Toronto has more people living in apartments than not. Looking at 2016 census data, the City of Toronto has about 1,112,930 occupied private dwellings and the breakdown between apartments (both lower and higher than 5 storeys) and grade-related housing is roughly 60/40. If you look at what's been built more recently, the split is closer to 80/20. From 1996 to 2014, about 78% of all housing completions in the city were condominiums/apartments.
So what is obvious to me is that the City of Toronto is becoming more dense, rather than less dense, and that family housing is destined to become more urban. As of 2011, there were 10,145 more families with children living in apartments/condominiums in the city compared to 15 years earlier. By comparison, the number of families with children living in low-rise housing remained more or less flat over this same time period.
Of course, what this data doesn't speak to is the number of people and families that may have opted to leave the City of Toronto for the suburbs -- driving until they qualify for the kind of housing product that they would like to consume. The number of children living in higher density housing might be increasing within the city, but we probably shouldn't ignore
Toronto has more people living in apartments than not. Looking at 2016 census data, the City of Toronto has about 1,112,930 occupied private dwellings and the breakdown between apartments (both lower and higher than 5 storeys) and grade-related housing is roughly 60/40. If you look at what's been built more recently, the split is closer to 80/20. From 1996 to 2014, about 78% of all housing completions in the city were condominiums/apartments.
So what is obvious to me is that the City of Toronto is becoming more dense, rather than less dense, and that family housing is destined to become more urban. As of 2011, there were 10,145 more families with children living in apartments/condominiums in the city compared to 15 years earlier. By comparison, the number of families with children living in low-rise housing remained more or less flat over this same time period.
Of course, what this data doesn't speak to is the number of people and families that may have opted to leave the City of Toronto for the suburbs -- driving until they qualify for the kind of housing product that they would like to consume. The number of children living in higher density housing might be increasing within the city, but we probably shouldn't ignore
Cities around the world are working to make their urban environments more suitable to families and young children. Here in Toronto we have something known as the Growing Up Guidelines. But the focus seems to be largely on design considerations -- think playrooms and stroller-friendly foyers. That's crucial, but it's not everything. There are also very real economic realities to consider.
The average price of remaining condo inventory in the Greater Toronto Area last quarter was nearly $1,100 psf. That puts a family-sized 1,000 sf suite at $1.1 million -- and a lot more if you're in a central neighborhood. The average would be closer to $1.5 million downtown. Obviously not all families can afford this. So there's an affordability challenge. It's one thing for the critics to say that developers should be building larger suites, but the market needs to be there.
Another consideration is that of financing. Most developers rely on construction financing in order to build their projects. And in order to build a new condominium, there is typically a requirement to pre-sell a certain number of suites (revenue is the actual governor). This is generally a lot easier to do with smaller suites and with investor suites because these buyers tend to be more comfortable waiting out construction.
Families, on the other hand, usually have a more immediate time horizon. It's harder to forecast when the need will arise and it may not be financially viable to do that pre-emptively. And so I would argue that in addition to having an affordability challenge, we also have a financing structure in place that biases the type of homes that get built. There are, of course, advantages to this model. Pre-sales are a way for lenders to mitigate risk. It helps to ensure that the market doesn't get ahead of itself. But there are side effects.
Despite all this, we are seeing more families with children in higher density housing. Anecdotally, I see it happening in elevators with the number of strollers. This trend is destined to continue, but the winds are not entirely at the back of this shift.
I am working from home today, like many of you, I'm sure. The patio door is open and the news is on in the background talking about some sort of nasty bug that's going around. It's not half bad, except I prefer working in an office and being around other humans.
But never mind that, this recent article from the WSJ has me wondering where I can buy a 2,700 square foot loft for €1 and end up with the following renovation for under US$450,000 (photo by Rene de Wit):
Cities around the world are working to make their urban environments more suitable to families and young children. Here in Toronto we have something known as the Growing Up Guidelines. But the focus seems to be largely on design considerations -- think playrooms and stroller-friendly foyers. That's crucial, but it's not everything. There are also very real economic realities to consider.
The average price of remaining condo inventory in the Greater Toronto Area last quarter was nearly $1,100 psf. That puts a family-sized 1,000 sf suite at $1.1 million -- and a lot more if you're in a central neighborhood. The average would be closer to $1.5 million downtown. Obviously not all families can afford this. So there's an affordability challenge. It's one thing for the critics to say that developers should be building larger suites, but the market needs to be there.
Another consideration is that of financing. Most developers rely on construction financing in order to build their projects. And in order to build a new condominium, there is typically a requirement to pre-sell a certain number of suites (revenue is the actual governor). This is generally a lot easier to do with smaller suites and with investor suites because these buyers tend to be more comfortable waiting out construction.
