Brandon Donnelly

Daily insights for city builders, delivered every morning at 6 AM ET. I’m Brandon Donnelly — a Toronto-based real estate developer and founder of Globizen. I’ve been writing here since 2013.

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Category: Urbanism

  • Centralizing in cities

    This is not all that surprising:

    It is not surprising for at least two reasons:

    • We knew that central banks would tighten the money supply at some point and that it would have a negative impact on asset prices.
    • Many of us believed that a lot of people were making a somewhat long-term decision (flee the city) because of something that would ultimately prove to be short-term dislocation (a ~2 year health crisis).

    So one of the things I think you can glean from Daniel’s tweet is that our best urban centers are resilient. Notwithstanding the fact that we have things like Zoom and previous pandemic-suffering generations did not, the core value propositions associated with centralizing in cities hasn’t gone away.

  • Practicing what I preach

    In yesterday’s post I wrote about happiness vs. satisfaction (among a bunch of other things). And I mentioned that I derive deep satisfaction from the work that I do, which is real estate development. On the back of this post, I received a question from a reader this morning that more or less asked me if I think about the impact of my work on other people’s happiness / satisfaction. Part of the point that was being made was that while it may be a positive endeavor for me, I may be completely destroying the satisfaction, happiness, and lives of others. Do I give this any thought? Lastly, a point was made that very few developers seem to live in their own housing projects, which should tell you something.

    I thought these were all very good points/questions and so I’d like to respond to them publicly:

    • I do think carefully about the happiness and satisfaction of others. In fact, part of the reason this work is satisfying is that, in my opinion, it is both challenging and important work. Growing cities require new housing and the reality is that almost all of this housing comes from private developers.
    • This may sound cheesy, but I also care deeply about beauty. This is something that is of course in the eye of the beholder. But I do want things to be beautiful. I want our cities to be more beautiful. And I don’t think we talk about this enough. I mean, just look at the garbage bins we have in Toronto.
    • Some people may not like or appreciate the form that development usually takes in cities such as Toronto, but the housing needs to go somewhere. As a result of restricting development in most areas of the city, we are now forced to highly concentrate development in relatively few areas. Many are reacting to this.
    • There will almost certainly be tensions between incumbents and new entrants when it comes to city building. That’s part of what makes this work so challenging and rewarding. Everyone involved in the building of our cities has to constantly problem solve and manage competing interests. It’s not easy.
    • I am in fact moving into one of our projects (Junction House). I am doing this because (1) I think our team is creating an awesome and beautiful project and (2) I believe that living in multi-family buildings in walkable neighborhoods is a more sustainable (and enjoyable) way to live. I want to practice what I preach.

  • 50U

    There is a new book out right now about the United Arab Emirates called 50U. It has been fifty years since the confederation of the seven Gulf states was officially declared (December 2, 1971), and so the book is a celebration of that. The format is 50 portraits of people, places, and plants (yes, plants) that tell the story of the UAE.

    Included in the book is an excerpt of a 2009 talk by architect Rem Koolhaas (of OMA) about his reading of Dubai. ArchDaily published an abridged version over here and I thought it was an interesting read. Few people think about cities as deeply as Koolhaas does, and few can express their thoughts in such a rational and Dutch-like way. Here’s a snippet of the talk:

    I came here first in 2004. We were asked to do a major building on the site which is marked by the flag. Then, two years ago it was the exact moment… I became increasingly nervous about the mission of architecture and the uses of architecture. And I really became almost desperate… that the incredible pressure of the market economy was forcing architecture itself into increasingly extravagant conditions. Seemingly, Dubai seemed to be the epicenter of that extravagance. So, I came with deeply ambivalent feelings. It seemed as if the idea of the city and the metropolis itself had been almost turned into a caricature, not a coherent entity but maybe a patchwork of theme parks. And those themes would become the bogus and increasingly bizarre characters that were perhaps partly mythical and partly real.

    I’ve only been to Dubai once. It was back in 2008 or 2009. And to be honest, it wasn’t my favorite city; I think primarily because I enjoy walking cities and Dubai is largely the opposite of that. It felt like a patchwork of theme parks that you had to drive around to — ideally in an exotic car while being as flashy as possible.

    Now if these theme parks were within walking distance (and the drinks were good), that would be an entirely different story.

  • Water supply and air conditioning

    This past weekend I was reminded that Phoenix is largely what it is today — the 5th biggest city in the US — because of two very important things.

