By Christina DeMarco and Peter Ladner
Great ideas are as much about timing as content.
Remember the first attempt to block a car lane for bikes on the Burrard Bridge? If you weren’t around for that debacle, ask Gordon Price how it went. Years later, after more careful planning and community education, the lanes are in and thrive today.
Similarly, for decades, any attempt to expand the parts of the city where basement suites were legal was met with vicious opposition. Then one day in the early 2000s, city-wide legalization of suites was passed by council without a whisper of opposition.
Now, with the city more desperate than ever for new revenue and affordable housing, the monopoly of car use on so much city land being widely questioned, and gentle infill density on the rise, Thin Streets may finally have their breakthrough moment.
Is this a good use of valuable City land? The City of Vancouver has an abundance of road and lane space in their quiet residential areas.
Look at the street in the Streetview above. The equivalent of two city lots—worth, say, $1.5 million each—is being tied up to provide the luxury of a passing lane for two cars driving on that block at the same time. How often does that happen? Three, six, a dozen times a day? A two-way street isn’t even necessary. Many Vancouver streets work quite happily and safely with one lane of traffic: oncoming cars pause at the intersection until the lane is clear.
Looking at our future city through the “pandemic prism” has caused many of us to question the large amount of space unnecessarily dedicated to cars.
What if that “wasted” pavement could instead provide land at no cost for affordable housing, parks or other uses, simultaneously providing newfound revenues for a cash-strapped city, increasing pedestrian safety, and reducing traffic volumes, traffic speed, automobile collisions, asphalt maintenance costs, heat island effects, and rainwater runoff?
In Vancouver, dividing the typical little-used two-way 66 foot right-of-way in half produces two new 33-foot residential lots per block, and a narrower 33-foot right-of-way, with a 17-foot thin street, easily enough space for one-way travel, parking for cars, a sidewalk for pedestrians, and boulevards for street trees.
The two new lots are now available for a variety of uses such as affordable housing, park space, community gardens, and daycare centres.
A couple of years ago, the City of Vancouver made duplexes a permissible use in all RS zoning districts (single-detached housing areas). This change allows two dwelling units plus two secondary suites/ lock-off units on a conventional building lot. Narrowing the north-south street for just one block can now create twice as many housing units by creating two lots with a 33 foot frontage. The land could be sold on a long-term lease to individual owners or the City could develop the lots themselves.
Not only that, but converting wasted asphalt into leased land for housing would immediately create a new revenue stream that has the potential of raising millions of dollars a year, forever.
Thin Streets is an idea that has been around since the 1990s, been the subject of city council resolutions, and otherwise in the “great planning ideas” pipeline for decades. In 2012, Ted Sebastian and Christina DeMarco (right), former City of Vancouver planners, teamed up with Charles Dobson, Professor Emeritus of Emily Carr University and submitted the idea to the City’s “Re-think Housing” competition to help increase the amount of affordable housing. It was one of the winning ideas.
Unfortunately, at that time, as with every time this idea has been proposed for some kind of pilot project, it has failed. The killer issue is making peace with the adjacent property owners and neighbours. Without their buy-in, political pushback has been vicious. Understandably.
Equally important as making sure a proposed block is suitable – e.g. no sewer lines would be covered up — is figuring out how to make this attractive for the neighbours.
- The City could start by coming up with some exciting design ideas for this form of ground-oriented housing.
- The City could buy adjacent lots and then lease them and the reclaimed asphalt to a developer or individual owners to build out affordable housing. No adjacent property owner would lose their street access.
- The City could compensate adjacent property owners who lose some street access and sunlight by waiving their property taxes for some period or providing resident-only parking on the new street. Lost revenues would be more than covered by new property taxes on the new development.
- The City could offer similar property tax relief compensation to any group of directly affected property owners who came forward and volunteered their street for narrowing. Maybe the thinner street could have one lot dedicated for development and another for a park or playground to make it more appealing to the neighbours.
There are all kinds of possibilities.
The Vancouver City-wide Plan now underway is looking for “Quick Start” ideas. Why not get this experiment started?
To read more, go here.