It’s been my pleasure as founder, of the Oxnard Community Planning Group (OCPG), to participate in the good work of the OCPG and to build and maintain this website. The OCPG brought the Downtown Oxnard Vision Plan Charrette to Oxnard (thank you Dao Doan and the CNU-CA) and has produced events like the 5th Street Tactical Urbanism (Aurelio Ocampo and the OCPG) and Jane Jacobs movie (produced by myself with assistance from Heritage Square and the Oxnard Historical Society).
For some time now I have wanted to create regularly scheduled small by-invitation forums for Oxnard based planning issues and the OxnardRenaissance website/blog and newsletter will now focus on these events.
Here is a list of some of the specific issues Oxnard Renaissance will focus on and explore in 2018:
Revitalizing Oxnard Boulevard (The City has no current plans to revitalize Oxnard Boulevard)
Infill and small-scale mixed-use development housing and development in the Central Business District (CBD) and other appropriate Oxnard locations (City Zoning and Development Standards incentivizes sprawl and make infill housing [small-scale mixed-use] impossible) (Large developers are currently being incentivized at the expense of small-scale mixed-use development in Oxnard today) and (City needs to incentivize and encourage mixed-use development downtown and in other appropriate locations)
Oxnard Development Standards are out of date and prevent small-scale mixed-use development in the Central Business District (CBD) and other Oxnard locations
Architectural Review in Oxnard to encourage quality building design throughout the City and in the Central Business District (CBD). Currently, in the Central Business District (CBD) the Downtown Design Review Committee (DDRC) will not deny a project from local architects, regardless of the quality of the architecture. This is how it is today in Oxnard, and I know because I was appointed to the DDRC early in 2017. Also, one set of drawings, the design, is submitted to the DDRC and then another set of drawings are submitted for a building permit that may or may not include the DDRC findings, because there is no process to be sure that what is submitted for a building permit – has been reviewed by DDRC staff to assure compliance with DDRC findings. OxnardRenaissance is working to bring better design and better architecture to Oxnard.
Oxnard Development Standards and Design Guidelines (Oxnard is not working on updating Development Standards or Design Guidelines as of Nov 2017 – there may be movement no real work being done.) (Currently there are very minimal design and consistent theme guidelines to make Oxnard a unique and attractive place. And what limited guidelines there are the DDRC ignores as a matter of course.)
Economic Development issues in Oxnard
Oxnard as a truly walkable and bikeable place for people to enjoy our city
Planning department is understaffed (Currently Oxnard has ⅓rd the number of planners per capita than other Ventura County cities)
Oxnard Downtown Manager announced by the City Manager at the Nov 28, 2017 City Council meeting (I hope to work with the downtown manager to strengthen all aspects of making Oxnard’s downtown into a place where people want to walk and shop and where well designed small-scale mixed-use buildings will be supported and incentivized in downtown Oxnard)
Thank you and hope to see you at OxnardRenaissance.org where the above work will be continued, Roy Prince
In celebration of the upcoming CNU 25.Seattle, Public Square is running the series 25 Great Ideas of the New Urbanism. These ideas have been shaped by new urbanists and continue to influence cities, towns, and suburbs. The series is meant to inspire and challenge those working toward complete communities in the next quarter century.
“Neighborhoods should be compact, pedestrian-friendly, and mixed-use,” and “many activities of daily living should be within walking distance,” according to the Charter of the New Urbanism. A quarter century ago this idea was not common planning practice, and new urbanists needed a way to measure a compact neighborhood to organize plans and communicate to the public. The answer was the “pedestrian shed,” a distance that can be covered in five minutes at a normal walking pace—typically shown on a plan as a circle with a quarter-mile radius.
If the built environment is appealing and human scale, the theory is that most people will walk at least five minutes rather than get in a car. The idea is embedded in a thousand new urban plans and incorporated into zoning codes now. Although the quality of the built environment can expand or shrink the distance people will walk, the quarter-mile pedestrian shed remains an influential and useful idea for designing neighborhoods and building complete communities. Public Square editor Robert Steuteville interviewed urban planner and architect Elizabeth Plater-Zyberk of Duany Plater-Zyberk & Company, co-author of Suburban Nation, and urban planner Jeff Speck of Speck & Associates, former director of design of the National Endowment for the Arts and author of Walkable City and co-author of Suburban Nation, on the subject of the 5-minute walk and what that means to cities and towns across America.
Both of you co-authored, along with Andres Duany, the book Suburban Nation that introduced America to the neighborhood and the pedestrian shed. Can you tell me how planning and development has changed as a result of this idea?
Plater-Zyberk: When we first started talking about walking, everybody was saying, “Oh, nobody’s going to walk anywhere.” We knew about the BART (Bay Area Rapid Transit) studies in San Francisco, which had surveyed people and discovered that the 5-minute walk was a reasonable expectation for transit. Peter Calthorpe and others have said a 10-minute or more walk is okay for transit. But when the new urbanists were honing in on this, it was not contemporary knowledge. We had never heard of the 1929 regional plan for New York or that 5-minute diagram [by Clarence Perry]. We discovered that much later and it was a kind of confirmation. But I would say these were rediscoveries. Many of the historical experience that we now call on, including maybe even the terminology pedestrian shed, had to be rediscovered because it was lost to most planning and design knowledge.
Speck: By the time I first started working at DPZ, which was the summer of ’87, you guys had incorporated the five-minute-walk into your planning. So by the time of my first encounters with you all, it had been established, and you were aware of the 1929 (Perry) diagram.
Plater-Zyberk: Yes, but the first few years, all of that was being rediscovered. Now, how has it affected the planning since then? People have put that dimension of a five minute walk or some pedestrian shed distance into zoning codes. You might have less parking required if you are within a certain distance of a transit line or stop. It’s always in discussion. Is this a single circle with one node, or is it running along the line of transit? A leader in the talks about pedestrian distance, Walk Score, has emerged. And although it’s not changed the world entirely in great geographic measure, it’s definitely become part of the overall goals of making better urbanism. And I would say most planning now makes some reference to pedestrian sheds in goals and regulations.
Speck: I’ll be even bolder than Lizz and say that this idea, which was first popularized, or most effectively popularized, by Lizz and Andres [Duany], is now one of the foundational concepts in planning. I just want to distinguish between planning theory that is taught in school and how most of America and most of the world is still being built. The planners have figured it out but, of course, the challenge now is the great disconnection between what planners know and what developers are building, which is still mostly wrong.
Do all urbanists agree now on the five-minute walk, or is there disagreement there?
Speck: There might be nitpicking around the edges, but I don’t think there are any urbanists or planners who would question a comfortable walking distance measure as a means for structuring community. Would you agree, Lizz?
Plater-Zyberk: I think anybody who’s concerned about the scale of urban design and community beyond one building at a time could agree that this is a good goal.
This may be jumping ahead a little bit, but you’ve mentioned it, Jeff. Why hasn’t this had more of an impact on the America that you see as you drive around?
Speck: Well, that’s been our discussion for so many years. All the professions that work together to create the American-built environment have certain conventions. And every profession has written into its practices, or at least used to, the organization of the landscape around Euclidean zoning—large areas of single-use with nary a thought to pedestrian access. So it’s a huge ocean liner to turn around, and no one expected it would happen quickly.
Plater-Zyberk: I would add or maybe stress one component of that, which is the scale of economic activity that has emerged as a result of the prevalence of automobile mobility—the big box, the number of brands that rely on drive-ins, fast food, and so on. The scale of the economy is really a very difficult counterpoint. That said, I have spent a bit of time in France in recent years and it is interesting to see big box developed on the outskirts of the walkable city. So there is an understanding that there are places where daily life goes on and you can walk to work and school, and then there are areas for trucks and giant roads. It’s one or the other, not the mess we have tended to allow in the United States.
Speck: We have a development industry that’s made principally of people who are either single-family housing developers, multi-family housing developers, retail strip developers, big box developers, office park developers, and the like. And if you give one of them a piece of land, no matter how big the piece of land is, they’re going to develop what they know how to do. And to no small measure, it’s been the dissection of the development industry into these branches that has made it very hard to get the development industry to start doing mixed-use again.
Plater-Zyberk: You might call it the tyranny of specialization. CNU has talked about specialization and the fact that that it generates bigness.
Do you just give up on things like big box stores, or can they be incorporated into the pedestrian shed?
Plater-Zyberk: Well, Saks Fifth Avenue in New York City is a big box. It’s a multi-story big box. They took the whole block. And I think that’s one of the best examples of the fact that big box stores used to be part of the city. Market Street in Philadelphia had four department stores, and other stuff in between. I guess New York is pulling them back in, the Walmarts and the Targets.
Speck: Yeah, that’s the urban model. Then there’s the suburban model which DPZ helped develop, and you see it in play at Kentlands, where you have big boxes that are accessed from the highway in an automotive way, and accessed from the town in a pedestrian way—and you better believe that folks who live in Kentlands are walking to the big boxes on the edge of town. The question is how do you handle the integration of the building into the streetscape that approaches it? And new urbanists have developed ways to do that.
Do you think that people who have the most influence over the built environment, the planning commissioners—the city councils, the developers— do they now understand the concept of a pedestrian shed? Is it something that has sunk in?
Speck: Many planning commissioners particularly in smaller communities have no training in planning whatsoever, and many developers have no training in planning whatsoever. To the degree that they’ve never really studied planning or made an effort to learn best practices. No, they have very little idea about it, but there are, of course, many who do.
Plater-Zyberk: So let’s say it’s not a household word. But whenever we give Suburban Nation to a newly elected person, for instance, they come back and say, “Oh, yeah, I get it.” So it’s not a rocket-science idea, but it hasn’t permeated. And that’s primarily because most people don’t think about the built environment; they’re just victims of it, and they take it the way it comes.
How is this idea used in current planning and how it can be applied most effectively in the future?
Plater-Zyberk: There’s two aspects to it. The pedestrian shed is essentially a dimension or a description of an area that enables pedestrian accessibility. But that’s not just measuring dimension in quantity, but quality. How frequent are the intersections? How mixed are the uses? What are you accessing? Is the central focus the destination, or it is where you’re starting from—your house, for instance?
Speck: In my experience, it’s only the new urbanists who, when confronted with a large area of land, their first step is to start drawing pedestrian sheds as a foundational way of organizing property. When I begin a planning effort, I make that move to lay circles on the acreage, like we did at Cornell, outside of Toronto, to create neighborhood units that break the landscape up into constituent parts. And I find that people are really surprised to see that and they say, “Oh, what a great way to organize property.” But I honestly don’t think that that has permeated the planning culture yet. I don’t think this concept of dividing large properties into neighborhoods as a foundational move is practiced that far beyond the new urban circles, no pun intended.
