Urbanism

But social values were very much on the mind of Victor Gruen, the Austrian-born designer who created the first enclosed mall in the United States, Southdale Center in suburban Minneapolis, in 1956. Gruen wanted to give patrons a version of the lively and intensely social shopping districts he remembered from the Vienna where he grew up. It wouldn’t just be a collection of stores — it would include schools, post offices, medical centers and museums. A modern mall, especially in a cold-climate place like Minnesota, would be a sort of urban market town, a Main Street under glass.

In the years before his death in 1980, Gruen realized and regretted the failure of his creations to meet his original vision. They may have been pedestrian-friendly in their way, but they were nevertheless islands in a sea of parking. And the idea of a shopping mall as a key element in modern social life was rarely mentioned. 

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When you look at what has happened to many of the dead malls of the last century, you find a whole variety of retrofits. Some of them have simply been torn down, of course, but others have been repurposed to contain housing, hotels, museums, gyms, churches, senior centers, libraries and a whole variety of other features. Many of these are public enterprises, successors to the strictly private mall operations that have dominated shopping-center history.

In perhaps the most startling transformation, Gruen’s Southdale Center in Minnesota, the first of the fully enclosed malls of the 1950s, is being re-created as a multipurpose development that includes luxury hotel rooms and apartment complexes, a fitness center in place of a defunct J.C. Penney store, medical clinics and day care for children, and a variety of other public and private properties.

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Ironic as it may seem, malls such as Southdale are moving closer to being the entity that Victor Gruen envisioned — places where different segments of the community can gather and find their basic needs as well as their consumer desires met, and also satisfy their desire for sociability.

Imagine designing one of our great cities from scratch. You would quickly discover that there is enough physical space for magnificent parks, playing fields, public swimming pools, urban nature reserves and allotments sufficient to meet the needs of everyone. Alternatively, you could designate the same space to a small proportion of its people – the richest citizens – who can afford large gardens, perhaps with their own swimming pools. The only way of securing space for both is to allow the suburbs to sprawl until the city becomes dysfunctional: impossible to supply with efficient services, lacking a sense of civic cohesion, and permanently snarled in traffic: Los Angeles for all.

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It is impossible to deliver a magnificent life for everyone by securing private space through private spending. Attempts to do so are highly inefficient, producing ridiculous levels of redundancy and replication. Look at roads, in which individual people, each encased in a tonne of metal, each taking up (at 70mph) 90 metres of lane, travel in parallel to the same destination. The expansion of public wealth creates more space for everyone; the expansion of private wealth reduces it, eventually damaging most people’s quality of life.

Jeff Speck is a city planner and urban designer who, through writing, public service, and built work, advocates internationally for smart growth and sustainable design. The Christian Science Monitor called his recent book, Walkable City: How Downtown Can Save America, One Step at a Time, "timely and important, a delightful, insightful, irreverent work."

By popular demand -- a comprehensive review of all the ways car dependency destroys our communities, our health, and our planet. With gratuitous commentary by your host!

A bracing editorial.

In the 1970s a nation confronted a crisis of traffic deaths, many of them deaths of children. Protesters took to the streets to fight an entrenched culture of drivers who considered roads their domain alone. But this wasn’t the U.S.—it was the Netherlands. In 1975 the rate of traffic deaths there was 20 percent higher than in the U.S., but by the mid-2000s it had fallen to 60 percent lower than in the U.S. How did this happen?

Thanks to Stop de Kindermoord (“Stop Child Murder”), a Dutch grassroots movement, traffic deaths fell and streets were restored for people, not cars. Today the country is a haven for cyclists and pedestrians, with people of all ages commuting via protected bike lanes and walking with little fear of being run over. It’s time the U.S. and other countries followed that example.

As you read this, the Victorian Government is rewriting the laws and legislation that govern how the city we live within looks and feels. In 2024, we have a once-in-a-generation opportunity to reform Melbourne's design regulations, and to empower our city to become world-leading in terms of both liveability and design. Join Kerstin Thompson (Kerstin Thompson Architects), Andrew Maynard (Austin Maynard Architects), and Colleen Peterson (Ratio Consultants) to hear about the challenges of our current dysfunctional system, and the opportunities we have right now to reform these laws and create the best possible Melbourne. Hosted by YIMBY Melbourne and featuring three leaders from Melbourne's urban planning, architecture, and design industries, this night is one for enthusiasts and experts alike.

Melbourne’s Missing Middle’s signature recommendation—a new Missing Middle Zone—would enable six-storey, mixed-use development on all residential land within 1 kilometre of a train station and 500 metres of a tram stop—building an interconnected network of 1,992 high-amenity, walkable neighbourhoods.
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Melbourne’s Missing Middle envisions Parisian streetscapes across all of inner urban Melbourne, along our train and tram lines and near our town centres. Gentle, walk-up apartments, abundant shopfronts, sidewalk cafes and sprawling parks replacing unaffordable and unsustainable cottages. 
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The Missing Middle is the most desirable, walkable urban form, typified by inner Paris, and it should be legal to build in our most desirable, economically productive areas.

Children need more independent mobility. Modern suburbia is car-dependent, and kids/teenagers cannot get around without their parents driving them. This has serious consequences on their physical and mental health and well-being.

Released Tuesday, the proposal dictates what kind of housing can be built, how much can be built and where it could go. It also would create a new neighborhood designation that allows more corner stores and restaurants to be built near housing, and implements the state’s new “missing middle” housing law to allow four to six homes on single-family home lots.

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Changing single-family zoning in Seattle has been politically toxic in the past. Former Mayor Ed Murray proposed allowing missing-middle density across all Seattle neighborhoods as part of his 2015 housing plan. But he ultimately scrapped the proposal in the face of fierce opposition from homeowners.

Quirindongo thinks Seattle residents’ views on the issue have evolved over the past decade as the housing crisis has worsened.

“As people continue to move into the city and try to find a place to rent or a place to buy, it is really hard to do,” said Quirindongo. “So what is coming out of that is that the typical city resident in this town is interested in having more housing choices. … This plan is really trying to answer for the need that people are saying we need to provide for.”

We dive deep into a groundbreaking approach to solving the housing crisis by repurposing under-utilized big box retail spaces into thriving mixed-use housing developments.