Tag: globe and mail

• Canada’s 1%

  The Globe and Mail recently published an article about Canada’s highest paid workers. It uses census data spanning 2005 to 2015.

  There’s a feature that allows you to enter your before tax income, your location, and your gender to see how you compare to “the 1 percent.”

  But in case you don’t feel like doing that, here’s the minimum income required to be in the top 1 percent as of 2015 for each province/territory:

  

  And here are the communities where the 1% saw the biggest pay increases:

  

  The data certainly underscores how important commodities have been for growing individual incomes. Alberta, Newfoundland, and Saskatchewan are resource-rich provinces.

  However, the above data doesn’t capture the collapse of oil prices in 2014. So it would be important to also consider what this data looks like outside of a commodities boom.

  Charts: The Globe and Mail

  2017.10.08

• How permissive zoning created Toronto’s King-Spadina district

  

  Over the weekend, Marcus Gee of the Globe and Mail published a terrific article about Toronto’s King-Spadina district and how “condos conquered a rundown district of the city.” (This post will argue that condos were not the catalyst, but an outcome of other changes.)

  The image at the top of this post (City of Toronto Archives) is the intersection of King Street and Spadina Avenue around the early 1900s. And here is roughly that same view from May 2016 (Google Streetview):

  

  From this perspective, it may look like not much has changed. The buildings at the two corners are still there, although their uses have changed. The streetcars are still running, although we now have slightly newer machines. And there are overhead lines providing a canopy across the intersection.

  But as Gee points out, the reality is that in recent years King-Spadina has arguably seen more change and development than any other precinct in the city:

  No fewer than 99 projects have been built, approved or pitched since 2004. That’s one quarter of the total for the entire city and more than the count for two vast suburban districts – Scarborough and Etobicoke – combined. King-Spadina is overtaking even high-rise hubs such as Yonge and Eglinton in midtown Toronto and the Bay and Yonge corridors downtown.

  Below is a diagram showing the built form of that change.

  

  But as we talk about this massive change, I would argue that this didn’t happen by accident. 

  Gee starts his piece by saying that “cities have an endless ability to evolve, to rebound, to reinvent and regenerate themselves, sometimes in ways that would astonish generations past.” I would add one word: Successful cities have an endless ability to evolve.

  King-Spadina has indeed reinvented itself many times. Prior to its current iteration, it served as a manufacturing district and as the center of Toronto’s garment industry. But from the 1970s through to the early 1990s, the area fell into decline as its manufacturing base left.

  The game changing moment happened in 1996 when “The Kings” – which includes the areas around both King-Spadina and King-Parliament – were redesignated as “Regeneration Areas.” The overarching goal was to deregulate away from single-use industrial zoning and allow the area’s buildings, both old and new, to take on almost any use.

  Now all of a sudden it was possible to have light industrial, commercial, entertainment, retail, residential, and live/work uses all mixed together. And with the bones already in place, the market responded. 

  In my view, it is these earlier changes that laid the groundwork for what has become one of the most exciting neighborhoods in the country.

  However, today some are worried about whether or not this is too much of a good thing. And I am sure that many would like to blame developers for piling up in this neighborhood. Why continue to build here when there’s lots of land elsewhere?

  King-Spadina is a perfect example of what Richard Florida would call “winner-take-all urbanism.” There are powerful clustering forces at play both globally and locally in our cities. And so there are real economic reasons for why King-Spadina has seen more development than Etobicoke and Scarborough combined.

  Permissive land use policies and the right building stock may have kickstarted things, but now economies of agglomeration have taken over. Retailers, restaurants, clubs, tech companies and people, among many others, are now fighting for space in this area for the same reason that Toronto’s garment industry once felt the need to cluster here. There are tangible benefits to doing so.

  What people are effectively asking today is at what point do we start to see diseconomies of agglomeration. This is an important question and one that needs to be actively managed. 

  Without getting into any of the details, I believe that the King Street Pilot Study – which puts transit first along the King corridor – is one very appropriate answer to this question. It is a direct response to diseconomies of agglomeration, in this case traffic congestion.

  But there are important corollaries to this question that are also worth considering: How do we now create more King-Spadinas and how do we create more broad-based and inclusive urbanism in the face of these powerful clustering forces? These are questions that go well beyond King-Spadina, but there are lessons to be learned from the successes seen on the west side of downtown Toronto.

  Images via The Globe and Mail and Google Street View

  2017.07.16

• How did we miss this?

  I promise that this post won’t be all about laneways.

  This afternoon Erin Davis of Torontoist published a post called: Are Laneway Suites a Solution to Toronto’s Housing Crisis?

  There’s a quote in it from yours truly:

  Brandon Donnelly, a 34-year-old real estate developer, has submitted plans to the City to build a laneway home behind the house he owns in the St. Clair Avenue and Dufferin Street area. “Look, nobody is claiming that laneway housing is going to solve all of our affordable housing woes. But it will do two important things. One, it will unlock new ground-related housing, which is precisely the kind of housing that we’re no longer able to build at scale. And two, it will create additional rental housing,” says Donnelly.

