Category: Urbanism

• Okay, fine, I support your laneway house

  This week, I received a notice in the mail that a neighbor to Mackay Laneway House is seeking variances for their own laneway house. I immediately thought to myself, “oh, the hypocrisy.” Here is a neighbor that vehemently opposed my Committee of Adjustment application back in 2017 and now wants to do something similar.

  It’s also not like you need minor variances in order to build a laneway house today. They are, as many of you know, permitted as-of-right. That’s how MLH was ultimately built. We went straight to building permit. But in this case, the request is for 7 variances to the current by-law. The build aspires to go above and beyond.

  As I’m sure you can imagine, there’s part of me that wants to be a real asshole here. But of course, that would run counter to many of the objectives that we regularly cover on this blog: more housing, revitalized laneways, and so on. So I can’t do that. It’s directionally the right city building move, and they have my full support.

  2024.03.09

• 4 predictions for Toronto’s laneways

  Brigitte Shim (of Shim-Sutcliffe Architects) invited Gabriel Fain and I to the Daniels Faculty this morning (at the University of Toronto) to talk about Mackay Laneway House.

  It was for a class on laneway housing and, as it turns out, some of the students had been using MLH as a case study. That’s pretty cool, although the primary lesson is probably “don’t build next to large trees.”

  Following the presentation, we had a good discussion about laneways, and it reminded me of some of the things that I believe to be true. More specifically, it reminded me of what I think will happen in the future:

  • Bona Fide Streets: Laneways will become bona fide streets. Meaning, they’ll get real names (most don’t have one today) and they’ll get serviced. Today, laneway suites are typically serviced via the main/existing house.
  • Severable Lots: Laneway lots will become severable. Right now this is strongly discouraged, because the intent is to create new rental housing and not new for-sale housing.
  • Market Inversion: Once these lots become severable, the market will then be able to decide which frontage is most valuable — the current street side or the laneway side. Maybe some get split right down the middle (50/50) or maybe some get biased toward one frontage. Either way, I think it will become common for the laneway frontage to be more desirable given its intimate scale and pedestrian orientation.
  • Mixed-Use: Non-residential uses will become allowed.

  I have no idea when all of this might happen, but I believe it will happen. So I wanted to write it down publicly.

  2024.03.07

• Population-weighted densities, compared

  Boy, population densities can be so misleading. The typical approach is to just take the number of people and divide it by a given area. This then gives you something like X number of “people per square kilometer.” The problem with this approach is that there are countless factors that can skew your result.

  Hong Kong, for instance, is really dense. But as a city, it also has a lot of green space, mountains, and other undeveloped areas. Only about a quarter of Hong Kong’s land is developed. So when you divide total people by its administrative boundary area, it is going to appear less dense than it really is.

  One alternative approach is to use a method known as population-weighted density. The way this works is that you take the average densities of smaller more granular subareas and then weight them by the population of each subarea. It is a little more complicated to calculate, but the overall intent is to try and capture a density figure that more accurately reflects what the average person experiences on the ground.

  And this is exactly the method that Jonathan Nolan decided to use in his new website CityDensity.com. What his site allows you to do is compare population-weighted densities across various cities, and then see how it tapers off as you move outward from their city centers.

  Once again, it is hard to beat Paris’ supremely dense mid-rise built form:

  

  Well, that is, until you check out Hong Kong:

  

  Charts: CityDensity.com

  2024.03.05

• In search of small

  A few people sent me this excellent article by Noah Smith today. In it, he talks about the institutionalization of the real estate industry and some of the challenges with developing smaller-scaled projects. I mean, just look at how the industry has concentrated itself:

  These imperatives privilege a concentration of the most well-capitalized firms who have done the most projects before. In 2022, nearly 25% of all multifamily units started in the country (more than 132,000) were commenced by just 25 developers. That’s a strikingly high percentage in a country of more than 60,000 developers. Similar trends exist for new single-family homes. According to the National Association of Home Builders, in 1989 the ten largest builders “captured 8.7% of closings.  By the year 2000, the share was 18.7%; and by 2018, 31.5%, reaching above 30% for the first time.”  In 2022, that number reached 43.2%.

