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: cities

  • The suburban Ponzi scheme

    The following image is a geographic representation of Lafayette, Louisiana’s finances. It is from this excellent article by Charles Marohn.

    What this 3D map shows is the city’s revenues and expenses by land parcel. The green areas are where the city is making a profit (revenues exceed expenses) and the red areas are where the city is operating at a loss (expenses exceed revenues). The height of each extrusion indicates just how much profit is being made and how much loss is being incurred.

    The glaring takeaway from this study is this: not only are post-war land use patterns environmentally unsustainable, but they are also fiscally unsustainable. The tax base is simply not there to pay for the infrastructure that gets built alongside it.

    They – the authors of this study – estimate that the infrastructure revenue gap for the median home in Lafayette is about $8,000 per year (median household income is $41,000). And yet despite this shortfall, it is common to look at infrastructure spending as a desirable economic stimulus.

    The following paragraph really brings this point home:

    “All of the programs and incentives put in place by the federal and state governments to induce higher levels of growth by building more infrastructure has made the city of Lafayette functionally insolvent. Lafayette has collectively made more promises than [it can] keep and it’s not even close. If they operated on accrual accounting – where you account for your long term liabilities – instead of a cash basis – where you don’t – they would have been bankrupt decades ago. This is a pattern we see in every city we’ve examined. It is a byproduct of the American pattern of development we adopted everywhere after World War II.”

    Thank you Daniel for sharing this article with me. 

    If you only read one other thing today (besides my blog), I recommend you read Charles’ article. It’s called: The real reason your city has no money.

  • The long and narrow of property affordability

    image

    Lots sizes and dimensions vary from city to city, as well as from neighborhood to neighborhood. They come in many different shapes and sizes from long and narrow (common in Toronto) to rectangular or even wide and shallow. Charlie Gardner wrote a terrific post on this last year where he used Bing Maps to illustrate some of these differences. Tokyo, for instance, is shown as having more rectangular lots (32′ x 38′), whereas Buffalo is shown as having more long and narrow lots (30′ x 175′). Charlie then asks: why the prevalence of inefficient long and narrow lots? These dimensions obviously produce long and skinny houses.

    As he rightly points out in his post, there are economic reasons for this. Assuming you’re starting with deep blocks and lots, then there’s going to be a natural tendency toward subdividing and going long and skinny. That’s because the key dimension is frontage onto the street. The more frontages you create, the more front doors can be built, the more lots with access to the Mississippi can be created, etc. And that’s how you end up with 10-12′ wide row homes, which also helps to address overall housing affordability. This is not a new phenomenon.

    To further demonstrate this point, let’s look at how this phenomenon has translated into the condo market – specifically the mid-rise condo market here in Toronto. In this case street frontage morphs into window frontage (access to light). That’s now the guiding dimension. In a 1 bedroom apartment, that dimension might be something around 6-7m. That allows you to have both a bedroom and a living room with a window. So it makes for a great 1 bedroom or 1 bedroom + den apartment. (I’m ignoring corner suites for this thought exercise.)

    However, a tension often arises when you begin to look at larger suites, such as 2 bedrooms and 3 bedrooms. The obvious response would be to simply give over more window frontage. So instead of 6-7m, the suite may get 10m. This would allow you to create a split 2 bedroom apartment (both rooms get windows) with a living room in the middle. This would be considered a highly desirable floor plan.

    But up until now we’ve been ignoring the depth of the apartment. And as is the case with lot dimensions, this can have an impact on the amount of street/window frontage that gets designed. We’ve talked a lot about mid-rise buildings before on this blog and one of the challenges here in Toronto is that the 45 degree angular plane guideline produces deep floors on the bottom of the building and narrow floors on the top. Given this, it would not be unheard of to end up with 12m apartment depths on some of the lower floors.

    The counter argument would be that nobody is forcing these larger floor plates. Simply carve the building back. But the economic reality is that the margins are so thin on mid-rise buildings, that it would be inconceivable to give up this floor area. You have to max out the envelope.

