Brandon Donnelly
Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly.
Brandon Donnelly
Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly.
The March issue of Monocle just dropped, debuting a new format called the Monocle 100. It's a list of the people, places, and things worth knowing about. And in the middle of it is something called the Monocle Property Survey, which was deliberately timed to coincide with MIPIM, the massive real estate conference that takes place every March in Cannes.
As a quick aside, our team contemplated going to MIPIM this year in search of both friends and money, but then we thought to ourselves: Why bother going to the South of France when we have Toronto in the middle of March to enjoy?
The first thing the Property Survey does is give a rare nod to developers: "While architects often nab all the credit for building our cities, streets and homes, it's actually developers who should get much of the kudos (and blame, in some instances). Because it's usually developers — small, large, private, state-funded — that must secure land, raise capital and take risks." It almost feels weird hearing somebody say something positive about our kind.
But even better, the survey includes a full page on our unique creative residency program at Parkview Mountain House (Park City, Utah):
A big thanks to the Monocle team for the feature. If you're in Toronto and would like to pickup a copy of this month's issue, visit their shop in Little Italy at 776 College Street. And if you'd like to learn more about PMH, including our creative residency program, visit pmhpc.com.
"The problem with buses," writes transportation planner Nithin Vejendla in Work in Progress, "is that they are slow." The same thing could also be said about other surface transit routes like Toronto's streetcars, including some of our new lines. Now, there are lots of ways to speed up surface routes. Dedicated lanes and signal priority are two obvious ones. But an even simpler one is to just get rid of some stops!
North American cities tend to be plagued by too many transit stops. I think we do it because more stops sounds better than fewer stops. It creates the illusion of servicing more people. But too many stops can make routes painfully slow, by increasing dwell times. According to Nithin, buses in the US spend about 20% of their time just stopping and then starting again. Obviously the more stops you have, the worse this downtime gets.
Here's the average spacing between bus stops for various US cities taken from the above article:
It seems like just yesterday that people were protesting Uber for disrupting the traditional taxi business. Now the question has become: are AVs about to disrupt Uber?
Over the last six months, Uber's stock price has declined nearly 19%. At the time of writing this post, its market cap is around $155 billion, compared to Waymo's private market valuation of $126 billion (though I'm sure many would argue this is a wee bit high).
The market seems to think that self-driving cars are a two-horse race between Waymo and Tesla. If this is true, what role will Uber play?
Uber has naturally tried to assuage concerns. Alongside their Q4 2025 earnings, they
The March issue of Monocle just dropped, debuting a new format called the Monocle 100. It's a list of the people, places, and things worth knowing about. And in the middle of it is something called the Monocle Property Survey, which was deliberately timed to coincide with MIPIM, the massive real estate conference that takes place every March in Cannes.
As a quick aside, our team contemplated going to MIPIM this year in search of both friends and money, but then we thought to ourselves: Why bother going to the South of France when we have Toronto in the middle of March to enjoy?
The first thing the Property Survey does is give a rare nod to developers: "While architects often nab all the credit for building our cities, streets and homes, it's actually developers who should get much of the kudos (and blame, in some instances). Because it's usually developers — small, large, private, state-funded — that must secure land, raise capital and take risks." It almost feels weird hearing somebody say something positive about our kind.
But even better, the survey includes a full page on our unique creative residency program at Parkview Mountain House (Park City, Utah):
A big thanks to the Monocle team for the feature. If you're in Toronto and would like to pickup a copy of this month's issue, visit their shop in Little Italy at 776 College Street. And if you'd like to learn more about PMH, including our creative residency program, visit pmhpc.com.
"The problem with buses," writes transportation planner Nithin Vejendla in Work in Progress, "is that they are slow." The same thing could also be said about other surface transit routes like Toronto's streetcars, including some of our new lines. Now, there are lots of ways to speed up surface routes. Dedicated lanes and signal priority are two obvious ones. But an even simpler one is to just get rid of some stops!
North American cities tend to be plagued by too many transit stops. I think we do it because more stops sounds better than fewer stops. It creates the illusion of servicing more people. But too many stops can make routes painfully slow, by increasing dwell times. According to Nithin, buses in the US spend about 20% of their time just stopping and then starting again. Obviously the more stops you have, the worse this downtime gets.
Here's the average spacing between bus stops for various US cities taken from the above article:
It seems like just yesterday that people were protesting Uber for disrupting the traditional taxi business. Now the question has become: are AVs about to disrupt Uber?
Over the last six months, Uber's stock price has declined nearly 19%. At the time of writing this post, its market cap is around $155 billion, compared to Waymo's private market valuation of $126 billion (though I'm sure many would argue this is a wee bit high).
