In the ongoing evolution of urban design, communities are increasingly turning their focus toward enhancing quality of life beyond traditional car-centric models. This article explores how places like Dublin, Ohio, are reshaping their environments to foster more walkable neighborhoods, encouraging sustainable growth that prioritizes human mobility over automobile reliance.
Conor here: The types of communities highlighted in this piece appear to offer a better quality of life compared to entirely car-dependent suburbs. However, one might wonder if there is a ceiling to the changes that cities like Columbus, Ohio, can achieve given their current infrastructure. With a land area of about 570 square kilometers and a population of 933,263, it’s insightful to compare this with Madrid, which is 605 square kilometers and has a population of 3.5 million.
When addressing emission reductions, it’s important to consider that the world’s wealthiest 10 percent have been responsible for over two-thirds of global warming since 1990. In fact, just the fifty richest billionaires emit more carbon in less than three hours than an average British individual does in their entire lifetime. This economic disparity could mean that with less billionaire influence on capital allocations, we might see a greater implementation of public transit and innovative projects, such as those discussed in this article.
By Sarah Wesseler, a writer and editor with over a decade of experience covering climate change and the built environment. Originally published at Yale Climate Connections.
Dublin, Ohio’s Bridge Park development. (Image credit: City of Dublin)
Like many American communities, Dublin, Ohio, has transitioned from a small rural town in the 19th century to a sprawling suburb in the 20th. Today, it is fully embracing a 21st-century vision centered on walkability.
This affluent suburb of Columbus houses approximately 50,000 residents. Recently, local officials have spearheaded the creation of Bridge Park, a walkable neighborhood connected by a striking pedestrian bridge to the historic town center. Building on the success of this initiative, the city council announced in 2024 plans for another transformative project, converting a 1980s office park into a vibrant district featuring housing, shops, restaurants, public spaces, and workspaces.
Such transformative projects aiming to revitalize conventional suburban areas are increasingly prevalent across the United States. Ellen Dunham-Jones and June Williamson, esteemed architecture professors at Georgia Tech and City College of New York, have been documenting these efforts, termed suburban retrofits, for nearly two decades. They have witnessed not only a significant rise in the number of such endeavors but also greater ambition within these initiatives, which tackle critical challenges including public health, aging demographics, equity, employment, and climate change—all while reducing reliance on cars.
“Currently, we have over 2,500 projects in our database, and that’s just scratching the surface,” Dunham-Jones noted. “Honestly, I can’t keep track of them all.”
Urban designer Martin Zogran, who is working on the Metro Center plan, emphasized that similar projects are in development in other regions. “Cities and communities throughout the U.S. are revisiting office parks more frequently,” he explained. “We recently secured a project in Philadelphia that involves revitalizing a similar office park from the ‘70s and ‘80s.”
Less Driving, Lower Emissions
Initiatives like those in Dublin carry crucial implications for climate change, especially since transportation is the largest source of emissions in the U.S. The everyday vehicles that people use are predominantly responsible for this. While electric vehicles can help mitigate emissions, they do not fully resolve the issue; reducing driving volume is also necessary.
However, many Americans find the prospect of driving less unfeasible. The current landscape designations mean that walkable neighborhoods constitute a mere fraction of developed land in major U.S. cities, driving up the cost of living in such areas compared to traditional, car-dependent suburbs. Consequently, many individuals who desire a walkable lifestyle find it beyond their financial reach.
In the greater Columbus area, like many American regions, the existing infrastructure heavily favors car travel.
“It’s difficult to overstate just how reliant the Columbus region is on automobiles,” said Matthew Adair, an urban planner and researcher who grew up in Dublin. “Without a car, people often think you’re imbalanced in some way.”
As awareness of the drawbacks of car dependency grows, advocates across the nation are striving to provide more mobility alternatives. Innovations such as a planned two-mile pedestrian pathway in downtown Columbus and a new bus rapid transit system illustrate what large municipalities and regional organizations can achieve. Nevertheless, smaller cities can also make vital contributions to this movement, as evidenced by Dublin’s initiatives.
Metro Center rendering. (Image credit: Sasaki)
Motivations for Change
Dublin’s ambition to establish Bridge Park and Metro Center stems from substantial input from its residents, according to Chris Will, an urban planner with the local government. The city updates its community plan periodically, conducting extensive outreach to capture the aspirations of its inhabitants.
