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.

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Tag: mobility

  • From YYZ to CDG to central Paris with a 3-month-old

    We arrived in Paris this morning and Vivienne’s first flight was a 10/10. She slept most of the way in our arms. The bassinet looked like some sort of elaborate torture device (see below), but she did also sleep in it for a bit. The problem is that they make you take her out whenever the seat belt sign is on, and so we ended up just keeping her in our arms to make sure she stayed asleep. So she slept well; we did not. Thankfully, Toronto to Paris is a super easy flight. It was around 6 hours today.

    When we arrived at CDG, we stopped at Monop’ for some juices and a snack, and then went straight to the RER B train. Tip: Never fuss with the ticket kiosks. Open Apple Wallet. Add the Île-de-France travel card to it, and then choose the airport pass for €14. The express train took about 30 minutes to get to Gare du Nord. We then did one transfer and one stop on the RER E line, paused in the station to feed Vivienne and admire its vaulted ceilings, and then walked to our hotel. I think we were under an hour inclusive of the meal break.

    I’ve said this many times before, but I very much enjoy the feeling of getting off a plane and not having to drive. In terms of our experience with a travel stroller, none of the trains we took had level boarding, so I would just grab the front of the stroller and we’d lift. But every station we were in had elevators. Not all of them were in order, but we could always find one to use. In some cases, we just managed on the escalators.

    Full disclosure: We failed at our plan of only checking one 85L bag. We ended up checking one of our 36L carry-on rollers as well. We’ve never travelled with so much stuff before. But I will say that the Patagonia 30L MLC carry-on backpack is incredible. It miraculously fits a lot of stuff and it keeps everything organized and accessible. I don’t do bag reviews on this blog, but I almost want to now.

    It turns out that travelling with a 3-month-old is harder than not travelling with a 3-month-old. It requires full-on logistics management, especially in a big, dense city like Paris where we’re accustomed to only walking, biking, and taking transit. Vivienne is already giving us a different appreciation for the city and we’re excited to let her do that. One of the things she suggested is a picnic in the park. That sounds great, and a perfect way to enjoy late-summer Paris.

  • Mapping 70,000 trains across Europe

    I just came across a fascinating visualization of rail in Europe. You can also visualize other places like the US, but as you know, there isn’t much to see there in the way of trains. What is shown in the above screenshot is Germany, the Benelux, Switzerland, and France. I paused the visualization at 7:20 AM and there were 5,293 trains running, with the vast majority of them (4,360) being regional rail.

    Here’s what stood out:

    • France operates a monocentric hub-and-spoke network with Paris as the clear central hub. Trips almost always route through Paris, which reflects France’s historically centralized economy. In contrast, Germany operates a decentralized mesh network with more point-to-point travel and no single dominant city.
    • Regional rail is the workhorse. When I paused the visualization, over 82% of the trains in operation were regional rail. High-speed rail is sexy, but it clearly needs to be supported by a dense regional grid that brings people to and from major high-speed routes.
    • Smaller countries like Belgium, the Netherlands, and Switzerland have such a dense network of intercity rail that they almost read as continuous urban regions.

    If you love trains, as I do, you’ll want to take a look.

  • Why uploading Toronto’s highways to the province won’t fix traffic congestion

    In 2023, the City of Toronto announced a deal that would “upload” the Gardiner Expressway and Don Valley Parkway from the city to the province. This was a big deal because these highways were previously the city’s largest state-of-good-repair liabilities, and so, before this deal, the city was, you know, trying to figure out how to pay for them.

    One option was road pricing (or expressway tolls). And in 2016, this became a real possibility with City Council overwhelmingly endorsing the plan, before it got rejected by the province. It will come as no surprise to regular readers that I was in support of it and writing about it at the time.

    In 2016, Toronto estimated that 40% of all trips on these two expressways were by non-residents, and yet they were being funded by Toronto taxpayers. When I said this on Twitter, many of you got upset and argued that people coming in from the suburbs are a boon for the city. No doubt. But the reality is that this was an inequitable funding structure.

