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.

Tag: chicago

  • More people are cycling in Chicago

    One of the common criticisms of bike lanes is that most people don’t want to cycle in the winter. I mean, just look at Montreal’s winter cycling retention ratio.

    But that doesn’t mean that you shouldn’t invest in cycling infrastructure. Chicago, for instance, has been building out cycling infrastructure over the last few years (2020-2023) at an average rate of approximately 30 miles per year. This is double its rate from 2011-2019. And the results show.

    According to recent data from Replica and the Chicago Department of Transportation (CDOT), Chicago saw the highest growth in cycling among the 10 largest cities in the US between fall 2019 and spring 2023.

    Biking overall was up 119%. Crosstown trips were up 180% (bike trips that spanned across four or more neighborhoods). Trips related to shopping were up 117%. And notably, zero-car households were up 207%.

    Remember, this is a city that basically has the same weather as Toronto. It gets cold in the winter. And sometimes it snows. But clearly if you build good cycling infrastructure, people will use it.

  • Don’t lie about your transit schedule

    It is fairly well documented that communicating to transit riders how long they need to wait for the next train helps them feel like they’re actually waiting less. The problem, it would seem, is the unknown.

    This is akin to the pre-Uber days when you’d call for a taxi and then have no idea when it would actually show up. That used to feel like forever.

    But what about if you communicate a schedule to riders and then it turns out to be a total lie? Well this is probably worse, because eventually, people will catch on to this. Also, you’ve just maximized the unknown.

    Here is an interesting example of community activism. In 2021, Fabio Göttlicher — a software engineer in Chicago — started noticing that service levels on Chicago’s Transit Authority (CTA) seemed to be declining.

    So he did this:

    I wrote a program that runs 24 hours a day that keeps tracking the live trains as they come into stations.

    And then he discovered this:

    What I found, when I first started in December 2021, was that the CTA was running only about 55 to 60 percent of the trains their schedule said they should be running. I started publishing the data in local Facebook groups for transit enthusiasts, on Reddit and other social media. That’s how Commuters Take Action started.

    It’s hard to think of a more frustrating scenario for transit riders.

  • Another look at downtown recoveries

    Back in the spring, I wrote about a study that was done by the University of Toronto and the University of California, Berkeley that measured “downtown recoveries” using mobile phone data.

    In other words, it looked at where people’s phones were lingering to try and determine if they were back in the office and doing things downtown.

    The headline finding was that San Francisco had the lowest recovery quotient (RT) and that Salt Lake City had the highest, alongside cities like San Diego, Baltimore, and Bakersfield.

    But why was there such a spread in recoveries?

    One possible explanation was commute times. The cities with the lowest average commute times seemed to generally perform better in this study and have higher recovery quotients. But it’s maybe more nuanced than this.

    Here is a recent Brookings article by Tracy Hadden Loh that looks at this same study. And to give just one example, she notes that San Diego’s airport happens to fall within the same zip code as its downtown. Meaning, airport traffic would have been picked up as downtown traffic.

    The article also includes the above chart, showing the amount of downtown apartments built since 2019. I don’t think I knew that Chicago was so prolific.

  • What makes cities grow faster?

    In may ways, this recent article by Brian Potter about how fast cities can grow, feels intuitive: Small cities tend to grow faster than big cities (on a percentage basis) and, as cities get bigger, their growth rates tend to decline. It is, however, still interesting to see the data behind this intuition:

    A city of less than 100,000 might be able to have growth rates of 10-20% or more, and cities of up to 3-400,000 can potentially have growth rates in the neighborhood of 10-15%. Potential growth rates tend to fall as cities grow larger, and cities above 1 million people almost all grow at less than 10% per year, and usually less than 5% per year. The US, the Middle East, Southeast Asia, Africa, and South America all seem to have followed this basic pattern, assuming the data is reliable.

    It is also a good reminder just how much of an outlier China is:

    Unsurprisingly, since 1950, Chinese cities have mostly exhibited higher growth rates than US cities. Only around 12% of US data points are above a 5% growth rate, whereas for China this is close to 50%. China also has 2.5x the fraction of cities growing above 10% per year, and 3.3x the fraction of cities growing above 15% per year.