“Our residents have expressed a desire for Dublin to become more walkable and bike-friendly—not solely for recreation but also for commuting to work, shopping, and dining,” he noted. “People truly appreciate the opportunity to move beyond their vehicles.”
These development efforts are also critical for Dublin to maintain its status as an attractive destination for both residents and workers in the future.
“Affluent communities like Dublin that are growing and have a strong job base often have the resources to invest and draw developers willing to commit the necessary funds for substantial redevelopments like Bridge Park and Metro Center,” Dunham-Jones explained.
This doesn’t imply that only wealthier areas are undertaking creative suburban redevelopment projects; rather, such endeavors may manifest differently in less affluent communities.
“In economically weaker areas, initiatives are more likely to involve repurposing underutilized parking lots or retrofitting obsolete buildings with essential community services,” she added.
Bridge Park was developed on land that housed an underused strip mall and a defunct driving range, not exactly the most effective uses for property across from the historic town center.
“Retail dynamics shift as cities evolve over time, so the aim of the project was to reposition that area to enhance its competitiveness,” Will commented. “Bridge Park is designed as a mixed-use development with offices, condos, apartments, hotels, restaurants, shops, and entertainment options, all within a walkable urban grid.”
Similarly, Dublin’s authorities believe Metro Center, a key source of tax revenue for the municipality, requires revitalization to stay appealing to companies looking for office space.
Currently, the Metro Center area is “dominated by surface parking lots,” Zogran pointed out. “Single-use office buildings and a series of hotels are scattered throughout the landscape, which is distant from one another. This does not align with modern expectations for office environments or hospitality.”
Transformational Potential
The ambition behind these projects has positioned Dublin as a model city for others in the region, according to Will. At a recent urban planning conference, multiple representatives from neighboring Central Ohio communities remarked that Dublin’s advancements have inspired them to think more creatively regarding their own development strategies.
Rachael Dorothy, mayor of another Columbus suburb, Worthington, concurred, stating that Bridge Park and Metro Center are “definitely unique and notable” within the area. Dublin’s shift toward mixed-use development—integrating residential, commercial, and recreational spaces—marks a progressive approach that stands in contrast to the typical separation dictated by U.S. zoning laws.
“For the majority of human history, mixed-use development was the norm until zoning laws emerged around a century ago,” she emphasized. “These regulations have not served our cities effectively; we must return to a model of mixed-use development that reflects historical practices.”
Zogran is likewise enthusiastic about the opportunity to restore lifestyle benefits that have largely eluded countless American communities for far too long. “This project will reintroduce a way of life that was once common: walking to buy essentials, taking children to parks, or enjoying leisurely strolls or bike rides without the constant requirement of a vehicle,” he noted.
Challenges and Opportunities for Building Walkable Communities
Creating walkable communities in the United States poses many challenges, and teams behind Bridge Park and Metro Center have had to navigate several hurdles. Zogran cited parking as one of the most significant challenges.
“Cities are becoming quite progressive in requiring fewer parking spaces, which is fantastic,” he remarked. “However, other difficulties persist, many of which are tied to developer expectations.”
Developers need adequate revenue from offices, retail, and residential buildings, and many prospective tenants expect a certain amount of parking. This often leads to the necessity of providing considerable parking spaces, which, if allocated as surface lots, would consume a large portion of available land, making it difficult to create a dense, walkable environment. Alternative solutions, like parking garages, can be prohibitive due to high construction costs, thereby affecting developers’ profit margins.
“Finding ways to meet developers’ needs while also fostering compact urban forms remains one of the greatest challenges in my projects,” Zogran said.
Community involvement is another vital consideration. During the initial phases of Bridge Park, not all residents were convinced that dense, high-rise developments would suit the community’s character. To address these concerns, Dublin officials and developer Crawford Hoying devoted significant time to meeting with residents, workers, and stakeholders.
“The developer engaged the city in extensive public outreach to ensure community awareness about the plans and to foster comfort with the proposed developments,” Dorothy explained.
Dublin’s leadership also collaborated with community members to understand their visions and concerns for Metro Center, according to Will. High-quality visual materials were utilized to effectively communicate the project’s vision.
At this stage, however, less persuasion is needed.
“With Bridge Park now recognized as a success, gaining support for Metro Center is not as challenging,” he noted. “The community genuinely appreciates Bridge Park.”
