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.

Subscribe

Category: Urbanism

  • European office vacancy rates: La Défense vs. the Paris-CBD

    The first thing that stands out to me in this European office vacancy rate chart from Savills is the difference between Paris-La Défense (~15%) and Paris-CBD (2%).

    For those of you who maybe aren’t familiar, La Défense is the largest purpose-built business district in Europe. It houses upwards of 40 million square feet of office space and covers about 1,400 acres. It’s also more or less where Paris decided to allow and put tall buildings. Though, it is about 3 km west of the city limits.

    The Paris-CBD, on the other hand, is within the city limits and I’m assuming it refers to the quartier central des affaires (QCA). But regardless of the exact boundary definitions, what we are comparing here is a purpose-built business district to an older supply-constrained central one. And clearly there are, right now, meaningful differences in demand for the offices in these two areas.

    What’s also interesting is that there’s a meaningful difference in the rents. According to Reuters, office space in La Défense is on average about 50% cheaper than the QCA. This, to me, is a reminder that monofunctional urban areas tend to be less resilient over time. And that’s why La Défense is actively working to add additional uses, such as more residential.

    But it’s not just about uses. The area will also need to contend with the fact that it has a vastly different kind of built form; one that isn’t fine-grained and walkable like the QCA. This matters.

  • Using maps on a bike

    I have started using Apple Maps when I cycle. I’ve been using Apple instead Google because it automatically pairs with my watch and tells me (through vibrations) when I need to turn somewhere, but I’m not here to argue that one is better at navigating than the other.

    What’s great about using either Apple or Google Maps is that it will take you on routes that have bike lanes or, at the very least, routes that have less vehicular traffic.

    Toronto’s cycling network is far from complete. But I have been impressed by how far I can go on dedicated lanes and by how many lanes/trails exist that I didn’t know about. Here is the city’s 2024 map showing only dedicated bikeways:

    It is not fun riding a bike when you have to fight with city traffic. And so this is a great way to try and avoid that, and not think too much about which routes you should be taking. It’s also a great way to test the completeness of your city’s biking network.

    I’m glad that Toronto is becoming a much better place to ride a bike.

  • Montréal is making yet another case for pedestrian-only streets

    There are parts of Toronto that are pedestrian only. There’s the Distillery District, some small laneways in Yorkville, the Toronto Islands (though this is a bit of a unique situation), and various other pockets around the city.

    There are also streets that we temporarily open up to only pedestrians, such as Market Street and King Street, and areas, such as Kensington Market, that we have been rigorously considering pedestrianizing for as long as I can remember.

    What is clear is that pedestrian-only streets are controversial. Motorists fear that it will make driving in the city even more inconvenient. And businesses fear that it will limit their customer base.

    While it is true that not all streets can and should be pedestrianized, there are countless examples of streets and areas that appear to be thriving because of it.

    Take, for example, Montréal.

    Since 2021, the city has been pedestrianizing a stretch of 30 blocks along Mont-Royal Avenue during the summer months. And according to Mayor Valérie Plante, the commercial vacancy rate for the street has dropped from 14.5% in 2018 to 5.6% in 2023:

    Maybe you don’t want to infer causality here, but at the very least, it seems to suggest that the street isn’t dying and bereft of human activity. This year, pedestrianization is also planned to be extended further into the fall.

    This won’t necessarily be the outcome for all streets, but I do agree with this recent Globe and Mail article that, oftentimes, the reasons for not pedestrianizing are “a question of philosophy, not geography.” Because there’s lots of research and data to support doing this.

    If any of you are business owners along Mont-Royal, I’d love to hear about your experiences and how you think, for better or for worse, it has changed the area. Leave a comment below or drop me a line.

  • Manhattan’s sticky street

    Street networks tend to be pretty sticky. Meaning, they tend not to change very much, or at all, over time. We have spoken about this before, over the years.

    A good example of this is Broadway in Manhattan. Broadway is a world-famous street. And it’s perhaps no coincidence that it’s also the only street that runs the full length of Manhattan and breaks across the city’s regular street grid.

    The exact reasons for this are somewhat nuanced. And for a more fulsome backstory, I recommend you watch Daniel Steiner’s recent video on the topic (embedded above).

    It is alleged that Broadway started out as the Wickquasgeck trail. Meaning it pre-dates the arrival of Europeans to the island. But regardless, we know that it came before New York’s famed Commissioners’ Plan of 1811, which is the plan that gave the city its grid.