    Why does this matter? Well let’s assume that the average downtown Toronto condo will cost you $857 per square foot. Using back of the envelope math, that means that the above 6m x 12m apartment (1 bedroom) could cost around $663,000 (774 square feet x $857 psf). And that the above 10m x 12m apartment (2 bedroom) could cost around $1,106,000 (1,291 square feet x $857). 

    These are obviously big numbers. Question becomes: Who will be able to afford these?

    So naturally the design exercise becomes about reducing the size of the apartments and often this means reducing the amount of window frontage. Of course when you do this, it means that one or more of the bedrooms will need to be pulled back from the front windows, which is how you end up with inset / recessed bedrooms (indirect light) and long and narrow apartments. These are often pejoratively referred to as “bowling alley suites”, but they are driven by a push for greater affordability.

    Again, this is not a new phenomenon. It is simply a trade-off that gets made. It’s the long and narrow of property affordability.

  • BOOK by Cadillac

    Cadillac is just about to launch a new subscription-based car service in New York City. It’s called “BOOK by Cadillac” and the inspiration for the idea is as follows (taken from this Cool Hunting interview):

    “We believe there is an as-yet untapped space between traditional ownership (leasing, financing, buying) and the rental, ride or car sharing options available today (Car2Go, rental, Zipcar, Uber) — a space where experience is more important than ownership, but a luxury experience is paramount.”

    The way it works is that you pay a flat fee of $1,500 per month, which includes repairs & maintenance, insurance, taxes, unlimited mileage, and the ability to swap out your Cadillac vehicle 18 times per year. The idea here is that you can have one car in the city, one car when you drive to the mountains, and one car when you land in LA and are just feeling something a little different. It’s also commitment-free. Cancel any time.

    It’s all done through their app and there’s a concierge to take care of every little detail, including moving your stuff (sunglasses, phone charger, and so on) to whatever new car you’re swapping to. My understanding is that you can also make the swapping as carefree as you’d like. Meaning: “Oh look, there’s a new Escalade in my parking spot.”

    Here’s their marketing video (click here if you can’t see it below):

    [youtube https://www.youtube.com/watch?v=m-2c6BsqRYU?rel=0&w=560&h=315]

    Now, $1,500 is not cheap. But the value prop here is effortless luxury. I think it’s interesting to see car companies experimenting with new and different business models. 

    My view has always been that the most cost effective way to have a car is to buy a 2-year old model, pay it off, and then drive it for as long as it remains respectable. I am currently in that camp. But even that approach is starting to feel antiquated to me. 

    So much is changing in this space. Pretty soon, I don’t believe we’ll be thinking about car ownership in the same way.

  • The great balcony debate

    I snapped this picture on College Street near Spadina Avenue (Toronto) yesterday:

    image

    It’s a picture of “The College” by Tribute Communities. What you’re looking at is the northwest corner of the building and a 20,000 sf grocery store fronting onto College Street.

    I took a picture of the building for really two reasons. 

    1. The colored balcony enclosures on the west elevation (right side of the picture) are not something I’ve ever seen done on a Toronto condo before. I like color. I also wonder if they create interesting interior lighting effects and greater privacy when you’re outside.

    2. I have been noticing more Juliet/French balconies on new builds as of late (could be an availability bias). Here they’re on the north elevation fronting onto College Street. Once the building steps back, you get conventional balconies. 

    I think Juliet balconies create a much nicer streetwall, particularly when used on a building’s lower floors. But I would be curious to get end-user thoughts on this. If you were looking for a place, would you rather more interior space + Juliet balcony or less interior interior + conventional balcony? Are balconies a deal breaker?

    This is something that a lot of people in the industry debate. And it varies by city. In Toronto, conventional wisdom dictates that you need to provide balconies of any size, even if nobody ends up using them, other than to store a bike.

    In other cities – sometimes because of liability and sometimes because exterior balcony space gets counted as part of the building’s overall Gross Floor Area (GFA) – balconies can be a real rarity.

    What are your thoughts? Please leave a comment below. Thanks!

  • Dashilar Platform

    I am reading about the Dashilar Platform this evening. I am sure that some of you are already familiar with what’s happening in this Beijing neighborhood since the platform was founded in 2011. But I am just turning my attention to it.