  But I particularly like this one from Christopher Hume – urban affairs columnist at the Toronto Star:

  “But the City has all kinds of rules against it—‘You can’t do it for this reason, you can’t do it for that reason; oh no, we can’t have that!’ Why? Says who and for what reason?

  This morning my friend Alex Bozikovic also published a piece on Toronto’s new 1.75km of public space under the Gardiner Expressway called The Bentway. It’s currently under construction and will open this winter.

  

  The timing of his article is actually quite serendipitous because I was in the area last night and as I walked past the construction site I couldn’t help but think to myself: “This is going to be absolutely brilliant once it’s done. Complete game changer for the area.”

  My point with these two examples is that in both cases we are rethinking – or at least trying to rethink – neglected urban spaces. It’s about finding value where no additional value was thought to be found. And I love that.

  Conventional wisdom has told us that our laneways and the spaces under our elevated Gardiner Expressway are not spaces to be celebrated. They are utilitarian at best and they are to be completely ignored at worst.

  But when The Bentway opens this winter I have no doubt in my mind that it will prove conventional wisdom entirely wrong. Who wants to hang out under an elevated highway? Watch the entire city. 

  One day I believe that we will also look back on our laneways just as we look back at the The Bentway before it became The Bentway. We will ask ourselves: How did we overlook this for so long?

  Image: PUBLIC WORK via the Globe and Mail

  2017.07.06

• 5 decades of condo development in Toronto

  Jeff Gray and John Sopinski just published a terrific set of maps in the Globe and Mail outlining 5 decades of condo growth in Toronto.

  Ontario first introduced the Condominium Act in 1968. The first condo project was supposedly built by Bert Winberg – founder of Rockport Group – between 1968-1969. He saw what developers were doing in California and Florida and he brought it to Toronto.

  Since then, here is what condo supply has looked like across the Greater Toronto Area:

  • 1970s – 11,697 units
  • 1980s – 30,881 units
  • 1990s – 49,503 units
  • 2000s – 103,683 units
  • 2010s – 109,497 units (up to September 2016)

  And here’s the map for the 2010s:

  

  We are now a condo city. For the full set of maps, click through here.

  2017.04.28

• HOT, HOT HOUSES

  Below is a piece by Michael Salter from the Globe and Mail. It’s all about Toronto’s HOT, HOT housing market. Michael’s message: Here are the real reasons why home prices are skyrocketing and why they are going to remain high.

  

  Did you find yourself agreeing with this article or did you notice that something was off? If you noticed something, it may be because this article was originally published on Friday, July 15, 1988. And by that time, the North American dream of home ownership had already died in Toronto.

  Here’s the header I cut out from above:

  

  Thank you to Tamsin McMahon for tweeting this out last weekend.

  2017.04.26

• An Honest Farewell

  

  I spent Saturday evening at Honest Ed’s for An Honest Farewell. It was a lot of fun. There were many familiar faces. And it felt very Toronto. See above photo.

  But part of me felt a bit phony pretending to celebrate the end of 68 years of operations. Truth be told, I’m not sure I ever bought anything from Honest Ed’s. Had it turned into a 3 floor super club sooner, perhaps I would have spent a bit more time there over the years.

  To me, Honest Ed’s was great big signage. 

  When I was a kid, my mom used to work on Bathurst Street just north of Bloor and I would go downtown with her early in the morning before school. It would still be dark out and I remember being so captivated by the bright lights of Honest Ed’s. That’s what the city meant to me. Lights. Flash. Excitement. It was where I wanted to be.

  A portion of the signage is being preserved and moved to Yonge and Dundas. But otherwise, this past weekend was the official end of an era. What matters now is the future of Mirvish Village. And the future is exciting.

  I’ll end with an excerpt from a recent Globe and Mail article by Alex Bozikovic:

  “The new development at Mirvish Village, after two years of conversation between developers Westbank, locals and the city, is inching closer to approval, with a new proposal submitted in January to the city. Westbank paid $72-million for the site, a big number, and yet the result is as good as private development gets in Toronto. It features meaningful preservation of heritage buildings, a serious sustainability agenda, and affordable housing – not to mention an architectural and leasing strategy geared at making the place as lively as possible, even a bit weird.”

  2017.02.27

• Province rejects Toronto’s proposed road toll plan

  

  Earlier this week I was in an Uber heading up to Charles Street and the driver made a comment to me. He said that since he moved to Toronto in the 90′s, traffic has gotten progressively worse every single year. He continued on to say: and yet we continue to build, build, build.

  My response won’t surprise anyone who reads this blog. I said that Toronto has become a far more exciting city since the 90′s because of intensification (though 1992 and 1993 were pretty awesome) and that the problem is our mental model. We haven’t moved beyond the car as the perceived solution to urban mobility.

  A perfect example of this is what just happened with the province vetoing Toronto’s proposed road toll plan. 

  Firstly, I fully agree with Marcus Gee of the Globe and Mail that this is both an act of cowardice (the province gave every indication that they initially supported the plan) and an act of arrogance (we are talking about roads owned by the city, not the province).

  I also find it incredibly frustrating that Toronto cannot control its own destiny. This is a mistake and it needs to change if we – and the rest of the cities in this great country – are to continue competing at a high level in this urban century.

