Quantcast

Freeing Towns From the Tyranny of the Automobile: A How-To Guide

Popular
Paul Seheult / Eye Ubiquitous / UIG / Getty Images

By Jeff Turrentine

What do we mean when we say that a city is "healthy"? Do we mean that it's cleaner, safer and less polluted than others? That its economy is booming? That it spends its taxpayers' money wisely, on projects that benefit the many over the few? That it prioritizes the building of community—not just in the social but in the physical sense?


Jeff Speck believes that for a city to be described as healthy, it can't just be one, or even some, of these things; it has to be all of them. And he believes cities can achieve them by committing to the principles of walkability, the idea that communities should be built to meet the needs of pedestrians, not automobiles.

Speck, an architect by training, altered the course of our national conversation about urban planning six years ago with the publication of Walkable City. Pointed, funny and acerbic, his book railed against our sprawling automobile-focused culture and made the case for a human-scaled alternative. To historically dry discussions of things like municipal parking policies, congestion pricing and traffic flow, Speck brought a fresh voice and a no-holds-barred attitude; reading him was a bit like reading Anthony Bourdain, if the late food writer and TV host been more interested in sidewalk regulations than sidewalk cafes.

Walkable City became something of an evangelizing tool for advocates of smart growth and pedestrian-friendly communities, with adherents zealously handing out copies of the book to friends and acquaintances—"like tabs at a Grateful Dead concert," as Speck puts it (very Speckishly, I might add). But while Walkable City may have been terrific at summarizing a new philosophy, it wasn't necessarily the best how-to guide for, say, swaying a city council member to narrow traffic lanes or persuading a mayor to install speed bumps or a new traffic circle.

Enter Speck's new book, Walkable City Rules: 101 Steps to Making Better Places (Island Press). Filled with the photos, graphics and charts that many of his fans felt were missing from the last book, the new volume comprises 101 mini-chapters, each of which elegantly distills a single precept from his philosophy over the course of just two pages. If the first book was written to convince you—the reader who has already evinced a keen interest in urban planning—of the manifest benefits of walkability, the second book, in Speck's words, "is meant to help you convince other people."

The book cover for Walkable City Rules.Island Press

Those benefits are walkability's demonstrably positive effects on a city's wealth, public health, equity goals, sense of community and, of course, climate change mitigation. My conversation with Speck took place shortly after the UN Intergovernmental Panel on Climate Change released its much talked-about report detailing the consequences of allowing global temperatures to rise more than 1.5 degrees Celsius. Naturally, we discussed how investing in walkability can help cities lead the way in cutting greenhouse gas emissions. Speck had a lot to say.

"If you count both first-order and second-order impacts, I think it's absolutely clear that the car-dependent lifestyle—one that both is caused by and also causes sprawl—is the number one contributor to our destruction of the human habitat," Speck told me. "The first-order impacts, of course, are all the emissions that come from driving, and the other pollutants that come from it, from the petroleum in our asphalt to the acid in our car batteries. But as my friend [New Yorker staff writer] David Owen has pointed out, the biggest contribution that driving makes to our environment is that it causes us to spread out. And when we spread out, we consume more land; we require more infrastructure per capita; there's more sewers and electrical lines per person. We consume just so much more."

Speck's new book can be thought of as a primer on how to free our cities from the tyranny of the automobile, moving them closer to their original identities as urban villages that foster community interaction by encouraging people to stroll sidewalks and linger in public spaces. Among other things, it focuses on promoting dense, mixed-use development, ramping up bike infrastructure and right-sizing lanes (in both width and number) to lower traffic speeds and increase safety. And it makes clear that in this era of near-constant bumper-to-bumper traffic congestion, quick and dependable mass transit—and not cars—is what offers citizens the greatest amount of personal freedom.

In dendritic sprawl, most streets are cul-de-sacs and loops, so connectivity falls to a small number of collector streets that are designed as highways.Alex S. MacLean / Landslides Aerial Photography

Way back in 2000, Speck coauthored the seminal Suburban Nation: The Rise of Sprawl and the Decline of the American Dream, which laid the theoretical groundwork for a New Urbanist movement that championed density, walkability and shared public space as the bedrock elements of community. While it may not be accurate to say that the author has softened his stance on sprawl since then, it's probably fair to state that he has come to accept the fact of its continued existence—and would rather spend his time and energy these days on making suburbs and exurbs greener, smarter, and healthier than simply excoriating those who choose to live there.

