Not surprisingly, it shows that urban folk generally have a much smaller carbon footprint as compared to suburbanites. Here’s what New York City looks like (green is lower carbon emissions and red is higher):
But the article also goes on to say that the solution is not to work towards increasing population densities in either urban centers or suburbs. And that, in fact, efforts to increase population densities in the suburbs would only make things worse–emission levels have been shown to only go up and then new suburbs end up getting formed around the intensified ones.
I understand the last point about endless suburbs, but I don’t fully understand this recommendation. Do carbon emissions go up in the suburbs when population densities are increased because it still remains car dependent and so all you have is more people driving?
Intuitively, it would seem that if more people stopped driving, shopped locally and lived in more compact spaces, carbon emissions would fall. But perhaps I’m missing something.
If anyone has any insights on this topic, I would love to hear from you in the comment section below or on twitter.
I met up with a friend yesterday after work and the topic of my blog came up. He said he loved the content, but that he would like to learn more about the inner workings of what it means to be a real estate developer. His belief was that there are lots of city blogs out there, but rarely do you get the candid perspective of a developer.
I immediately thought this was a good idea for one simple reason: When I’m at a party and I tell someone that I’m a real estate developer, oftentimes they have no idea what that means. They usually think I’m a real estate agent. Or they ask me to explain a typical day. Either way, I’ve found it generally smoother (and more impressive) to just lie and say I’m an architect.
So I’m going to do just what my friend suggested. I’m going to make an effort to talk more about what it means to be a real estate developer. And to kick it off, I thought I’d start with some of the basics and then talk about how I got into the business.
Real estate developers are effectively the entrepreneur that make a new building happen. They go out and buy the land, they put a team in place (architect, engineers and so on), they get the necessary approvals to build (with the help of the team of course), they finance the deal, and then they get a builder to actually construct the project.
Developers are like an orchestra conductor. They don’t play any instruments, they just direct the performance.
But at the same time, developers assume 100% of the risk of the project. If the building fails (because you can’t sell the condo units or lease out the space), that all falls on the developer (and his/her investors). All of the other team members are getting paid based on the services they provide. They’re consultants.
I was cruising the twitter sphere yesterday when I came across the following chart, outlining the various transit vehicle capacities here in Toronto. It was created by Cameron MacLeod of #CodeRedTO, which is a grassroots group advocating for “a rational, affordable, and achievable rapid transit strategy for Toronto.”
On the left you have the vehicle type and then you have the capacity in terms of number of seats and standing room. The planned capacity is essentially the sum of those two numbers and the “unsafe crush load” is the number of people you could fit if you really put your back into it.
Articulated buses refer to the longer (1.5x) bendy ones and, similarly, ALRV streetcars are the longer, articulated version of our regular streetcars. The low-floor streetcar is similar to what
Not surprisingly, it shows that urban folk generally have a much smaller carbon footprint as compared to suburbanites. Here’s what New York City looks like (green is lower carbon emissions and red is higher):
But the article also goes on to say that the solution is not to work towards increasing population densities in either urban centers or suburbs. And that, in fact, efforts to increase population densities in the suburbs would only make things worse–emission levels have been shown to only go up and then new suburbs end up getting formed around the intensified ones.
I understand the last point about endless suburbs, but I don’t fully understand this recommendation. Do carbon emissions go up in the suburbs when population densities are increased because it still remains car dependent and so all you have is more people driving?
Intuitively, it would seem that if more people stopped driving, shopped locally and lived in more compact spaces, carbon emissions would fall. But perhaps I’m missing something.
If anyone has any insights on this topic, I would love to hear from you in the comment section below or on twitter.
I met up with a friend yesterday after work and the topic of my blog came up. He said he loved the content, but that he would like to learn more about the inner workings of what it means to be a real estate developer. His belief was that there are lots of city blogs out there, but rarely do you get the candid perspective of a developer.
I immediately thought this was a good idea for one simple reason: When I’m at a party and I tell someone that I’m a real estate developer, oftentimes they have no idea what that means. They usually think I’m a real estate agent. Or they ask me to explain a typical day. Either way, I’ve found it generally smoother (and more impressive) to just lie and say I’m an architect.
So I’m going to do just what my friend suggested. I’m going to make an effort to talk more about what it means to be a real estate developer. And to kick it off, I thought I’d start with some of the basics and then talk about how I got into the business.
Real estate developers are effectively the entrepreneur that make a new building happen. They go out and buy the land, they put a team in place (architect, engineers and so on), they get the necessary approvals to build (with the help of the team of course), they finance the deal, and then they get a builder to actually construct the project.
Developers are like an orchestra conductor. They don’t play any instruments, they just direct the performance.
But at the same time, developers assume 100% of the risk of the project. If the building fails (because you can’t sell the condo units or lease out the space), that all falls on the developer (and his/her investors). All of the other team members are getting paid based on the services they provide. They’re consultants.
