Following up on their debut episode, “Sprawlanta,” the good folks at First + Main Media have unveiled the latest installment in their “American Makeover” documentary series: “Seaside: The City of Ideas.” (Disclosure: PlaceMakers is a sponsor of the series.) In it, town designer Andrés Duany leads a guided tour through New Urbanism’s most iconic project, spelling out a host of best practice lessons and applications that, perhaps most importantly, are not exclusive to resort development.
The other day, I was riding my bike from a deeply walkable, bikeable neighbourhood to a more auto-dominated environment, and I was struck again by the tactile response when you’re walking or biking through this change. In the walkable neighbourhood, fellow cyclists were in the streets or in bike lanes, mixing safely with the traffic-calmed cars and frequent pedestrians. But as I moved into the autocentric roads, otherwise law-abiding cyclists take to the sidewalks out of sheer terror at the fast moving cars that often fail to see them.
And pedestrians? They become scarce to nonexistent.
Ways to Fail at Form-Based Codes 03: Misapply the Transect (to the region rather than the neighborhood)
When it comes to misapplying — or, more commonly, overly simplifying — the Transect, we’re all guilty on some level. For instance, I often speak generally about its inherent rural-to-urban spectrum and how, as you move through it, the landscape changes its character. The highways and byways whisking you through the wilderness and countryside get increasingly slower as you approach the city center, becoming streets of very specific proportions. Buildings change too, sitting on their lots in much more formal fashion as you move to the core, with trees and sidewalks dutifully matching the rhythms of their formality.
As the planning profession roils in the confluence of the 21st century’s Great Recession, Peak Oil/Peak Auto Travel, Millennial [Re]urbanization, and the borderline religious fervor of sustainability, I have officially declared that ours is not the same planning profession John Nolen built. So, how can planning rebuild its brand?
Citizens, politicians, and planning officials have embraced the need to allow for walkable neighborhoods across North America and mixed-use is an essential component for achieving walkability. However, the term mixed-use has held different meanings in different places over the past 40 years or so.
For example, mixed-use zones have usually had to declare a primary and secondary use with both use’s development standards redundantly stacked together and the primary use, such as residential, controlling the building’s configuration, orientation and disposition — thereby marginalizing the building’s ability to effectively host other commercial or office uses. Also, a mixed-use zoning designation meant that a land owner had the right to ‘choose’ a specific use, such as either commercial or residential. While the zoning district had a mix of uses, the implementation was single-use.
You know what the payment is for crowdsourcing? By asking other people to step up and think through solutions to some collective problem, I must commit to making a difference myself.
Every time I’ve asked you to share information with me, you have. Then I feel the need to compile it, analyze it, and organize it into a useful tool. I often get behind in answering all of your individual emails – thanks for all you send – but the power of your collective comments comes through loud and clear.
This time last week, I was considering common issues associated with walkable streets and mentioned that 35-40kph (25mph) moves the most traffic. I didn’t even think about it as I wrote it. As something long-embedded in my brain, I just said it. Matter-of-factly.
Readers took me to task, wanting to know the source.
As municipalities throughout North America seek to reform their development patterns (or at least expand their options) from the single-use zoning and automobile oriented regulations of the past century to those that allow for walkable, compact, mixed use places, there is a long list of standards and regulations that must be addressed. Often we discuss these issues in isolation, particularly the reform of use-based zoning into more responsive form-based zoning, and the reform of street standards from automobile-focused approaches to those that also balance the needs of bikes and pedestrians. Not only are these two regulations inextricably linked, but a roster of appropriate walkable street standards is absolutely essential to a form-based land use regulation. Where conventional zoning districts come with their own menu of street types (the ubiquitous local, collector, and arterial — all named for their vehicular function), so does the zoning for walkable urbanism (the street, avenue, and boulevard — to name a few).