Plater-Zyberk: Now that was a very important point, Jeff. I think this correlation between pedestrian shed and neighborhood is important because that describes the quality of what’s going on inside the pedestrian sheds. I would add that it might be useful to think about it in terms of new places and old places. Jeff’s description of laying the circles on the paper is the way a greenfield project might be laid out; you structure it according to neighborhoods that are circumscribed by pedestrian sheds. And there may be a larger town center shed that several neighborhoods aggregate to. Of course, we’ve always been involved in remaking places too. And when you remake urban places, you often find that there was a pedestrian shed and maybe it’s fallen apart. The built environment is deteriorated. But when you look at the infrastructure and the buildings that are there you can rebuild that pretty easily. And then there’s suburban sprawl that we built during the last century. You can come in and identify the places where you might be able to retrofit and make a compact pedestrian focus area and the single-family sprawl will remain around it. Very often that’s an office park or shopping center or something that’s under some coherent ownership that it can be remade. So you could talk about it in terms of new places, pre-existing cities, and then how do you repair the structureless suburbs.
This is basic to the way new urbanists approach planning. Could you talk about some of your current projects and how the pedestrian shed relates to that project and is influencing what’s happening there?
Speck: I would say that, as Liz suggested, when you’re working in an existing place you have to respect the existing neighborhood structure. Discovering the underlying neighborhood structure can be eye-opening. I remember when we were looking at Syracuse we found neighborhood structure in some of these inner city neighborhoods that have been undermined and almost obliterated by auto-centric development. And a big part of what we did was to let people know where their neighborhood centers were so that policy could be oriented around understanding where those centers are.
Plater-Zyberk: DPZ has been working with some hospital systems to help them plan their property. They often own pieces of property outside their main buildings. The Presence Health system in Chicago, for instance, had two close-by hospitals, and everyone got in their cars to go from one to the other. We showed them that the two pedestrian sheds from their front doors intersected, and if they made improvements in the path between them that people really could walk back and forth, and that they could use those parking lots to make a piece of city that would connect them better. Also, two shopping malls in suburban Salt Lake City, Cottonwood and University Mall, were in the midst of a classic suburban vehicular intersection. We showed them how to remake those malls and their surroundings by adding a mix of uses within the pedestrian.
It seems incredibly hard for people to get the concept of a pedestrian shed when you are in the suburbs, where everything is on an automobile scale. How do you get people to understand that when you’re working in the suburbs?
Plater-Zyberk: This is where the illustrations for new urbanist ideas are so important because people can’t visualize it at all. The first drawings that started to convince people to try something new were done by Charles Barrett, bless his heart, he is no longer with us. The kind of charm and hope that those drawings represent are such an important part of what we do. It’s not the diagram—that circle with the arrow from the center to an edge—that will never convince anyone. But the beautiful illustrations, the idea that the architecture might be great, that the street will be appealing, the sidewalk will be wide, there will be trees, and you can take your child out by the hand, or walk a dog on your way somewhere, is what tugs at people’s hearts. (Note: See the illustration by Steve Price at the top of this article)
They can picture themselves within a pedestrian shed, doing something?
Plater-Zyberk: That’s exactly right.
Speck: The biggest challenge that we face in the suburbs is that it’s not really a pedestrian shed unless it’s accessing mixed use. And, for most of us, a town square at the center, perhaps with some sort of civic structure, even if it’s nothing more than a barbeque shack, isn’t enough to achieve the lifestyle changes that the New Urbanism hopes to provide for humans living in its places, and we always say that, at the bare minimum, you want to have a corner store, and the corner store depends on a certain number of rooftops. I heard once from (planner and retail expert) Bob Gibbs, you’ve got a thousand homes to make one corner store function. To get that density in a 160-acre pedestrian shed has been the fundamental challenge to New Urbanism.
Plater-Zyberk: If there aren’t enough houses for the corner store, then your neighborhood—this pedestrian shed—may join another one. And there may be a kind of congregation of them around a village center or town center that is supported by multiple neighborhoods.
This may seem like a strange question, but as we are speaking, a new president is being inaugurated. So do you have any thoughts on the new administration, Donald Trump, federal programs, and whether this relates to planning on the neighborhoods scale?
Speck: As someone who worked in the federal government, there’s only a limited way in which the federal government has ever exerted much influence on the details of planning. But when it has, like with the Hope IV program, which is based entirely on urbanist principles, it certainly had a profound impact. You’re not going to see those sort of programs under this sort of administration. But more to the point, the latest talk is about abolishing all transit funding which, of course, is going to be entirely disruptive to any notions of walkability.
Nevertheless, the pedestrian shed has survived many eras and planning ideas. It should survive the next four years, don’t you think?
Plater-Zyberk: It will survive. Fortunately, there’s so much literature now that the profession will not lose track of it again the way we did in the last century. We’ve kept it alive in so many ways through building and through literature.
Speck: One of the helpful oversimplifications that I say in my presentations is that the five-minute walk was developed historically. You’re getting it from Jericho on, and it was only undermined by the advent of suburbia where we introduced automobile-based zoning. But in fact, if you look at the towns in the early 20th century, that the new urbanists are always pointing at for its successes, such as the Coral Gables, and the Shaker Heights, and Beverly Hills, and all these amazing developments that some refer to as the apex of American planning, none of these really have a five-minute walk pedestrian shed at their core. They have concentrated retail areas and huge areas of residential land. And I think one of the great achievements of New Urbanism is to take the other tremendous intelligence from those plans, the other great techniques that are present in those plans, and combine them with the neighborhood unit, which actually is missing in most of them.
Plater-Zyberk: I like to focus on the things that worked that we can use. Even if you don’t have the corner store but if you have something that’s defined by its edges and some kind of central place, a neighborhood, even it isn’t highly mixed-use, it still gains a sense of community, identity, and the potential of interdependence among a group of people that is beneficial. There’s a great deal of hope with regard to the retail component. A new generation of entrepreneurs, in places like Detroit and Miami, are looking for walkable places to [open businesses]—whether it’s the coffee shop or the beer joint or a restaurant or a gallery or whatever they’re doing. I think there’s an ever-growing economy of small business that will look to old city places or to remaking of suburbs. The physical organization of pedestrian sheds in neighborhoods speaks to this generation in the way that setting up a business in a suburban shopping center does not.
Note: CNU intern Benjamin Crowther helped to produce this interview and article.
Robert Steuteville is editor of Public Square: A CNU Journal and senior communications adviser for the Congress for the New Urbanism.
A remarkable and growing body of literature is telling us that healthy communities need face-to-face interaction among their members, something that electronic media cannot replace. Physical places enable or prevent that interaction.
Humans are social, yet this primary fact of life is oddly absent as a core consideration in modern urban development regulations. To ignore the social needs of our species is to lose sight of one of the most positive drivers for shaping sustainable urban form. Providing for the satisfactions of community counters sprawl. Yet conventional land-use zoning disperses people and strips social life from the landscape. This is where form-based codes come in. They are the tool par excellence for guiding development in a socially sensitive way, configuring buildings and streets to enliven social life.
A remarkable and growing body of literature in contemporary social research is telling us that healthy, well functioning communities need face-to-face meeting, interaction, and communication among their members, something that electronic “social media” cannot replace. And it requires high quality physical space.
This has been known from ancient times by city builders and philosophers who recognized humans’ basic social nature, but didn’t have the science to back the assumption up. We are now living in an era in which this subject is now under the lens of the scientific community. But let’s start with Aristotle, then consider insights from contemporary research, and finally see how form-based codes fit into it all.
Being together is in our blood
Aristotle observed that all animals are most alive when living at the top of their form—“thriving” is the word that Kaiser Permanente currently uses. “It is the excellent employment of his powers that constitute his happiness, as the reverse of this constitutes his misery,” according to Aristotle. For him the great value of cities is not that they are economic engines rather they are valuable because they allow us to live fully alive to our nature—in itself good for the bottom line. At the core of human nature is sociality. A human “is a social being, and by nature adapted to share his life with others … Now if he is solitary, life is hard for him; for it is difficult to be continuously active by one’s self, but not so difficult along with others.” If the built landscape deprives us of stimulation and isolates us, it forces us into a lower gear. Social deprivation underlays issues of poverty, health, and environmental degradation.
Loneliness is social deprivation in its most obvious form. Loneliness is a topic that is a bit embarrassing for Americans. It connotes social failure and personal inadequacy—not something you want to air in public. It’s considered tragic—a lonely person is someone to pity. It is about emotion—too tender-minded for public policy debate. Yet if the numbers of socially isolated people grow, it becomes a critical public health issue.
Emerging science and public surveys demonstrate that loneliness is no longer just a preoccupation of philosophers, poets, and novelists. Research on this topic is growing in medicine, neuroscience, and sociology. Social deprivation, “as with pain, thirst, hunger, or fear, triggers the fight or flight response that induces a whole host of health risks,” says Kimberley Brownlee of the University of Warwick. A recent Time Magazine article was entitled “Why Loneliness May Be the Next Big Public-Health Issue.”
Despite the rise in social media, the headline is not unexpected, according to Susan Pinker. Facebook accounts, iPhones, and text messaging are pale proxies for natural face-to-face life, she says in her book, The Village Effect. She reports on the research of Leslie Seltzer and Seth Pollack at the University of Wisconsin, which shows how mothers calm their children after stressful events. Mammals secrete the hormone oxytocin when giving or receiving physical affection, a hormone implicated in mediating social life in general. Parents talking in a supportive tone with children raise their own and their children’s oxytocin levels and drop the child’s stress hormone cortisol. Mothers who comforted their children with Instant Messaging had no affect on their children’s oxytocin or cortisol levels. Participants of online cancer support groups remain depressed (92 percent) from the experience, while most attendees in face-to-face groups found the experience positive.
Clearly sociality is not just in our heads, it’s in our blood. The more physically present we are to each other, the more fully biologic is our social response. A recent study published in the Proceedings of the National Academy of Sciences (2015) reveals how oxytocin works to reward social experience. Oxytocin elicited by social encounters drives anandamide signaling that activates cannabinoid receptors in the brainthe same pleasure receptors activated by marijuana!). When we interact with others we in effect self-medicate—assuming that we have access to other people.
In spite of the biological imperative, the classic places for young people to gather, see each other, and be with other age groups—downtowns and mixed-use neighborhood centers—are challenging to build and revitalize nowadays. These were the lively places where teens ate ice cream, saw movies, went bowling, visited museums, and hung out. Being in public settings in view of other people moderated their behavior. The allure of sex, drugs and vulgar popular culture tends to increase for bored teens who lack access to vital public gathering places.
Just as bad, teens today are retreating into the world of smartphones as a social alternative. It desensitizes them in a deep way to the real, physical basis of human interaction, to the subtle emotional signals of the human face. Shelly Turkle of MIT in her book Reclaiming Conversation cites a study that shows a 40 percent decline in empathy as measured by standard psychological tests among digitally savvy college students over the last 20 years.
The New Urbanism’s under-emphasized factor
Satcher, Okafor, and Dill of the Morehouse School of Medicine applaud the increasing amount of research on the intersection of the built environment and physical health. But they lament that research on the built environment’s impact on mental health and sexual behavior trails far behind. They stress that we need to examine our zoning codes and transportation plans in light of these social and psychological concerns. It is becoming clear that human sociality should be a primary consideration when writing urban development regulations.