    And some cities are outliers even within China. The most notable here is Shenzhen, which saw enormous growth after it became China’s first special economic zone in 1980. At a population of around 200,000, Shenzhen was growing at 35% annually, and it was still growing at over 20% annually when its population crossed 2 million.

    Just imagine these numbers compounded. Even small variances can result in significantly different outcomes over time:

    New York’s growth rate, however, declined less than Los Angeles or Chicago as the city grew larger. At around 3.5 million people, New York was still growing at over 3% per year, compared to less than 1% for LA and Chicago. This may not sound like much, but it’s the difference between doubling in size every 23 years vs. every 70 years.

    Now here’s what I’m wondering after reading the article: Should we be thinking of city size as the single most important factor in determining urban growth? Because my mind immediately went to population densities, zoning controls, and other factors that might constrain or encourage growth.

    But the data seems to suggest that, for many cities, this doesn’t seem to matter over the long run. It is as simple as saying, “this city has X number of people and so it’s more than likely growing at somewhere around Y% per year.”

    That said, what’s up with China? What is it that allows a city of 2 million people to still grow at over 20%? Is it the sheer influx of people migrating from rural to urban areas? Or is it that you need a one-party authoritarian state to really clear the way for growth?

    As cities get bigger there does appear to be a natural tendency toward slower growth. Part of this is the low base effect. But the declines are not always consistent and there are meaningful outliers. I am now curious to know what, for the most part, causes these differences.

  • Lyft might sell its bikeshare business

    So apparently Lyft is the largest bikeshare operator in North America. They operate around 68,000 bikes and scooters, which equaled some 52 million rides last year. Ridership also continues to grow. Since 2020, ridership has grown in cities like New York (+56%), Chicago (+79%), Boston (82%), and Denver (+170%).

    However, this part of Lyft’s business was in the news this week because the company announced that they are entertaining proposals to sell it, as well as “strategic partnerships.” The company has said that it remains committed to offering bikes through the Lyft app, but clearly it is trying to shore up its balance sheet.

    This raises some interesting questions. Can bikeshare be a profitable and sustainable for-profit business? Or do we now need to be thinking of it as an important public service that is deserving of subsidies — similar to how public transit and cars/roads work in most cities? My own view is that these networks are here to stay regardless of how profitable or unprofitable they might be.

    For additional stats on Lyft’s bikeshare business, click here. One of the figures that I found interesting, but not surprising, was that 71% of riders use bikeshare for “fun.” This is by far the most popular use case. The next most popular use is “errands” at 39%.

  • Wealthiest cities in the world

    According to this annual survey by Henley & Partners (first chart from Bloomberg), these are the top 10 wealthiest cities in the world when you count the number of high-net-worth individuals (i.e. people with investable wealth greater than US$1 million):

    However, if you instead count billionaires, the top city flips from New York City to the Bay Area (which includes San Francisco and all of Silicon Valley). This isn’t all that surprising.

    Also not surprising is the precipitous decline in the number of HNWIs residing in Hong Kong. From 2012 to 2022, the number declined by 27%. That said, a bunch of other cities fared even worse. The city that lost the most millionaires over this same decade was Moscow. It declined by 44%.

    For those of you wondering about Toronto, we placed 12th, just after Chicago, with 105,200 millionaires, 193 centi-millionaires, and 18 billionaires:

    The next city in Canada on the list is Vancouver, and following that is Montreal:

    It is interesting to see how much further behind Montreal places with these metrics given that it is an urban region with about 1.6x the population of that of Vancouver’s.

    Also interesting — given its size and global importance — is Paris (18th when it comes to HNWIs):

    However, when it comes to seasonal draw, Paris is second only to Miami, which appears to be the undisputed global destination for rich people in the winter. Paris has 126 centi-millionaire residents, but during its peak holiday month (presumably summer), this number is believed to increase to over 300:

    Finally, looking at Park City, Utah, it has 8 permanent centi-millionaires and this number is thought to increase to over 100 during the winter snowboarding season. And to be clear, this transient population figure only includes people who own a second home there. It does not include rich people paying US$3,700 per night to stay at Deer Valley. That’s pretty good for a small town of only 8,500 permanent residents.