Speck sees an example of what he deems "training-wheel urbanism" in the current vogue for open-air, mixed-use "lifestyle centers." These giant mixed-use developments, often found in exurbs, typically combine shopping, apartments, restaurants, cinemas, hotels and public parks or fountains, all designed to mimic the dynamism and vitality of a city streetscape. The success of these projects outside Atlanta, Houston, Denver and other places signifies the public's deep desire, be it expressed or latent, to have the walkable-city experience even though they may be "surrounded by the miasma of sprawl," in Speck's words. And he's convinced that most suburbs built before World War II are sitting on economic gold mines in the form of abandoned Main Streets that are ripe for rediscovery and resuscitation along walkable, New Urbanist lines.

Speck and his firm keep quite busy these days consulting with cities large and small, studying traffic patterns, measuring sidewalk and lane widths, and helping city managers find new ways to incorporate walkability. But he sounds sincere when he says that he hopes his new book will put him out of a job. "I don't care if I never do another walkability study again," he says. "Not so long as lots of other people are doing them. I'd much rather be designing buildings!"

Reposted with permission from our media associate onEarth.

Related Articles Around the Web
From Your Site Articles

    EcoWatch Daily Newsletter

    Artist's conception of solar islands in the open ocean. PNAS

    Millions of solar panels clustered together to form an island could convert carbon dioxide in seawater into methanol, which can fuel airplanes and trucks, according to new research from Norway and Switzerland and published in the Proceedings of the National Academy of Sciences journal, PNAS, as NBC News reported. The floating islands could drastically reduce greenhouse gas emissions and dependence on fossil fuels.

    Read More Show Less
    Marcos Alves / Moment Open / Getty Images

    More than 40 percent of insects could go extinct globally in the next few decades. So why did the U.S. Environmental Protection Agency (EPA) last week ok the 'emergency' use of the bee-killing pesticide sulfoxaflor on 13.9 million acres?

    EcoWatch teamed up with Center for Biological Diversity via EcoWatch Live on Facebook to find out why. Environmental Health Director and Senior Attorney Lori Ann Burd explained how there is a loophole in the The Federal Insecticide, Fungicide, and Rodenticide Act under section 18, "that allows for entities and states to request emergency exemptions to spraying pesticides where they otherwise wouldn't be allowed to spray."

    Read More Show Less
    Sponsored

    Zero Waste Kitchen Essentials

    Simple swaps that cut down on kitchen trash.

    Sponsored

    By Kayla Robbins

    Along with the bathroom, the kitchen is one of the most daunting areas to try and make zero waste.

    Read More Show Less
    View of downtown Miami, Florida from Hobie Island on Feb. 2, 2019. Michael Muraz / Flickr

    The Democratic candidates for president descended upon Miami for a two-night debate on Wednesday and Thursday. Any candidate hoping to carry the state will have to make the climate crisis central to their campaign, as The New York Times reported.

    Read More Show Less
    A pumpjack in the Permian Basin. blake.thornberry / Flickr

    By Sharon Kelly

    On Monday, the Wall Street Journal featured a profile of Scott Sheffield, CEO of Pioneer Natural Resources, whose company is known among investors for its emphasis on drawing oil and gas from the Permian basin in Texas using horizontal drilling and hydraulic fracturing, or fracking.

    Read More Show Less
    Sponsored
    Pexels

    By Craig K. Chandler

    The federal government has available to it, should it choose to use them, a wide range of potential climate change management tools, going well beyond the traditional pollution control regulatory options. And, in some cases (not all), without new legislative authorization.

    Read More Show Less
    Denis Poroy / Getty Images

    By Dan Gray

    Processed foods, in their many delicious forms, are an American favorite.

    But new research shows that despite increasing evidence on just how unhealthy processed foods are, Americans have continued to eat the products at the same rate.

    Read More Show Less

    By Sarah Steffen

    With a profound understanding of their environmental surroundings, indigenous communities around the world are often cited as being pivotal to tackling climate change.

    Read More Show Less