    The Dashilar Platform is an approach to urban regeneration that grew out of a perceived failure, namely the redevelopment of Beijing’s historic Qianmen neighborhood in the lead up to the 2008 Summer Olympics.

    In this latter case, a top-down tabula rasa approach was adopted and the entire precinct was demolished to make way for what – I am told – is now a kitschy tourist area that has lost most, if not all, of its urban authenticity.

    The Dashilar approach runs counter to this and is trying to work bottom-up. Below is a description of their strategy from the Dashilar Platform website. (It feels like it was written using Google Translate.)

    Dashilar Platform is an open platform founded by Beijing Dashilar Investment Limited. As opposed to the conventional concept of blanket development, Dashilar Platform will utilize key nodes which act as catalysts for change in the area. Through research and design investigation, Dashilar Platform will promote certain archetypes, modules, and best-practice examples for both residents and outside investors. The aim is to encourage the community to move independently yet coherently towards the strong yet flexible goal of creating a sustainable community with increasing depth and diversity. All parties are welcome to join Dashilar Platform and participate in our [progressive] Dashilar Project.

    Some view this “urban acupuncture” strategy as simply a way to promote gentrification through small injections of culture and design. But gentrification, without displacement, strikes me as being the point given that the area was in decline. It was also probably one of the only sensible approaches given the fragmented ownership and illegal structures in the area.

    What stands out for me as I read up on the Dashilar Platform, is the acknowledgement that the market alone will not preserve all of which is thought to be currently desirable in the neighborhood.

    Here is an excerpt from a Medium article written by Masha Borak – a journalist and translator based in Beijing:

    Collaboration is not the only interesting thing about the [Dashilar] project. In the words of their representative, the platform wants to take on the role of a “urban curator" that would decide which kind of businesses could get cheaper rent so they wouldn’t be left to the market.

    Given the discussion that is going on in Toronto right now about 401 Richmond Street West – a non-profit and cultural hub in an area of the city seeing significant development pressures – this struck me as being particularly timely and relevant.

    Markets are not perfect.

    If any of you have any familiarity with the Dashilar Platform and what has been happening in this neighborhood, I would love to hear your thoughts in the comment section below.

  • Site: Volume 6

    image

    Urban Capital just released Volume 6 of its annual publication called Site. (Sadly, I missed the party.)

    The cover, shown above, is a photo of Shayne Dark’s 90 foot public art installation at Tableau Condominiums. The piece is called NOVA and it’s located at the southeast corner of Peter Street and Richmond Street West in downtown Toronto. If you haven’t yet seen it, I would encourage you to go by. I love the scale that the art and architecture have brought to this stretch of Richmond.

    You can pick up a free copy of Site from any Urban Capital sales office. But in case you don’t end up doing that, I thought I would post a copy of the article I wrote for it. It’s called “Too Much of a Good Thing” and it’s a discussion about urban regeneration vs. gentrification.

    Some of you may also appreciate the Condo Development 101 feature that Urban Capital has been publishing alongside Site. The “how to” in this issue is on financing a development project.

    ———————————————————

    Too Much of a Good Thing

    Urban Capital is an urban regenerator. From its start in Toronto’s King-Spadina district in the late 1990s to Ottawa and Montreal in the early 2000s and Halifax, Winnipeg and Saskatoon today, it has tried to be at the vanguard of urban change. But there’s a flip side of this – “gentrification”, where people get displaced. When does too much of a good thing – regeneration – become a bad thing – gentrification? Brandon Donnelly looks for the answer, and asks what can be done to offset the negative impacts of urban regeneration.

    The 1960s through to the 1980s were not kind to many cities in North America, Europe and the UK. The economy was going through a process of industrial restructuring. Racial tensions were high, particularly in the US. And the lure of the suburb proved irresistible to an auto-oriented generation who saw cities as blighted and dangerous.

    In 1967, Detroit saw one of the most destructive riots in the history of the United States. It lasted five days and resulted in 43 deaths and the destruction of over 2,000 buildings. From 1960 to 1980 the city lost nearly 30% of its population – a decline that continued into the 21st century and has only recently been reversed.