Let’s look at the link between city life and social well being more deeply. Based on data from the General Social Survey, the number of Americans who said that they have no one to turn to during difficult times tripled from 1985 to 2004. When asked how many confidants they have, zero was the most common response. With the exception of having wives, men’s lives are especially lacking in confidants. John Cacioppo of the University of Chicago, founder of the field of social neuroscience, cites research showing lonely people as disproportionately inactive and overweight. The obesity epidemic is not just caused by Americans’ sedentary lifestyle.
Loneliness also tends to make people cranky—hard on themselves and others. Given that the single-person household is the fastest growing household type in the United States, so many solitary people can affect politics. “Not only are we at the highest recorded rate of living alone across the entire century, but we’re at the highest recorded rates ever on the planet,” said researcher Tim Smith at Brigham Young University. Widespread loneliness can be disruptive of the civil discourse necessary for a Democracy to work. With an aging population living in an auto-oriented landscape devoid of public gathering places, the problem could get worse.
The year 2015 averaged a mass shooting a day, most committed by solitary young men. Widespread loneliness is not only sad but also dangerous. These were acts that took other lives, but were also acts of self-destruction. The Center for Disease Control in a 2012 study reported dramatic spikes in the suicide rates of middle-age baby boomers, a generation that in particular resisted social connections that would tie them down. As they age they will find their rootlessness not serving them well.
In October of this year a study done by two economists at Princeton reported a dramatic spike in the mortality of white middle-age less-educated people. New urbanists often talk about the health benefits of walkable urbanism—walking reduces the incidence of diabetes, heart disease and even some cancers. But Nobel laureate Angus Deaton and Anne Case reported that the surge in deaths was caused by poisonings, suicide and cirrhosis of the liver, deaths more associated with states of mind than physical inactivity. Several commentators have attributed these deaths to the over-prescription to whites of opioid pain relievers. This may be partially true for poisonings, but ignores the rising rates of suicide and cirrhosis of the liver.
Data over the years from the General Social Survey seem to indicate that Americans are generally happy with their lives, although, outside of large fluctuations during economic recessions, the trend line has declined slowly decade by decade since 1970. Aside from the question of whether having confidants or not affects happiness, living alone affects physical health. According to recently published research at Brigham Young University (2015), living alone increases mortality by 32 percent even for those who self-report that they are not lonely. This is on par with being obese.
Bolles and Nelson (What Color is your Parachute? For Retirement) argue that we tend to be oblivious to our social world and its effect on us. Through many of life’s stages we benefit from Automatic Relationship Generators that give us social connections with little conscious initiative on our part. Parenting, schools, colleges, work, and public spaces naturally immerse us in social fields. For most people human sociality does not register as a moment-by-moment force in their lives—until they divorce, get fired, lose a spouse, find themselves stranded far from home, find themselves ostracized, or get old and infirm. Then the presence or absence of people in their lives becomes painfully apparent. Bolles and Nelson say that neighborhood design that encourages social connection is critical for older people. This is because retirement is often a time in which Automatic Relationship Generators are not a certain part of their lives.
Urbanism is a natural expression of what humans are
Animals that are social congregate. Humans are different from most other social animals in an important respect, though. We congregate in defined physical spaces. Bison are content to drift as a herd across the prairie. Even our primate cousins like to keep moving. Humans stake out a physical location to live. The Harvard biologist E. O. Wilson calls this unique kind of settled sociality eusociality. Bees do it. Ants do it. Among mammals only humans and a couple species of rodents in Africa do it.
Humans early on settled at campsites. Since they had to tool up to cook their food and couldn’t just walk away from their waste like bison, settling unleashed a neural load on the human brain: functional assignments of space, waste disposal, divisions of labor, and communication. Our brains got bigger to deal with it all.
Humans don’t generally congregate in the middle of empty fields. We are drawn to social spaces defined by walls, trees, or facades of buildings—spaces limited in size. We like those places because—whether we choose to or not—getting to know people there looks doable. Neighborhood main streets are usually just one to three blocks long. Historically, these social centers usually constituted 5 to 10 percent of the area of a neighborhood.
For as long as humans have settled, the marketplace was where social life was most robust. Commerce is more than just the exchange of goods and services for money—commercial centers can also be places of cultural, social, intellectual, and emotional exchange. For communities with strong physical identities, the commercial streets are still the beloved public face. With the automation, digitization, and auto-orientation of commerce in recent decades, much of the social content of our commercial centers has been stripped out. People may be attracted to convenience and inexpensive goods, but the social satisfactions are weak. Nevertheless, creative urban design can revive a forgotten main street, or convert a dead shopping center into a walkable town center. Every community, whether new or historic, needs to proactively take charge of its own social destiny by developing plans for new walkable social spaces and safeguarding its historic centers.
Coding for community
Many cities are reforming their zoning in response to various performance metrics: CO2 emissions, energy consumption, water use, and vehicle miles traveled are examples. Social connectedness is harder to reduce to a metric. It may never be measurable as a dynamic parameter that provides feedback on development form, unless we wire everyone in a developing community with oxytocin and cortisol meters!
The good news is that when most people are made aware of their own social feelings they recognize its importance. They see evidence of longing and belonging everywhere and recognize how places make them feel. This may be enough to inspire communities to draft urban form regulations to shape the social realm.
Until recently it was a rare community that drafted form-based codes, which take more imagination and thought than conventional land-use zoning that simply colors an area on a map as “commercial.” It requires a willingness to intently study a place—walk, measure, and discuss it with community members, learn about the physical interventions that make other places socially successful, and then draft the plans and codes to bring about desired change.
Coders, planners, and designers need to feel the urgency of social design in their bones as they shape places. Making interventions to improve walkability needs to be informed by these feelings. Many a street has been buffed up with decorative street lamps and banners, trees, bike racks, street furniture, landscaping, and the like, yet remains socially dead as the image below shows.
Conventional zoning focuses on land-use of private property, rarely concerning itself with the street or the relationship of buildings to the street. In effect it has given up on the shape of the public realm, treating streets as primarily vehicle corridors. Form-based coding sees streets as public social spaces that need to be shaped; it regulates buildings and rights-of-way together as one place. Therefore main streets and downtowns can be vitalized with form-based codes that are attentive to the social implications of how buildings and streets work together. Concerns about how wide sidewalks are, how close buildings are to sidewalks, whether the frequency and transparency of windows imply that buildings are inhabited, how inviting ground floor frontages are, whether street lighting serves pedestrians, whether business signage can be read from the sidewalk, and how well people can see and read the faces of others, are all powerful features of good form-based coding.
Communities considering drafting form-based codes, but worried about the cost, should consider human sociality as a measure that helps set priorities and scope. Communities could start small by coding neighborhood centers. This makes sense because local governments are usually more agreeable to making community improvements when a relatively modest area, such as a three-block main street, is involved. As a center socially flowers, neighborhood identity and pride will increase. More people will want to reside nearby. Vehicle miles traveled and residents’ carbon footprints will decrease as people find social satisfactions in their own neighborhoods. Further planning and coding can build out from these revitalized cores, enhancing walkability and social vitality of more and more of a town or city.
Of course, a socially supportive urban form will not bring about the complete eradication of loneliness. Loneliness is a signal from our body that we need other people—as valuable a signal as hunger, fear, or exhaustion. People will always have feelings periodically of loneliness, but physically dispersing people and degrading public spaces, as the sprawl of recent decades does, make the condition harder to alleviate. As more and more research is showing, this is a serious and growing public issue.
The poet John Donne said four hundred years ago, “No man is an island.” Shouldn’t this be acknowledged in our development regulations?
Steve Price of Urban Advantage communicates the urban design principles of Smart Growth and New Urbanism to non-professional audiences through photo-realistic illustration. Steve is a board member of the Form-Based Codes Institute.
Joy doesn’t betray but sustains activism. And when you face a politics that aspires to make you fearful, alienated and isolated, joy is a fine act of insurrection.
– Rebecca Solnit, Hope in the Dark
The events, marches, and peaceful uprisings we have witnessed over the last few weeks—in this country and abroad—have made us all think closely about the value and function of public space. It’s clear that now, as ever, public space is the prerequisite for democracy.
The size and number of our public spaces, their distribution across a city or town or nation, and our ability to exercise our rights in them, must surely be important measures for judging how “public” our space actually is. Trying to improve a public space may be a worthy cause, but there is always the threat that it can become less public in the process, less open to everyone, less open to “non-conforming” uses, whether it’s a protest, a march, or something subversive but apolitical, like sleeping on a bench or bathing in a fountain.
Bryant Park, for example, might be a great spot to play ping pong, but Washington Square Park is still where New Yorkers go to hold a rally. Pershing Square ought to be the heart of Los Angeles, but one of the largest Women’s Marches in the country couldn’t spill into this would-be symbolic center because of its fortress-like design. On the other hand, places that were never public spaces, like the loading zones of airports or privately-owned public spaces like Zuccotti Park during Occupy Wall Street, can suddenly become public when citizens decide to take them back. In reality, public space is not where the public sector ordains it, but where the public demands it.
True placemaking is not just about the creation of places where we want to go and spend our time. It’s about creating communities that have a greater capacity to self-organize—to pilot their own destinies, to express outrage, solidarity or celebration, to exchange and innovate and incubate new ideas, and yes, to bathe in the fountain. When communities come together to shape their public spaces, these commons can be a platform for democratic life of all kinds.
For Americans, placemaking is a direct, local form of democracy that is sorely needed in a time when our representative democracy is ever more divided, distant and dysfunctional (or perhaps in decline, depending on who you ask). For all of us, in these times of fear and anger, placemaking can be a process for mediating difference and perhaps even peacemaking within and between our communities.
Public space may be the prerequisite for democracy, but its presence alone is not enough. Only the People can ensure the publicness of our public spaces and the vitality of our democracy.
Trees should be planted either in swales (on primarily residential streets) or in tree wells (on Main Streets). Do not listen to “urban foresters,” who insist that trees must be planted in landscape beds large enough for their mature drip lines.
Street trees are essential for strong Walk Appeal almost anywhere in the US, which makes them a fundamental part of the public frontage, which extends from the property line to the edge of the street. We’ll talk about other public frontage parts later, but street trees are so important that they warrant their own discussion. Two things will be apparent when we look at street trees and other public frontage parts: First, none of this is rocket science; simple rules of thumb cover most of these parts. On the other hand, it’s shocking how often a city, a Department of Transportation, or a developer gets them wrong… so do what you can to get people informed in your city or town.
Why should we plant street trees?
There are many reasons to plant street trees (most of which will be in a later post), but the two most obvious ones are closely intertwined: Walk Appeal and sustainability. In most of the US, a street without trees is a street where people rarely walk, and therefore almost always drive. This is bad for our towns, our wallets, and our waistlines.
