In today’s post I’d like to focus on the second tweet I embedded in yesterday’s piece about downtown Toronto. Specifically, the fact that almost 75% of downtown residents walk, cycle, or take transit to work, leaving drivers firmly in the minority.

For me, this then makes me question whether or not we’re optimizing well enough for the majority. However, it’s often not that simple. And that’s because the downtown core is clearly regional in its draw, and the further you move out from the downtown core, the more the modal split flips. In the suburbs, driving is obviously the majority.

And herein lies the tension and the reason for all this “war on the car” rhetoric: We have a downtown core with completely different mobility preferences than the rest of the region.

But as Toronto continues to intensify and grow (the population of the Greater Toronto Area is projected to reach almost 9 million by 2036), I truthfully don’t know how we could reasonably expect to (efficiently) move that number of people in private cars. I’ve just never seen it done before.

Some people think that if we simply got rid of all those damn streetcars on our city streets, that we’d be doing a lot to eliminate traffic congestion. But it’s not that simple. The Highway 401 here in the city is already 18-lanes and one of the widest in the world. And yet it’s perpetually clogged. No streetcars there.

So I look at this tension as a growing pain. Sooner or later I think we’re going to realize that this war should really be a war on inefficiency. How do we move lots of people around big cities while minimizing waste, maximizing economic output, and enhancing quality of life?

Now that’s a war worth fighting.

Image: Helibacon

I’m late in writing this blog post because I was up in Collingwood for the day snowboarding. I’m exhausted, but I do have something to say.

One of the things I always find interesting when I’m driving north of the city is how far Toronto’s major north-south streets extend. Go out to Aurora or Newmarket and you’ll still come across many familiar faces such as Jane, Keele, Dufferin, Bathurst and Yonge Street. And the distance between each of them is exactly the same as it is in the city: 2 kilometres.

This may not seem like much of a big deal, but have you ever wondered how this street grid was established?

These streets are actually concession roads. And they were used to subdivide undeveloped land in Upper and Lower Canada into a grid that could then be further subdivided into farming lots. Each square of the grid is 2 km x 2 km, or 1,000 acres.

Look at a map of the Greater Toronto Area and you’ll see it:

But what I find most intriguing about this grid system is that it was designed around farming—not our current use case. The intent was to further subdivide each 1,000 acre lot into smaller 100 acre farming lots. And these concession roads were for access—they weren’t city blocks.

By comparison, there’s another city that’s famously run off a regular street grid. You may have heard of it. It’s called New York. And its street grid was established in the Commissioner’s Plan of 1811. Some even go so far as to say that it’s “

Earlier this month, the Royal Bank of Canada and the Pembina Institute co-published a report on Toronto’s housing market called "Priced Out". The overarching argument is that homebuyers in the Greater Toronto Area (GTA) are being “priced out” of the areas in which they really want to live, which happen to be walkable and transit-oriented neighborhoods.

In fact, according to their research, 80% of residents in the GTA would be willing to sacrifice space (size of house and yard) if it meant they could live in a more walkable and urban neighborhood. But at the same time, more than 70% of GTA residents say that they live where they do because of affordability reasons, not because of actual preference. This, of course, isn’t new. It’s the whole “drive to affordability” notion—just keep driving until you can afford the housing. 

Overall though, the report does reinforce a macro tend that I’ve discussed many times here at Architect This City. People are

In today’s post I’d like to focus on the second tweet I embedded in yesterday’s piece about downtown Toronto. Specifically, the fact that almost 75% of downtown residents walk, cycle, or take transit to work, leaving drivers firmly in the minority.

For me, this then makes me question whether or not we’re optimizing well enough for the majority. However, it’s often not that simple. And that’s because the downtown core is clearly regional in its draw, and the further you move out from the downtown core, the more the modal split flips. In the suburbs, driving is obviously the majority.

And herein lies the tension and the reason for all this “war on the car” rhetoric: We have a downtown core with completely different mobility preferences than the rest of the region.

But as Toronto continues to intensify and grow (the population of the Greater Toronto Area is projected to reach almost 9 million by 2036), I truthfully don’t know how we could reasonably expect to (efficiently) move that number of people in private cars. I’ve just never seen it done before.

Some people think that if we simply got rid of all those damn streetcars on our city streets, that we’d be doing a lot to eliminate traffic congestion. But it’s not that simple. The Highway 401 here in the city is already 18-lanes and one of the widest in the world. And yet it’s perpetually clogged. No streetcars there.

So I look at this tension as a growing pain. Sooner or later I think we’re going to realize that this war should really be a war on inefficiency. How do we move lots of people around big cities while minimizing waste, maximizing economic output, and enhancing quality of life?

Now that’s a war worth fighting.

Image: Helibacon

I’m late in writing this blog post because I was up in Collingwood for the day snowboarding. I’m exhausted, but I do have something to say.

One of the things I always find interesting when I’m driving north of the city is how far Toronto’s major north-south streets extend. Go out to Aurora or Newmarket and you’ll still come across many familiar faces such as Jane, Keele, Dufferin, Bathurst and Yonge Street. And the distance between each of them is exactly the same as it is in the city: 2 kilometres.

This may not seem like much of a big deal, but have you ever wondered how this street grid was established?

These streets are actually concession roads. And they were used to subdivide undeveloped land in Upper and Lower Canada into a grid that could then be further subdivided into farming lots. Each square of the grid is 2 km x 2 km, or 1,000 acres.

Look at a map of the Greater Toronto Area and you’ll see it:

But what I find most intriguing about this grid system is that it was designed around farming—not our current use case. The intent was to further subdivide each 1,000 acre lot into smaller 100 acre farming lots. And these concession roads were for access—they weren’t city blocks.

By comparison, there’s another city that’s famously run off a regular street grid. You may have heard of it. It’s called New York. And its street grid was established in the Commissioner’s Plan of 1811. Some even go so far as to say that it’s “

Earlier this month, the Royal Bank of Canada and the Pembina Institute co-published a report on Toronto’s housing market called "Priced Out". The overarching argument is that homebuyers in the Greater Toronto Area (GTA) are being “priced out” of the areas in which they really want to live, which happen to be walkable and transit-oriented neighborhoods.

In fact, according to their research, 80% of residents in the GTA would be willing to sacrifice space (size of house and yard) if it meant they could live in a more walkable and urban neighborhood. But at the same time, more than 70% of GTA residents say that they live where they do because of affordability reasons, not because of actual preference. This, of course, isn’t new. It’s the whole “drive to affordability” notion—just keep driving until you can afford the housing. 

Overall though, the report does reinforce a macro tend that I’ve discussed many times here at Architect This City. People are