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What most surprised me nearly this volume, though, is how entertaining information technology is. One time I got into it, I hated to terminate reading and couldn't wait to become back to information technology. It was near like it was the latest Dan Brown thriller, except that dissimilar a Dan Chocolate-brown thriller, this book was actually good. And important. I can't stress enough how important it is. In fact, while I did have a few pocket-size quibbles with the way Speck fabricated some of his arguments, I've decided non to describe them here--this book is so important that I don't desire to exercise anything to discourage anyone from reading information technology. I volition say, though, that I wish he had provided some practical advice at the terminate for the layperson. His plan has a lot of moving parts. How do nosotros, as the citizens of a town or city that could use some of what this book is prescribing, really get well-nigh convincing our public officials to implement these steps? Just a short chapter with some suggestions, resources, and/or sample letters would take been helpful.
Still and all, though, this was a great (and important, did I mention important?) read. I won this through Goodreads First Reads and am very glad I did, and I sincerely promise this book and its ideas find the audience they deserve, for all of our sakes.
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Nosotros all beloved walkable cities, don't we? Those quaint old-towns of Europe. Manhattan. San Francisco. Castro street in Mountain View. Lincoln Street in San Jose. I volition never forget the 2 years I spent in Munich and how that contrasts with the residual of my life in the southwest. We all know information technology is the machine that shapes our cities into sprawling
Surprising amount of data on why our cities are formed the way they are, the forces that continue them that way, and some suggestions on how to modify that.We all love walkable cities, don't nosotros? Those quaint old-towns of Europe. Manhattan. San Francisco. Castro street in Mountain View. Lincoln Street in San Jose. I will never forget the two years I spent in Munich and how that contrasts with the rest of my life in the southwest. Nosotros all know it is the car that shapes our cities into sprawling suburbs which are also sparsely populated to be walkable.
Speck starts the book with 65 pages on why walking and bike riding is a adept idea: for health reasons, diabetes, the environment, rubber. I suppose he had to first making a strong justification, but if you already know you lot would like a walkable city, you could probably skip department 1 and move correct on to section 2.
The centre of the book is the ten steps to walkability, and he devotes a well written chapter to each.
1 - Put cars in their identify. The ONLY report universally requested for any city planning is a "traffic study." I recently attended a customs meeting about a zoning program, and the main conversation was an aroused denizen who worried only nearly how cars get in an out of the neighborhood. Anybody hates sitting in a traffic jam; at that place is only one dominant agenda: try to forestall all traffic jams. Walkability studies, and "pleasant surround" studies are all too absent -- we collectively seem to forget about those.
Speck introduces the principle of "Induced Demand" -- the idea that if you build a bigger road, and then more people get cars, and the roads remain just equally total. Bigger highways mean more than traffic. What is not obvious, is the converse: remove the highway and congestion gets lower. He has a number of examples where highways have been removed, and the result is a much nicer environment. He even has some evidence that roads narrowed from three lanes to ii lanes really notwithstanding deport the same amount of traffic. I am skeptical of this, still I do recognize that circuitous systems conduct in non-intuitive ways, and his argument aligns with the idea that traffic engineers brand much too many simplifying assumptions treating a city similar a simple automobile instead of a complex system.
He highlights the of import boxing betwixt state traffic engineers for highways, and trivial towns that the highway goes through. The country always requires widening - which is precisely what kills the walkability of the town. Part of the evil is wide streets themselves: brand a street narrower, people drive slower, pedestrians are safer, and everyone enjoys the area more. All of this is designed to cut down on unnecessary traffic, and he ends suggesting that congestion pricing (charging people to drive in congested areas or times of day) is a smart answer and worked well for London.
ii - Mix the apply cases - avert mono-cultures: all single family homes, all apartments, all shopping center. Permit "granny cottages" which are small residences mixed in with the suburban single-family unit monotony. Information technology is critical that depression-income and high-income exist mixed.
