The University of Toronto is looking for a Director, Real Estate to manage their tri-campus portfolio of income producing real estate, as well as the development opportunities that they have on and adjacent to their three campuses. The downtown campus alone is over 120 buildings across 130 acres.

A good friend of mine is helping with this search; I went to the University of Toronto (twice); and I believe that institutions, such as U of T, play an important city building function. So I’m sharing this opportunity with all of you today. For more on the University’s development strategy, click here.

They are looking for someone with 10+ years of experience. The salary will be competitive and commensurate with this level of experience. And you would be reporting directly to the Chief of University Planning, Design & Construction. 

If you’re interested, you can apply here. You have until January 25, 2019 to do that. I hope the position gets filled with a star. Also, sorry if this post isn’t relevant to you. Regularly scheduled programming will resume tomorrow.

Toronto is now a week into the King Street Transit Pilot.

It’s still early days and transit guru Steve Munro hasn’t yet published any before and after route performance. He will. But already the sentiment seems to be clear: This shit is working. There are many recounts of people’s commute times being more than cut in half. 

As somebody who walks this stretch of King every day, this isn’t surprising to me. There has been a dramatic reduction in the number of cars on the street.

What is perhaps surprising is that none of the surrounding streets seem to be any busier. I would like to see the data, but it feels as if most of the cars have simply disappeared. Are more people now taking transit? Has this been your impression?

Of course, the pilot isn’t perfect. What is not working are the signs that tell drivers they can’t drive through most of the intersections (only turn right). The circular green lights confuse them or they simply don’t care. 

There have been suggestions for better signals, such as this one:

And if the pilot in its current incarnation does stick, I am sure there will be many additional improvements like this one made. But even at this early stage, Toronto is calling the pilot a “transit miracle.”

When City Council approved the pilot in the summer it had a preliminary cost estimate of $1.5 million. (Figure excludes the lost parking revenue associated with removing approximately 180 on-street parking spaces).

This is a relatively minuscule amount considering it has had an immediate impact, basically overnight, on the commute times of the 65,000 or so people who use this line every day.

And it feels even more minuscule when you consider that our Scarborough Subway extension is expected to cost $3.35+ billion to build and only service around 64,000 people a day when you look far into the future – 2031 to be exact.

The lesson here on King Street should be that light rail and surface transit routes can move lots of people very efficiently and cost effectively when you empower them to do precisely that.

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?