    Firstly, the city had to figure out water supply.

    About 50% of the city’s water supply comes from surface and groundwater, specifically the Verde River and the Salt River watersheds that are to the north and east of the city. And about 40% comes from the Central Arizona Project, which is a 541 km diversion canal that pulls water from the Colorado River and brings it through the state (terminating in Tucson). From what I have read, the CAP canal serves about 80% of the state’s population.

    Secondly, Phoenix needed A/C.

    Air conditioning was first invented at the beginning of the 1900s, but it really didn’t become ubiquitous until the second half of the century. And not surprisingly, it made the southwest of the US far more appealing. In 1950, Phoenix had just over 100,000 people. By 1960, the city had grown by about 311% to reach nearly 440,000 people. Apparently there was more construction in 1959 alone than from 1914 to 1945 combined. Air conditioning made Phoenix’s summers bearable.

    Air conditioning is such an interesting topic because it’s one of those things that many of us take for granted. When you walk into a store or an office building in the summer, you expect it to be cool. But it hasn’t really been around all that long and its invention has, in many ways, been instrumental in defining the modern city. Even something as common and banal as a glass office tower with large floor plates would not be possible/practical without air conditioning.

    We can certainly debate how sustainable it is to urbanize and air condition desert climates like Phoenix, but there’s no denying that air conditioning has had a profound impact on our urban landscapes. Diversion canals are pretty important too.

  • Rotterdam Rooftop Walk

    A new brightly-colored rooftop installation opened up this week in Rotterdam. It includes a 30-meter-high aerial bridge that connects a few of the city’s rooftops. Designed by Rotterdam Rooftop Days and MVRDV, the “Rotterdam Rooftop Walk” is designed to bring awareness to the city’s rooftops and demonstrate how they might be used as an added layer of public infrastructure within the city. The installation will run from May 26 to June 24.

    This is a neat idea and not just because I like bright orange things. Rooftops are, by and large, underutilized assets within our cities. It behooves us to do more (I just wanted to say behooves). But I think it’s important to keep in mind that aerial bridges and rooftop spaces can come in many different forms. I think you could argue that there are aerial bridges designed to enliven forgotten spaces (like this example here) and there are aerial bridges designed as a solution to appalling and inhospitable ground planes.

    Sometimes these inhospitable spaces are because of extreme climates and sometimes it is because we forgot how to design spaces that are actually enjoyable for pedestrians. The former of these two scenarios is, I guess, more excusable. But I do think that many cities lack the kind of densities needed to animate multiple layers of public spaces. Often you need to pick where you want to focus people’s attention.

    Still, bright orange walkways. Neat.

  • Our cities are full

    One of the most common objections to new housing is that the place is already too crowded and potentially even full. But Jerusalem Demsas’ recently article in The Atlantic about how much people seem to hate other people is a good reminder that the topic of overpopulation can be a complicated one.

    Because what are we really saying when we say a place is too crowded or full? Is it just that this particular neighborhood is full, or are we talking about entire cities being full?

    Moreover, who determines when a place is full? Berkeley, California is, for example, a hell of a lot less dense than a city like Paris. So if a place like Berkeley can be considered full by some people, what does that mean for Paris? Presumably it’s entirely unliveable.

    Or could it be that the entire world is simply full and we should be looking at more drastic measures to curb population growth (in the places that are actually reaching replacement-level fertility rates)?

    It’s all very complicated. Thankfully Demsas offers up some possible solutions in her article:

    We have, of course, discovered an elusive technology to allow more people to live on less land: It’s called an apartment building. And if people would like fewer neighbors competing for parking spaces, then they should rest assured that buses, trains, protected bike lanes, and maintained sidewalks are effective, cutting-edge inventions available to all.

    The rest of the article is just as good.

  • How much money a traffic camera can collect

    Most of us are aware that most of our cities have traffic cameras, which are setup to photograph us doing bad things and then to send us bills in the mail. I can’t say I’ve ever wondered how effective these camera systems are or how much they actually collect, but in case you’re curious, here is one example from the City of London.

    The camera is setup in the busy Bank Junction, which from 7AM to 7PM on weekdays has been off limit to any vehicles other than buses and cyclists since 2017. If you disobey the restrictions, you’re hit with a £130 penalty, although if you pay within 14 days, the penalty drops to £65.