  These figures are fascinating but they are not surprising. Most developers have a minimum project size and, over time, it tends to grow. Market factors dictate this. The irony is that smaller projects are often great for cities. Think about how often urbanists like to criticize large-format retail vs. fine-grained retail.

  If it doesn’t already exist, someone should create a YouTube channel covering the smallest development projects from around the world. I would watch that.

  2024.03.04

• Detroit’s cultural alley

  

  Art and culture are powerful tools for city building. Pictured here is a laneway in downtown Detroit that is known as “The Belt.” It is called this because of its location in the city’s former garment district, but today, it has been redefined as a cultural alley. In it, and deep within unmarked basements, you’ll find venues like Deluxx Fluxx, which call themselves a nightclub art house. (You’re going to want to click through to their website and get a feel for the place.)

  

  This alley isn’t brand new. It was conceptualized by the art gallery Library Street Collective a few years after it was founded in 2012. But I think it remains an excellent example of at least two things. One, Detroit is cool. It really has been going through a cultural renaissance. (You should also know that Detroit is the birthplace of techno.) And two, The Belt remains a perfect example of what is possible with our underutilized urban spaces.

  Virtually every city has alleys exactly like this one. But too few are doing something as cool with them.

  Image: The Belt & Deluxx Fluxx

  2024.02.29

• Not enough density next to transit

  Reece Martin is a foremost public transit critic based in Toronto. His YouTube channel, RM Transit, has over 284k subscribers and some 50 millions views. If you’re interested in public transit around the world, he is a great person to follow.

  He also writes a blog. And today, he published a post talking about the “5 places in Toronto that should have more density.” This, as we have talked about many times before, is essential. The way you get the most out of transit is to pair it with the right surrounding land uses. And here in Toronto, we have many instances of “not enough density next to transit.”

  For instance, the first place on his list is Bloor-Dundas West:

  The site already has streetcar serving on two routes, the subway, GO, and UP Express (which will be connected with the subway in the next few years — construction is underway), and lots more transit could show up in the future, from an extension of one of the streetcar routes to the Junction (with a transferway please), to the Ontario Line that will be primed for a second phase in this direction if development justifies it, to the potential for future Milton line train service. The site is arguably already the second-best served for transit in the country after Union, and could be made much better in short order.

  Hang on this last sentence for a second: the second-best transit node in the country. That’s an incredible asset! Now consider the area’s land use plan (red is mixed use and yellow is low-rise neighborhood in Toronto’s Official Plan):

  

  Other than the mixed-use triangle wedged between Dundas West and the rail corridor, the area looks pretty similar to much of Bloor Street in this city: mixed-use along the major streets and low-rise neighborhoods everywhere else.

  We know why this is the case; it is about maintaining the status quo. But it is a suboptimal way in which to try and create transit-oriented communities. We need more density, and we need to start thinking radially instead of linearly. So here’s what a 500m walking radius looks like around Bloor-Dundas West and its two closest subway station neighbors:

  

  The important thing to pay attention to in this diagram is all of the yellow that falls within each radius. This is land that ought to be zoned mixed-use, but that we have instead decided to make low-rise and single-use. If our objective is to create more walkable, sustainable, and vibrant transit-oriented communities, this is not the way.

  2024.02.28

• Messy intersections

  I am not a transportation engineer, but sometimes I like to, you know, pretend. And lately, I’ve been thinking about how to better design the Toronto intersection of Dundas, Dupont, Annette, and Old Weston (which I touched on briefly over here). It’s a weird 5-point intersection that is often cited as one of the most confusing in the city. And so there’s a lot that could be done.

  Here’s what it looks like today:

  

  The centerpiece is the Dundas-Dupont Traffic Island, which is actually a city-owned park. It’s not the most generous green space, but the real problem with this park is that it’s very much an island. There’s really only one pedestrian access point — its north end. For the most part, you need to be unlawful in your movements on and off it.

  This is a fairly common occurrence in cities. The island is, almost certainly, a remnant space. It was never explicitly designed; it is just what was left over after they figured out how to connect all of these streets and negotiate the intersection’s grade changes.