Street tree types
If you’re not in a US state with a Canadian border, you really need street trees to shade the sidewalk. And if you’re North of New Orleans, those street trees should be be deciduous so they drop their leaves in winter so you can walk in the relative warmth of a winter sun. From New Orleans southward, shade is helpful throughout the year because it can be warm throughout most days of the year.
The type of street tree varies according to where you are in town. Along a Main Street, trees should be taller and more vertically-proportioned, so that when they’re mature, their lowest branches are 12-16 feet above the sidewalk so they don’t block business signs. Also, Main Street buildings typically pull right up to the street, so trees that are more vertically-proportioned don’t grow so hard up against the upper levels of the Main Street buildings. On a primarily residential street, the trees can be lower and spread more broadly because the buildings (mostly houses) are set further back from the street. The lowest branches only need to be a bit above the head height of a tall person.
Street tree spacing
Street trees should be planted roughly every 15-30 feet along a Main Street and every 25-50 feet along a primarily residential street. Start by planting a street tree at every property line. If the Main Street shops are really narrow (less than 15 feet wide) plant the trees on every other property line. If they’re really wide (more than 30 feet wide), plant the trees every 20 feet or so, but don’t plant them in front of the shops’ front doors. If you do, some shop-owners will sneak out at night and poison the trees.
The Florida DOT had no clue about this basic rule when they rebuilt Alton Road on South Beach, so this is exactly what happened again and again. It’s a lose-lose deal for the business owners, because while killing the trees keeps their signs more visible, the sunburned sidewalks are not a place most people want to walk for most of the year. That’s why Alton Road today is by far the least-walked commercial street on South Beach. And this is in a place where 45% of the people don’t even own a car (because they don’t need them) and most of the tourists don’t rent cars as well. In other words, the Florida DOT through their ignorance killed a lot of real estate value on Alton Road. And yes, Alton has several glaring flaws that will take a lot of work to fix, but the street trees could have been done correctly, and at no additional cost.
Residential street trees planted every 25-50 feet along a street require only one tree on every property line on most residential streets in traditional neighborhoods. If the street is populated with narrow townhouses, it may require only one tree on every other property line whereas parts of the neighborhood with large lots (more than 50 feet wide) require two trees per lot.
Planting street trees
Trees should be planted either in swales (on primarily residentail streets) or in tree wells (on Main Streets). Do not listen to “urban foresters,” who insist that trees must be planted in landscape beds large enough for their mature drip lines. Their grand lie is legendary… if what they said were true, canopy streets like Meridian Avenue on South Beach would be impossible. They are terribly wrong about this, and need to be called out on it. These are street trees, after all, not forest trees. Primarily residential streets may have swales up to 5 feet wide and of indefinite length, whereas primarily commercial streets may have tree wells 5 feet square or smaller.
YES, “urban foresters” can specify trees that are unsuitable as street trees and will die on an urban street. Yes, they can specify planting conditions that will cause their self-fulfilling prophecies to occur. But hopefully, you live in a town where at least one good landscape architect knows which tree to plant and how to plant it so that it thrives for centuries. Go to Charleston, South Carolina… this isn’t just possible, but is commonplace.
The Imperial Building is part of a community-wide commitment to the revitalization of the downtown urban core and provides the neighborhood with affordable housing, retail and restaurants, underground parking, a rooftop garden, and a new grocery store. For more information about this project, visit www.dpsdesign.org/what-we-create/imperial-building.
By-right zoning is getting a lot of buzz these days as a needed tool to help solve the affordable housing crisis many communities are facing. For those unfamiliar, a zoning code is considered “by-right” if the approvals process is streamlined so that projects that comply with the zoning standards receive their approval without a discretionary review process.
Housing advocates and developers rightfully claim that discretionary review processes are contributing to housing crises across the country by increasing the cost and delivery rate of housing, and often directly preventing needed housing from getting built. President Obama, Governor Brown of California and the State of Massachusetts have joined the “by-right zoning” bandwagon, and here at Opticos, we’re on board, too.
However, residents, environmental groups and others are rightfully upset about the idea of by-right zoning because it often seems that the discretionary review process is their only tool to prevent inappropriate and out-of-scale development. Their zoning codes are too blunt to provide the needed control, so they cling to discretionary review as their only protection. Admittedly, in some cases, this may be NIMBY’s refusing to allow more or certain people into their communities. However, in many other cases, it’s community members from all walks of life who want walkable neighborhood living rather than city living. They feel they have no other tools to compel developers to be respectful of their cherished places. From this perspective, by-right zoning may have Jane Jacobs rolling in her grave.
Conventional zoning is too blunt for a by-right process
So, isn’t zoning supposed to define what can be built in our communities? The answer is yes, but conventional zoning is plainly flawed. Here are some of the reasons conventional zoning doesn’t work well to regulate our walkable neighborhoods:
Conventional zoning regulates in the negative, describing what is NOT allowed rather than what is required or intended, preventing any possibility of accurately predicting what will be built. Setbacks, Floor-to-Area-Ratio and density are examples of unpredictable regulations.
It doesn’t regulate enough detail regarding the form of the building and how it shapes the public space (and often regulates too much detail about unnecessary things). For example, in walkable neighborhoods, it’s often important that the front door faces the street, but most zoning doesn’t address this.
Conventional zoning codes are overly complicated, often with layers of fixes and overlays, rendering it nearly impossible to determine what actually can and cannot be built.
Without fixing these problems, removing the discretionary review process in cities and towns with conventional zoning could detrimentally impact our walkable neighborhoods.
The win-win of form-based codes and a by-right process
Fortunately, we have a proven solution: Form-Based Codes (FBCs). FBCs regulate the form of the buildings in a prescriptive manner and at a sufficient level of detail so that the outcome is predictable. This renders the design review process unnecessary, enabling by-right review. FBCs work like this:
1. Create a detailed community vision
First, the community comes together to create a physical vision for their places, including important details about how the buildings must be built to contribute to the public spaces that are our streets and plazas. The community can dial up or down the level of detail they include based on what they want to allow or require in their neighborhoods.
Importantly, the visioning should also include a community discussion and decision-making about how much and what type of housing is needed and where to put it, preventing later project-level battles. This is the best time and place for communities to show leadership in advocating for all constituents’ right to decent, affordable, walkable housing options, and for neighbors to consider their desires for their own neighborhoods within the context of how many families are homeless or paying too much of their income for housing and transportation.
2. Write prescriptive regulations
Once these decisions are made, the FBC is written to prescribe what can be built, mostly by focusing on the form of the buildings as they shape the public space, although also including simplified use regulations. Examples include regulating front build-to lines—rather than setback lines—and maximum footprints to prevent buildings that are too large for the neighborhood character. All of these regulations are carefully written to reflect the context—the regulations for a downtown main street will be different than for a streetcar suburb or for a large city center. They are also written to regulate only what is truly necessary, removing unnecessary or obsolete standards.
Because of the prescriptive and simplified nature of FBCs, the community can more easily understand what the code is allowing and can work with city staff to vet the code to ensure the prescribed outcome is appropriate for the neighborhood. In other words, everyone can actually understand the code and its intention, so everyone can help make sure it’s right.
3. Enable a by-right approval process
Once the desired outcome is prescribed appropriately in the FBC, the code can then include a by-right review process. A discretionary process is no longer necessary because the community can be confident that what will be built will be appropriate.
The by-right review process then enables developers to know all of the requirements before they start the design process, so they can create a more accurate pro forma to determine whether the project will be viable. They will also only have to design the building once, saving the cost of multiple redesigns. The lower cost and lower risk of development under a by-right process will contribute to making projects more viable, leading to more housing being built, and to lowering the cost of that housing. In addition, this lower risk on all of their projects within FBC areas can enable developers to lower their profit margin thresholds, since their profit margin will not need to cover the cost of projects that did not survive a risky discretionary review process.
By-right zoning is needed, so let’s get it right
By-right zoning is critically important to increase housing affordability at all levels of the housing spectrum. To get it right, conventional zoning codes need to be updated to FBCs to effectively prescribe the outcome desired by the community, enabling communities to confidently let go of discretionary review. FBCs with by-right zoning contribute to housing affordability, ensure that development meets the community’s vision, and help to provide housing options for everyone who wants to live in a walkable neighborhood.
This article first appeared on Logos Opticos, the blog of Opticos Design.
Traffic in Tokyo Reveals Narrow, Safe Traffic Lanes. Photo by Raphael Desrosiers / Flickr
In Beijing, Chennai and Fortaleza, the rate of fatalities from road crashes is 20-27.2 deaths per 100,000 residents. What do these cities have in common? They have traffic lanes wider than 3.6 meters (11.8 feet). A long-standing belief among transportation planners and engineers is that wider traffic lanes ensure safe and congestion-free traffic flow. Recent academic research, highlighted in Cities Safer by Design, a WRI Ross Center for Sustainable Cities publication, shows that wider lanes are more dangerous than narrower lanes. To further investigate how cities are stacking up against the existing evidence, the Health and Road Safety team of WRI Ross Center for Sustainable Cities decided to compare typical lane widths in selected global cities with reported traffic fatality rates.
How Wide Should a Traffic Lane Be?
WRI’s research shows that cities with travel lane widths from 2.8 to 3.25 meters (9.2 to 10.6 feet), such as Amsterdam, Copenhagen and Tokyo, have the lowest crash fatality rates per 100,000 residents. However, many cities, specifically in the developing world, have wider lanes and higher fatality rates (See Figure 1).
Figure 1. Comparative illustration showing travel lane widths of different cities, their fatality rates per 100,000 population and Safety Index. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
New Delhi, Mumbai and São Paulo have wider lanes, ranging from 3.25 meters to 3.6 meters (10.6 to 11.8 feet), which leads to a fatality rate of 6.1-11.8 residents per 100,000, while Beijing, Chennai and Fortaleza have the highest fatality rate, 20-27.2 deaths per 100,000, with lane widths of 3.6 meters (11.8 feet) and higher.
But Why Are Wider Lanes Misinterpreted As Safer?
For decades, transport engineers and planners have considered wider lanes safer, as they provided higher maneuvering space within the lane and were said to help prevent sideswipes among cars. Yet, in an urban setting, this means cars may go faster, and, when cars go faster, the likelihood of crashes and injuries increases. For example, if a car is traveling at 30 km/h (18.6 mph), pedestrians have a 90 percent chance of survival, but, if the car is traveling at 50 km/h (31 mph), there is only a 15 percent chance the struck pedestrian will survive (See Figure 2).
Figure 2. Pedestrian Death Risk declines at lower vehicular speeds. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Narrower travel lanes, coupled with lower speed limits, can foster a greater sense of awareness among drivers. Narrower lanes also ensure shorter crossing distances for pedestrians at intersections, which reduces the risk of an accident.
Do Wider Lanes Help to Reduce Congestion?