    On October 16, 1975, New York City was less than 24 hours from declaring bankruptcy, as $350 million of debt was about to come due. The economic fallout from deindustrialization had hit the city hard and crime had risen dramatically. By the end of the decade the city would lose nearly a million people and then see the start of what became known as the “crack epidemic.” People avoided “the city” – the city being Manhattan. It was simply too dangerous.

    Cities, it would seem, were dying.

    Yet despite this dire urban backdrop, concerns over gentrification were not non-existent. New York neighbourhoods such as the South Houston Industrial District (today’s SoHo) and the Lower East Side were embroiled in fights over highways, displacement, and gentrification throughout the 1960s, 70s, and 80s.

    Indeed, the term “gentrification” can be traced back to 1964, when it was coined by the German-born British sociologist Ruth Glass. She described it as a rapid process where modest mews, cottages, and previously subdivided Victorian houses were upgraded to elegant and expensive houses – ultimately upsetting the whole social order of the district.

    Baron Haussmann – the original gentrifier

    Even before the term had been coined, “gentrification” as an urban phenomenon had long entered the mind of city dwellers. From the 1850s to the 1870s, during Baron Haussmann’s complete destruction of working-class medieval Paris, the French poet Charles Baudelaire wrote about the estrangement he felt with this newer and richer Paris. This was 19th century gentrification at work.

    But is gentrification always a bad thing? As Detroit bled people in the post-war years, would anyone have opposed a new “luxury” condo tower, assuming it could have been built? Should Haussmann and Emperor Napoléon III have left Paris the way it was? The generation that was displaced wasn’t all that thrilled, but today Paris is one of the most admired and visited cities in the world. So was it worth it?

    De-gentrification is not a great alternative

    Another way to look at gentrification is that it by definition requires capital investment. To renovate and regenerate a neighbourhood is to invest money and make new things. Therefore, the opposite of gentrification – let’s call it de-gentrification – would be disinvestment. This is where capital investments are not made. Things are left to age, because let’s keep in mind that all built form depreciates over time. Nothing is static.

    Most people would probably agree that disinvestment is not an optimal outcome for communities. And you don’t have to look hard to find examples of it. In 1970, the United States had 1,100 urban Census tracts that could be classified as “high poverty.” By 2010, 40 years later, that number had climbed to 3,165. This is disinvestment. This is the lack of gentrification, which doesn’t always get talked about.

    Developers such as Urban Capital have positioned themselves as urban regenerators. What started with a late 1990s boutique loft project – Camden Lofts – in Toronto’s hollowed out Fashion District has grown into a firm philosophy around investing in and regenerating neglected urban areas. In 2013 the company completed the first phase of its four-phase River City development. It was the first building in Toronto’s emerging West Don Lands district, previously a derelict area completely outside the consciousness of Torontonians.

    Earlier, with its East Market development in 2001, Urban Capital kick started what ultimately grew into quite a condo boom in Ottawa. East Market was at the scruffy end of the city’s Byward Market, a one-acre empty parking lot adjacent to a Salvation Army hostel. It was the first major condominium development proposed in the city’s central district in over ten years.

    And today, with the completion of its Glasshouse development in Winnipeg, Urban Capital is delivering 200 new residential units in a downtown bereft of permanent residents.

    Wake up and smell the gentrification

    But at what point does urban regeneration become unwanted gentrification?

    In 2012, on the heels of its successful East Market and then Mondrian developments, Urban Capital returned to Ottawa to launch an infill project in an area of that city that they felt represented an urban void between the downtown core and the trendy Glebe neighbourhood. Their objective was to re-energize a stretch of blocks that, at the time, was characterized by a mostly surface parking lots.

    However, instead of being welcomed as an urban regenerator, as it had been with East Market and other projects, the company was seen as an intruder coming in to build luxury condos for the wealthy. An anti-gentrification campaign quickly emerged with flyers screaming: “Wake Up and Smell the Gentrification!” The gist of their strongly rhetorical message: Don’t get pushed out by the rich developers.

    Of course, this is not unique to Urban Capital in Ottawa. Gentrification battles and fears of displacement dominate headlines around the world. In many ways it is symptomatic of a larger socioeconomic shift: income inequality is rising and the middle class is being squeezed out. The results of this now play out on our streets with every new condo development and hipster coffee shop.

