Michael Beach used to have a YouTube channel where he "looked at Google Maps a lot." Meaning, he would pan around various cities and comment on their planning and overall built form. Technically the channel still exists, but he stopped making new videos a few years ago. Here is one where he talks about Dubai being "an absolute mess" (3.8 million views) and here is one where he looks at North York (in Toronto) and asks: "why is it here?"

The most important point from his North York video is that it illustrates the deep divide that exists in Toronto (and other North American cities) between single-family "Neighbourhoods" (a defined planning term) and higher-density transit nodes, where things like tall buildings are allowed to go.

In the case of North York, this contrast is perhaps at its most stark. Even the street network is designed to stop these two urban forms from commingling with each other too much. There are ring roads that surround the transit-oriented density, and separate, more suburban streets on the other side of it:

This contrast is why there are so many people talking about the "missing middle." And I'm sure that if you started asking random people on the street, most would agree that it would be nice if we could build more moderately-scaled housing. You know, like those buildings you see in Paris.

The problem: Where should it go? Some people would probably suggest the left side of the above ring road. Just don't build as tall, okay? But this kind of land is already a scarce commodity in a city like Toronto. We need these tall buildings because most of the city is codified to look like the right side of the above ring road.

So if we have any chance of actually finding the missing middle, it is going to need to happen here, on the right side. Some progress has been made, not just in Toronto but across North America, with accessory dwellings (laneway suites). But it's not going to be enough.

This was simply a first step. It was us finding a solution to, "how can we add some more housing here without changing the look and feel and character of these residential streets in any way?" But even this small and incremental change has proven to be exceedingly controversial. People still react to new laneway suites like this:

There are complex dynamics at play here.

If you're a homeowner that decides to create a new rental home at the rear of your property, you might be viewed as greedy. You are creating something (a home) that someone needs, and you intend to make a small margin on the transaction. It's like making and selling bread for a small margin, except that selling delicious bread to people is typically viewed in a positive light. On the other hand, ensuring that the value of your house remains as high as possible is generally good practice here. Greed doesn't factor in this way because, you know, single-family homes.

There is no surprise why the missing middle is missing. It is missing because we have decided that we want it to be. But hey, $2,145 per month seems like a very reasonable price for a 2-bedroom house.

If you live in Toronto and only give serious thought to one thing today, it should be to this interactive transit map created by Metro.

The map shows all existing, planned, and proposed transit lines in the city, and then overlays population densities, commuting patterns, household income, and so on. It’s a super valuable map that I think reveals a lot about how we should be focusing our energies to get Toronto moving.

So what sorts of things does it tell us? I’ll give 2 examples.

If you look at commuting patterns across the Bloor-Danforth subway line, you’ll see that Runnymede station in the west is where people switch over from taking transit to driving. People west of that station tend to drive. Naturally, it also happens to coincide with where population densities start to fall off.

By contrast, if you look at the east side of the city along the Danforth and beyond, the entire stretch more or less relies on transit to get around. Part of this likely has to do with income levels, but it’s also because of the availability of the Gardiner Expressway. There’s no equivalent in the east end. Dylan Reid of Spacing Magazine believes this makes a case for some sort of road pricing along the Gardiner, and I would agree.

As a second example, look at the population densities along the proposed Downtown Relief Line, Finch LRT, and John Tory’s SmartTrack line. Outside of the core, the population densities are relatively low along the proposed SmartTrack line – which is never a good thing for rapid transit.

There’s also no Sherbourne station on the SmartTrack line, which happens to have the highest population density across the entire Relief Line – 22,131 people per square kilometre! That’s more than any other stop along the Yonge-University subway line except for Wellesley station.

I’ve written about this a lot before, but I think we need to do a better job of matching up transit investment with expected customer demand. Too often we let politics get in the way of rationale decision making. Maybe it’s time we did something like set minimum population densities. If you want a subway line in your area, you have to first bring the people.

What else does this map tell you?

If there are two things we like to talk about here in Toronto it’s that there are a lot of condos going up and that it’s becoming increasingly difficult–some would say impossible–to get around. Just this past weekend, I had 2 or 3 people tell me that biking is the only practical way to get around downtown and that it’s fairly easy to outwalk a streetcar on either Queen Street or King Street.