The market seems to think that self-driving cars are a two-horse race between Waymo and Tesla. If this is true, what role will Uber play?
Uber has naturally tried to assuage concerns. Alongside their Q4 2025 earnings, they
If I convert some of these numbers into the system of measurement used by the rest of the planet, you'll find the following average stop spacings:
172 m in Philadelphia
205 m in Chicago
210 m in San Francisco
240 m in New York
260 m in Miami
350 m in Seattle
425 m in Las Vegas
European cities tend to have wider stop spacing, somewhere closer to 300–450 m. And as a further point of comparison, AI tells me that the current average streetcar stop spacing in Toronto is about 250 m, but that the official target for both streetcars and local buses is between 300–400 m. This is better. 400 m is a 5-minute walk. And if you're on the transit corridor, it means you'll never have to walk more than 200 m, or 2-3 minutes, to the next stop.
Consolidating stops has been shown not to have a meaningful impact on coverage area, but the benefits are significant. To give just one example, Los Angeles saw its operating speeds increase by 29% and its ridership grow by 33% on the Wilshire/Whittier Metro Rapid corridor by doing exactly this. So, if you're looking for a way to speed up your surface routes, one starting point would be to just do less.
AVs will change how trips are supplied, but not how demand is aggregated. History suggests that over time as supply fragments and technology commoditizes, the platform that can bring the highest utilization to assets, and superior reliability to customers, will capture a large share of value. That is the role Uber is set up to play.
One of the arguments for this is that rideshare demand is highly variable throughout a week. A typical Monday can be less than half of a Saturday night, and daily troughs can decline to something like 5% of peaks.
So, if you try and service this demand variability with only AVs, you're going to have a lot of underutilized vehicles during off-peak times. This makes sense to me right now, but I'm not certain it will persist or always matter as the space evolves.
When Uber sold its AV division in 2020, I understood why (to try and reach profitability), but it always felt a little unsettling to me. AVs were very clearly the future — are you sure you want to sell this off?
Now I suspect they'll have to re-enter in a meaningful way. They're going to need to do it as long as the market continues to believe the current narrative.
I use Uber on a regular basis, but I already have the Waymo app on my phone (I downloaded it on a long layover in SFO where I contemplated a joy ride). As soon as rides become available in Toronto at reasonable prices, I wouldn't think twice about switching.
Cover photo by clement proust on Unsplash
Stock graph from the WSJ
Demand chart from Uber Q4 2025 Earnings — Autonomous Vehicles Spotlight
If I convert some of these numbers into the system of measurement used by the rest of the planet, you'll find the following average stop spacings:
172 m in Philadelphia
205 m in Chicago
210 m in San Francisco
240 m in New York
260 m in Miami
350 m in Seattle
425 m in Las Vegas
European cities tend to have wider stop spacing, somewhere closer to 300–450 m. And as a further point of comparison, AI tells me that the current average streetcar stop spacing in Toronto is about 250 m, but that the official target for both streetcars and local buses is between 300–400 m. This is better. 400 m is a 5-minute walk. And if you're on the transit corridor, it means you'll never have to walk more than 200 m, or 2-3 minutes, to the next stop.
Consolidating stops has been shown not to have a meaningful impact on coverage area, but the benefits are significant. To give just one example, Los Angeles saw its operating speeds increase by 29% and its ridership grow by 33% on the Wilshire/Whittier Metro Rapid corridor by doing exactly this. So, if you're looking for a way to speed up your surface routes, one starting point would be to just do less.
AVs will change how trips are supplied, but not how demand is aggregated. History suggests that over time as supply fragments and technology commoditizes, the platform that can bring the highest utilization to assets, and superior reliability to customers, will capture a large share of value. That is the role Uber is set up to play.
One of the arguments for this is that rideshare demand is highly variable throughout a week. A typical Monday can be less than half of a Saturday night, and daily troughs can decline to something like 5% of peaks.
So, if you try and service this demand variability with only AVs, you're going to have a lot of underutilized vehicles during off-peak times. This makes sense to me right now, but I'm not certain it will persist or always matter as the space evolves.
When Uber sold its AV division in 2020, I understood why (to try and reach profitability), but it always felt a little unsettling to me. AVs were very clearly the future — are you sure you want to sell this off?
Now I suspect they'll have to re-enter in a meaningful way. They're going to need to do it as long as the market continues to believe the current narrative.
I use Uber on a regular basis, but I already have the Waymo app on my phone (I downloaded it on a long layover in SFO where I contemplated a joy ride). As soon as rides become available in Toronto at reasonable prices, I wouldn't think twice about switching.
Cover photo by clement proust on Unsplash
Stock graph from the WSJ
Demand chart from Uber Q4 2025 Earnings — Autonomous Vehicles Spotlight
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