  But to my initial point, the problem with this move is that it signals a status quo mental model. It is a clear reluctance to make any sort of bold moves to move Toronto in a new direction. I guess we are happy with the current trend line. More traffic.

  We shouldn’t be.

  2017.01.28

• Home prices and negative interest rates

  This morning, I am looking at the following chart of average home prices in the Greater Toronto Area:

  

  It’s from this Globe and Mail article.

  These are staggering numbers. The average price of a detached home in the suburbs (905 area code) increased 21% year-over-year. In the city (416 area code), the increase was 19.6% YOY. These numbers are almost unbelievable.

  The article focuses on low supply (decrease in listings) and high demand. And that is certainly a big part of what’s going on here in this city, as well as in many others.

  But of course, the backdrop to all of this is our low / zero / negative interest rate environment.

  Larry Summers has a great post on his blog (which I discovered this morning via Fred Wilson) that talks about this “remarkable financial moment.” In some instances, real interest rates are actually negative! (You should read his post.)

  There are always people threatening that interests rates just have to go up. But Larry, as well as others, continue to argue that natural real interest rates are likely to remain close to zero going forward.

  Fred mentions Albert Wenger on his blog this morning and I have written about him before as well, here. In his book World After Capital, Albert argues that capital is no longer the scarce resource of our time. Instead, it has become attention.

  If you believe all of this to be true, then perhaps the numbers at the top of this post aren’t so unbelievable after all.

  2016.07.07

• 3 changes to John Tory’s SmartTrack transit plan

  Last week Oliver Moore of the Globe and Mail announced that Toronto mayor John Tory’s SmartTrack transit plan is evolving to feel less like SmartTrack and more like what Metrolinx had been planning all along.

  Here’s the map from the Globe and Mail:

  

  The 3 big changes are as follows (and numbered accordingly on the above map):

  1. 

  The western end of the line will be replaced by an extension of the Eglinton-Crosstown LRT (currently under construction) running from Mount Dennis to Pearson Airport. This is what was originally proposed.

  2. 

  The “U” running from Mount Dennis in the west, down through downtown, and up to Kennedy in the east is what remains of the original SmartTrack line and will operate as some sort of “heavy rail” service on existing GO Transit lines. The original election campaign plan was to run trains every 15 minutes, but that was deemed too infrequent to attract riders, so now Metrolinx and everyone is trying to figure out how to get it down to every 5-10 minutes and feel more like subway.

  3. 

  The extension north of Eglinton Avenue to suburban Markham (in the northeast) is being pushed out and will be dealt with sometime in the future. Keeping the first phase of SmartTrack south of Eglinton on both ends is beneficial in avoiding the issue of SmartTrack and the Scarborough subway extension cannibalizing each other. (In my opinion, this issue is a perfect example of what happens when transit planning becomes too political.)

  The net result is a plan that is looking less and less like the original SmartTrack. I’m not complaining though because I have never been a big supporter of SmartTrack. I have always thought we should be focusing on the downtown relief subway line and on allowing Metrolinx to just execute on its regional express rail (RER) strategy.

  For more on this topic, check out Steve Munro’s post, SmartTrack: Now You See It, Now You Don’t! He’s far more of an expert than I am on these sorts of issues.

  2016.01.17

• Project: Under Gardiner — Re-imagining Toronto’s urban infrastructure

  

  If you’ve been reading this blog since the summer, you might remember that there was a period of time where I wrote incessantly about the removal of the eastern portion of Toronto’s elevated Gardiner Expressway.

  Ultimately City Council didn’t vote the way I believe we should have. But I remain hopeful that somehow we will manage to do the right thing and replace it with a surface boulevard. Now – before the east waterfront gets developed – is the right time to make that happen.

  However, the western portion of the Gardiner Expressway is a different story. The adjacent area is already developed and it is unlikely that this highway is going anywhere any time soon. So for the foreseeable future, we are stuck with it.

  And if we are stuck with it then we should make the absolute best of it – even celebrate it. Which is why Toronto is buzzing right now with the news that a 1.75 km stretch under the western portion of the Gardiner Expressway will be remade into a vibrant public space by 2017. This is thanks to a generous $25 million private donation. (Is that enough money?)

  Here’s the overall programming strategy, going from west to east (via undergardiner.com):

  

  And here are two renderings:

  

  The first phase is expected to run from Strachan Avenue in the west all the way to Spadina Avenue in the east. That is what is shown above.

  Two key elements include a grand stair at Strachan Avenue, which looks like this today (via Google Streetview):

  

  And a pedestrian bridge over Fort York Boulevard, which looks like this today:

  

  All of this doesn’t change my opinion of the Gardiner East, but I do believe that this is an incredibly exciting opportunity for the city. Today the space under the Gardiner is a void in our public realm.

  I also think it could be quite interesting to have these two opposing urban conditions along the central waterfront. A linear underpass park in the west and an open air boulevard in the east.

  It’s also exciting to see private money step up. It goes to show you that there is no shortage of passionate city builders in this town.

  Top image courtesy of Harry Choi Photography.

  2015.11.17