In 1963, Lewis Mumford said: “Increasing road width to reduce congestion is the same as loosening your belt to fight obesity.” In fact, increasing road space by having wider lanes doesn’t reduce congestion due to rebound effects. More road space results in generating more traffic. Research shows that 3 meter-wide lanes have 93 percent of the road capacity of 3.6 meter lanes—not a noticeable difference. In addition, if narrower lanes reduce speeds, this should not put great strain on vehicle movement. A recent study from Grenoble shows that private vehicles take only 18 seconds longer to travel a kilometer on a road with speed limit of 30km/h as compared to a road with a speed limit of 50km/hr. Moreover, signal delays at intersections create congestion—it rarely depends on mid-block traffic flows.
How Would Road Dieting Help?
Road dieting is a technique of narrowing lane widths to achieve sustainable and safer pedestrian and cyclist environments. If cities embrace narrower lanes, there are a range of possibilities for re-designing city streets to make them safer and more accommodating for pedestrians and cyclists.
Scenario 1: Narrowing lanes may provide space for a pedestrian refuge island or median
Figure 3. Before intervention: 12 meter-wide, two-lane roadway. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Figure 4. After intervention: 12 meter-wide, two-lane roadway. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Scenario 2: Narrower lanes may provide space to install protected bicycle lanes
Figure 5. Before intervention: 24 meter-wide street section. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Figure 6. After intervention: 24 meter-wide street section. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Scenario 3: Narrower lanes can provide wider sidewalks
Figure 7. Before intervention: 32 meter-wide street section. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
Figure 8. After intervention: 32 meter-wide street section. Graphic Credit: WRI Ross Center for Sustainable Cities Health and Road Safety
But Why Aren’t 3 Meter Lanes the Norm?
Most cities in developed countries, like the U.S., follow road design guidelines from standard-setting bodies like the American Association of State Highway and Transportation Officials’ A Policy on Geometric Design of Highways and Streets, commonly known as the Green Book, which actually allows lane widths to vary between 10-12 feet (3.0 to 3.6 meters). While the book provides a range, engineers tend to design streets with the maximum lane width, due to the ill-informed notion that wider lanes are safer and can help reduce congestion. Many cities in low- and middle-income countries have adopted this same approach, erring on the supposed side of caution.
Today, with new research showing the opposite of the status quo and a rising interest in cycling, walking and bus systems, it is time for cities to reassess how their own standards foster a safer and healthier city.
OCPG member, and videographer Aurelio Ocampo (Red Sky Productions – www.RedSkyPro.com), recently released this brilliant short video on the Downtown Oxnard Vision Plan Charrette process. Aurelio clearly and beautifully documents the Charrette event that took place over a 5 day period in January of 2016. Enjoy!
The City Manager and his leadership team were there and received the award. Apparently, they were all very taken with the keynote speaker, Jason Roberts of the Better Block Foundation. This is a group that is a leading practitioner of guerrilla Tactical Urbanism in Dallas, TX. They’ve got a wild story. Click here to explore: http://betterblock.org/
Here are some YouTube vids of Jason rapping about Better Blocks:
Innovators at summit brainstorm ways the city can further transform itself
BY BETTINA BOXALL
Photographs by KIRK MCKOY Los Angeles Times
COLUMNIST STEVE LOPEZ, from left, architect Brian Lane, Wendy Greuel, commissioner of the L.A. Homeless Service Authority; Tanya Tull, president of Partnering for Change; and Mike Alvidrez, chief executive of the Skid Row Housing Trust, discuss homelessness.
LONG BEACH Mayor Robert Garcia shares information about the changes his city is undergoing.
TULL advocates for rent subsidies and so-called tiny houses as solutions to the homelessness crisis.
DEBORAH VANKIN and Paul Schimmel talk about arts and culture in urban development at the future of cities event at the Broad Stage in Santa Monica. Schimmel says L.A. needs to improve pedestrian areas.
When Michael Maltzan visited Los Angeles in the 1980s with a group of architectural students, he was comfortable in a way that many of his fellow travelers were not.
L.A. conveyed the same low-density, car-friendly vibe that he grew up with in the Long Island suburbs — the sense that “you could just go,” he recalled Friday.
Los Angeles, in some ways, still clings wistfully to that identity even as it grows up instead of out, builds light rail instead of freeways and transforms its long-neglected downtown into a cultural center and home to tens of thousands.
The challenges and promise of that transition were the focus of discussion at the Los Angeles Times Summit on the future of cities, held at the Broad Stage in Santa Monica.
“I think there’s a psychological change,” said Maltzan, the founder of Michael Maltzan Architecture. There “is more anxiety, fear around development,” than decades past, when L.A. just kept pushing out and out.
Now the city is folding back on itself, ind the boundary pushing has to come by way of architecture and innovative infrastructure projects that wire density into commercial thoroughfares without overwhelming neighborhoods, he said.
Instead of a bridge having one use, it can be equipped with solar panels to generate electricity and collect stormwater — as Maltzan has proposed for a reimagined Arroyo Seco Bridge in Pasadena.
“For me that’s the future of infrastructure,” said Maltzan, whose firm designed the One Santa Fe apartment complex in the downtown Arts District and the Sixth Street Viaduct that will span the Los Angeles River.
Paul Schimmel, partner at Hauser Wirth & Schimmel, said the international arts gallery found its inspiration in the past, in the form of a more than century-old flour mill in the Arts District.
“It was really the space,” that allowed his firm to transform the building into an enormous gallery space that is fast becoming a community hub with its courtyard and restaurant.
For much of its modern history, Los Angeles was obsessed with private space — the joys of a backyard, a single family home and a solo drive down an open freeway.
But now there is a hunger for walkable public areas, a need that is reflected in plans for the Los Angeles River corridor, downtown’s Grand Park and the popularity of neighborhoods like the Arts District.
“We’re returning to a sense of community,” Schimmel said, adding that the city needs to improve access to pedestrian areas.
“Maybe do a little work on the streets,” he said wryly.
As to whether $6 coffees and upscale apartment construction were driving artists out of the Arts District, Schimmel said he suspected the neighborhood was too expensive for artists before the arrival of bars and restaurants.
But the transformation was much slower than he expected. “In the early ’80s I thought it would be the next Soho,” he said.
“People love the idea of what it was” — a gritty creative community, Schimmel said. Though some of the grit has been scrubbed off the downtown arts scene, “it seems to have roots,” he added.
Moreover, the messy sprawl of the L.A. Basin still offers plenty of relatively cheap industrial space that artists can turn into studios, Schimmel said, citing moves to warehouses in the Interstate 10 corridor.
He also suggested it was time for Santa Monica, an arts incubator in the 1970s and 1980s, “to make its next big move … This is a community that needs to step up again and take the leadership it has in the past.”
Other panelists discussed a more disturbing change in the Los Angeles landscape: the explosive growth in homelessness.
In 1980, people were not living on the streets, said Tanya Tull, founder and CEO of Partnering for Change and an expert in family homelessness.
“Just about everything we’ve done” to address the homeless problem nationally, Tull said, “we’ve done wrong.”
Funneling most funding into supportive housing for the mentally ill will not end homelessness, she argued. “We cannot build ourselves out of this.”
Rather, Tull said, rent subsidies are critical to countering the spiraling cost of housing in Los Angeles that has driven families and individuals to the streets and kept them there, sometimes for years.
She also said local government should be more open to nonconventional housing, such as the “teensy” apartment units San Francisco is experimenting with.
“Don’t you think it’s better to have a tiny apartment than a tent?” Tull asked.
Brian Lane, a principal of Koning Eizenberg Architecture, which designs affordable housing projects, argued that L.A. needs to shed the notion that a neighborhood always equals single-family homes.
The city has “miles and miles” of single-story commercial strips that can be rebuilt with greater density and create neighborhoods around transit hubs, he said.
Sam Polk is a former hedge-fund trader on Wall Street who is working on another shortage — healthy fresh food in poor city neighborhoods that he calls “food deserts.”
Polk founded the nonprofit Groceryships, which does educational outreach to improve eating habits in parts of the city dominated by fast-food restaurants.
He also co-founded Everytable, which prepares meals in a central kitchen and then sells them to go in storefronts.
The prices vary according to what a neighborhood can afford.
Someone living in South L.A., for instance, pays $4 for the same meal that costs a buyer $8 on the Westside.
“Healthy food is a human right,” Polk said, pointing out that it simply took some innovative thinking to develop the Everytable business model.
In perhaps the most optimistic prediction uttered at the Summit, he declared: “We are on the verge of becoming one of the great cities of the world.”
The authors of Global Cities, Local Streets make a case for preserving small-scale retail.
In the few short months that I’ve lived in Crown Heights, Brooklyn, two new bars have opened within a block of my apartment. The neighborhood, once notorious for violent crime, is in the midst of what The New York Timesdescribes as a “renaissance.” New restaurants, cafés, and boutiques draw people from all over the borough, mostly to one street: Franklin Avenue.
“The shopping and commercial activity on a street, whether it’s done by locals or not, really defines how we understand the changes taking place in a neighborhood,” says Phil Kasinitz, a sociology professor at the CUNY Graduate Center. Kasinitz, along with Sharon Zukin of the CUNY Graduate Center and Xiangming Chen of Trinity College, is the author of the new book Global Cities, Local Streets: Everyday Diversity from New York to Shanghai (Routledge, $32).
In the book, the authors examine 12 shopping streets in six cities—New York, Shanghai, Tokyo, Amsterdam, Berlin, and Toronto—to demonstrate how global and cultural shifts play out in local enclaves.The authors discovered patterns across the sites: chain stores invading shopping streets at the expense of mom-and-pops; bars, coffee shops, and art galleries cropping up as harbingers of what the authors call “gentrification by hipsters”; immigrants from around the world establishing small businesses in neighborhoods where they may not live, creating a “super-diversity” that reflects and informs shifts taking hold in cities.
Change at the neighborhood level, Kasinitz says, is often quantified through residential data. But it’s local shopping streets, Zukin adds, that function “as the public face of communities.” In Global Cities, Local Streets, the authors argue that these streets are essential for cities’ character.
CityLab caught up with Kasinitz and Zukin to discuss shopping streets and how communities should preserve them.
What did you look for in selecting the streets to research for the book? What purpose do they serve?
ZUKIN: We were searching for streets that were important in terms of neighborhood identity, but weren’t central business corridors or necessarily well-known on a broader scale. These are normal, local marketplaces, surrounded by residential areas, where people supply themselves with the everyday necessities of life. In New York, we chose Orchard Street on the Lower East Side, which has a tradition of small-scale bargain shopping, over, say, Fifth Avenue. In the book, we quote a passage from E.B. White’s Here is New York, where he describes the city as a patchwork of neighborhoods, marked by the repetition of these local shopping streets. It’s a beautiful way of representing what feels like the soul of any big city: this village-like nature. Local shopping streets enable interactions between strangers; it’s a respite from some of the alienation and anonymity of the city.
One of the main points you make throughout the book is how, despite their local specificity, these streets reflect globalization. How so?