    Good at the beginning; not so good later

    Perhaps the main difference between welcome regeneration and unwanted gentrification is that the revitalization of neglected urban areas – the “welcome regeneration” – often does not directly impact that many people. There’s nobody there to oppose change at the beginning. Things are just getting starting.

    For instance, no one lived in Toronto’s Fashion District in the 1990s, and most people did not believe that this de-industrialized part of the city would one day be transformed into the thriving mixed-use community that it is today. So urban regeneration was not only not opposed, it was actively encouraged.

    But as communities mature and people begin to fear that additional investment will translate into displacement and/or a reduction (or even change) in their quality of life, NIMBYism takes root. Urban Capital has projects from the Maritimes to the Prairies, and partner David Wex describes the evolution this way: “I’m usually pretty popular at the start of a city’s upswing, and then disdained (at best) later on.”

    It would seem that cities only have two states: they’re either on the brink of death or they’re being gentrified and over-developed by nasty developers.

    Inclusive Urbanism

    It is short-sighted to think that as cities and neighbourhoods cross the chasm from under-the-radar regeneration to unwanted gentrification, simply stopping change will preserve the status quo. Instead, we must find the right balance between growth and preservation. And we need to get better at creating inclusive urbanism.

    Earlier this year, at the 24th Annual Congress for the New Urbanism in Detroit, Carol Coletta of the Kresge Foundation’s American Cities practice delivered a keynote speech where she spoke about the transforming city and the battles of gentrification. She urged everyone to consider the value of mixed-income communities, and gentrification – without displacement. She ended by saying: “Equity does not sit in opposition to a thriving, appealing city. It is central to it.”

    Since the very beginning, people have moved to cities in search of social interaction and wealth creation. So it strikes me that the concern may not necessarily be that neighbourhoods could be becoming wealthier (gentrified), but rather that the investments being made and the benefits being created are not being broadly shared. And that some people are not only being left out, but are in fact getting pushed out.

    So what should we do?

    First, we shouldn’t assume that this is entirely a design, real estate and city planning problem. Exponential technological growth has caused rapid structural changes in our economy, manifesting itself in an economic “decoupling”. This has been well documented. A 2012 study by Andrew McAfee, a research scientist at MIT, found that while U.S. productivity and GDP have continued to grow since the early 1980s, median household income has in fact decreased. This is the hollowing out of the middle class that is driving the populism – in Europe as well as the U.S. – that we are seeing today. Sadly, this is not a problem that architects and real estate developers, alone, can solve.

    Second, we – meaning everyone involved in the built environment – need to do more to create inclusive urbanism. This means mixed-income and mixed-use communities that minimize displacement and ensure that residents are well connected to jobs, education, and other services. Already, cities such as Toronto have by-laws in place to preserve affordable and mid-range rental housing in the face of new development. Residential rents are also controlled, with maximum annual rent increases set by the government. You could call these anti-displacement policies.

    Third, there has been much debate about the connection between new housing supply and affordability. On one side you have Harvard economist Edward Glaeser, who touts the affordability success of cities such as Houston, a sprawling metropolis with few land use controls. And on the other you have people like urbanist Richard Florida, who have become frustrated with this proposed solution to inclusivity.

    It is unlikely that supply alone will solve the urban affordability crisis, but there is a clear connection. Heavily supply constrained cities – Vancouver because of its hemmed-in geography, and Toronto (arguably) because of its greenbelt – have seen prices increase faster than more elastic markets. That’s because the rich will always outbid the poor for housing – particularly when supply is fixed. So stopping new supply does not guarantee that displacement will not happen. In fact, it may even exacerbate it. Without new supply, the wealthy will simply look to gentrify the existing housing stock.

    Vital cities evolve.

    As counterintuitive as some of this may seem at first, investment in cities is a sign of vitality. Every construction crane or sidewalk repair is money being spent to maintain and, hopefully, improve the environment in which we live. When cities and neighbourhoods fall into neglect, we seem to be able to recognize the value of change. That’s when we invite urban regeneration. That’s when we want to see that crane up in the sky. But at some point there’s a feeling – and it’s not a new feeling, as evidenced by the “Haussmannization” of Paris – that it’s simply too much of a good thing. Enough is enough.