iii - Biggest centre-opener for me was the affiliate on parking. Parking places cost tens of thousands of dollars each, and we all demand that they be provided such that usage is free. If something is gratis, it is used up apace. I had no thought how much money the city and the businesses in the metropolis spend on parking. In my city it is cheaper to park all day than to accept (readily bachelor) transit downtown ... and then of grade I drive, fifty-fifty when I have no need to carry anything. Many cities REQUIRE businesses to provide costless parking -- an addiction fabricated into constabulary -- and then naturally our downtowns are sprinkled with parking lots that separate the stores, and make information technology impossible to walk around. Parking is a huge background toll that has been subconscious from view, and because information technology is relatively free for the user, information technology prevents other viable forms of transport. He has a formula: cost parking so that information technology is 85% total all the time. Price too low and you tin't find one when yous demand it. In short: if your city has some sort of transit, then make the parking expensive, and the bus/rail free, and you will accept a much more vital downtown.
iv - Almost transit, and the many ways they tin be washed incorrect. Without population density, people won't use the public transit. The last 100 yards is the about important: light rail should go directly to the heart of the interesting spot, not a cake away, and not on the other side of a parking lot.
5 - Pedestrians. Here once again he covers all the ways that pedestrian zones tin can be built with the best of intention, and neglect. Many American cities blocked streets only to notice the area die, and many walking streets take been reverted. A walking street tin piece of work, but for American towns a better idea is only keeping regular streets narrow. This slows the cars, makes anybody safer and more than comfy. The sidewalks need not exist wide to brand a condom zone.
6 - Bikes. Lots of means to brand cities friendly to bikes. A bicycle lane can comport more people per hr than an motorcar lane.
vii - Shape the spaces. Small is good. The climate is never so bad information technology prevents the demand for walkability.
8 - Copse. Lots of evidence for how copse make the streets safer and more pleasant. Once again, the traffic studies often designate trees for removal considering they are a hazard to drivers -- what is our priority here? Speck always associates making drivers slow down with goodness and safety. Our goal is not to make cities where people can speed in and out of without delay.
9&x - The final two chapters round the book out. Brand cities attractive (for walkers). Obviously, nice architecture is important, merely y'all can exercise with incorrect. Some good stories about successful examples. The terminal affiliate is virtually being pragmatic. Y'all can't gear up everything, so wait for some quick wins, every urban center has them. A small change can sometimes take dramatic effect.
If you love your urban center, you will get this book, read it, and take action. It is designed to give you lot an actionable indicate of view, and back that up with some evidence to convince. It is important, because many of our intuitions are wrong: information technology is true, angry citizens always demand a traffic study get-go -- but that is probably non important at all to making a urban center that is prissy to be in. How many times have I heard suburban homeowners complain about the new apartment block going in -- but density is what makes those old towns so nice! It is all about quality of life. It is books like this that brand we retrieve that all is not lost for American cities, and provides a glimpse of promise for the future.
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This book reminded me of "Freakonomics" in that many of the writer's assertions were counterintuitive but ultimately plausible. It was ameliorate than "Freakonomics" because much of the information here pertains to everyday life and is but more memorable. Speck's humorous and low-key approach was an added plus.
Speck has much to tell nigh one way streets, bicycle lanes, street width
iii.49 stars rounded down to 3. I didn't recall I'd make it past the first 10 pages or so but I'm glad I stayed with it.This book reminded me of "Freakonomics" in that many of the author'southward assertions were counterintuitive merely ultimately plausible. It was amend than "Freakonomics" because much of the data hither pertains to everyday life and is simply more than memorable. Speck'southward humorous and low-key arroyo was an added plus.
Speck has much to tell about one way streets, bicycle lanes, street widths, lane widths, sidewalk widths, turning lanes, parking spaces, parking garages, parking fees, edifice height, building design, copse, green spaces, urban spaces, cars, bicycles and more. If these subjects interest you then I strongly recommend this book. If you lot're not certain watch a documentary on walkable cities and let that be your guide. (I've seen 2 and they were skillful. Unfortunately I don't recall their titles.)
What I didn't similar and then much was that the fabric was occasionally dry and every at present and then the author stayed on a discipline a piddling too long.
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Like all swell books, this left me wanting more and with a host of questions. Is the cognitive impact of narrower lanes the aforementioned on all drivers everywhere? Does culture thing in the development of walkable cities, or tin can structural and spatial changes bulldoze transformations all on their ain? Just how and when did so many American cities get it so incorrect? But all those are questions for another volume - this one accomplishes exactly what it sets out to do.
