I want to talk about one-lane city streets: streets with only one travel lane (and are thus also one-way, at least for cars.)
Advantages:
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A video yesterday reminded me of the Saudi Line proposal to build a brand new very linear city (or linear arcology, one long building) in western Arabia. I looked again at the numbers, and wow it is nuts.
170 km long.
500 m high.
200 m wide.
(Area 34 km2.)
It's supposed to be higher than it's long! Crazy. You could probably bring the cost down just by flipping those two numbers (though maybe ventilating a 500 m wide building would be a bit more challenging, I dunno.)
For minimizing trip lengths you would want a circular city, or something close like a diamond or grid. But I can see some appeal of a linear city: simplifying your high speed transport by needing just one backbone route, and keeping it easy to go outside the city into a greenbelt/preserve. (Not sure how much point to that there is in western Arabia, but anyway.) So I wondered what a saner proposal might look like.
1) drop the arcology and just go with a conventional city with streets and buildings.
2) Have the width be at least a 5 minute walk from edge to spine, so 400 meters, making it 800 meters (10 minutes) edge to edge, which avoids the need to have any cross transit. This is 4x the width, so could reduce the length from 170 km to 42 km. (Though the original proposal used the height to be very high density, which I'm kind of waving away.)
You could double the width, for a 20 minute edge-edge walk; 1.6 km x 21 km.
But since you're trying to avoid cars, you should go in for bicycles and other micromobility, at let's say 3x expected walking speed. 2.4 km edge to spine, and 4.8 x 7 km in shape... which is actually almost a square, whoops. And you'd probably need cross-transit again for the minority who can't use any form of wheels, or the larger group who don't always want to. Still, it's a city where every point is a 10 minute bike/fast powerchair ride to the central spine, at 15 km/hr.
San Francisco is actually bigger than this, so I've just discovered that SF could be way nicer than it is (granted SF has hills.)
To keep a line shape better, go back to the 10 minute width of 800 meters, triple it for bikes, now you have a 2.4 x 14 km city, and can get some real rail use out of your backbone, while it's still a 15 minute walk from the center to the edge.
(I'd swear I've written this somewhere before, but I see no evidence of it anywhere.)
I've talked before about superblocks. There's the Barcelona model, of 3x3 blocks with one way loops so cars legally can't go through. (Disadvantage: may be complicated to scale.) I've privately imagined various other configurations, like putting diagonal diverters in so that cars have two-way access but physically can't go through the area, dividing the superblock into four half-diamond quadrants. (Possible disadvantage, access requires entering from the correct side.) ( Read more... )
On Strong Towns Facebook, there's discussion of breakaway light poles (so if a driver crashes into one, the pole breaks and car and pole keep moving on to any nearby pedestrians), vs. ones that would stand firm and act as protective bollards. I of course advocate for the latter. A driver objected "what about someone standing 3 feet further down? Should we just line the roads with impenetrable steel?" as if that was ridiculous and unthinkable.
Well, guess what. Lining fast roads with railings or bollards or hard planters is pretty common in Japan, e.g. 1 or 2 or 3 or 4 or 5 or 6 or 7 or 8.
It's not perfect; there are often breaks for driveways, or just because, but far more often than not, there's both distance and barrier in between the cars and pedestrians.
Though, after a couple random drops into Nagoya and Sapporo, it may be that such barriers are more of a Tokyo and Osaka thing than a Japan thing; this place in Sapporo looks like any American stroad.
In many dimensions of zoning code I want to go in a more laissez-faire direction than the US norm. More allowable height and units and rent-intention, less parking, more businesses, more choice of how much or how little land to use. But there are a couple of ways in which I'm tempted to tighten the screws.
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I've been reading Marohn's Confessions of a Recovering Engineer, and he brought up an idea of a "good stroad", using Champs-Elysees as an example. But it's been redesigned, so I think CDMX Paseo de la Reforma works. https://www.google.com/maps/@19.427597,-99.1666869,18.25z/data=!5m1!1e4?entry=ttu
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Over the years I've done various density and walkability calculations, estimating that the required density could go as low as 4000 people/km2 (8000 people in a 12 minute walk) or even 3000 people/km2 (9000 people in a 15 minute walk.) But in the literature, messy as it is, it seems more like 10 du (dwelling units)/acre is the expected minimum, which at 2.6 people/du is more like 6500 people/km2. So I want to poke at my assumptions.