I was cruising the twitter sphere yesterday when I came across the following chart, outlining the various transit vehicle capacities here in Toronto. It was created by Cameron MacLeod of #CodeRedTO, which is a grassroots group advocating for “a rational, affordable, and achievable rapid transit strategy for Toronto.”
On the left you have the vehicle type and then you have the capacity in terms of number of seats and standing room. The planned capacity is essentially the sum of those two numbers and the “unsafe crush load” is the number of people you could fit if you really put your back into it.
Articulated buses refer to the longer (1.5x) bendy ones and, similarly, ALRV streetcars are the longer, articulated version of our regular streetcars. The low-floor streetcar is similar to what
This distinction is what (can) make real estate development so lucrative–with risk comes reward. And I’ll be completely candid in saying that this is part of the reason I decided to get into development. I was training to be an architect and I started realizing that I could make more money as a developer.
But I also came to the realization that as a developer I would likely end up having more say over the built environment. That’s the unfortunate reality of my industry. Even though architects spend far more time than your average developer thinking about what makes buildings and cities great, I would argue that they don’t have nearly the same amount of say. Because if they did, we probably wouldn’t have so many crappy buildings in our cities. But it’s this way because architects aren’t assuming the risk.
Part of me used to actually feel bad about switching over to the dark side, which is how some architects refer to the development game. But the best way to summarize how I feel today is through what an architect friend told me a few years ago: “Brandon, cities don’t need more architects that care about design. We have lots of those. Cities need more developers that care about design.”
And so that’s what I became. A developer who loves design and cares deeply about one of our greatest assets–cities.
Toronto will be getting
. And SRT is the Scarborough Rapid Transit system.
The chart also compares between vehicle types: How many cars would you need to move the same number of people? How many buses? And so on. As one example, you would need 15.9 buses or 982 cars to move the same number of people as the Yonge subway line!
What’s missing from the above chart though is light rail transit (LRT), which is comparable to the linking of up to 3 low-floor streetcars. In the case of the under construction Eglinton Crosstown LRT line, the planned capacity is 750 people!
This is an hugely important takeaway because many people, including our own Mayor, do not properly distinguish between streetcar and light rail. The two are not one and the same. LRT has the potential to move a lot more people.
In fact, at 750 people, the Eglinton Crosstown could move more people than the Sheppard subway line, which is only operating on 4 cars (as compared to 6 on our other subway lines).
So while it’s all fine and dandy to bang our fists on the table and advocate for subways, they don’t make economic sense in all parts of our city. With the Sheppard line, we’ve been leaving capacity on the table and wasting taxpayer money.
Of course this chart is also useful for those outside of Toronto. What I like about it is that it clearly shows the tool chest available to cities when it comes to building transit. Every city and neighborhood is different. And I think it’s important to have intelligent conversations about what makes sense in each.
This distinction is what (can) make real estate development so lucrative–with risk comes reward. And I’ll be completely candid in saying that this is part of the reason I decided to get into development. I was training to be an architect and I started realizing that I could make more money as a developer.
But I also came to the realization that as a developer I would likely end up having more say over the built environment. That’s the unfortunate reality of my industry. Even though architects spend far more time than your average developer thinking about what makes buildings and cities great, I would argue that they don’t have nearly the same amount of say. Because if they did, we probably wouldn’t have so many crappy buildings in our cities. But it’s this way because architects aren’t assuming the risk.
Part of me used to actually feel bad about switching over to the dark side, which is how some architects refer to the development game. But the best way to summarize how I feel today is through what an architect friend told me a few years ago: “Brandon, cities don’t need more architects that care about design. We have lots of those. Cities need more developers that care about design.”
And so that’s what I became. A developer who loves design and cares deeply about one of our greatest assets–cities.
Toronto will be getting
. And SRT is the Scarborough Rapid Transit system.
The chart also compares between vehicle types: How many cars would you need to move the same number of people? How many buses? And so on. As one example, you would need 15.9 buses or 982 cars to move the same number of people as the Yonge subway line!
What’s missing from the above chart though is light rail transit (LRT), which is comparable to the linking of up to 3 low-floor streetcars. In the case of the under construction Eglinton Crosstown LRT line, the planned capacity is 750 people!
This is an hugely important takeaway because many people, including our own Mayor, do not properly distinguish between streetcar and light rail. The two are not one and the same. LRT has the potential to move a lot more people.
In fact, at 750 people, the Eglinton Crosstown could move more people than the Sheppard subway line, which is only operating on 4 cars (as compared to 6 on our other subway lines).
So while it’s all fine and dandy to bang our fists on the table and advocate for subways, they don’t make economic sense in all parts of our city. With the Sheppard line, we’ve been leaving capacity on the table and wasting taxpayer money.
Of course this chart is also useful for those outside of Toronto. What I like about it is that it clearly shows the tool chest available to cities when it comes to building transit. Every city and neighborhood is different. And I think it’s important to have intelligent conversations about what makes sense in each.
