This morning I spoke to the Globe and Mail about the evolving nature of Dupont Street here in Toronto. The impetus for the discussion was this: Dupont Street is now seeing a lot of residential intensification, but the street itself remains a bit of a crosstown highway. It's not yet a "complete street." And since Junction House is effectively on the west end of this midtown artery, John Lorinc asked to get my thoughts.
The point I tried to make is that, in my opinion, this is first and foremost a zoning issue. Dupont Street is seeing intensification, but it is largely happening on the north side of the street, abutting the rail corridor (purple and red in the above Official Plan map). The south side of the street is, for the most part, a low-rise neighborhood (yellow in the above map).
This kind of edge condition is somewhat unique in the city: low-rise on one side of the street; higher density housing, retail, and office on the other. But it is particularly problematic if you're trying to create a great main street, because single-sided retail streets generally don't work very well.
We could certainly have a discussion about sidewalk widths, bike lanes, and other streetscape improvements; but in my mind, there is nothing inherently bad about the cross section of this street. The right-of-way width is 20 meters, meaning there are generally two lanes going in each direction. This is a dimension you'll find all over the city, including on beloved streets like Queen Street.
The problem here is what is abutting the street, and it is something that is systemic across the city: we have too many arterial roads that only allow for low-rise housing. So if you were to ask me what to do next, and I was asked this morning, the first thing I would do is up-zone the south side of Dupont and allow for non-residential uses at grade.
And once this is done, I am certain it will snowball many other positive improvements.
We need more "activity centers". That is my takeaway from this report by Brookings.
Activity centers are exactly what they sound like. But to be more specific, the definition used in the report is based on five categories of assets: community, tourism, consumption, institutional, and economic. And what the authors did was look at the relative concentration of each across the 110 metropolitan statistical areas (MSAs) in the US with at least 500,000 residents.
They then came up with 3 different kinds of activity centers. Monocenters (blue in the above map), secondary centers (yellow), and primary centers (orange). Monocenters have, as you'd probably expect, a lot of one kind of asset. Secondary centers, on the other hand, have "some of at least two kinds of assets." And primary centers have "a lot of at least two kinds of assets."
The first phase of Montreal's new Réseau express métropolitain (or REM) just opened it up. It is a 17 km light-rail line that includes five stations running from Brossard in the south (A1 above) to Gare Centrale in downtown Montreal. Eventually this network -- which is distinct from but connected to the city's existing metro network operated by STM -- will span 67 kilometers and have a total of 26 stations. To put this into perspective, Montreal's current metro totals 69.2 kms. So this is a near doubling.
This morning I spoke to the Globe and Mail about the evolving nature of Dupont Street here in Toronto. The impetus for the discussion was this: Dupont Street is now seeing a lot of residential intensification, but the street itself remains a bit of a crosstown highway. It's not yet a "complete street." And since Junction House is effectively on the west end of this midtown artery, John Lorinc asked to get my thoughts.
The point I tried to make is that, in my opinion, this is first and foremost a zoning issue. Dupont Street is seeing intensification, but it is largely happening on the north side of the street, abutting the rail corridor (purple and red in the above Official Plan map). The south side of the street is, for the most part, a low-rise neighborhood (yellow in the above map).
This kind of edge condition is somewhat unique in the city: low-rise on one side of the street; higher density housing, retail, and office on the other. But it is particularly problematic if you're trying to create a great main street, because single-sided retail streets generally don't work very well.
We could certainly have a discussion about sidewalk widths, bike lanes, and other streetscape improvements; but in my mind, there is nothing inherently bad about the cross section of this street. The right-of-way width is 20 meters, meaning there are generally two lanes going in each direction. This is a dimension you'll find all over the city, including on beloved streets like Queen Street.
The problem here is what is abutting the street, and it is something that is systemic across the city: we have too many arterial roads that only allow for low-rise housing. So if you were to ask me what to do next, and I was asked this morning, the first thing I would do is up-zone the south side of Dupont and allow for non-residential uses at grade.
And once this is done, I am certain it will snowball many other positive improvements.
We need more "activity centers". That is my takeaway from this report by Brookings.
Activity centers are exactly what they sound like. But to be more specific, the definition used in the report is based on five categories of assets: community, tourism, consumption, institutional, and economic. And what the authors did was look at the relative concentration of each across the 110 metropolitan statistical areas (MSAs) in the US with at least 500,000 residents.
They then came up with 3 different kinds of activity centers. Monocenters (blue in the above map), secondary centers (yellow), and primary centers (orange). Monocenters have, as you'd probably expect, a lot of one kind of asset. Secondary centers, on the other hand, have "some of at least two kinds of assets." And primary centers have "a lot of at least two kinds of assets."
