Tag Archives: walkability

pedestrian level of service

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I had actually never heard of pedestrian level of service, but it appears to be just applying traffic flow modeling principles to pedestrian flow. It is intuitively appealing to me because you can just add pedestrians, cyclists, or whatever mode you want to a transportation model and specify which links in the network are open to which types of “traffic”. Theoretically, you could try to optimize the total flow of people from where they live to the places they need to get to, and not just maximize the flow of motor vehicles. Surely someone must have looked at this. A valid criticism, of course, is that these models can be short-term focused, even looking just at a single weekday peak hour and certainly missing longer-term dynamics like how infrastructure capacity and land use policy affect trip generation over time. Another criticism is that this engineering approach completely misses the quality of life aspects of urban design.

Pedestrian infrastructure assessment: Walkability vs. pedestrian level of service

This paper explores two of the most explored indicators for evaluating pedestrian infrastructure: walkability and Pedestrian Level of Service (PLOS). Walkability, typically used by urban planners, emphasises the qualitative aspects of the built environment, such as safety, comfort, accessibility and aesthetics, whereas PLOS, primarily employed by transport engineers, quantifies the operational performance of infrastructure based on pedestrian flow, density and speed. A systematic PRISMA-based literature review was conducted, covering 60 PLOS studies and 55 walkability studies were analysed in terms of definitions, contributory factors, data collection methods and modeling techniques. Despite sharing the goal of promoting pedestrian-friendly environments, these frameworks differ fundamentally in scope, purpose and methodology and are often applied independently. The findings indicate that walkability indicators vary in how factors are measured and allocated across dimensions. Moreover, walkability is treated as a “static” factor, both conceptually and methodologically. Relatively limited research examines how walkability changes over time (e.g., day vs. night) or varies across population groups. Conversely, PLOS generally excludes socio-spatial dimensions, a choice consistent with its original purpose rather than a methodological limitation. Some approaches attempt to incorporate subjective factors, but usually in ways resembling traditional walkability metrics. This study highlights the need for greater standardization in definitions and assessment frameworks, while also identifying challenges that complicate their practical applicability. Their complementary use can significantly enhance the design, evaluation and planning of pedestrian infrastructure, supporting more livable, sustainable and inclusive cities.

R.I.P Donald Shoup

Donald Shoup explained why parking is so scarce in walkable, livable cities. Basically, you can have walkable, livable cities, or you can have free parking. You can’t have both. This is a matter of geometry. Pricing parking is one answer. Progress on this issue is a dog fight every inch of the way. Most people are not interested in waking up from the auto-oil-highway propaganda matrix and seeing the world for what it is. The fight is worth it. Thank you Donald Shoup for opening my eyes to reality.

New Urbanism: Past, Present, and Future

I basically agree with the principles of new urbanism (which were based on old urbanism). Communities where people can take most work, school, shopping, and entertainment trips by walking or biking are better for the planet and better for our physical and mental health. With good planning and design, there is plenty of room in the spaces we have already developed to accommodate whatever population growth we are expecting, without continuing to chew up land that could be left wild or used as farmland. The trick is to establish a virtuous cycle where gradually more people buy into the idea of life without private cars taking up half the space. And then some of that space saved has to be invested in good public infrastructure, access to recreation and nature to offset some of the negative effects of density. I think New Urban ideas have blunted suburban sprawl and car-dependency a little in the United States, but only a little unfortunately. There just aren’t that many walkable neighborhoods to choose from, and so people either aren’t familiar with them, and can’t imagine a non-car-dependent lifestyle, or else they assume people of average means can’t afford them, which is true in general of desirable things in short supply.

New Urbanism: Past, Present, and Future

The New Urbanism, initially conceived as an anti-sprawl reform movement, evolved into a new paradigm in urban design. Recently, however, some researchers have argued that the popular appeal of New Urbanism has eroded, the movement has lost its significance, and critical research on the broader theme has tapered off. In response, this article investigates whether the movement has lost its currency and explores the future of New Urbanism in the context of contemporary circumstances of development. The article begins with a brief description of the conceptualization of New Urbanism as an exception to the development trends of the time. Collaborative efforts of its protagonists that have contributed to the integration of New Urbanist concepts into other programs, policies, and development regulations are presented in the next section to describe its expansion, to clarify its mainstreaming, and to call attention to its broader impact. The concluding section presents contemporary circumstances of development and changes that are intensified by the COVID-19 pandemic, including those related to the nation’s demographics, climate change, technological advances, rapid growth of the digital economy, and acceleration of e-commerce to explore the significance of New Urbanism for future development.

Urban Planning open access journal

when do people travel

Here’s an interesting article in Wired (sadly, my last free one of the month – Wired is one of the few magazines I might actually consider subscribing to) about an analysis of transportation data in L.A. What’s different about it is that they used cell phone data to understand not just longer commutes and trips to and from school, but also all the short trips people take near home for errands, chores and quick shopping. A conclusion is that public transportation, at least in L.A., is much slower and less convenient for these. It makes sense. In my neighborhood, in Philadelphia, these are going to be 95% walking trips, because there is only street parking on both ends, and giving up your spot on the street would not be worth it, not to mention making your trip slow and inconvenient. So free parking on both ends is a big contributor to this, and free parking obviously requires a lot of land, and once you devote all that land to free parking, your neighborhood is no longer walkable and you can’t go back.

Toronto shoppers arriving by bike

Toronto has done a study of preferences and spending by shoppers in one of its neighborhoods, and the results show that merchants have an inaccurate picture of the demand for driving and parking.