KASINITZ: In big, modern cities, local shopping streets, when they work well, strike a balance between neighbors and strangers. They’re cosmopolitan spaces. In working with colleagues all over the world on this book, it was surprising to learn that the owners of small shops on local streets are usually outsiders in some sense: they’re often ethnic minorities, immigrants, or out-of-towners. They may not live in the area themselves, but they become the pillars of the neighborhood because they spend more of their waking hours there than many of the residents do.
KASINITZ: It’s a story you hear over and over again: In major cities that are growing increasingly expensive, landlords will raise the rents dramatically at the end of long leases, forcing out mom-and-pop tenants because they know they can make more money by brining in a chain store, like a Starbucks or a Duane Reade. But if everyone’s thinking along those lines, then the street becomes homogenous—there’s no reason to come back to it anymore. It’s the greater-fool theory at work. Right now, huge rent increases encourage instability, which means that landlords will continue to charge more to factor in a period of vacancy every few years. When people hear commercial rent regulation, they compare it to the residential system and freak out, but there has to be a way for cities to discourage massive rent increases and diminish the turnover of small businesses.
What other steps can cities take to preserve local shopping streets?
KASINITZ: You don’t want to preserve the streets like a fly in amber. We’re not advocating that every mom-and-pop be granted some landmark status that can’t be changed; cities are functional, living things, and local streets respond to that.
ZUKIN: You can’t just host a “shop local” campaign to raise awareness about the need for these businesses. There has to be conversation between stakeholders and city council members, in all places across the globe, to discuss legal solutions that are both constitutional and effective. In many places, you can’t prohibit certain kinds of businesses, like chain stores, from opening, but the size of a store can be legislated. Keeping the scale of shops on these streets physically small and economically small is something that can be done—the Manhattan borough president, Gail Brewer, limited the size of storefronts along Amsterdam Avenue to effectively stop big banks from taking over.
And there also needs to be consideration for the factors that sustain the diversity of these streets—class, race, and immigration. If cities continue to permit these expensive changes on local streets, they’ll shut out immigrant entrepreneurship and abet the upscaling of neighborhoods to benefit only more affluent people. In many cities, demographic shifts along the shopping street don’t align with the residential population. City governments could offer apprenticeship systems or financial support to potential owners, who could oversee the next generation of small businesses serving local communities.
Do you think that local shopping streets will continue to survive in major cities?
ZUKIN: At least in the United States, we have an advantage: we’ve gone over the hump of modernization. We’ve had supermarkets, we’ve had transnational chains, and we’ve started to move away from completely embracing those models. Now, I think there’s a growing culture of appreciation for specificity; people are again seeing the value of small shops.
THE NATIONAL POLITICAL dialogue is suffused with substantive issues like Benghazi, beauty pageants, and the best debate memes. But the biggest bugbear in neighborhood politics just got some serious side eye from the Obama administration: Parking.
It sounds bitty and trivial, but parking is a very big deal in city halls and neighborhood associations. Even dense cities like New York, Boston, and Washington, DC, have long required developers to cough up enough parking to serve the residential projects they hope to build.
If you live in the neighborhood, this makes sense—you don’t want n00bs taking your spot. But as cities impotently scrabble to keep housing affordable, requiring developers to provide off-street parking feels like dead weight. The cost—up to $60,000 per underground spot—can kill projects before they even start. And you could argue that it’s better to use that land for bedrooms and kitchens and living rooms, not hunks of metal that spend most of the day sitting still. Don’t forget that in 2013, more than a quarter of US renters spend over 50 percent of their monthly incomeon housing. Affordability is a huge problem.
Indeed, says the White House. In a Housing Development Toolkit released Monday, the Obama administration calls off-street parking minimums an affordable housing no-no. “When transit-oriented developments are intended to help reduce automobile dependence,” it says, “parking requirements can undermine that goal by inducing new residents to drive, thereby counteracting city goals for increased use of public transit, walking and biking.”
Granted, the toolkit is merely a list of recommendations, with no teeth. And cities control zoning laws that dictate things like off-street parking. But the Obama administration is reiterating what urban planners have long said: Parking ain’t great for your city. And cities are finally listening.
Death to the Parking Lot
People have written tomes detailing the downsides of the urban parking lot, but let’s lay out the case against it real quick. By investing in cycling infrastructure, sidewalks, and bikeshare programs, dense cities have made it clear they don’t want people driving. But requiring developers to provide parking incentivizes car purchases—along with congestion and pollution. UCLA urban planner Donald Shoup found that people searching for parking in one 15-block stretch of Los Angeles burn 47,000 gallons of gas and produce 730 tons of carbon dioxide annually.
Parking requirements are especially nonsensical in a real estate landscape where buyers pay a premium to live near transit and not have a car. In fact, the requirements effectively tax those who don’t want or can’t afford a car, by passing that cost on to them. And don’t forget that the cost of parking often prevents affordable housing development.
Building parking lots to reduce the demand for on-street parking doesn’t actually work, says Michael Manville, an urban planner who studies land use and traffic congestion at UCLA. “The street is an unpriced commons, which is why you have a shortage of parking,” he says. Cities once thought they could protect free parking and make existing residents happy by passing the hidden costs of those spots on to new residents. But the free spots will always be full—thanks, Econ 101. Manville says any city worried about parking should do the smart but unpopular thing: require permits or install meters.
The Very Slow Death of the Parking Lot
Into this lake of evidence wades the White House. It isn’t the first to do so. People like Manville have been warning anyone who will listen about the downsides of off-street parking minimums for at least 15 years. And cities have been getting in on the anti-parking lot regs for almost a decade. Seattle relaxed requirements for developments within a quarter-mile of mass transit in 2012. New York City and Denver did much the same for low-income housing. Other cities aregranting developers waivers to parking requirements, but they aren’t making it easy.
You can attribute the change in part to a growing shortage of affordable housing, says Stockton Williams, the executive director of the Urban Land Institute’s Terwilliger Center for Housing. And you can expect such policies to become more popular as the affordable housing crisis reaches ever further into the middle class. “Affordability is increasingly understood to be a problem that affects people beyond those in the lowest income bracket,” says Williams. Even tech workers feel the squeeze.
Of course, hitting parking where it hurts is no panacea. The White House toolkit points out other important policy adjustments—like taxing vacant land, zoning for density, and letting homeowners build additional dwellings in their backyards—that will promote affordable housing. All of them must be enacted together to keep everyone housed.
But the White House has said its piece. “Obama’s a lame duck, but as [his administration is] heading out the door, they can choose to make bold statements on any number of fronts. The fact that one of the fronts they chose to make a statement on is zoning, I think, is symbolically important,” says Manville, the urban planner.
Symbols serve their purpose, so go sleep in your nearest parking lot tonight.
The Oxnard Performing Arts & Convention Center (PACC) is a wonderful community asset. However, it could be much better. Its new executive director, Chelsea Reynolds, previously worked as a performing arts specialist with the Maryland-National Park and Planning Commission. Under Ms. Reynolds’ direction, the PACC increased its social media presence, launched a new website and connected to print and broadcast media. Ms. Reynolds is reaching out to promoters, which is putting the Oxnard PACC on the radar for a variety of touring acts. But it may not be enough.
The PACC opened in 1968. In addition to the main auditorium, it has two banquet rooms, five classrooms, outdoor stages and an attached youth center. The facility, which ideally would be self-sustaining, has long required subsidies from Oxnard’s general fund. The city’s contribution was $11.1 million from fiscal year 2003-04 through last summer. On top of that, Oxnard in June 2016 paid $2.8 million to erase accumulated fund deficits. The ongoing tab from the general fund is about $900,000 a year. That’s more than half of the center’s $1.5 million budget.
Nonprofit groups now pay half the rental rates commercial entities do. A worksheet provided to the board of directors showed more than $131,000 in rental fees were subsidized for nonprofits in the last fiscal year. Schools get space for free. Revenue from all rentals for the year totaled $585,655. The executive director told the board she is looking at putting a cap on the number of subsidized nonprofits. She also has started reserving dates — weekends, holidays — for potential commercial customers.
I believe we can and should diversify the PACC’s mission and make it a true visual and performing arts center. The City should ask for something in return for its $900,000 a year subsidy. That something is physical space for the following. First, a multimedia studio to accommodate PEG (that’s Public, Educational and Government) programming could be carved out of the 5 classrooms. Perhaps a new structure could be built and paid for out of the over $2 million in PEG fees the City has available to fund such ventures. Certainly Measure O money (the ½ cent sales tax initiative to enhance city services) might also be utilized. A head end connection to the local cable franchise would allow real time broadcasting of PACC events which cannot occur presently. A studio would allow for the training of residents to produce their own content which could then be shown on the public access channel. Opportunities for collaboration with the City and local school districts would provide incredible opportunities for young and old alike.
Second, a satellite senior center, focused on the arts and perhaps partnered with a child care facility, would allow seniors access to both volunteer and participate in opportunities at the PACC. Bringing the arts to the community should be a high priority of the PACC and its Board of Directors. Observing the arts is fine but participation in the many forms of art leads to human growth and the fulfillment of human potential, at any age!
These are just two examples of numerous ways to fully utilize this wonderful asset. The PACC can someday be connected to the downtown and its museums and theatres by a future vision expressed by the Oxnard Community Planning Group we call the Paseo Cultural. More on that later.
I hope this leads to further discussion of the immense potential represented by our Performing Arts and Convention Center.
Oxnard Performing Arts & Convention Center
800 Hobson Way, Oxnard, CA 93030
Administration calls for local laws to allow accessory dwelling units and denser development and eliminate off-street parking requirements, among other changes.
The Obama Administration is calling on cities and towns to reform land-use regulations to allow denser development by right while recommending actions that new urbanists have long supported.
The administration released a “toolkit” on housing development that recommends eliminating off-street parking requirements and allowing accessory dwelling units.
The toolkit also calls for more “high-density and multifamily zoning,” “streamlining or shortening permitting processes and timelines,” and allowing “by-right development,” which are consistent with many form-based codes and new urban reforms.
Antiquated land-use regulations, often dating from the 1970s or earlier, are holding back economic growth and increasing housing costs across America, says the administration.
“Significant barriers to new housing development can cause working families to be pushed out of the job markets with the best opportunities for them, or prevent them from moving to regions with higher—paying jobs and stronger career tracks. Excessive barriers to housing development result in increasing drag on national economic growth and exacerbate income inequality,” the report says.
On the other hand, “Cities like Chicago, Seattle, Sacramento, and Tacoma and states like California and Massachusetts have already begun to foster more affordable housing opportunities by removing restrictions, implementing transit-oriented-oriented zoning ordinances, and speeding up permitting and construction processes,” according to the Housing Development Toolkit.
The report marks a first—at least going back several decades—that the White House has made local zoning and land-use regulations a national issue.
“City zoning battles usually are fought block by block, and the president’s involvement will create friction, particularly among environmental groups and the not-in-my-backyard crowd,” notes a Politico report. “But the White House jawboning is welcome news to many others, including mayors and builders increasingly foiled by community opposition to development.”