    Between 2019 and 2021 (so during COVID, when traffic volumes were less), total penalties paid were £15.2 million. I don’t know how many people paid on-time or paid late, but based on these numbers, the number of delinquent incidents over the past three 3 years was anywhere from 116k (everybody paid late) to 233k (everybody paid on-time).

    I also don’t know how many repeat offenders there where, which is why I said incidents and not drivers, but I’m guessing that there were more than a few repeat offenders. I wonder how many were taxi and Uber drivers.

  • Disease-breeding tenements

    What do you think of this beautiful low-rise apartment building? It is called Spadina Gardens and it was built (allegedly illegally) on Toronto’s Spadina Avenue in 1906, shortly before the City enacted an outright ban on “disease-breeding tenements” (i.e. apartment buildings) in all residential neighborhoods.

    This, of course, is a form of exclusionary zoning. Our predecessors had decided that apartments were bad, they promoted disease and immorality, and that they were likely to destroy or at least corrupt Toronto by making it, you know, less waspy.

    Important studies are underway here in Toronto, and across North America, to determine whether we should do something about this longstanding city building tradition. Should we allow a mixture of different housing types in our residential neighborhoods, or should we keep things just the way that they are? That being low-rise and single-family.

    In the meantime, we are implementing things like inclusionary zoning, which I guess makes some people feel better about themselves and the current state of affairs. But in the end, it sits very much on top of our exclusionary past.

    Low-rise single-family home neighborhoods remain off limits. Apartments should only go in select locations (provided they don’t bother the single-family homes). And any efforts to create greater affordability and diversity should only impact the new apartments and not the low-rise single-family homes that already exist.

    I would encourage all of you to have a listen to 99% Percent Invisible’s recent episode about Toronto’s “missing middle.” It does a great job explaining why Toronto looks and performs the way that it does today, and why it’s time that we do something about it. It’s also highly relevant to not just Toronto, but many cities across North America.

  • Peeing season is almost here

    Toronto has a way of irreverently disregarding spring. Oftentimes we go from winter right into summer. And this past weekend was one of those magical times when summer just appeared and Torontonians far and wide decided to showcase their pasty bodies after a long and dark winter.

    But now that the warm weather is upon us, it’s important to keep in mind a few very important things. Don’t ride an electric scooter. They’re too dangerous. You might hit a car.

    Make sure you use the washroom before leaving home. Most public washrooms aren’t open yet because peeing season obviously hasn’t started yet. I think it starts sometime in late May. Or maybe it’s early June.

    https://twitter.com/LadyScorcher/status/1525072458667130881?s=20&t=pGWoNjEHpGR1oRP0Kw77xA

    Purchase all of your alcohol beverages from the liquor control board. That’s the safest way to do it. And whatever you do, don’t consume said alcohol beverages in any of the city’s public spaces. That is strictly forbidden.

    If you have a backyard, that is an acceptable place to drink responsibly, or irresponsibly. But if you don’t have a backyard, you’re out of luck. I would encourage you to simply crack a window and linger next to it. But of course, be mindful not to get too close to it.

    I don’t know why we’re so uptight about shit.

  • The car versus transit job access multiple

    I haven’t seen this sort of data before and it’s an interesting way of looking at job access, transit connectivity, and overall built form:

    The above is a table from New Geography (using data from the University of Minnesota). And what it shows is how many more jobs, across the US, can be accessed within a 30-minute commute by car versus by transit. For example, what this data tells us is that, on average across the US, there are about 56x more jobs that can be quickly accessed by car versus by transit.

    But there is also huge variation across the 50 largest cities in the US. On the top end is Detroit, where there about 130x more jobs that can be accessed by car (again within 30 minutes). This isn’t at all surprising. Also not surprising is the fact that New York is on the lowest end with only 5.6x as many car-versus-transit jobs. This is one of the reasons why I spoke yesterday about NYC being such an ideal candidate for something like NYC 25×25.

    What a lower number tells us is that the city is far less reliant on personal vehicles and almost certainly has a higher urban density. That’s why you see cities like New York, San Francisco, Boston, and Chicago near the top of this list. And in my opinion, this is where you want to be. The goal should be to minimize this multiple.

    I haven’t seen a dataset like this before, but I’m now curious to see how it varies globally. It feels like something that more of us should be monitoring. Because we know that there are strong links between jobs access and the overall economic performance of a city.