A summary of the findings:

  • 72% of the visitors to the Study Area usually arrive by active transportation (by bicycle or walking). Only 4% report that driving is their usual mode of transportation.
  • Merchants overestimated the number of their customers who arrived by car. 42% of merchants estimated that more than 25% of their customers usually arrived by car.
  • Visitors who reported using active transportation to visit the Study Area visited more often and spent more money per month than those who usually drove or relied on public transit.
  • Visitors to the Study Area were much more likely to prefer a bike lane or widened sidewalks over no change, even if this resulted in the loss of on-street parking.
  • Merchants prefer the current layout of Queen Street more than a configuration where on-street parking is reduced to accommodate expanded sidewalks or a bike lane.
  • A majority of visitors (53%) and merchants (64%) stated that there was not enough bicycle parking within the Study Area.
  • Merchants were more likely than visitors to perceive the amount of car parking as inadequate: 52% of merchants stated there was not enough car parking in comparison with 19% of visitors.

This area must already be pretty safe and accessible by foot and bicycle. In most U.S. cities, I doubt we would find results like these. But if not, the lack of shopping by bicyclists could easily be a self-fulfilling prophecy if there are no bike lanes to begin with. The other critical factor, I am pretty sure, is whether people actually live in or near the shopping district. There are examples of U.S. cities that tried downtown pedestrian concourses that ultimately failed, but in the case of Philadelphia at least I am pretty sure they failed because nobody lived nearby.

best cities for living without a car

We’re number 5! Well, that might not sound so good, but in a country where there just aren’t many practical living choices that don’t require a car, I think it’s pretty good. I also found this graphic (is this a “bump chart”?) from Redfin interesting.

Source: Redfin.com https://www.redfin.com/blog/2017/02/the-best-cities-for-living-without-a-car.html

optimal city block length

This article in Harvard Gazette is about the optimal block length for walkability. The basic conclusion is that small is generally better, but there is some minimum below which pedestrians are spending too much time crossing streets. If I were laying out a city though, I would want to err on the side of smaller because it is much easier to close streets to vehicle traffic than to create new streets where there previously weren’t any.

10-Minute Neighborhood Analysis

This article from Kirkland, Washington describes in detail an interesting scoring scheme they applied to all of their neighborhoods. They have a good run-down on why walkable neighborhoods are good.

The ability to retain, create, and enhance 10 minute neighborhoods has benefits for users of the neighborhood and benefits for the community as a whole.

  • Health. Residents who walk or bike regularly are healthier and therefore walkable communities make it easier to live healthy lifestyles.  According to the Centers for Disease Control and Prevention, people living in walkable neighborhoods get about 35 to 45 more minutes of moderate-intensity physical activity per week and are substantially less likely to be overweight or obese than people of similar socioeconomic status living in neighborhoods that are not walkable

  • Traffic. Residents with convenient access to local goods and services are less likely to drive.  If they do drive, they have a shorter travel distance.  The 10 minute neighborhood acknowledges the value to Kirkland’s transportation system of every trip not taken and every mile not driven.

  • Transit.  Better access to transit equates to more transit users.  Regional data show that people who live within a half mile of a transit node commute less often by single-occupant vehicle (SOV) with a higher percentage using transit, carpooling, and walking or bicycling to work .

  • Demographics.  21 percent of the population aged 65 and older does not drive – and that segment of the population is projected to grow significantly .  Older non drivers need options so they remain engaged with their communities.

  • Clean Air.  Less traffic means cleaner air and less greenhouse gas emissions.

  • Social Connectivity.  Pedestrian activity and local gathering places help build social cohesion and eyes on the street help people feel safer in their communities.

  • Market Forces.  Recent surveys indicate that a majority of Americans want to live in walkable neighborhoods served by good transit .  Those numbers are significantly stronger for younger Americans and those who plan to move in the future, a strong representation of the future real estate market.

  • Stronger Retail.  A local customer base is good for local businesses.

Central Oslo Car Free by 2019

According to Reuters:

Cars will be banned from central Oslo by 2019 to help reduce pollution, local politicians said on Monday, in what they said would be the first comprehensive and permanent ban for a European capital…

Under the plans, the council will build at least 60 kilometers of bicycle lanes by 2019, the date of the next municipal elections, and provide a “massive boost” of investment in public transport.

Several European capitals have previously introduced temporary car bans in their city centers, including Paris last month. Some such as London or Madrid have congestion charges to limit car traffic.

stupid advice for 20 year olds

Here is some really stupid advice for 20-somethings, making the rounds as a viral email apparently:

People who are saving in their 20s are people who don’t set their sights high. They’ve already dropped out of the game and settled for the minor leagues.

Your 20s are not the time to save; they’re the time to gamble. $200 a month isn’t going to make the dent that a $60,000 pay raise will after spending all those nights out networking.

When you’re 40, you’re not going to look back on your 20s and be grateful for the few thousand you saved. You’re going to be full of regret.

You’ll regret the experiences you didn’t take, the people you didn’t meet and the fun you didn’t have because you were too worried about a future that came and went.

Well, I just turned 40, so let me think back to my 20s. I was a particularly clueless 20-something in many ways, but somehow I built a career, saved some money, and had a lot of fun too. There were big expenses and small expenses. The big expenses were housing and transportation. I controlled the big expenses by living in small, cheap places and having a small, cheap car (and later, no car). That left me plenty of money to save, and plenty of pocket change to have a little fun. I am glad I had fun – I have no regrets, other than maybe having a little too much fun and getting behind the wheel once or twice when I shouldn’t have. I certainly don’t regret the “few thousand” I saved back then, which gives me and my family some piece of mind 20 years later. So that’s the advice I would give 20-somethings, if they ever thought they needed my advice – pick a profession, build a career, save, live in a small place, go car-free if you can, make some friends and have some fun. When you turn 40 you will like where you are.