Here is an interesting article from the Financial Times talking about the quiet move of people and companies from Hong Kong to Singapore. I say quiet, because apparently Hong Kong-based companies are reluctant to overtly signal that they are setting up offices and moving some of their executives out of the city, in case that starts to upset people over in Beijing.

But the real estate market in Singapore seems to be benefitting from some of these macro trends, as well from the city-state's handling of the coronavirus. This is despite there being a 25% stamp duty tax on foreign property purchases (US nationals and a few others are exempt) and despite the fact that the economy shrank in the second quarter of this year by the largest percentage (13.2%) since independence in 1965.

According to FT, there were 2,362 residential property transactions in the core central region of Singapore in the first 9 month of this year. This compares to 1,962 transactions for the same period last year. Of these total sales, 260 residential homes were sold to foreign nationals this year (~11%), compared to 316 last year (~16%). While this is obviously a decline, including a decline in the percentage sold to foreign nationals, it still feels pretty significant given that the borders were presumably closed, or largely closed, earlier this year.

Apparently 75% of the above 260 homes were sold to buyers from either mainland China or Hong Kong. I don't know how this percentage compares to last year. But the narrative out there right now is that it is up (along with office leasing by foreign companies) and that Singapore is a pretty safe place to put your money right now.

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There is data to suggest that on-demand (OD) mobility services -- such as Uber -- are increasing vehicle kilometers traveled (i.e. causing greater traffic congestion) by inducing people away from public transit and other forms of urban mobility. This is potentially even more of an issue right now with most urban transit agencies looking at massive budget shortfalls.

But there's potentially another way to look at this problem. A recent study led by Dániel Kondor of the MIT Senseable City Lab has looked at not only vehicle kilometers traveled but also something that the team calls the "minimum parking problem." What is the minimum amount of parking that you need assuming a world with more on-demand mobility, and eventually autonomous vehicles?

To try and answer this problem the researchers looked at the small city-state of Singapore. With a population of about 5.6 million people and somewhere around 1 million vehicles, Singapore actually has one of the lowest number of private vehicles per capita in the developed world. Even still, it has some 1.37 million parking spaces taking up valuable room.

What the team found was that on-demand mobility could reduce parking infrastructure needs in Singapore by as much as 86%. This is the absolute minimum number, which would take the current estimate of 1.37 million spots down to about 189,000 -- a significant reduction.

However, the tradeoff is that it could increase vehicle kilometers traveled by about 24%. Without ample parking, their model assumes that these on-demand vehicles would need to "deadhead" between trips. That is, drive around aimlessly while they wait for their next passenger. Demand isn't usually neat and tidy.

However, it's worth noting that the above percentage increase assumes that if people were instead driving themselves around that they always found a parking spot as soon as they arrived at their destination. This, as we all know, is not often the case, and so this increase is probably a worst case scenario.

Nevertheless, the team did also find that a 57% reduction in parking could be achieved with only a modest 1.3% increase in vehicle kilometers traveled. This, to me, is meaningful because it says that you could, in theory, cut parking supply in at least half and not much would happen in the way of traffic congestion.

It would, however, free up a bunch of space for things like bicycle lanes, green space, and other valuable urban amenities. Now, if on-demand vehicles are pulling people away from transit, then maybe we're no better off. But if the alternative is people driving and parking everywhere they go, then it would seem that there are much better uses for that space.

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At the beginning of this year (which seems like eons ago), I wrote about a CityLab series that Feargus O'Sullivan was doing on the vernacular home designs of a handful of European cities. Cities like London and Berlin.

Well, after a brief pause, that series is back in the form of a CityLab "storythread." It's now called, "The Iconic Home Designs That Define Our Global Cities." In it, he explores the various floor plans, housing typologies, and tenures that you might find around the world. Everywhere from from Singapore to Reykjavik.

The most recent article is all about Prague's communist-era apartments. Apparently people call these paneláks because they were initially built using some sort of collection of prefabricated panels. They were a quick and dirty housing solution for a city and country that were rapidly urbanizing starting in the late 1950s. (See, prefab works.)

But what I find most interesting about the story of these paneláks is how their reputation seems to have changed and evolved over time. They proved to be a far more adaptable form of housing than you might initially think, going from written off and ready for demolition, in some cases, to then becoming a form of aspirational housing.

Part of this allegedly had to do with a handover from state ownership to private ownership, which maybe goes to show you that architecture and design, alone, aren't enough when it comes to housing innovation. You really need to consider the whole picture.

But regardless, it is clear to me that tastes do change, and housing is no exception. Renewal is an integral part of urban life. And one generation's trash might be another generation's treasure.

Photo by Jakub Matyáš on Unsplash