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Although Walkable City eventually proves a work with musculus, it doesn't start out that fashion. Speck introduces the volume past explaining that it'southward not the next great piece of urban criticism. The arguments have already been made, he writes: what Americans lack is application. Mayhap for that reason, the section on the why of walkability lacks teeth; instead of championing equally the path to municipal solvency (or better yet, undecayed prosperity), a solid approach given how concerned Americans are with financial strain, he lists three reasons: walkable cities are green, skillful for your wellness, and hip. He borrows from David Owen's The Green Urban center for the section on cities' environmental advantages, of class, and that'south a superior read for the why of walkability. Speck shines in execution, though.
How do you make a metropolis walkable? Outset, check the forces that destroy it -- rein in the cars, promote mixed-used development, and for the love of all that is holy, stop building so many parking lots. These set the stage: they are the foundation from which everything else tin spring, although Speck doesn't stress the importance of mixed-used development near as much as I'd expect from someone who coauthored Suburban Nation; that section is positively anemic. Speck and then stresses that incorporating other modes of transportation, like transit, are crucial. The section on the integration of trolleys into the urban fabric is i of the best in the book, in my option, because Speck doesn't see them every bit an magic if-yous-build-it-they-will-come creator of walkability, but a fertilizer that allows downtown areas to flourish. Some of his steps are less fabric, and more than aesthetic similar making streets "Places". That will audio familiar to anyone who has read Jim Kunstler, or fifty-fifty The Great Good Place, but aesthetics also have textile values. Streets lined with trees, for case, not only expect appealing, but the trees make the street safer past calming traffic and provide pedestrians relief from the heat, although they do expose them to the occasional peril of nut-throwing squirrels. Chuck Marohn opined in Building Stiff Towns that in certain instances, solutions to our cities' fiscal problems weren't possible: zero can be done to save some places completely. What nosotros take are opportunities for rational responses, and Speck takes this view too, advocating for urban triage, picking winners and letting some areas wither away.
Walkable Cities is a volume to remember. The slow showtime is disappointing: this is a good volume that could accept been great. It could have been what Speck claimed from the start it wasn't, the next smashing book on American cities. As it is, Walkable Cities is a solid hit, distilling a lot of literature into ane short and punchy work. (Amid the books cited: the Holy Bible of urbanism, Jane Jacob's The Death and Life of Bully American Cities; Donald Shoup's The Loftier Cost of Free Parking; Jeff Mape'due south Pedaling Revolution; and Tom Vanderbilt'southward Traffic). Just every bit Suburban Nation was a fundamental book for understanding the bug of American urbanism, Walkable City is its complement, a comprehensive denizen's guide for advancement, giving people an idea of what measures they tin can piece of work to effect on the local scale. Flake by fleck, neighborhood subsequently neighborhood, Americans can restore their urban fabric and create a nation of strong towns.
Related:
•Suburban Nation, Andres Duany, Elizabeth Plater-Zyberk, Jeff Speck
•The Geography of Nowhere, James Howard Kunstler
•The Death and Life of Great American Cities, Jane Jacobs
•Building Strong Towns, Chuck Marohn
•The Green Metropolis, David Owen
•Asphalt Nation, Jane Holtz Keay
I tin can understand why housing and parking are both expensive in geographically cramped locations. According to Walkable Urban center, on folio 117, "Parking spaces nether Seattle's Pacific Place shopping center, built by the city, cost 60 grand dollars each. .... The twelve hundred space Pacific Place garage toll $73 million." Such details abound, more than than most of united states of america would always need. Some very interesting facts about cars in the The states though, such every bit the machine companies buying up trolley machine firms in the past and scrapping them so in that location would be no public culling to cars.