  The other signal, that these are remnant spaces, is the paint markings on the street. Their main job is to tell cars where to go. But they’re also unproductive spaces. Nobody is intended to actually occupy them. So what they really say is, “we have too much road and we didn’t know what to do; so we just painted them.”

  If you watch the below video of Claire Weisz (founder of WXY Studio) explaining the work that she has done in New York City, you’ll see remarkable similarities to what I’m talking about here. This sort of thing happens all the time, especially at messy intersections where multiple streets converge. The objective was to connect the streets and the rest became a byproduct.

  But when properly designed, these spaces actually become better for everyone: drivers, cyclists, and pedestrians. And this Toronto intersection strikes me as a perfect candidate. So if my local Councillor Gord Perks is reading this post, I would ask him to do what he can within the city to encourage this kind of positive change.

  And not just here, but wherever there is a street that sucks.

  2024.02.23

• Digitally twinning our cities

  Many of you have probably heard of the concept of a “digital twin.” Put simply, it is a digital representation of a physical thing. This could be a thing that already exists or, in the case of a new building, it could be a thing that you’re about to make exist.

  But there’s no reason to stop at the scale of a building. Right now, there are groups working on modeling entire cities. Sadly, in Ukraine, it is being done to document important buildings that could get destroyed. But in other places, it is being done in order to create a new kind of urban testing environment (via FT):

  “In the city, you don’t have a development environment; you only have one city. The laboratory is the place where the planners go to test. So test in a digital twin and then develop or implant in the city. That’s going to be the value.”

  The thinking is that if you combine a digital twin with good real-time urban data and AI, then you might actually be able to start testing new city building initiatives. For instance, maybe you could ask it: What would happen if we added a traffic lane, here? Would it actually help congestion or would it induce new demand?

  It’s hard to model this kind of stuff today, which is one of the reasons why there’s usually fierce debate about seemingly everything. But if we had accurate models that could tell us something close to reality, that feels like it would be a game changer for city builders.

  2024.02.21

• Dublin wants to reduce car traffic in its city centre by about 41%

  These are the current (well, 2019) and targeted (2028) mode share splits for Dublin city centre (sourced from here):

  

  The biggest planned change is a ~41% reduction in cars, taxis & goods entering the city centre. More specifically though, the plan contemplates a reduction in the number of cars in the core. The number of taxis and goods being moved around are both expected to increase.

  To achieve this, the city is targeting drivers that pass through rather than stop in the city centre. Supposedly, about two out of every three drivers are currently doing this, and so the goal will be to redirect them.

  Though, to be clear, this is not a plan to stop people from driving into the city centre. It is rightly about reducing the amount of road space allocated to private vehicles, prioritizing other modes of transport, and creating more “traffic-free civic spaces” for Dubliners and visitors.

  Of course, this is what many cities around the world are trying to do. So perhaps the most noteworthy aspect of this plan is that most Dubliners actually support it.

  According to The Irish Times, the plan received more than 3,500 public submissions, and 81% supported “reducing road space for private vehicles to facilitate a more efficient public transport system.” Further, 82% said they wanted more pedestrianized public spaces.

  There were, however, some concerns expressed. The carpark operators in the city centre are naturally worried about the impact to their businesses. This is expected and self-serving.

  Guinness (owned by Diageo) is also asking about how its delivery trucks will get to and from their brewery. This is obviously a crucial consideration. But I’m confident in saying that, whatever gets implemented, I’m sure that nobody is going to mess with the operations of St. James’s Gate Brewery.

  In fact, I’d be surprised if this weren’t written into the Constitution of Ireland somewhere.

  2024.02.19

• Tornado column

  Lyon is located at the confluence of two rivers: the Saône and the Rhône. And where these two rivers physically merge in the south is a neighborhood called La Confluence:

  

  A former industrial area and urban renewal project since 1999, La Confluence is now home to world-class architecture, a broad mix of uses, and a club called Le Sucre.

  The most important piece of architecture is probably the Musée des Confluences, which was designed by the Austrian firm Coop Himmeb(l)au. It is situated at the very southern tip of La Confluence.

  And at the very south end of the museum is this column:

  

  It feels like the exact right place for a column like this.

  2024.01.28