Usually these statements are followed by a question, asking what the city is doing to address these issues. The unfortunate reality is that I think urban mobility is going to get worse before it gets better (although I am thrilled about the Eglinton Crosstown line now under construction). If you’re a regular reader, you’ll know that I’m a supporter of a Downtown Relief Subway line and that I was disappointed by John Tory’s recent transit proposal.

The best way to explain why I feel this way is to talk about how and where Toronto is growing. In my post on John Tory’s transit proposal, I talked about how Toronto is developing in the shape of an upside down letter T. And the reason for that is because in the city’s Official Plan, the “Downtown and Central Waterfront” area is identified as a growth node and is shaped more or less like an upside T. It’s the light orange in the following map.

In addition to the downtown core, the areas shown in red are earmarked as “Centres” for growth. There’s one in each borough (Etobicoke, North York and Scarborough) and one at Yonge & Eglinton, which most people would consider to be the heart of midtown. Finally, you have the “Avenues” which are the greenish brown lines on the above map. Those are areas that city also hopes will accommodate future growth.

Now, let’s look at where development is happening in the city. Here’s residential development from 2008 to 2012. The biggest circle represents 2,000 proposed residential units.

And here’s non-residential development. The largest diamond represents projects with a non-residential floor area greater than 50,000 square meters (~540,000 square feet).

What should become immediately apparent is that growth–particularly on the residential side–is happening more or less according to plan. The biggest “outliers” are really the development happening along Mimico’s waterfront and all the development happening along Sheppard Avenue East. But those are because of the water and the Sheppard subway line.

In both the residential and non-residential cases though, the downtown and central waterfront area is quite clearly receiving a significant share of the development happening in the city.

Which always makes me wonder: Why are we so reluctant to build proper transit in the core?

The city’s Official Plan is clearly funneling growth to downtown and yet we continue to propose, fund, and build subway lines in areas where the population densities are lower and ridership levels will inevitably be less. Which ultimately means that the required government subsidies to keep those lines operating will be higher.

I’m not suggesting that the inner boroughs don’t also need top notch transit and infrastructure. They absolutely do. But I get frustrated when politics trumps rational city building. And so does everybody else who’s stuck with inadequate mobility options.

Images: City of Toronto

Michael Beach used to have a YouTube channel where he "looked at Google Maps a lot." Meaning, he would pan around various cities and comment on their planning and overall built form. Technically the channel still exists, but he stopped making new videos a few years ago. Here is one where he talks about Dubai being "an absolute mess" (3.8 million views) and here is one where he looks at North York (in Toronto) and asks: "why is it here?"

The most important point from his North York video is that it illustrates the deep divide that exists in Toronto (and other North American cities) between single-family "Neighbourhoods" (a defined planning term) and higher-density transit nodes, where things like tall buildings are allowed to go.

In the case of North York, this contrast is perhaps at its most stark. Even the street network is designed to stop these two urban forms from commingling with each other too much. There are ring roads that surround the transit-oriented density, and separate, more suburban streets on the other side of it:

This contrast is why there are so many people talking about the "missing middle." And I'm sure that if you started asking random people on the street, most would agree that it would be nice if we could build more moderately-scaled housing. You know, like those buildings you see in Paris.

The problem: Where should it go? Some people would probably suggest the left side of the above ring road. Just don't build as tall, okay? But this kind of land is already a scarce commodity in a city like Toronto. We need these tall buildings because most of the city is codified to look like the right side of the above ring road.

So if we have any chance of actually finding the missing middle, it is going to need to happen here, on the right side. Some progress has been made, not just in Toronto but across North America, with accessory dwellings (laneway suites). But it's not going to be enough.

This was simply a first step. It was us finding a solution to, "how can we add some more housing here without changing the look and feel and character of these residential streets in any way?" But even this small and incremental change has proven to be exceedingly controversial. People still react to new laneway suites like this:

There are complex dynamics at play here.

If you're a homeowner that decides to create a new rental home at the rear of your property, you might be viewed as greedy. You are creating something (a home) that someone needs, and you intend to make a small margin on the transaction. It's like making and selling bread for a small margin, except that selling delicious bread to people is typically viewed in a positive light. On the other hand, ensuring that the value of your house remains as high as possible is generally good practice here. Greed doesn't factor in this way because, you know, single-family homes.