This volume is heavily anti-cars in cities, but in rural areas (fifty-fifty in Ireland), cars are a necessity if you are ever to become anywhere or carry annihilation, especially after dark when cycling is suicidal. The author overlooks or doesn't know an awful lot of detail that seems obvious and important to me. In discussing promoting cycling, the author never mentions the biggest drawback near bikes, which is theft. He tells u.s.a. that kingdom of the netherlands has a wonderfully high charge per unit of cycling. Yes, but he never mentions that this land is all flat. I did not meet 1 single mention of parking, walking or public ship provision for disabled persons. For instance, traffic lights are having to have a longer pedestrian crossing time here to cope with an ageing population using walking aids. The author even insisted on a street junction exterior his home being kerbless, brick-tiled from ane row of houses right across the street to the others. How does this help a blind person, a female parent with toddlers and pram, a dog-walker, a person in a wheelchair? We're as well told that Zipcars are helpful. I don't know what that is and we are not told. I can make an educated guess, but it seems like a glaring omission.
Also, the book recommends building housing without parking spaces and charging to park on the street exterior these houses. This ensures that people like me, who bulldoze a van to and from work (at your house) and need to remove all the tools every evening, and may tow a trailer, will never come to live in that neighbourhood. So your plumber, carpenter, gardener, sparks, painter, tree surgeon, kitchen fitter, canis familiaris groomer etc volition non alive where you lot live, which pushes upward the cost of services. And if your housing in the urban center centre is entirely pedestrianized with no parking spaces, how practise they become to you in the first place? In one surface area where I work, the parking charges are then steep that I only go there on a Dominicus and park around the corner in a space which is complimentary on Sundays. This charge would otherwise force up the price I had to accuse my client.
I'm pleased that the author is heavily in favour of trees. The urban oestrus island outcome is past now well known, and copse create shade besides every bit absorbing rainfall. Since childhood in Dublin I've seen that wealthier areas tend to accept mature trees in gardens and on roadsides, while poorer areas do not; why did it accept this bright man until middle historic period to see this at the prompt of a friend? He never mentions that copse increase biodiversity and help migrating birds to cross a city or give resident birds nest sites and nutrient. Also, it never seems to occur to him that trees create bug - aside from windows existence too dark, the infrastructure can suffer as tree roots buckle paving, tilt walls, interruption pipes, and tree limbs tangle in wires or obscure street signs, lighting and traffic lights. They can also make information technology impossible to see for a driver coming out of a gate. So just dropping trees, or particular species, everywhere is not recommended.
The writer also says that people using street cafes adopt to sit looking at parked cars than at traffic that might hitting them. Really, they don't; they merely demand to know they won't be striking. And then in Dublin, there are cast fe decorative bollards to protect shop windows and seated café patrons. Merely pedestrianising tin can get too far. I used to get to Dun Laoghaire regularly, some years ago; then the planners introduced parking charges and spread them over an increasingly wider area. When the walk got to ten minutes each way I stopped visiting Dun Laoghaire. Now I never shop at that place and nobody else I know does either. Similarly, i major store after another has closed in Dublin city centre, considering people tin't get near them and don't like long walks conveying lots of goods. A shopping eye policy often seen here is that staff are to park at the end of the car park, as the cars are left all day, and that frees upward spaces side by side to the shops for oft-irresolute cars and for mothers with toddlers and trollies. This kind of common sense could be mentioned in this book, but isn't because the writer doesn't make provision for the fact that families actually need cars.
The data compiled is interesting if you are looking at this topic, and it's certainly educational about American city sprawl and the expense of providing for cars, a cost paid by everyone.
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The section on parking is worth the whole book.
A must read for anyone interested in urbanism.
I recommend Walkable City as an approachable introduction to the "new urbanism" movement. Each chapter and sub-chapter tackles a unlike attribute of walkability/street design, from parking, to bike lanes, to building façades. At that place is a lot of
This is really a iii.5, not a 4, and I debated giving it a iii. I went with iv because (a) I am too radical for this book, for which I can't actually concord the author at error, and (b) much of my criticism stems from the fact that the book is almost x years quondam.I recommend Walkable City equally an approachable introduction to the "new urbanism" motility. Each chapter and sub-affiliate tackles a different attribute of walkability/street blueprint, from parking, to bike lanes, to building façades. There is a lot of practiced data, some outdated, just much of it still very relevant. Many of the ideas proposed, such as to remove car lanes of charge more than for parking, seem at face up value counterintuitive, especially if the reader is affected with Machine Brain Syndrome. However, one must think that the unwashed masses tend to gravitate toward solutions that seem obvious, easy, and are in fact completely wrong (come across: adding more lanes to ease congestion (this does not work.)).
