our phones, or is that a symptom of larger design choices we made when building our places? We cover some of the general concepts related to social infrastructure an try to evaluate what to do next.

I think that’s the world my parents envisioned for me as I grew up. I could just ask them for rides. As I got older, I could ask my friends, and then I’d get married and get rides from my spouse.

If you ask anyone who’s had to rely on favors to get where they need to go, it gets old, fast. In Washington State, our Legislature funded a study about the mobility of nondrivers and the researchers were surprised to find that while relying on rides was a major source of mobility for nondrivers, the emotional burden of asking for those rides was a significant deterrent, especially for women, low-income and disabled people.

When we insist on visibility as nondrivers, our presence demands a reckoning of the costs and moral efficacy of car dependency. Rather than being ashamed about our disabilities or the lack of resources that prevents us from driving, we should be proud of our status as nondrivers. Instead of a future of congested drive-thrus, oceans of parking lots and freeway-ramp spaghetti nests, our existence tips the scales in favor of communities designed in ways that work better and are healthier for all of us. 

In New York City, where the majority of residents don’t own a car, it seems odd to assert that a policy benefitting transit users, pedestrians, and cyclists is bad for attracting customers. Commuters who drive into Manhattan have significantly higher incomes than others who work in the borough, so Hochul’s claim that killing congestion pricing would relieve New York’s cost of living crisis is just as suspect.

Even if Hochul is telling the truth about restaurateurs’ complaints, they’re still a terrible justification for her flip-flop on congestion pricing. The same goes for public leaders elsewhere who scuttle other urban transportation reforms that merchants often loathe, such as replacing street parking with dedicated lanes for bikes and buses. When it comes to shoppers’ travel habits, small business owners simply don’t know what they’re talking about — and not just in New York.

In study after study in city after city around the world, researchers have found that merchants exaggerate the share of patrons who arrive by car and undercount those who walk, bike, or ride transit. Those misperceptions lead them to oppose transportation reforms that would limit the presence of cars and make urban neighborhoods cleaner, more pleasant, and less polluted — and would likely increase spending at their business, too.

The presence of security guards in a place is arguably a good indicator of this “negative social capital.” Guards are needed because a place otherwise lacks the norms of reciprocity that are needed to assure good order and behavior. The steady increase in the number of security guards and the number of places (apartments, dormitories, public buildings) to which access is secured by guards indicates the absence of trust.

The number of security guards in the United States has increased from about 600,000 in 1980 to more than 1,000,000 in 2000 (Strom et al., 2010). These figures represent a steep increase from earlier years. In 1960, there were only about 250,000 guards, watchmen and doormen, according to the Census (which used a different occupational classification scheme than is used today). The Bureau of Labor Statistics reports that the number of US security guards has increased by almost 100,000 since 2010, to a total of more than 1.1 million. As a measure of how paranoid and unwelcoming we are as a nation, security guards outnumber receptionists by more than 100,000 workers nationally.

Sam Bowles and Arjun Jayadev argue that we have become “one nation under guard” and say that the growth of guard labor is symptomatic of growing inequality. The U.S. has the dubious distinction of employing a larger share of its workers as guards than other industrialized nations and there seems to be a correlation between national income inequality and guard labor.

Once upon a time it was razor blades in apples; this year, it’s rainbow fentanyl in candy. But while fears of children receiving narcotic-spiked treats are unfounded, there is a very real danger that America’s children face on this most hallowed of evenings: cars.

That’s because pedestrians under the age of 18 are three times more likely to be struck and killed by a car on Halloween than any other day of the year. That risk grows to 10 times more likely for children aged 4 to 8 years old, according to a study from 2019 in JAMA Pediatrics. 

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But what happens on Halloween isn’t an isolated incident. After gun injuries, motor vehicle injuries are the second leading cause of death among children in the US overall. And with pedestrian fatalities (both adult and child) at a 40-year high in the US, it’s worth asking why children roaming the streets is so inherently deadly, and what can be done about it.

“Sometimes when you talk about this issue, you get pushback from people and people say, ‘Well, of course, you have more children on the streets, of course, more children are going to die,’” Doug Gordon, a writer and podcast host who advocates for safer streets and cities, told me. “But that accepts a baseline level of danger that I think we as a society have in fact accepted on the other 364 days of the year.”

In the first of many papers expected from the study, the researchers found that, a year after the ultra-low emissions zone took effect, 2 out of every 5 London students in the study had switched from “passive” to “active” ways of getting to school. So instead of being chauffeured to school by their parents, the students started walking, biking, scootering, or taking public transit. On the other hand, in Luton, which acted as a control group, 1 in 5 made the same switch to modes that got them up and active, but an equal proportion switched to passive travel. But in London’s ultra-low emissions zone, shifting to driving was rare.

The implications of getting kids active, even if it’s just for their pre-class commute, are intuitive but important.

“Walking and biking and scootering to school is better for the child, better for the family, and better for the environment,” said Alison Macpherson, an epidemiologist at York University in Toronto who researches ways to protect and promote the health and safety of children. (She was not involved in the London study.)

“It’s a great way for children to start their day,” she said. “You can imagine just being thrown in a car and thrown out of a car is not the most calming way.” Walking or biking to school, on the other hand, can be calming and conducive to concentration, Macpherson said, potentially even improving academic performance. But perhaps most importantly, at a time when an epidemic of childhood obesity is on the rise worldwide, walking or wheeling to and from school can get kids more active.