    To check out the full list of 97 cities, click here.

  • US public transit ridership since March 2020

    Consider the following stat: 65% of all transit trips across the US in 2019 came from just 6 metro areas: New York, Boston, Chicago, San Francisco, Washington, DC, and Philadelphia. Not surprisingly, these are all places with dense and walkable urban centers. In other words, they have built environments that are conducive to the use of public transportation.

    While we know that more people working from home has been bad for transit and that agencies across the world are facing deep holes in their budget, I continue to come back to two things. One, we have not yet reached a post-pandemic equilibrium. We are still making our way back to the office. And two, the single most important thing when it comes to transit ridership is land use.

    If we want more people to take transit, then we need to build our cities accordingly. That means streets people actually want to walk on, and a lot more density.

  • Two very different beans

    As far as I know, there are now at least two mercury-like and bean-like public art sculptures in the US by Anish Kapoor. The first is, of course, in Chicago’s Millennium Park (pictured above). Commonly referred to as just “The Bean”, the sculpture was dedicated in 2006 and, since then, has gained international fame as a solid place to take a selfie.

    But as of this year, there is now a second “mini-bean” in New York’s Tribeca neighborhood. Sitting literally underneath 56 Leonard (a residential tower designed by Herzog & de Meuron), this bean varietal was first announced in 2008, but has taken a few years to be completed. The building itself was completed about 5 five years ago.

    It turns out though, that all beans are not made equal. Here’s some initial feedback from Bloomberg CityLab’s Kristin Capps:

    New York’s half-bean feels half-baked: a disappointing imitation for the city and a franchise play by the artist. For New York to install the lesser version of a Chicago icon reeks of second-city status. And while the original sculpture is still a treasure, the second iteration feels like a monument from 20 years ago — because it is.

    But it’s all perception. If Chicago’s bean had never been unveiled in 2006, and this was the first shiny urban selfie bean, then I’m sure we’d all be headed to Lower Manhattan with our phones. But instead, here we are talking about how it “reeks of second-city status” and how it is the “eyesore that no one asked for“.

    It’s all very fascinating if you think about it. And it’s a perfect example of why blockchains are proving to be so valuable in the world of art. Because with art, provenance and authenticity are everything. You need to know where it came from, who made it, and that it’s scarce. And as we can see here, it can be the difference between loving a bean and hating a bean.

    Photo by Wicker Woodsong on Unsplash

  • The Architect’s Newspaper — 2022 Best of Design Awards

    This week AN announced its 2022 Best of Design Awards, which is intended to celebrate outstanding built and unbuilt architectural projects from around the world. And this year I am excited to share that Studio Gang was awarded two editors’ picks: one for 11 Hoyt in Brooklyn (Built-Residential, Multi-Unit) and one for One Delisle here in Toronto (Unbuilt-Residential, Multi-Unit). Selfishly, it of course makes me very happy to see our project being celebrated for its architecture. Go team! But from a less selfish perspective, it also makes me very happy to see Toronto being recognized in these awards. Because this is about city building, right?

  • The disproportionate impact of urban renewal projects on non-white families

    Here is an interesting chart from the New York Times explaining the disproportionate impact that highway and urban renewal projects have had on non-white families in the US. The x-axis is the non-white population share in 1950. And the y-axis is the percentage of displaced families that were non-white. What this means is that the diagonal dotted line through the middle represents a kind of racially balanced displacement.

    However, as you can tell from the graph, displacement from 1950 to 1966 was not balanced. In Providence, for example, only 3% of families were non-white in 1950. But these families represented 31% of the ones displaced for renewal projects. In Philadelphia, about 18% of families were non-white, but here they represented 71% of those displaced.

    I don’t think that this will be news to a lot of you. “Urban renewal” is a loaded term in American urbanism. But the article does do a great job of taking you back through time in cities like Houston, Chicago, and New York. The article is also by Adam Paul Susaneck, who is the founder of Segregation by Design. If you’re interested in this topic, I would encourage you to check out his website.