Accept annihilation almost housing in the book with a large ol' chunk of salt. 2012 was later the housing crash, thus prices were relatively low. Nowadays, rents and home prices are completely, utterly, out of control, and the patently neoliberal "market rate" gentrification buildings we all know and love may non exist the best solution anymore. Social housing, anyone?
Bicycle advocates may note that Speck prioritizes on street parking over protected wheel lanes, and in addition seems to consider 5 ft bicycle gutters sufficient infrastructure in virtually cases. While this may take been ok in the dark ages of 2012, it is far from all-time do now.
My v star urbanism book would advocate for banning cars in city centers and a wholesale salt-the-globe razing of suburban McMansion hell, but I'll accept what I tin can get. I doubt such a book would be as well received as Walkable City (for good reason) is.
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Drawing on examples and studies from around the world, experienced urban planner Speck convincingly argues that walkability is pretty much THE gene that makes or breaks a liveable, lovable urban center, and that improving walkability tends to improves the lives of all
While technically "Walkable Metropolis" is a volume virtually urban planning (which sounds potentially pretty dull) this is a fascinating, entertaining book of relevance to anyone who cares about creating happier, healthier futures for human beings.Drawing on examples and studies from around the world, experienced urban planner Speck convincingly argues that walkability is pretty much THE cistron that makes or breaks a liveable, lovable city, and that improving walkability tends to improves the lives of all citizens, even those who don't generally walk. And so he delineates the x steps that cities tin piece of work on to improve walkability.
Speck's arguments are thorough, well researched, easily understood by a non-architect/planner and delivered in a surprisingly chatty and enjoyable way.
I'm non an urban planner, but I think the kind of cities he is arguing for are exactly the kinds of places I desire to alive in and visit.
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After being born and raised in Japan for a few years, I ended upwards growing up in the United states and was doomed to walk/bike long distances to places I wanted to go to earlier I was old enough to bulldoze. Equally Speck writes in this book, I had aught to look at but miles and miles of homes, cars hightailing information technology past me at supersonic speeds on broad roads, very few trees to shield me fr
Living in Nihon where many cities are pretty walkable, information technology's like shooting fish in a barrel to run into how many of Jeff Speck's ideas work. He's pretty spot on.After existence born and raised in Japan for a few years, I ended up growing up in the US and was doomed to walk/bike long distances to places I wanted to go to earlier I was old plenty to drive. As Speck writes in this volume, I had zilch to look at only miles and miles of homes, cars hightailing it past me at supersonic speeds on broad roads, very few copse to shield me from the scorching sun and continental-sized parking lots.
I really hope more than American cities accept his advice and successfully bring back a more pleasant and pedestrian environment to its cities.
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To enti
In my ongoing quest to go a true health and prophylactic polymath, it was but a matter of fourth dimension before I fell head over heels for agile transportation. This volume packed a ton of information and testify into a couple hundred pages, and is not one-time enough yet to be out of date on its assay of diverse cities. I also thought it was well balanced - Speck is definitely more of a realist than an idealist, and this is especially driven home in the final chapter about where to focus our efforts.To entice people to actually walk, i.due east. walk instead of drive, said walk needs to be useful, prophylactic, comfortable, and interesting. Otherwise you're just going to get the hardcores, and people who have no other choice. Speck dives much deeper into each of these four characteristics, breaking the 4 into 10 steps of walkability. He uses examples from his own architecture/planning career too as the wealth of prove that it turns out is almost ALWAYS counterintuitive. For case - calculation more roads or transit doesn't decrease congestion, it just adds more drivers. The just mode to actually decrease congestion is to REMOVE roads. If this doesn't sit right with you lot, think almost how everyone in Saskatoon was so worried that closing Victoria Bridge would create massive congestion - it didn't. People establish other means to go effectually. But now that it's open again, nosotros're likely to see congestion increase.