Summary: yeah, my old assumptions were flawed, and I'm now looking at closer to 10,000 people/km2 for good walkable density. Data indicates you start getting more walking before that, like 5000/km2, but it levels off above 10,000, possibly because all the trips it is easy to make walkable, have been made walkble. And per older posts, you can reach these densities with single-family housing if you insist, though you'll need to accept small lots and yards.
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There are other benefits to higher density, of course: more taxpayers to pay for infrastructure, more riders to justify high transit frequency, letting more people live close to attractive points like subway stations, letting people have more and more interesting lives in walking or biking distance. But in terms of reducing car trips in favor of walking, the low-hanging fruit gets plucked by 10,000.
Housing deniers, people who literally fight to deny housing to others, as well as denying the realities of supply and demand, and of housing shortages, often claim that developers would never build enough to lower rents or housing prices. Let's prove that such claims are wrong.
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Revisiting yesterday's post in American units, since I mostly want to persuade Americans.
Thesis: low-density living, with single family houses and sizable yards, is compatible with low-car if not car-free living, if you go in heavily on bicycles.
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I've touched on this issue before, not all that long ago even, but I feel it deserves multiple angles. ( Read more... )
Various sources point to a minimum level of population density needed for walkability. A source I have lost said 10-20 dwelling units (du) per acre. This Australian model derived 25 du/hectare (2500 du/km2), which is the same as 10 du/acre, as a minimum, though 35 was notably better. At an assumption (as the paper used) of 2.6 people per du, 25 du/hectare is 6500 people/km2, 35 is 9100. My own personal experience, of places I have lived and looked up the densities of, is that nice walkability starts around 9000 people/m2, while 6000 tends to be doable but a bit anemic.
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And in reality, there is no reason for housing to be so uniform. Left alone, people would naturally build taller and live denser near high value locations like train stations, so walkability can be supported by a mix of SFH and multifamily/rental housing. But it's good to know that you can support it with pure SFH too... as long as you allow small lots.
Though it also means that bigger lots that don't support bigger households (via large household or various rental units) are kind of free-riding on higher density elsewhere, if the inhabitants enjoy walkability.
So in a previous post I had come up with the labels of strong walkable and strong bikeable, the idea that "walkable" means one should be able to walk across a whole city in reasonable time. It's an unreasonable ideal now, but still fun to think about. And the same numbers can apply somewhat to a neighborhood or a 'walkshed' within a large city. Or to a still-utopian idea a la Garden Cities, of urban pods surrounded by greenspace.
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I thought of a new angle on just how badly most modern cities have let people down by not enabling safe biking.
Most cities have at least some bus service, whether as a semi-credible public transit system or as a sop to the poor and elderly. How fast are these buses? Pretty slow. NYC buses rarely break 9 MPH / 14 KPH though they're especially slow. City Observatory has easily-graphable data for multiple US cities, 2000-2013; the mean and median are 13 MPH / 21 KPH, big dense cities I'm familiar with are more like 11 MPH / 18 KPH, and very few cities break 15 MPH / 24 KPH. Absolute peak in the US was Salt Lake, almost hitting 19 MPH / 30 KPH for a few years. Even BRT systems around the world rarely break 30 KPH.
Bike speeds vary a lot, but en masse, one source says Dutch riders average 17 KPH. From my experience, it feels hard to go under 15 KPH and stay upright, even on a thick and heavy bike. [Edit: this says 12.4 KPH for the Dutch, and now that I have a bike I see I overestimated my default speeds. I don't know if either Dutch figure is "speed of motion" or door to door "speed of travel".] So being able to bike is like having personal bus-speed service, without the car necessities of a driver's license, insurance, and thousands of dollars per year spent on a car. (Or social cost of the 40,000 lives a year lost to cars, pollution, noise, etc.) Even if buses go faster than you do on a bike, not having to walk and wait means bikes win up to some distance.
Let's do an extremely bus-friendly case. Bike 15 KPH, bus 30 KPH, average of 10 minutes walk and wait to get on a bus. They cover equal distances at
1) 15*t = 30*(t-1/6), t = 1/3 hour, distance = 5 km. So for trips under 5 km or 3 miles, biking is faster.
If bus speed is 20 KPH and the time is 15 minutes to get on, we have
2) 15*t = 20*(t-1/4), t = 1 hour, distance = 15 km.
And this has been assuming that your destination is right at your bus stop; in reality there's potentially more delay there. (Also assuming bike parking right by your destination.)
Note what this means for a city planner wanting to reduce car use. You could invest a lot in public transit, including the high capital costs of metro or the high labor costs of frequent bus service... or you could shape your infrastructure so that lots of people view biking as safe and convenient, providing their own bikes (at a few hundred dollars/year) and labor, with your main job doing sweeping and snow removal.