    So it would appear that, sometimes, even the most rational of plans can be no match for something even stronger: a street that already exists.

  • Apple’s next best thing is on the road

    I hate driving (specifically in the city), but I am fascinated by the next generation of Apple’s CarPlay, which I recently wrote about, here.

    One of the reasons why I’m fascinated is because so much of our built environment is built around the car. And since the built environment tends to be very sticky, I think one can safely assume that — for better or for worse, it’s actually worse — we’re going to need a lot of cars for the foreseeable future.

    According to Apple, 98% of new cars in the US come with CarPlay already installed. So, all cars. And the obvious reason for this is that many or most people want it. According to this survey, about 1/3 of new car buyers say that they wouldn’t buy a new car if it didn’t have Apple CarPlay or Android Auto.

    Apple believes this number is much higher at 79% of US buyers. I don’t know what the right number is, but I do believe the number is substantial and probably closer to Apple’s than the 1/3 figure. I certainly wouldn’t buy a new car without CarPlay.

    The result is a suboptimal situation for carmakers. Apple is still going to do whatever it takes to make carmakers want to use CarPlay. My recent post was largely about the design efforts that they have undertaken. But in the end, I’m not sure the auto industry has much of a choice.

    There’s likely no way they’re going to be able to compete with Apple (and Alphabet) from a software perspective and, in the end, consumers are going to want whatever pairs perfectly with their existing phone, since that’s where their entire life already lives.

    No wonder Apple killed their car project. They can just use everyone else’s cars. Even if this is a departure from their typical approach of controlling both the hardware and software.

  • NYC’s congestion relief zone is now on indefinite pause

    Boy, congestion charges are a pain to implement. Back in 2018, I wrote that New York City was considering a congestion charge for drivers entering Manhattan below 60th Street. Then in 2019, about a year later, I followed up with this post saying that the plan could be adopted as early as April of that year!

    That didn’t exactly happen. But I followed up again with a post in 2022 saying that New York City was still considering a congestion charge. And ultimately, it did finally get approved, even if it did take much longer than expected. It was rebranded a congestion relief zone (“relief” sounds a lot less offensive than “pricing”), and it was set to come into effect on June 30, 2024.

    This remained the situation until the first week of this month, which is when NY Governor Kathy Hochul held a surprise press conference and announced that the congestion relief zone would be placed on “indefinite pause.” I think that means cancelled. And it happened less than a month before the state was finally set to start collecting money.

    There is a legal question around whether she actually had the authority to intervene in this way, but let’s put that aside for now. Irrespective of that, this is a disappointing outcome precisely because we know that road pricing works. If you have a traffic congestion problem, price it, and then you will have less of it.

    What’s even more disappointing about this particular instance, though, is that many of us were looking to New York City to show us the way. We were looking for the most walkable and transit-rich city in the US to show people that, hey, road pricing works, and it won’t decimate your CBD.

    It is shocking to me that traffic congestion is allowed persist in the way that it does in our cities, and that there remains zero political will to actually address it. Instead of action, we like to preoccupy ourselves with red herrings. If only we didn’t have streetcars, Ubers, and so many bike lanes, then there wouldn’t be congestion.

    So what hope do we have now that even New York won’t do what is bold and right? Lots, as always. Cities, now is your chance to do what New York was too scared to do. Who will lead?

  • Do rich people love quiet?

    Now that phones work on the subway (here in Toronto), I sometimes find myself having to take calls while in transit. And one of the things it has made me realize is that the subway is a very noisy place. It’s not a suitable place for calls.

    But interestingly enough, I only really realized this once I started taking calls and once I wanted it to be quiet. Before that, it was just the sounds of the subway and it was perfectly fine from an auditory perspective. And that’s maybe the thing about noise in the city: it’s relative, and it depends on your expectations.

    Here’s an excerpt from a recent article in the Atlantic by Xochitl Gonzalez that refers to urban silence as “the sound of gentrification”:

    Attempts to regulate the sounds of the city (car horns, ice-cream-truck jingles) continued throughout the 20th century, but they took a turn for the personal in the ’90s. The city [of New York] started going after boom boxes, car stereos, and nightclubs. These were certainly noisy, but were they nuisances? Not to the people who enjoyed them.

    And here’s another quote that directly speaks to its relativeness:

    In the years that followed, many of New York’s nightclubs migrated to Brooklyn, which remains loud and proud. An analysis of 2019 data ranked it as the loudest borough in New York. It earned this distinction by racking up the most noise complaints to 311—the city complaint hotline. Which raises the question: Was it the noisiest borough? Or was it just home to the densest mix of loud people and people who wanted to control those loud people?