My big takeaways from this volume with respect to Saskatoon are that we're doing some things really well, and some things really poorly (peculiarly in continuing to build more and more motorcar capacity). If we actually and truly desire to revitalize downtown and entice people to live there and become a metropolis of the hereafter, we need to do EVERYTHING possible to connect pedestrians between our near walkable areas - off the acme of my head, this is downtown (2d Ave), Nutana (Broadway), and Riversdale (20th St). This absolutely means running BRT directly down 2d Ave and Broadway, lamentable haters. This DOESN'T necessarily mean bike lanes on these streets, but rather assessing what is the best style to make these streets bike friendly - is it defended bike infrastructure, or making the streets less broad so cars have to bulldoze slower and share the road in a safer way? Probably figuring out a more attractive way for pedestrians to cross Idylwyld on 20th would be a good place to first.
In that location were a couple things I didn't similar about this volume which is why it'southward rated every bit a 4. Beginning, I institute the excessively long footnotes, particularly in Part I, to take abroad from the readability and menstruum. That's my technical complaint. My content-based complaint is that Speck never addressed the elephant in the room while talking about how great cities like Vancouver and San Francisco re: livability because they're so walkable - the fact that real estate prices are through the roof in these cities. What good is making a metropolis walkable if no one can afford to alive at that place? Is walkability at fault for driving up prices to an unsustainable level or is information technology only a coincidence these cities are unaffordable? Although maybe information technology's not his error for excluding this - the book was written in 2012, and so it's old enough that maybe this result wasn't quite on the public radar as much every bit it is now. This book was mostly focused on the U.s.a., because the US is much worse than everywhere else on the planet in terms of walkability. I was surprised not to see a unmarried mention of Montreal, which I accept found to be the most walkable metropolis I've been to in N America (but plain Vancouver is the winner if this is a contest).
If you take any interest at all in urban planning, I call up this is a great book to dive into, and maybe become some more than reading recommendations from. Because the bulk of bear witness is and so counterintuitive, information technology makes me a little depressed nearly the forever losing battles that are public consultations. Peradventure though, while counterintuitive, the results are obvious enough (it'southward not just like trying to shove an odds ratio at a layperson, results of changes are much more visible and example studies are powerful) that it'due south an evidence base that urban center planners and councillors could actually tap into more than and get through to people - at to the lowest degree those who are willing to listen.
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Vancouver, one of the cities mentioned often in this volume and ane of the cities I've lived in, was definitely ane of the easiest to become effectually without a car and had a lot of enjoyable downtown streets and trails.
Toronto, another city which I took for granted considering I grew up around at that place, is extremely walkable and I definitely appreciate information technology a lot more. I've literally been able to walk to about anywhere I needed to exist, and likewise in any climate. It'due south truthful, when cities are walkable, the conditions usually doesn't matter.
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Learned so much from this book and adept read for any metropolis regime employee, urban planner, council fellow member, or anyone with an interest in cities or transportation.
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It even changed the way I view "sustainability". Policy should non only focus on 'greenish gimmicks' like hybrid cars. The books draws on examples and preliminary research (I believe from an EPA report) th I recently completed a master'southward degree in urban planning and although this book was non mentioned during my studies, it is By FAR i of the well-nigh valuable lessons in urban planning problems that I've encountered. Yes, fifty-fifty more useful than Jane Jacobs for the purposes of 21st century urban problems.
Information technology even inverse the way I view "sustainability". Policy should not just focus on 'light-green gimmicks' like hybrid cars. The books draws on examples and preliminary research (I believe from an EPA report) that shows that living in a walkable urban neighbourhood is more "green" that owning a very green suburban dwelling with a hybrid.
The book focuses around the concept of walkability. All the concepts currently promoted for proficient planning policy such as transit, density, mixed-utilise must all encourage and facilitate walking. The entire customs doesn't have to be a walkable paradise, just those areas that take the most potential should exist amend. However the volume is far from being that simple. Instead, Jeff Speck (who also co-authored Suburban Nation) introduces readers to many of the "large" ideas in planning right at present such every bit parking policy (run across Donald Shoup), bike lanes, transit, removing elevated highways, etc. Each concept is explained in plain language and usually backed-up with globe existent examples. The volume is also organized nicely in chapters and subheadings so that you can start reading at any indicate. The book likewise has a solid notes and bibliography section (divided by books, articles, etc) that makes it keen for research.
If y'all are thinking almost pursuing urban planning education, then this should be on your mandatory reading listing. If you are a current planner, a politician, or an informed denizen, then this book is equally relevant for all.
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