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Between 1961, when the social critic Jane Jacobs published “The Death and Life of Great American Cities,” and the Covid lockdowns of 2020, it seemed the residential neighborhoods of Washington, like those of certain other mostly Eastern cities in the United States, had discovered the secret of happiness and safety in the automobile age: narrow streets.

By law, two-way residential streets in Washington are supposed to be 34 feet from curb to curb, but many are a few feet narrower. The average car is about six feet wide, so parked cars on either side constrict a roadway quickly. Once you account for mirrors, swinging doors and the occasional mis-parked minivan or S.U.V., the two lanes of moving traffic might have only 13 or 14 feet of road space to work with. Drivers can move freely but cautiously, braking to pass. For urban theorists like Jacobs, this is perfect — these are not neighborhoods that shortcut-seeking motorists consider worthwhile to barrel through, or where playing children need to fear sudden surprises.

In recent years, and especially since the onset of the pandemic, something has changed on city streets — not the streets themselves but the implicit social agreement that determines how they are used. The internet is largely to blame. Navigation apps like Waze have channeled impatient motorists into unpromising-looking byways. But even more consequential has been the quantum leap in e-commerce, which has brought hundreds of thousands of vans onto the streets. They’re big. Streets that were tight but passable have often wound up blocked off.

This is more than a quality-of-life issue. It raises a political question about the use of our roadways and the compensation that companies like Amazon should provide for their partial takeover of the publicly funded road system. The public’s leverage is weak, the political dynamics are complex, and alternatives are fewer than before.

The rise of internet commerce, with Amazon as the dominant player, has led to the hollowing out of brick-and-mortar stores and the loss of an alternative retail infrastructure. Moreover, big internet retailers have taken advantage of public resources. The real estate they require for deliveries is not private but public. In many cities, double parking by delivery trucks is tolerated, and they often use public property at a discount.

Addressing this issue requires innovative solutions and trade-offs. Policing e-commerce on the road involves charging more for double parking and effective enforcement. The delicate balance lies in considering the needs of both the community and businesses while ensuring fairness and not favoring one over the other.

The changing dynamics of urban mobility extend beyond delivery trucks to other modes of transportation. The Covid lockdowns prompted city councils to invest in bike lanes, but this decision was met with skepticism from the public. The politics of repurposing roads involve a tension between elite planners and public opinion.

Finding a middle ground requires a fair and balanced approach, one that recognizes the concerns of all stakeholders and considers both the benefits and drawbacks of different measures. Only through effective negotiation and compromise can we create a future where urban mobility functions in harmony with the needs of residents and businesses alike.

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