The report is backed up by a fiscal year 2017 budget proposal to spend $300 million on Local Housing Policy Grants to help cities modernize housing regulatory approaches. However, the Administration’s lame duck status means budget priorities could radically change with whoever is elected in November.
Nevertheless, land-use reform could win support across the political spectrum—from mayors and smart growth advocates to developers and pro-business groups.
“It’s important that the president is talking about it,” Mark Calabria, director of financial regulation studies at the Cato Institute, told Politico. “Local restrictions on housing supply are a crucial economic issue. I would say it’s one of the top 10.”
In addition to previously mentioned priorities, the Toolkit recommends:
· Taxing vacant land or donate it to non-profit developers
· Establishing density bonuses
· Employing inclusionary zoning
· Establishing development tax or value capture incentives
Variety within a narrow range gives distinct character to the Place Des Vosges in Paris. Photo by Steve Mouzon.
The most-loved places are comprised of buildings with an endless variety of details within a limited range of architecture, giving distinct and recognizable character.
The most-loved places around the world vary enormously. At first glance, there seems to be no common thread, because it is the uniqueness of each of these places that makes them notable. Further observation, however, yields at least one common thread: each of them exhibits great variety within a very narrow range. And it is precisely the narrow range that gives them their identity. Look at the photos below. Is there any doubt as to what part of the world in which each is built? Many people can probably name the town and maybe even the neighborhood at a glance.
A very narrow range of variety may at first appear to be very similar to no range of variety because the range is so small, but they are actually polar opposites: great variety is the opposite of no variety, even when (or especially when) the range is narrow. The narrow range is necessary, because it is only by editing things out that you make a place distinctive. Allow anything, and it could be anywhere. Narrow the range, and you have taken the first step towards creating a sense of place.
People judge the vitality of a place by the amount of variety. Create everything out of five standard models, and it will appear dead. Allow things to vary slightly from one building to the next, and the place starts to live. So the narrow range is necessary to define the character of a place, while the wide variety is necessary to make it live. Combine both, and you have a chance of creating what Christopher Alexander calls “the character without a name.” Or put another way, a narrow range without great variety creates mechanical objects; great variety without a narrow range creates disconnected randomness. Combine the two, and you have a chance of creating a living thing.
What’s the difference between these places shown in photos below? Why do millions from around the world visit the second, while the first has never had a single tourist, and never will? The architecture in both places has variety and the urbanism is similar on both streets. But look closely at the architectural variety: one place has precisely the variety within the narrow range that makes it live and be loved for centuries: the same idea created all the bay windows, all the eaves, all the gables, etc., but no two are identical. The other has five standard models that are built out of precisely the same details: the same eaves, the same siding, the same columns, the same foundations, etc. This is fake variety of the worst sort. If there is any doubt as to whether the customers understand this or not, look at the price of real estate in each place.
So how do we go about making living settings with an identity of place? The best method is a vernacular mechanism, in which place-making wisdom is held by everyone in a culture, rather than just the architects, and we trust the people again to make the sequential little decisions that created the “most-loved places.” We’re working toward that, but it won’t happen overnight.
The first step is to build by coding rather than building by designing. In other words, tell many people what to do and let them do it rather than designing it all yourself. One person cannot possibly think of as many variations as many people can, nor will one person consider it efficient to draw a thousand details, whereas a thousand people will naturally create the variety by simply doing what they each naturally do. As the code grows into a living tradition over time, the engines of the vernacular mechanism will rumble back to life.
Place Des Vosges
The best example I have ever seen of a coded place with great variety in a narrow range is the Place Des Vosges in Paris (see photo at the top of the article). As a matter of fact, it could be a Rosetta Stone of sorts, unlocking secrets of living variety for code-makers today. It is Paris’s oldest square, dating from the early years of the 17th Century, and is a bridge between the medieval city and its building methods and the later Renaissance city. The specific code or plan used to create the Place Des Vosges has apparently been lost over time. Popular sources have Baptiste du Cerceau as the likely designer, but not even that is totally certain. So the most useful question to ask isn’t “what did the lost code look like?” but rather “how can we accomplish the same thing?”
Look carefully at the photos below. They represent a few of the 39 houses ringing the Place. Because of the tight quarters inside the fence of the central square, these shots include only the upper bodies of the buildings, although the arcade exhibits a similar variety. At first glance through the desensitized lenses of our post-industrial architectural vision, these buildings might appear to be all the same. They all are four-bay brick structures of exactly the same width and eave line, with hipped & dormered slate roofs of the same slope surmounting a two-story body on a stone arcade. But somehow, it feels right… it feels alive. Nothing like the buildings we extrude today, like toothpaste out of a tube. What’s the difference?
Look closely at one element at a time, such as the outer circular-roofed dormers. Or the balconies and their railings. Or the window heads. Or the central dormers. Each varies slightly, from one house to the next, like leaves on a tree; no two are exactly the same. How did they do this?
It is hard to imagine that Baptiste du Cerceau (or whoever) scenographically designed each elevation with slightly different details. So if not, then how? The simplest rational explanation is that the builders of each pavilion were given verbal instructions, at most accompanied by very simple drawings laying out the important characteristics (eave lines, etc.) of the Place, leaving the minor details to the master builder of each of the houses.
Form-based codes of today can, in theory, do precisely this. But the built products of many current form-based codes either devolve into sterile sameness when the developer decides to “be efficient,” or devolve into chaos when lot-purchasers demand to do “my thing.” In other words, too little variety or too big a range. So what are techniques that might help create great variety in a narrow range with today’s most common building delivery methods?
Custom-designed houses on lots sold directly to homeowners are usually designed in too wide a range. Responsibility for this usually falls at the feet of the architects; few except dedicated new urbanist architects understand the value of coherence in a place. The most effective tool for developments marketed this way is a good pattern book, which is a set of instructions to designers intended to produce coherence. Any bona-fide New Urbanist pattern book is a huge step in the right direction for a custom-built development, but there is an intriguing new type of book that resolves many of the problematic issues of pattern books to date.
A more recent idea in pattern books is principle-based books (as opposed to the earlier style-based books) which code for the best architecture for the regional conditions, climate, and culture rather than for a collection of historical styles. Because they code for low, medium, and high settings of a single architecture rather than for many styles, they can drill down much deeper into the patterns of the architecture. And they explain the rationale for each pattern. Instead of the style-based books’ unspoken premise that “thou shalt do this because I have better taste than you…” that produces compliance at best, the new books explain “we do this because…” allowing everyone to think again.
Developments that sell houses rather than lots were once in the minority of new urbanist developments, but today, developments as high-end as Alys Beach primarily sell houses rather than lots. Many house-selling developments (not including Alys Beach) tend to value efficiency, producing many iterations of a stock design, which produces a range that is too small.
One solution might be to do schematic drawings (stock-plan-level detail at most), then allow the small variations that occur between framing crews, trim crews, and masonry crews to naturally occur. The problem here is that the detail departures of today’s subcontractors cannot be trusted because they default to the horrible details that produced American suburbia. Here there is no substitute for direct education of the subcontractors. The core tool is a good set of drawings by an architect familiar with the principles of the New Urbanism, including “let the street have the ‘street appeal’ and allow the buildings to be calmer.” Beginning there, every framer, mason, and trim carpenter should have a copy of a good syntax code that explains the basic Do’s and Don’ts of traditional construction. Beyond that, builders workshops are extremely helpful because when construction workers see proper details built before their eyes, they realize that “I can do that,” and they never get it wrong again. Workers have literally come to builders’ workshops in the morning knowing they would be wood-butchers or brick-throwers the rest of their lives and have left at the end of the workshop realizing that they can be craftspeople, building details correctly in their hometown for the first time in a hundred years.
Partially- or wholly-manufactured buildings (panelized, modular, or manufactured) have their own set of challenges. Assembly lines exist to churn out large numbers of identical items without retooling, in order to get the price and time down. That objective seemed irresolvable with the idea of making each building slightly different. The best you could have is the “five standard options.” Yet it has been discovered recently, and quite by accident, that if you manufacture houses that seem just a bit too simple, but that are easily modifiable, people will make weekend projects out of customizing them to their own preferences. The modifications can be minor: adding capital trim to a square wood post, adding brackets to a porch beam, adding trim around a door, etc. The key is that the buildings are simple enough to encourage owner modification, and that they are built of materials that allow modification — meaning that they can be sawn into and nailed onto, then painted.
This article first appeared in New Urban News, later called Better Cities & Towns. For more on Steve Mouzon’s ideas about variety within a narrow range, watch this video from the City Building Exchange of 2016.
Missing middle housing types and their location between single-family and mid-rise buildings. Opticos Design
Mismatch between current US housing stock and shifting demographics, combined with the growing demand for walkable urban living, has been poignantly defined by recent research and publications by the likes of Christopher Nelson and Chris Leinberger and the Urban Land Institute’s publication, What’s Next: Real Estate in the New Economy. Let’s stop talking about the problem and start generating solutions!
Unfortunately, the solution is not as simple as adding more multi-family housing stock using the dated models/types of housing that we have been building. Rather, we need a complete paradigm shift in the way that we design, locate, regulate, and develop homes. As What’s Next states, “it’s a time to rethink and evolve, reinvent and renew.” Missing Middle housing types, such as duplexes, fourplexes, bungalow courts, mansion apartments, and live-work units, are a critical part of the solution and should be a part of every architect’s, planner’s, real estate agent’s, and developer’s arsenal.
Well-designed, simple Missing Middle housing types achieve medium-density yields and provide high-quality, marketable options between the scales of single-family homes and mid-rise flats for walkable urban living. They are designed to meet the specific needs of shifting demographics and the new market demand and are a key component to a diverse neighborhood. They are classified as “missing” because very few of these housing types have been built since the early 1940’s due to regulatory constraints, the shift to auto-dependent patterns of development, and the incentivization of single-family home ownership.
The following are defining characteristics of Missing Middle housing:
A walkable context. Probably the most important characteristic of these types of housing is that they need to be built within an existing or newly created walkable urban context. Buyers or renters of these housing types are choosing to trade larger suburban housing for less space, no yard to maintain, and proximity to services and amenities such as restaurants, bars, markets, and often work. Linda Pruitt of the Cottage Company, who is building creative bungalow courts in the Seattle area, says the first thing her potential customers ask is, “What can I walk to?” So this criteria becomes very important in her selection of lots and project areas, as is it for all Missing Middle housing.
Medium density but lower perceived densities. As a starting point, these building types typically range in density from 16 dwelling units/acre (du/acre) to up to 35 du/acre, depending on the building type and lot size. It is important not to get too caught up in the density numbers when thinking about these types. Due to the small footprint of the building types and the fact that they are usually mixed with a variety of building types, even on an individual block, the perceived density is usually quite lower–they do not look like dense buildings.