    Not all development is good development, but we must find a balance. Cites are incredibly powerful and resilient organisms. They welcome us in. They allow us to live our lives with our families and friends. And they empower us to generate wealth. But in order for them to do that best, they need to be allowed to adjust, evolve, and grow.

    Rather than try and stop urban change, a more productive set of questions would be: Are we using this opportunity to improve the built environment and create inclusive urbanism? And how can we ensure that the benefits will be more broadly shared? These are the great challenges facing our cities today. And if we don’t address these issues head-on, the gentrification battles will only get nastier.

  • Kanju (and the future of cities)

    There is so much interest in cities right now and I think that is absolutely wonderful. Earlier today my friend Derek shared a video with me on Twitter called, The Future of Cities. It’s by YouTuber Oscar Boyson, who I recognize from some of Casey Neistat’s videos, but whose own videos I have never watched before.

    I highly recommend you watch this video. It’s just over 18 minutes. If you can’t see the video below, click here.

    [youtube https://www.youtube.com/watch?v=xOOWk5yCMMs?rel=0&w=560&h=315]

    It’s well-executed, a joy to watch, and packed full of information and ideas. There are soundbites from lots of well known urbanists (both living and dead). And I also love how Oscar crowdsourced ideas and content from cities all around the world.

    The title of this blog post will make sense once you’ve watched the video.

  • So how’s Uber doing?

    A travel expense management company called Certify recently analyzed over 10 million ground transportation receipts across North America for the 3-month period ending last September (2016). 

    And what they found was that, for the first time ever, Uber and Lyft exceeded traditional taxis and rental cars when it came to business expenses. Uber was at 48% and Lyft was at 4%. So together, these two platforms have more than half of this particular market.

    If you compare this to Certify’s data from the same quarter last year, “ride-hailing services” previously accounted for 34% of receipts, whereas taxis and rental cars were at 22% and 44%, respectively. So Uber is up in a big way.

    This may not be surprising for a lot of you, but I thought it would be valuable to check-in on what the numbers say. 

    I’m hit with two thoughts. Firstly, it’s not a question of mobile apps superseding traditional taxis; it’s a question of one company taking over. And secondly, people seem to be favoring Uber over driving themselves around. I know I’ve been heading in that direction.

    Those are two powerful trends.

  • BARED: Howard Cohen, Context Development

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    Howard Cohen was initially trained as an architect. But throughout his schooling he gradually became more interested in urban design and city planning. So after graduating in the late 1960’s from the University of Manitoba with a degree in architecture, he took a job within the planning department at the City of Winnipeg. There he helped to author the “Downtown Winnipeg Plan” and quickly earned the reputation as one of the most creative people in the department.

    But after about a year and a half on the job, he decided that he wanted a change in scenery and so he quit and took off to Europe with his wife. Upon returning, with no money to his name, he managed to strum up two potential job opportunities; both of which were, thankfully, not in Winnipeg. One was an architecture job in New York City and the other was a planning position for a neighborhood on the east side of downtown Toronto known as Trefann Court.

    Since planning had become more interesting to him than architecture, Howard decided to fly to Toronto for the job interview. He vividly remembers staying at the Sutton Place Hotel – which is today being converted to condos – and walking down Bay Street to City Hall for his interview. He also remembers being so nervous that he had to smoke a joint prior to, in order to calm his nerves. The interview was with the chief planner, deputy chief planner, and with local residents from the area. They offered him the job on the spot.

    He accepted the position in 1970 and stayed at the City of Toronto until 1978. Howard was contemporaneous to figures such as John Sewell – the former mayor of Toronto who was also heavily involved in Trefann Court. Howard features prominently in John’s book: “How We Changed Toronto – The inside story of twelve creative, tumultuous years in civic life, 1969-1980.”

    Interestingly enough, during his time at the City, some of the land use policies that Howard was championing were actually quite contentious within the development community. For instance, Howard believed that Toronto’s downtown residential neighborhoods – neighborhoods such as Cabbagetown – should be preserved, and not razed and turned into replicas of St. James Town. This is an outcome that I am sure most of us today now appreciate.