The first phase of Montreal's new Réseau express métropolitain (or REM) just opened it up. It is a 17 km light-rail line that includes five stations running from Brossard in the south (A1 above) to Gare Centrale in downtown Montreal. Eventually this network -- which is distinct from but connected to the city's existing metro network operated by STM -- will span 67 kilometers and have a total of 26 stations. To put this into perspective, Montreal's current metro totals 69.2 kms. So this is a near doubling.
Looking at the above map, it is pretty clear -- and not at all surprising -- that Manhattan is, for the most part, one giant activity center. There is a lot going on. But this is not the typical condition. In the 110 metro areas looked at in the study, activity centers only occupy about 3% of land on average. The remaining 97% of land is, based on the above definition, a non-activity center.
Why this matters is that activity centers punch above their weight. Despite representing a small land area, activity centers are home to 40% of all private sector jobs in the US. Supposedly, they also increase productivity (by an additional ~$1,723 per worker), yield higher property values (+26%), increase inclusivity, and reduce vehicle miles travelled.
So yeah, more activity centers sounds like a good thing for our cities. Though as we have learned in recent years, we need to be careful with monocenters.
Map: Brookings
As with most big city building projects, Montreal's REM is being and will continue to be criticized. Back in 2016, the project had an estimated total project cost of $5.9 billion. By 2021, this number had increased to $6.9 billion. Today, who knows what the number will be. But it will be more. The reality is that everything went up, by a lot, over the last five years. During the pandemic, we were seeing 30-40% cost increases on some of our construction line items.
What's perhaps most noteworthy about this project is its delivery model. It is being delivered through a partnership with the the Caisse de dépôt et placement du Québec (CDPQ):
Under the pact, the Caisse’s infrastructure arm is assuming $3.5-billion of the project’s $6.9-billion construction cost while Quebec is committing $1.28-billion and the Canada Infrastructure Bank is providing a $1.28-billion loan. The balance consists of a $295-million payment from Hydro-Québec for the line’s electrification, while the Autorité régionale de transport métropolitain, the transit authority for the Montreal region, is pledging $512-million.
Provincial and local governments will provide continuing operating subsidies for the REM to make sure the Caisse earns its required return on the project, currently pegged at 8 to 9 per cent. The pension fund manager will get 72 cents for each passenger-kilometre travelled on the light rail system. Without such a subsidy, fares would climb to a level few passengers could afford.
It'll be interesting to see how this approach stands the test of time. As I understand it, CDPQ wants to continue building and operating transit in other cities around the world. I don't know any of the specifics other than what I have read online. But from the outside, things seem to be working. The first phase of the REM broke ground in April 2018, and the opening ceremony was held this month (July 2023). That's basically warp speed in transit timelines.
Map: Montreal REM
Looking at the above map, it is pretty clear -- and not at all surprising -- that Manhattan is, for the most part, one giant activity center. There is a lot going on. But this is not the typical condition. In the 110 metro areas looked at in the study, activity centers only occupy about 3% of land on average. The remaining 97% of land is, based on the above definition, a non-activity center.
Why this matters is that activity centers punch above their weight. Despite representing a small land area, activity centers are home to 40% of all private sector jobs in the US. Supposedly, they also increase productivity (by an additional ~$1,723 per worker), yield higher property values (+26%), increase inclusivity, and reduce vehicle miles travelled.
So yeah, more activity centers sounds like a good thing for our cities. Though as we have learned in recent years, we need to be careful with monocenters.
Map: Brookings
As with most big city building projects, Montreal's REM is being and will continue to be criticized. Back in 2016, the project had an estimated total project cost of $5.9 billion. By 2021, this number had increased to $6.9 billion. Today, who knows what the number will be. But it will be more. The reality is that everything went up, by a lot, over the last five years. During the pandemic, we were seeing 30-40% cost increases on some of our construction line items.
What's perhaps most noteworthy about this project is its delivery model. It is being delivered through a partnership with the the Caisse de dépôt et placement du Québec (CDPQ):
Under the pact, the Caisse’s infrastructure arm is assuming $3.5-billion of the project’s $6.9-billion construction cost while Quebec is committing $1.28-billion and the Canada Infrastructure Bank is providing a $1.28-billion loan. The balance consists of a $295-million payment from Hydro-Québec for the line’s electrification, while the Autorité régionale de transport métropolitain, the transit authority for the Montreal region, is pledging $512-million.
Provincial and local governments will provide continuing operating subsidies for the REM to make sure the Caisse earns its required return on the project, currently pegged at 8 to 9 per cent. The pension fund manager will get 72 cents for each passenger-kilometre travelled on the light rail system. Without such a subsidy, fares would climb to a level few passengers could afford.
It'll be interesting to see how this approach stands the test of time. As I understand it, CDPQ wants to continue building and operating transit in other cities around the world. I don't know any of the specifics other than what I have read online. But from the outside, things seem to be working. The first phase of the REM broke ground in April 2018, and the opening ceremony was held this month (July 2023). That's basically warp speed in transit timelines.
Map: Montreal REM
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