Sunday Fact Fest, Episode 03: "How the ‘15-Minute City’ Could Help Post-Pandemic Recovery."

Automobile supremacy is a virus, too. 

How the ‘15-Minute City’ Could Help Post-Pandemic Recovery, by Patrick Sisson (CityLab)

A new C40 Cities report touts Paris’s model for putting essentials within close walking or biking distance as an economic boost for coronavirus-ravaged municipal budgets.

The Covid-19 crisis in the U.S. has torn a hole in city budgets, decimating urban economies across the country even as infections continue to roar back and the specter of second-wave lockdowns loom. Las Vegas faces “the most serious fiscal crisis” it’s ever faced. The pandemic is hitting Houston’s finances harder than Hurricane Harvey, according to Mayor Sylvester Turner. Tallahassee, Florida, city officials are trying to “defuse a time bomb” due to $23.4 million in lost revenue this year. Local governments may face a cumulative shortfall of hundreds of billions of dollars, small businesses are closing at staggering rates, and when the temporary boost in unemployment benefits expires, municipal sales tax shortfalls may get even worse.

An international coalition of cities believes that the only path forward for mayors is funding green stimulus plans focused on job creation. The newly released Mayors’ Agenda for a Green and Just Recovery, released July 15 by C40 Cities, an international coalition of urban leaders focused on fighting climate change and promoting sustainable development, was developed by the organization’s Global Mayors COVID-19 Recovery Task Force. The far-ranging series of plans offers a green prescription for financial stabilization that emphasizes several familiar pillars of progressive urbanism — renewable energy investment, energy-efficient buildings, improved mass transit, and spending on new parks and green space. One core idea: Cities are the “engines of the recovery,” and investing in their resilience is the best way to avoid economic disaster.

One of its recommendations has a more novel ring to it. The agenda recommends that “all residents will live in ‘15-minute cities.’” That term echoes the transformative ambitions of Paris Mayor Anne Hidalgo, who has doubled down on car-free transit and pedestrian infrastructure in the French capital. Hidalgo made the idea that Parisians should be able to meet their shopping, work, recreational and cultural needs within a 15-minute walk or bike ride a centerpiece of her recent reelection campaign. The C40 proposal suggests that following such a model would help global cities live up to the document’s promise of equitable access to jobs and city services for all, and rebuild areas economically hard-hit by the pandemic.

“Fifteen-minute cities, micromobility, and more space for walking and biking are innovative solutions that will help our cities rebuild and restore our economy while protecting lives and cutting dangerous pollution,” Carol M. Browner, former EPA administrator and board chair of the League of Conservation Voters, said in a statement supporting the agenda ...

The pros and the cons of public space, when the inside goes outside.

We're a few months into it, with time to see how the urban outdoor experiments have worked. Most of the evidence is supportive of further adaptive reuse. O'Sullivan has the good and the bad.

What Happens to Public Space When Everything Moves Outside, by Feargus O'Sullivan (Bloomberg CityLab)

As restaurants and bars dramatically expand their outdoor seating, questions are emerging about who gets to occupy the streets.

In this pandemic recovery period, city streets are starting to look a little different. To create room for social distancing, restaurant, bar and café tables are spilling out into the street. In some cases, this means more businesses adopt a Parisian sidewalk café model. In other cities, this design skips right past the sidewalks, which need all the room they can get for socially distanced pedestrians. Instead, tables occupy parking spots and vehicle lanes, and in some cases parks or public squares. This new way of organizing street space has already been rolled out in many cities, including Vilnius, Lithuania; central Paris; the old city of Barcelona and Boston’s North End. It’s in the process of being introduced in a host of other cities across the world this month as some urban centers tentatively emerge from lockdown ...

"The car century was a mistake. It’s time to move on."

Progress is impossible without change, and those who cannot change their minds cannot change anything.
-- George Bernard Shaw

The car century was a mistake. It’s time to move on, by J. H. Crawford (Washington Post)

J.H. Crawford is the author of “Carfree Cities” and “Carfree Design Manual,” and publisher of Carfree.com.

We must first remember that all cities were car-free little more than a century ago. Not all cities responded to the advent of automobiles with the same enthusiasm as the cities of the United States. In fact, some cities never did adopt the car. Venice was unwilling to destroy itself in order to build streets wide enough for cars, and therefore has never had them except in a sliver near the mainland. The same situation exists in the Medina of Fez, Morocco, and several other North African cities. These districts are usually the most vibrant parts of their cities.

Cars were never necessary in cities, and in many respects they worked against the fundamental purpose of cities: to bring many people together in a space where social, cultural and economic synergies could develop. Because cars require so much space for movement and parking, they work against this objective — they cause cities to expand in order to provide the land cars need. Removing cars from cities would help to improve the quality of urban life.