    However, this is not to say that he was anti-development. Howard also firmly believed that high-density residential should be encouraged throughout the core of the city. We take this for granted now, but he remembers being called a zealot at an Ontario Municipal Board hearing because of his belief that people may actually want to live at the corner of Bay Street and Dundas Street. This was supposed to be a place for working and shopping, but definitely not living.

    Towards the end of his tenure at the City, Howard had become for all intents and purposes the chief planner of Toronto. He was the guy. However, without the actual title he was starting to get restless and decided to look elsewhere for opportunities.

    In 1972, the federal government formed a new Crown corporation known as the Harbourfront Corporation. This was after having expropriated over 100 acres of derelict industrial land along Toronto’s waterfront. The mandate was to revitalize the central waterfront, but after failing for 5 years to make anything meaningful happen, responsibility was ultimately turned over to local leadership.

    Shortly thereafter, Howard left the City and became the first head of Harbourfront Corporation. As coincidence would have it, he was offered the position on the same day that David Crombie – who was mayor at the time – called him to formally offer him the role of chief planner. However, Howard felt that there were more exciting challenges at Harbourfront and so that’s where he went.

    One of his first tasks at Harbourfront was to write the business plan that would set the course for the corporation and allow it to become self-sustaining. The model became about leveraging the value of the corporation’s land to not only create a thriving mixed-use community, but to also create a set of cultural institutions along the waterfront.

    The legacy of Howard’s work can be found in the Power Plant Contemporary Art Gallery, the Harbourfront Centre outdoor skating rink, the Queen’s Quay streetcar, as well as a number of other initiatives ranging from cultural programs to development projects. Some of his development deals included the affordable housing built at Bathurst Quay, the Admiral Hotel, and the Queen’s Quay Terminal developed by Olympia & York – a pioneering mixed-use development that to this day serves as one of the most important anchors on Toronto’s waterfront. It was also through these development projects that Howard would increasingly get into the mindset of a developer – something that would obviously serve him well later on.

    Despite being a financial success, Harbourfront Corporation was ultimately disbanded, partly due to controversy over some of the high-rise towers being developed along the waterfront. At this point, Howard was 44 years old and had spent his entire working career in the public sector. With the experience he had gained at the City and at Harbourfront Corporation, he decided that it was time to move over to the private sector and make some money. He went to work for a developer.

    Howard landed at Murray Goldman’s development company – the Goldman Group – and would spend 4 years there as President. He didn’t necessarily have all the finance and marketing chops, but he did have a lot of other relevant experience. Perhaps his best known project of this era is the Castle Hill townhouse complex at the foot of Casa Loma.

    After stepping down from the Goldman Group in the early 90’s, Howard then turned to consulting. This was a period of time when many in the industry were licking their wounds, but Howard managed to amass a diverse set of clients, including Innis College at the University of Toronto and the nascent Design Exchange. Initially hired as a consultant in 1992, Howard would later get asked to head up in the Design Exchange in 1994. He would spend 2 years in this role and raise over $7 million in donor money during one of the worst recessions in recent history.

    As his consulting business chugged along, Howard would later reconnect with an architect by the name of Lloyd Alter. Lloyd had done some work for the Goldman Group when Howard was there and they decided to join forces and create a larger consulting business known as Cohen & Alter. Business was good for the two of them. They were busy.

    They hadn’t really planned on getting into the development business, but then one day an agent came knocking with a small piece of land on Niagara Street. It was located in today’s King West neighborhood. Barbara Hall was mayor at the time and the city was starting to talk about new policies to open up “The Kings” to revitalization. “The Kings” being the two shoulders of downtown Toronto: King Street West and King Street East.

    Toronto was still in a recession at the time and nobody wanted the site. It was also fairly non-consensus to think that people would want to live in these gritty old parts of downtown. Only zealots believed this to be true. So the agent told Howard and Lloyd that they could option the site for $1 – basically tie it up for free.

    This was the birth of 20 Niagara.

    Since the recession had also left architects without work, they managed to get Peter Clewes (today of architectsAlliance) to defer his fees on the project. The deal was that when the project got off the ground, everyone would get paid. It was the ultimate in bootstrapping.

