Urbanism

Brent Toderian, a renowned urbanist and city planner shares his insights and experiences in shaping vibrant cities as we look ahead at Mississauga’s future.

Every city in the world is going through a learning curve, working hard to improve, albeit from very different starting points. It’s true that “better” is open to opinion and debate (including answering the really important question, “better for whom?”), and even when the difference between better and worse is well proven, some cities sadly are still doubling down on the wrong path (more freeways, anyone?). But I find even those cities with clear visions of what better means can easily struggle with the “how” part, and the fact that the path to success is often not a straight line.

Over many years working with cities at all points in that learning curve, I’ve developed a simple conversation starter that I call the “five steps toward better cities.” I’ve found it can help break the ice around how to improve, if people are really honest about where they’re starting from.

Carlton is number eight! Only because the top five is almost entirely the Melbourne CBD, which shouldn't count, in my opinion. However I do think that "Feels eerily similar to Canada" should be Australia's national slogan.

The electric transport revolution is a great chance to rethink how we move through our cities – and whether we even need a car at all.

Cars, after all, often have only one occupant. You’re expending a lot of energy to transport yourself.

By contrast, electric mopeds and bikes use a lot less energy to transport one or two people. They’re also a lot cheaper to buy and run than electric cars.

If you commute on an e-bike 20km a day, five days a week, your charging cost would be about $20 – annually.

One of the most genuinely confusing phenomena over the past few years has been the conspiracy theories surrounding “15 minute cities” that have caused people to see things we advocate for — traffic calming, quality bike infrastructure, and public transit — as government control, overreach, and even tyranny.

Eliminating single-family zoning was part of a broader package of reforms deliberated by Alexandria’s city council known as the Zoning for Housing/Housing for All initiative. While most council members welcomed the reforms, lawns across the city have been littered with “anti-zoning” signs for months in anticipation of the vote. Some residents assumed that by eliminating the codes that restrict what can be built how and where, the city would lose its charm.

Others point out, however, that the pride of the city, Old Town, would not be able to exist within the restrictive zoning that has defined Alexandria for the last half-century. Originally laid out in 1749, Old Town follows a grid pattern and is beloved for its multi-story brick buildings housing a mixture of commercial uses as well as medium-, low-, and high-density residential opportunities. By contrast, the majority of Alexandria is zoned exclusively for low-density, single-family residential housing. In fact, it’d be illegal to replicate Old Town in most of Alexandria under the current zoning regime. 

The bungled opening of the final stage of WestConnex, the Rozelle interchange, is bad enough that veteran transport experts such as Michelle Zeibots at the University of Technology Sydney say only a royal commission can open the lid on how such debacles can happen.

[…] 

“We need to know who thought it up, who pushed for it, who in the private sector and public service designed, sanctioned and signed-off on its various stages and what the nature of the interaction was between government and private sector business interests.”

WestConnex now looks likely to compel a second harbour tunnel, the proposed Beaches motorway and another segment of the M6 tollway.

“It’s a cycle. It goes on and on and on, where they just build a new motorway,” Zeibots said. “You get induced traffic growth, it creates a new bottleneck, a new set of traffic jams, they are bigger and they are more difficult to contend with than the previous one.”

“What a private toll-road company is motivated by is completely and utterly anathema to what a city needs in order to have a good and adequate transport network to support its economic and social exchange functions,” she said.

Motorist deaths in Melbourne have fallen by half over the past decade, but there’s been no reduction in deaths among pedestrians, motorcyclists and bicycle riders over the same period.

It is in this context that City of Yarra councillors voted last week to expand a trial of 30km/h speed limits across all of Fitzroy and Collingwood, other than major thoroughfares and pending state government approval.

A growing number of major cities including London, Paris, Toronto and Barcelona are adopting 30km/h limits on their streets and say it has made their cities safer. The World Health Organisation has called for it to be the maximum where vehicles mix with pedestrians and cyclists. But Victoria Police’s chief commissioner, Shane Patton, scoffed at the plan last week, saying he was not aware of any evidence that it would reduce road trauma. “I think no one is going to obey it ... it’s ridiculous,” he said.

Patton’s view – although perhaps widely shared – may have been a shock to Victoria Police’s fellow members of the Victorian Government Road Safety Partnership, made up of the Transport Accident Commission and the Transport, Justice and Health departments.

The partnership told a state parliament inquiry into road trauma earlier this year that successive studies had shown that 30km/h was the “maximum impact speed for a healthy adult before death or very serious injury becomes increasingly likely”.

Someone hit by a car at 50km/h has a 90 per cent chance of being killed, compared with a 10 per cent chance at 30km/h, those studies show.

I must admit I misinterpreted the headline. "Wait! This is the era of post offices? How wonderful! Why has nobody told me?"

Martinez Ferrada said the federal government is looking to support downtown revitalization through several agencies, but there are also opportunities to rethink the core purpose of downtowns, creating new ways to bring people back without relying on office workers.

“One of the opportunities that we see is for those cities to develop kind of a new stream of how can we use downtown cores,” she said.

[…] 

Montreal’s Morizio said the long-term solution may be to re-establish downtowns as a place for social connection rather than just going to an office.

She said Montreal has begun installing pedestrian-only streets to create public spaces, but such projects are costly and not applicable everywhere.

“People aren’t going to come to work more than two or three days a week ? So, I think to be able to counter that, what we need to do is we need our commercial streets to almost be our third place,” she said, referring to a familiar public spot that people can go.

“Besides our dwelling and where we work, we need a space where people can come and connect. That’s a lot of what we lost during the pandemic.”

Many offices are sitting empty following the rise of working from home, while cities around the world face housing crises. Building new housing is extremely carbon intensive. Could converting unused offices into housing help solve both problems?