There is no surprise why the missing middle is missing. It is missing because we have decided that we want it to be. But hey, $2,145 per month seems like a very reasonable price for a 2-bedroom house.

If you live in Toronto and only give serious thought to one thing today, it should be to this interactive transit map created by Metro.

The map shows all existing, planned, and proposed transit lines in the city, and then overlays population densities, commuting patterns, household income, and so on. It’s a super valuable map that I think reveals a lot about how we should be focusing our energies to get Toronto moving.

So what sorts of things does it tell us? I’ll give 2 examples.

If you look at commuting patterns across the Bloor-Danforth subway line, you’ll see that Runnymede station in the west is where people switch over from taking transit to driving. People west of that station tend to drive. Naturally, it also happens to coincide with where population densities start to fall off.

By contrast, if you look at the east side of the city along the Danforth and beyond, the entire stretch more or less relies on transit to get around. Part of this likely has to do with income levels, but it’s also because of the availability of the Gardiner Expressway. There’s no equivalent in the east end. Dylan Reid of Spacing Magazine believes this makes a case for some sort of road pricing along the Gardiner, and I would agree.

As a second example, look at the population densities along the proposed Downtown Relief Line, Finch LRT, and John Tory’s SmartTrack line. Outside of the core, the population densities are relatively low along the proposed SmartTrack line – which is never a good thing for rapid transit.

There’s also no Sherbourne station on the SmartTrack line, which happens to have the highest population density across the entire Relief Line – 22,131 people per square kilometre! That’s more than any other stop along the Yonge-University subway line except for Wellesley station.

I’ve written about this a lot before, but I think we need to do a better job of matching up transit investment with expected customer demand. Too often we let politics get in the way of rationale decision making. Maybe it’s time we did something like set minimum population densities. If you want a subway line in your area, you have to first bring the people.

What else does this map tell you?

If there are two things we like to talk about here in Toronto it’s that there are a lot of condos going up and that it’s becoming increasingly difficult–some would say impossible–to get around. Just this past weekend, I had 2 or 3 people tell me that biking is the only practical way to get around downtown and that it’s fairly easy to outwalk a streetcar on either Queen Street or King Street.

Usually these statements are followed by a question, asking what the city is doing to address these issues. The unfortunate reality is that I think urban mobility is going to get worse before it gets better (although I am thrilled about the Eglinton Crosstown line now under construction). If you’re a regular reader, you’ll know that I’m a supporter of a Downtown Relief Subway line and that I was disappointed by John Tory’s recent transit proposal.

The best way to explain why I feel this way is to talk about how and where Toronto is growing. In my post on John Tory’s transit proposal, I talked about how Toronto is developing in the shape of an upside down letter T. And the reason for that is because in the city’s Official Plan, the “Downtown and Central Waterfront” area is identified as a growth node and is shaped more or less like an upside T. It’s the light orange in the following map.

In addition to the downtown core, the areas shown in red are earmarked as “Centres” for growth. There’s one in each borough (Etobicoke, North York and Scarborough) and one at Yonge & Eglinton, which most people would consider to be the heart of midtown. Finally, you have the “Avenues” which are the greenish brown lines on the above map. Those are areas that city also hopes will accommodate future growth.

Now, let’s look at where development is happening in the city. Here’s residential development from 2008 to 2012. The biggest circle represents 2,000 proposed residential units.

And here’s non-residential development. The largest diamond represents projects with a non-residential floor area greater than 50,000 square meters (~540,000 square feet).

What should become immediately apparent is that growth–particularly on the residential side–is happening more or less according to plan. The biggest “outliers” are really the development happening along Mimico’s waterfront and all the development happening along Sheppard Avenue East. But those are because of the water and the Sheppard subway line.

In both the residential and non-residential cases though, the downtown and central waterfront area is quite clearly receiving a significant share of the development happening in the city.

Which always makes me wonder: Why are we so reluctant to build proper transit in the core?

The city’s Official Plan is clearly funneling growth to downtown and yet we continue to propose, fund, and build subway lines in areas where the population densities are lower and ridership levels will inevitably be less. Which ultimately means that the required government subsidies to keep those lines operating will be higher.

I’m not suggesting that the inner boroughs don’t also need top notch transit and infrastructure. They absolutely do. But I get frustrated when politics trumps rational city building. And so does everybody else who’s stuck with inadequate mobility options.

Images: City of Toronto