But of course that low financial cost comes at the high political cost of taking street space away from cars. Easier to drop some buses in and call it a day... easier, but not very effective.
This post owes a lot to this kchoze post, on why buses have low mode share in Japan, and arguing buses have little role in a well-designed city (one with good walkability and metro, not to mention attractive biking.) I'd urge you to read the kchoze as well.
Some thoughts on what "walkable city" means. Relatedly, my thread on 15-minute cities.
My own practical definition is what I could call grocery walkable, or maybe errand walkable. Neighborhoods where frequent errands are accessible via reasonable walks: stuff like supermarkets, pharmacies, elementary schools, public libraries, post office (maybe less important now?), laundromat/dry cleaner, dentists (more important for families, 2 trips/year/person add up), hardware store, bike store, bar/pub, etc.
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Sometimes I like to know how long things are. Usually I don't travel with a tape measure. Even if I did, it's not always appropriate. I've had various ways of trying to approximately measure things, but today I refined them.
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Per the previous post, what if I apply those ideas where I live? First we need more clarity on what we're starting with, like the height/width ratio. The street width is 30 feet curb to curb, around 45 feet between property lines, and then there's driveways to account for. I'll guess 60-70 feet wall to wall.
Height is a bit tricky. The houses are one-story, but elevated on mounds of dirt. Also, the street slopes a lot, so one end of the house is near ground level while the other is above a garage (though there the "dirt mound" effect is gone.) So depending on where you're standing, the height from the sidewalk might be 15-25 feet.
At worst that's a 1:5 height:width ratio, not quite to Speck's "too open" level of 1:6. At best, it's 2:5, almost 1:2. The setbacks aren't deep enough for ADUs, so the only way to change that would be to replace or expand the buildings. (It would be neat if you could just add stories to houses, but I suspect that's not feasible unless one planned ahead when first building it.) You could get new buildings, 30 feet for 3 stories, up to the property lines, for a ratio of 30:45 or 2:3. Though that would displace two tall trees and a bunch of flowers, not an unalloyed win. Leaving the plants alone, 30:60, 1:2.
Anyway, what about the street itself? The lowest impact change would be to take 6-8 feet of width, losing one car travel lane, and give them to the sidewalks. This would make each sidewalk 8-9 feet wide. No precious parking would be lost. The street would have one lane, one-way for cars, but traffic is low so that's not a huge deal. Though maybe even drivers would start cursing the long blocks. (Or you could keep two travel lanes, and lose one parking.)
More aggressively, take half the street, say 14 feet, leaving two lanes for cars. 12 feet sidewalks? Or give the space to the properties; with setbacks now of maybe 17 feet, tiny ADUs/ACUs start being possible. (E.g. my property is at least 80 feet long; 40x10 = 400 sqft, on the high end of tiny home or microapartment. Make it two stories and you've got a 2BR unit if not a small house.)
Probably some of the privatized space would be used for parking, to replace the curbside parking. But it's an interesting contrast: public space that is 100% used for parking, though theoretically repurposeable en masse for something else some day, vs. private space that might well be used parking, but could also be other uses, on a fine scale. (E.g. Peter using it for parking, while Alice builds an ADU, and George expands his garden.)
I spent this morning reading a bunch of blog posts on street design, which I think synergize with each other well enough to make an essay. Here goes!
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Food stamps are so redistributionist. Would it not be better instead to require every new grocery store to sell 10% of its food at affordable prices, to low-income people? Putting the cost of food welfare entirely on newly opened stores and their higher-income customers, while everyone else contributes nothing? Having the supply of food welfare be linked tightly to the opening of new grocery stores?
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What is the most efficient transportation use of street space, e.g. in moving or serving people per hour? I've recently seen various infographics that had numbers, but no sources or calculations. Much better is this Urbanist article, which actually gives its assumptions and calculations. But I feel like doing my own estimates, though I will draw on that article, plus other research I've done. I'll mostly be analyzing a single 3-3.5 meter lane, in city conditions (lots of intersections, thus signalled to flow only half the time.)
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So, there you have it. Granting that in modern society, we'll have at least one car lane on our streets, it's still a valid question as to whether an additional lane should be used for car movement or something else. And in fact almost any other use, except car parking, can serve more people. Probably the easiest approach is to split a lane's worth of space between a bike path and a wider sidewalk, but a bus lane or light rail track would be good as well. If you have two lanes' worth of space, at least at strategic places for BRT stops, then you can have really high BRT capacity.
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