    Urban noise is obviously an important consideration. If you have to get up for work at 5 AM and someone or something is keeping you up, that is going to be supremely annoying. But if you’re looking for something fun to do, then a noisy Brooklyn nightclub could be the cacophony of sounds that you’re after.

    When I first heard about the issue that we spoke about in yesterday’s post, my mind immediately went to noise. I thought, “That must be it. Well-caffeinated coffee drinkers are disrupting the rest of the neighborhood!” I have no idea if that’s actually a problem in this particular case, but it’s often a thing.

    According to Xochitl Gonzalez, rich people love quiet. Do you agree?

  • America’s most and least car-oriented cities

    My partner Kieran sent me this chart this morning:

    It is a summary of the average weekday miles traveled by adults in private vehicles, including taxis and ride-hailing vehicles, for the 50 largest metro areas in the US (data is from the fall of 2023). At the top of the list with the most miles traveled is Raleigh, and at the bottom of the list with the fewest miles traveled is, not surprisingly, New York.

    The other cities on the bottom of this list probably won’t surprise you either. But it’s a good reminder of how built form determines our mobility choices. If you look up which US cities have the highest population densities and the most compact built forms, I think you’ll generally find that it mirrors what you’re seeing here.

  • 10 years of radical change in Paris

    I know that many of you already know this, but it’s pretty remarkable what Paris has been able to achieve over the last 10 years:

    Paris has closed more than 100 streets to motor vehicles, tripled parking fees for SUVs, removed roughly 50,000 parking spots, and constructed more than 1,300 kilometers (800 miles) of bike lanes since Mayor Anne Hidalgo took office in 2014.

    The result is that, according to city officials, air pollution in the capital has declined by about 40% since 2011. And bicycle usage has increased by some 70% — this is since 2019.

    Now, Paris does happen to be blessed with a dense urban fabric. But that doesn’t necessarily mean that this transformation was simple or easy. The difference is will. Most Parisians seem to support these actions.

    So the next time you’re stuck in traffic and cursing some scapegoat, maybe consider what you would be willing to do to dramatically reduce traffic congestion. Would you be open to radical change in your city?

  • Field Guide to Indoor Urbanism

    A few months ago, one of my old professors from architecture school — Phu Hoang — reached out to me through this blog. That’s one of the benefits of writing publicly — it becomes your calling card. In this case, it had been at least 16 years since I was in his design studio.

    We connected over a call. He told me about his and Rachely’s firm, MODU Architecture. And he let me know that he’s no longer teaching at Penn. He is now the Head of Architecture of the Knowlton School at Ohio State University.

    Then, following the call, he was kind enough to send me a copy of his new book, Field Guide to Indoor Urbanism:

    The typical approach to modern building design is to have clearly defined boundaries between interior and exterior spaces. The outside is the outside. And the inside is a climate-controlled space that is, for the most part, sealed to the outside.

    Most of us spend the vast majority of our lives in these latter spaces. In fact, since the advent of modernism and the International Style over a century ago, the general idea has been that these spaces can and should be mostly the same.

    HVAC systems make it so that you don’t really need to worry about context or the environment. What works in Toronto can work in Phoenix. You just need to dial up your cooling loads.

    This is so much the case that whenever I’m in a city with a fairly benign climate, such as somewhere in California, I always find myself fascinated by the fluidity between interior and exterior spaces. It’s such a foreign concept to me that it stands out: “Wait, how is this not sealed?

    Indoor urbanism, on the other hand, makes the argument that this binary approach is the wrong way to think about spaces. Here’s an excerpt from a recent Metropolis article about MODU:

    They call this approach “indoor urbanism,” which privileges the blurred boundary between what has traditionally been considered interior space and exterior space. This in-between space–straddling open and closed, artificial and natural–deserves architects’ keen attention, especially as the planet warms. “Indoor urbanism recognizes that architecture and cities are situated on an environmental continuum, as a matter of degrees rather than absolutes,” write Hoang and Rotem in Field Guide.

    Examples of this thinking can be found throughout their work. This project in Jackson, Wyoming is one of my favorites both because I love Jackson and because it’s a cold and snowy place. And yet, even in this climate zone, their design includes for several “semi-exterior areas” that serve to connect you to nature.

    This is a decidedly different way to think about architecture and urbanism. But as our climate crisis intensifies, it’s only going to become more relevant.