    Around this same time, Howard and Lloyd met Tom Schwartz, who would become a kind of mentor and advisor to the aspiring developers. Tom, who today is the President and CEO of CAPREIT, was already a successful developer through the founding of Intraurban Projects in 1976.

    Tom introduced Howard and Lloyd to a company called Equivest, which was owned by Gerry Schwartz (of Onex fame) and Stephen Gross. Equivest would become the financial backer for their fledgling project and set the stage for a go-forward funding model.

    Howard and Lloyd would also turn to a guy named Brad Lamb to sell the project. Brad had just started his own brokerage after working under Harry Stinson – a real estate broker turned developer who is perhaps best known for his cheesy late night infomercials. Brad had two employees at the time and would go on to personally sell 20 Niagara Street.

    20 Niagara launched in 1996.

    The project contained 30 condo units and was about 40,000 square feet. It took a year to sell the first 20 units – at some absurdly low price – and ultimately didn’t make any money for both Howard and Lloyd. Howard would spend the next two projects paying back the hangovers from 20 Niagara. It did, however, give birth to Context Development.

    Howard and Lloyd ended up parting ways after 20 Niagara, but the partnership of Howard Cohen, Stephen Gross, and Peter Clewes would go on to build some of the most design-forward and contextually sensitive projects in the city. The core philosophical beliefs were that housing of every varietal belongs downtown and that modern architecture has a place in the mass market. Again these principles may seem obvious today, but they weren’t as obvious in the late 90’s.

    Context Development would later develop adaptive reuse projects such as the Kensington Market Lofts and the Tip Top Lofts, award winning projects such as the Mozo, and wildly innovative projects such as the District Lofts (pictured above). This 14-storey “twin tower” condominium used Le Corbusier’s “skip-stop” system to create two-storey through units. Context would also go on to develop two buildings that I have personally called home – one of which I am sitting in right now as I write this post.

    For me, the story of Context has always had a particular resonance. As a trained architect who then entered the development business, Howard’s story showed me that I too could leave the world of architecture and do something positive for cities. He was a significant inspiration for me early on in my career when I was figuring out which path I wanted to take.

    Every developer brings their own background and sensibilities to their projects. And in the case of Howard’s projects, I know that Toronto is a better city because of it. Thank you, Howard.

    Image: District Lofts via Context

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    This is the third post in my blog series called BARED (Becoming A Real Estate Developer). If you’d like to be featured in this series, send me an email or tweet me. The links are at the top of this page. Also, email subscribe to this blog to stay in the loop.

  • 4,000 years of urban history

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    The Guardian recently published an extract from a book by Greg Clark called, Global Cities: A Short History

    The article and book cover 4,000 years of urbanization. More specifically, Clark explains why some cities become global leaders, others do not, and why it is common for cities to rise and fall over time – at intervals that are only becoming shorter.

    Below is an excerpt that talks about Amsterdam’s rise in the 17th century; a period of time known as the Dutch Golden Age. In the 1600′s, Amsterdam became the undisputed financial capital of the world and spawned the very first stock exchange. (Though, let’s not forget about Tulip Mania.)

    “Amsterdam took over the mantle from Antwerp and Genoa as Europe’s major commercial city during the 1600s, and it developed many of the technologies that underpin today’s global cities. The overthrow of the Spanish elite, which had hampered the interests of powerful local merchants, granted more freedom to Dutch traders. Soon after, the blockade of Spanish Antwerp triggered a flight of capital and talented entrepreneurs to Amsterdam.“

    "The protestant city became prized for its safe port, political stability and access to inland waterways. It maximised its appeal by guaranteeing equal protection to all merchants, wherever they came from, while developing standardised institutional norms. A relaxed attitude toward interest-bearing loans spurred the development of modern finance in Amsterdam, including maritime insurance, making the city both the logistical hub and the trade financier of Europe.”

    Certain things have changed. Maritime pursuits were once paramount to a city’s success, whereas today, connectivity happens in a myriad of other ways. But other things have not changed. 

    As I read through the article, I couldn’t help but notice a few reoccurring themes. Being closed to innovation and immigration didn’t work in the past and I don’t believe it works today.