One of the biggest municipal public policy mistakes I see happening in many cities is a political tendency to focus almost entirely on the construction of below-market housing when trying to tackle “affordability.” Affordability is complex, & solutions need to be equally complex.
For example, if local politicians send the message that they don’t want to see new ownership housing, or even market rental housing, because “what we REALLY need are below-market homes,” the resulting supply slowdown means ownership & rental housing will get even MORE expensive.
“In America, housing is a commodity to be bought and sold like a car. The result is that those with means have a place to live, and those without means do not. We must change this paradigm.” — former San Francisco chief planner John Rahaim. @HarvardGSD gsd.harvard.edu/2021/06/john-r…
By focussing on below-market affordable housing projects only, some politicians have empowered the narrative that projects that “aren’t affordable enough” should be rejected, fuelling general unaffordability & arming those who block needed change with a new anti-change excuse.
• • •
Missing some Tweet in this thread? You can try to
force a refresh
One of the KEY conversations in city-building we too often avoid because we’re accused of “pointing fingers:”
Who REALLY creates single-use, car-dependent suburban sprawl? Is it developers (& their consultants) who build it, or the local governments who allow & even mandate it?
And let’s get this out of the way RIGHT away — It’s NOT “the market” that creates suburban sprawl. It won’t be built if no one builds it, and it won’t be built if no government allows it (and SUBSIDIZES it). And surveys have always shown the “market” wants other, better choices.
So is it developers or local governments that create suburban sprawl?
It’s easy to say “both,” & I’ve seen plenty of examples where this is true. Developers propose it & aggressively lobby for it, & then municipalities lock it into the rules so it’s the only thing that’s legal.
Last night I reached 100k Tweeps, a number I wouldn’t have thought possible when I decided to try this platform. I’ll say it again — it speaks to how inherently interesting and important cities are! Thank you to all of you for every read, retweet and constructive interaction.
I was thinking that the best thing I could do to respect this milestone is to again try to support the voice of others who are working hard to make cities better every day. I hope you’ll follow & engage (constructively) with these passionate people! #UrbanistShoutOut
NEW: Interested in a BETTER conversation on parking, & a VERY different approach to municipal parking strategy, for much better city-building outcomes? Our game-changing new @cityofkingston Parking doc is a must-read. See our preamble: #ThePowerOfParkingcityofkingston.ca/documents/1018…
MEDIA RELEASE: “There are few things we could do as a city that would have a bigger effect on whether we achieve Council’s strategic priorities than reconsidering how we do parking.” Kingston #YGK launches #ThePowerOfParking bold city-wide conversation: cityofkingston.ca/-/-the-power-o…
“When it comes to the many benefits of rethinking parking, it’s clear that the biggest public interests come from less parking, lower personal vehicle ownership & fewer/shorter driving trips.”
If you’re still wondering what a “15-Minute City” really means, at least as proposed by Paris Mayor @Anne_Hidalgo, it’s really simple.
Everything you need is available within a 15 minute walk, wheel chair or bike-ride from home.
Everything.
NOT by car trip.
Not even transit.
By Comparison, a “City of 20-Minute Neighbourhoods” (a core of Melbourne’s city plan) sets a different definition of success — MOST (not all) things needed for a good life within a 20-minute walk, bike OR TRANSIT RIDE. 3 important differences that affect/reflect a different city.
Altho details vary, this idea of communities where “everything we need is close by” is far from a new concept. Just look up...
- complete communities
- city of short distances
- “the power of nearness” (I used this one while at Vancouver City Hall)
- MANY more
Trucks have been getting bigger, more energy & space consuming, more polluting, and much deadlier to everyone around them, including kids. Not because most of us actually need bigger vehicles, but as ego boosts, status symbols & “indicators of male virility.” HT @PickledEntropy
Over the last decade, global SUV ownership has doubled. If it keeps growing at its current rate, increased SUV ownership will offset the entire emissions reduction from electric vehicles. Plus they’re much more likely than smaller cars to kill pedestrians. fastcompany.com/90420280/shoul…
Have trucks gotten more fuel efficient? Of course, thanks largely to government regulations. However they have also gotten larger on average, & as #JevonsParadox explains, improved fuel efficiency has helped us justify larger vehicles & more driving, causing emissions to go up.
Most of the conversations I’m hearing & reading about the permanent growth of virtual working aka working from home #WFH post-pandemic are dramatically oversimplifying the implications & ripple effects to the ecosystem of cities — starting with assuming it will all be positive.
Consider the implications for successful downtowns, for example. A lot fewer downtown workers mean less demand for walkable downtown housing (which has many public interest benefits) & for downtown retail, restaurants, entertainment & other elements of a mixed downtown ecosystem.
A lot of positive commentary around #WFH is based on the assumption that weakened downtowns & other urban concentrations will lead to dispersed but COMPLETE, multi-modal 15-minute communities. That’s a REALLY big assumption that at best would involve lots of time & controversy.