A combination of these types gets a neighborhood to a minimum average of 16 du/acre. This is important because this is generally used as a threshold at which an environment becomes transit-supportive and main streets with neighborhood-serving, walkable retail and services become viable.
Small footprint and blended densities. As mentioned above, a common characteristic of these housing types are small- to medium-sized building footprints. The largest of these types, the mansion apartment or side-by-side duplex, may have a typical main body width of about 40-50ft, which is very comparable to a large estate home. This makes them ideal for urban infill, even in older neighborhoods that were originally developed as single-family but have been designated to evolve with slightly higher intensities. As a good example, a courtyard housing project in the Westside Guadalupe Historic District of Santa Fe, New Mexico sensitively incorporates 6 units and a shared community-room building onto a ¼ acre lot. In this project, the buildings are designed to be one room deep to maximize cross ventilation/passive cooling and to enable the multiple smaller structures to relate well to the existing single-family context.
Smaller, well-designed units. One of the most common mistakes by architects or builders new to the urban housing market is trying to force suburban unit types and sizes into urban contexts and housing types. The starting point for Missing Middle housing needs to be smaller-unit sizes; the challenge is to create small spaces that are well designed, comfortable, and usable. As an added benefit, smaller-unit sizes can help developers keep their costs down, improving the pro-forma performance of a project, while keeping the housing available to a larger group of buyers or renters at a lower price point.
Off-street parking does not drive the site plan. The other non-starter for Missing Middle housing is trying to provide too much parking on site. This ties back directly to the fact that these units are being built in a walkalble urban context. The buildings become very inefficient from a development potential or yield standpoint and shifts neighborhoods below the 16 du/acre density threshold, as discussed above, if large parking areas are provided or required. As a starting point, these units should provide no more than 1 off-street parking space per unit. A good example of this is newly constructed mansion apartments in the new East Beach neighborhood in Norfolk, Virginia. To enable these lower off-street parking requirements to work, on-street parking must be available adjacent to the units. Housing design that forces too much parking on a site also compromises the occupant’s experience of entering the building or “coming home” and the relationship with its context, especially in an infill condition, which can greatly impact marketability.
Simple construction. The days of easily financing and building complicated, expensive Type-I or II buildings with podium parking are behind us, and an alternative for providing walkable urban housing with more of a simple, cost-effective construction type is necessary in many locations. What’s Next states, “affordability—always a key element in housing markets—is taking on a whole new meaning as developers reach for ways to make attractive homes within the means of financially constrained buyers.” Because of their simple forms, smaller size, and Type V construction, Missing Middle building types can help developers maximize affordability and returns without compromising quality by providing housing types that are simple and affordable to build.
Creating Community. Missing Middle housing creates community through the integration of shared community spaces within the types, as is the case for courtyard housing or bungalow courts, or simply from the proximity they provide to the community within a building and/or the neighborhood. This is an important aspect, in particular within the growing market of single-person households (which is at nearly 30% of all households) that want to be part of a community. This has been especially true for single women who have proven to be a strong market for these Missing Middle housing types, in particular bungalow courts and courtyard housing.
Marketability. The final and maybe the most important characteristic in terms of market viability is that these housing types are very close in scale and provide a similar user experience (such as entering from a front porch facing the street versus walking down a long, dark corridor to get to your unit) to single-family homes, thus making the mental shift for potential buyers and renters much less drastic than them making a shift to live in a large mid-rise or high-rise project. This combined with the fact that many baby boomers likely grew up in similar housing types in urban areas or had relatives that did, enables them to easily relate to these housing types.
This is a call for architects, planners, and developers to think outside the box and create immediate, viable solutions to address the mismatch between the housing stock and what the market is demanding–vibrant, diverse, sustainable, walkable urban places. The Missing Middle housing types are an important part of this solution and should be integrated into comprehensive and regional planning, zoning code updates, TOD strategies, and the business models for developers and builders who want to be at the forefront of this paradigm shift.
Once blighted and overlooked, these small streets are transforming into community and sustainability hotspots.
An art walk art walk through Seattle’s Nord Alley. (mirastories)
The alley is dark no longer.
In the United States, these almost-accidental spaces between buildings have existed in a sort of limbo: not quite streets, but still thoroughfares; not private, but not public enough to feel protected; backdrops to crime, or filled with trash heaps.
But as cities grow increasingly strapped for space, neglecting these narrow streets is no longer a viable option. Cities from Los Angeles to Baltimore to Seattle are rethinking their alleyways and transforming dead ends intointo places of connectivity and productivity.
A brief history of alleys
In other parts of the world, the size or location of a thoroughfare did not dictate its utility in the same way it did in the U.S. Daniel Toole, an architect and blogger at Alleys of Seattle, previously told CityLab that in European cities like Paris, Rome, and Barcelona, beautiful alleys are vital pedestrian passageways. In Kyoto and Melbourne, they’re retail hubs.
Even the names alleys are called around the world, Toole said, suggests their different functions: in Japan, they’re calledroji, or “little street”; in Australia, they’re “laneways,” suggesting, to Toole, a more pedestrian-friendly figuration.
However, in America, Toole said, alleyways were specifically set aside as infrastructure. Originally conceived as service access to buildings, they were a place to conduct activities considered unfit for the main street—hence today’s association with garbage collection. “It’s really messy,” Toole said. Imagine loading docks for construction, piled-up trash, exposed gas conduits.
The case for transformation
For places that were meant to be unseen, alleys take up a not-insubstantial amount of space. A 2011 report by Mary Fialko and Jennifer Hampton, graduate students at the University of Washington*, found that in Seattle, there are 217,000 square feet of public alley space downtown, 85 percent of which are underused. The report estimated that reinvigorating alleyways could increase the number of total public space in the city by 50 percent.
Alleys, too, are vital players in a city’s overall ecosystem. As the need for cities to rely on more sustainable approaches has become more pressing, the proliferation of trash and flooding in alleyways has come to be seen not only an aesthetic blight, but an environmental one.
And as Daniel Freedman of the Los Angeles Sustainability Collaborative says, there’s a lot of crossover between sound environmental practices and livability. Revitalizing an alleyway creates an opportunity to introduce green infrastructure, but also, Freedman says, it invites the surrounding community to collaborate on improvements and make use of the space.
Across the U.S., cities’ approaches to their alleyways have been varied and specific; at their core, however, are fundamental practices that can be considered and applied universally.
The “green alley” approach
In 2006, Chicago took stock of its 13,000 alleys—among the country’s vastest—and saw a problem. Decades previously, most of the city’s 3,500 acres of alleys were paved with impermeable asphalt or concrete, and stormwater drained through grates at the center. As those systems fell into disrepair through lack of maintenance, flooding became commonplace.
In response, the city pioneered the Chicago Green Alley Program, among the first in the United States to bring sustainable building practices to a network of alleyways. According to Gizmodo, over 100 of the city’s alleys have since beencovered with permeable surfaces that redirect stormwater into the ground and away from Chicago’s “overtaxed” sewer system, reducing flooding and recharging the surrounding soil.
A privately funded initiative in Detroit has taken a similar approach. Peggy Brennan of the Green Garage told Gizmodo that Detroit’s resulting Green Alley incorporates permeable surfaces and gardening space, and has transformed a space once filled with mattresses and hypodermic needles into a community gathering place.
Los Angeles expects that a new network of green alleyways will help the city meet its goal of increasing stormwater capture to 50 billion gallons by 2035; currently, the city saves 8.8 billion gallons annually, The New York Timesreported. The newest alley in the network centered in the city’s South Park neighborhood is projected to capture 700,000 gallons per year.
Making space for the community
In Baltimore, the issue was trash. Leanna Wetmore, the community coordinator for the Baltimore Waterfront Parternership’s Healthy Harbor Initiative, had been trying to figure out a way to engage the local communities in her organization’s goal of having a fishable waterway. “But it’s hard to talk to people about clean water in our city, when there are a million other important issues,” Wetmore says.
So she decided to focus on the garbage pileup in neighborhood alleys. The trash that piles up there filters down through the storm drains and into the harbor; getting the community on board with getting rid of the trash, Wetmore thought, would bring people together and start to free up the water. The Healthy Harbor Initiative’s Alley Makeover Program brings communities together to clean up their alleyways, then implement some “small, cheap improvements that reset people’s expectations of what an alleyway can be,” Wetmore says. Through a $30,000 grant from the Rauch Foundation, 20 alleyways in six neighborhoods are now covered in murals and artwork; they’re filled with block parties and cleared of trash.
Seattle decided in 2008 to clear its alleys of dumpsters, moving instead to a trash-bag collection model of waste management. The same year, theInternational Sustainability Institute (ISI), based in Seattle’s Pioneer Square neighborhood, partnered with Gehl Architects on a survey of downtown Seattle’s public spaces, which identified the newly dumpster-free alleys of Pioneer Square as a a potential asset. Pioneer Square, says Liz Stenning, the public realm director for the Alliance for Pioneer Square, had fallen on hard times: it was mostly devoid of retail, office workers left after closing hours, and the streets were quiet.
Inspired by the feedback from the Gehl report, ISI cleaned up the alley adjacent to its office, and hosted a party. It was a rainy night, Stenning says, and the festivities weren’t much more than a local musician and some folding chairs, but people stayed. Since then, ISI has partnered with Stenning’s organization, the Alliance for Pioneer Square, to revitalize alleyways throughout the neighborhood; they now play host to anything from projecting World Cup games from the back of a U-Haul truck, to cat adoptions, to revolving art installations. “We were just trying to do things that change people’s perspective on being in an alley,” Stenning says.
The next frontier for retail
It wasn’t long before local businesses caught on. In Pioneer Square, Back Alley Bike Repair opened its doors in 2011 onto the 700-square-foot Nord Alley; independent restaurants have moved in and capitalized on the 15 or so revitalized passageways as outdoor seating areas.
When it opened in 2012, the East Cahuenga Alley in Los Angeles swiftly drew crowds. The brainchild of a member of the Hollywood Business Improvement District, the plan for the lane—once known as “Heroin Alley”—re-imagined it as a pedestrian space filled with outdoor dining and an artists’ market on Sundays. The Los Angeles Sustainability Collaborative compiled an extensive report on the space, Freedman says, to “put a spotlight on what happened in one community, to show what could be possible for others.”
Though Freedman’s organization focuses primarily on the Los Angeles area, the success of the East Cahuenga Alley model has radiated out to other cities. The Z Block office and retail development is slated to open in Lower Downtown Denver next year; the developer on the project told The Denver Post that the alley bisecting the site was as much a focus as the buildings themselves. While previous alley activations in Denver were limited to one-offs, the Z Block alley will play permanent host to a distiller, a chocolatier, a coffee-bean roaster, and an ice-cream shop, all of which will open out onto the small street.
Historically, Freedman says, urban alleyways were often places of dangers or sources of shame. But in the places where these spaces have been revitalized and repurposed, there’s a particular delight in their new use. The success of these projects, Freedman says, “shows how it’s possible to take a space that was once a liability, and turn it into a resource.”