Families, on the other hand, usually have a more immediate time horizon. It's harder to forecast when the need will arise and it may not be financially viable to do that pre-emptively. And so I would argue that in addition to having an affordability challenge, we also have a financing structure in place that biases the type of homes that get built. There are, of course, advantages to this model. Pre-sales are a way for lenders to mitigate risk. It helps to ensure that the market doesn't get ahead of itself. But there are side effects.
Despite all this, we are seeing more families with children in higher density housing. Anecdotally, I see it happening in elevators with the number of strollers. This trend is destined to continue, but the winds are not entirely at the back of this shift.
I am working from home today, like many of you, I'm sure. The patio door is open and the news is on in the background talking about some sort of nasty bug that's going around. It's not half bad, except I prefer working in an office and being around other humans.
But never mind that, this recent article from the WSJ has me wondering where I can buy a 2,700 square foot loft for €1 and end up with the following renovation for under US$450,000 (photo by Rene de Wit):
A former school in Rotterdam, the city sold off the building as 7 residences. The loft you see here was the gym. Major foundation work was required (costing about US$565,000), but that got split up across all of the buyers/residences and factors into the number I threw around above.
At 2,700 sf, it's not your typical urban residence. But it is interesting to see how they designed the space to be suitable for a family. There's a separate children's "suite" hidden behind the millwork next to the dining area. Look closely and you'll be able to see the door.
For floor plans and more photos, including some before shots, click here. It's worth seeing more of this place. Two storeys in the city is such a luxury.
Adrian Cook's recent blog post about parking got me thinking about a few driving-related issues. Adrian points out that most condo buildings only allow owners to rent out their parking spots to people who already live in the building. But oftentimes, that's not the customer. The people in the market for a downtown spot are the ones who commute into the city. And so what we are seeing in many downtowns is an oversupply of parking. Municipalities need to adjust their requirements.
What I have found is that most, but not all, cities are now fairly flexible when it comes to urban parking requirements. They recognize the hypocrisy in trying to encourage alternative forms of mobility while at the same time mandating a certain number of parking spots. And so the driver is more typically the market. Empty nesters and families who buy larger suites -- at least here in Toronto -- still almost always want parking. And it's a deal breaker for them. Sometimes they want 2 spots.
Of course, there are also many instances where the location and unit mix of a project can support building absolutely no parking. There are lots of examples of the market excepting this, and so my view on parking is that there needs to be flexibility. Parking is typically a loss leader. The incentives are in place to build a hell of a lot less of it. But developers build it because they have to.
Lastly, I find that discussions around car dependency tend to ignore that we have designed vast swaths of our cities to be positively inhospitable to people who aren't driving. Adrian is right in that if you look at the modal splits for people who live in downtown Vancouver and downtown Toronto, you will find a lot less drivers. And that's because the environment is much better suited to other forms of mobility. The solution starts with urban form.
A former school in Rotterdam, the city sold off the building as 7 residences. The loft you see here was the gym. Major foundation work was required (costing about US$565,000), but that got split up across all of the buyers/residences and factors into the number I threw around above.
At 2,700 sf, it's not your typical urban residence. But it is interesting to see how they designed the space to be suitable for a family. There's a separate children's "suite" hidden behind the millwork next to the dining area. Look closely and you'll be able to see the door.
For floor plans and more photos, including some before shots, click here. It's worth seeing more of this place. Two storeys in the city is such a luxury.
Adrian Cook's recent blog post about parking got me thinking about a few driving-related issues. Adrian points out that most condo buildings only allow owners to rent out their parking spots to people who already live in the building. But oftentimes, that's not the customer. The people in the market for a downtown spot are the ones who commute into the city. And so what we are seeing in many downtowns is an oversupply of parking. Municipalities need to adjust their requirements.
What I have found is that most, but not all, cities are now fairly flexible when it comes to urban parking requirements. They recognize the hypocrisy in trying to encourage alternative forms of mobility while at the same time mandating a certain number of parking spots. And so the driver is more typically the market. Empty nesters and families who buy larger suites -- at least here in Toronto -- still almost always want parking. And it's a deal breaker for them. Sometimes they want 2 spots.
Of course, there are also many instances where the location and unit mix of a project can support building absolutely no parking. There are lots of examples of the market excepting this, and so my view on parking is that there needs to be flexibility. Parking is typically a loss leader. The incentives are in place to build a hell of a lot less of it. But developers build it because they have to.
Lastly, I find that discussions around car dependency tend to ignore that we have designed vast swaths of our cities to be positively inhospitable to people who aren't driving. Adrian is right in that if you look at the modal splits for people who live in downtown Vancouver and downtown Toronto, you will find a lot less drivers. And that's because the environment is much better suited to other forms of mobility. The solution starts with urban form.
