Urbanism

When we replaced our traditional pattern of development with the Suburban Experiment, there were some unforeseen consequences. Why did we do it, and how can we fix it?

Car-dependent suburbia is subsidized by productive urban places. That's why American cities are broke. But how bad is it, and who is subsidizing who?

Sprawl is malfunctioning. It has underperformed for decades, but its collapse has become obvious with the recent mortgage meltdown and economic crisis, and its abundance magnifies the problems of its failure.

Let us be clear that sprawl and suburbia are not synonymous. There are many first-generation suburbs, most of them built before WWII, that function well, primarily because they are compact, walkable, and have a mix of uses. Sprawl, on the other hand, is characterized by auto-dependence and separation of uses. It is typically found in suburban areas, but it also affects the urban parts of our cities and towns.

Sprawl's defects are not limited to economics. Sprawl is central to our inefficient use of land, energy, and water, and to increased air and water pollution, greenhouse gas emissions, and the loss of open space and natural habitats. Because it requires a car to reach every destination, it is also to blame for time wasted in traffic, the exponential increase in new infrastructure costs, and health problems such as obesity. Social problems have also been linked to sprawl's isolation and lack of diversity.

If demand for storefronts is down, why don't landlords just lower the rent and get a tenant in there? That's supposed to be the magic of capitalism — its ability to auto-adjust to anything the world throws at it. But that's not what is happening with vacant shops. Even before the pandemic, one study found, street-level retail spaces in Manhattan were remaining vacant for an average of 16 months.

So if COVID isn't to blame for all the shuttered stores, what is? Well, when a landlord doesn't lower the rent to get a new retail tenant, it's because that landlord can't. The market that sets retail rents isn't only between tenants and landlords. It's also between landlords and the banks that finance the buildings. And the banks, in many cases, won't let property owners lower their rents enough to fill their properties. The pandemic may have emptied out America's storefronts, but it's banks that are keeping them that way.

The owners of the Corkman hotel site in Carlton will build a replica of the heritage pub they illegally demolished seven years ago.

In 2016, Raman Shaqiri and Stefce Kutlesovski knocked down the pub that had stood on the site since 1854. They had no planning permission or building permit.

The pair bought the Corkman Irish Pub for almost $5 million in 2015 and plans obtained by The Age soon after the demolition showed them considering a 12-storey student housing project on the site.

After public outrage at the brazen demolition, then planning minister Richard Wynne ordered that the pub be immediately rebuilt. But after a drawn-out legal battle, the pair were given an alternative: get a new plan for the site approved by the planning minister or rebuild the heritage facade.

Major cities have scaled back those requirements in recent years while others like Portland and Minneapolis have gotten rid of them altogether. San Jose, which has only a few thousand fewer residents than Austin, did away with the requirements last year.

Austin City Council Member Zohaib “Zo” Qadri, the proposal’s author, said keeping those requirements makes no sense as the city faces an affordability crisis and pumps billions of dollars into expanding public transit.

“It gobbles up scarce land. It adds burdensome costs to developments that get passed on to renters and buyers. It makes it harder for small businesses to get off the ground. And it harms walkability and actively works against our public investments in transit, bike lanes, trails and sidewalks,” Qadri said Thursday.

The course has long been in the crosshairs of the Sydney lord mayor, Clover Moore, and also the former NSW premier Bob Carr, who argued it occupied prime land in the city centre that could be used by a wider range of people.

A discussion paper will be released year early next as part of a consultation process about the future of the course, but the government’s preferred option is for the new park to be established on the western boundary and part of the section north of Dacey Avenue, which it says will maximise access for residents of Green Square, Zetland and Waterloo.

The government said the Green Square urban renewal area had 33,000 residents and was expected to become one of the most densely populated areas in Australia, with 80,000 people living within 2km of Moore Park by 2040.

Her firm’s research, she argued, showed it was clear that it was not the highest skyscraper-dominated areas nor sprawling, car-dependent greenfield developments where people were most content but somewhere in between; neighbourhoods with multiple local centres, parks, green streets and a mix of apartment buildings from three to 12 storeys, terraces, townhouses and some larger stand-alone homes, too.

“Everything they’re asking for us is all good stuff – there’s nothing crazy. We want green, walkable, compact and well-maintained neighbourhoods,” she said.

Infrastructure Victoria has used a major new report to call for changes including building 130 more buildings taller than nine storeys in the city centre, setting targets for constructing new homes in established areas and replacing stamp duty.

It sounds the alarm on the social, environmental and economic costs if Melbourne’s growth continues to be predominantly in outer suburbs, where 56 per cent of the city’s development has been occurring.