    Let’s look at the 2022 Transportation Tomorrow Survey results, which I wrote about here.

    The mode share for all trips to downtown Toronto (from within the city) was 75% non-car, with transit making up the largest share at 40.4%. And the mode share for home-based work trips to downtown Toronto (people who leave home in Toronto to go to work downtown and then come home) was about 80% non-car! In this case, transit made up nearly 50% of the trips.

    The effective result is that the people who tended to drive the least to work were paying for the highways with their tax dollars, and the people driving into downtown were not. This is in no way intended to be an attack on the latter camp. The simple reality is that driving into downtown and buying a chicken souvlaki pita from Jimmy the Greek at lunch isn’t enough to offset the road usage costs.

    The uploading of the highways to the province (which is still advancing but has already relieved Toronto of its financial obligations) is a more equitable solution. It shifts the cost burden to Ontario taxpayers, reflecting that people from all over the region use these highways and that Toronto is part of a broader economic agglomeration.

    But this only solved the jurisdictional problem. We still have worsening congestion and an inefficient funding model. The problem with using broad-based taxation to obfuscate infrastructure costs is that direct usage then goes unpriced, and that leads to what is known as a “tragedy of the commons.”

    We all tend to act in our own short-term self-interest, and the result is that road demand constantly outstrips the available supply. There’s zero marginal cost to actual usage, whether you drive 100 kilometres each day or bike to work. The most effective way to manage traffic congestion is to remove the hidden subsidy for driving and price the costs and negative externalities.

  • Traffic is agonizing, maybe we should try something new

    The other day I asked my dad how a function he attended went, and he responded by saying, “Traffic, BRUTAL. Traveling by car is an agonizing experience.” He’s not wrong, and I know most of us in Toronto like to complain about it. Traffic is one of the negative externalities of a big city.

    But here’s the thing: we know how to solve this problem. You price congestion, as has been done in New York, London, Singapore, and many other cities, and then direct the revenue it generates to a mode of transport that isn’t as agonizing in a big city: rail travel.

    I’ve written so much on this topic over the years that there’s very little I can add at this point. If you’d like to have a read, here are the search results for “congestion pricing.”

    While the policy has proven successful elsewhere, political inertia and valid concerns over equity keep Toronto stuck. But until we charge for valuable road space, gridlock remains our default. New York City has also shown us that once people see the benefits, they quickly change their minds.

  • Who actually wins the autonomous vehicle future?

    There was once a time when Uber was heavily investing in autonomous vehicles and rides. Then that stopped in an effort to become profitable. But now, out of necessity, it’s back. Uber recently announced that the company will invest “$10 billion of capital over the coming years to bring AVs to market at scale.”

    Uber’s belief is that the self-driving car industry won’t be dominated by just one company. Instead, it will be a mixed ecosystem where some companies build their own cars and ride-hailing apps, and others plug into existing networks. And in this world, it is these networks — like Uber — that will become the most valuable piece of the puzzle.

    Perhaps.

    Whether they believe this or not, Uber basically has to say this because they are the platform aggregator. They do not build or operate any self-driving vehicles of their own — at least not anymore. These parts of their business were sold off.

    Autonomous vehicles are a wicked technical challenge. The edge cases are extraordinarily difficult to solve. If only a select few companies solve them, and solve them well, then there’s an argument to be made that they will capture the majority of the market.

    But if AV technology becomes commoditized and it ends up being all about the brand and who can aggregate demand the best, well then, Uber could very well be right. They already have global scale.

    My view is that Waymo has such a commanding lead when it comes to AVs that they have the leverage in the short and medium term. There are also zero switching costs for ride-hailing customers. I’ll use whatever is better. So if I’m Uber, I’m worried about Waymo, which is presumably why they are starting to have differing opinions.

  • Navigating cities through a stroller lens

    I love to travel and I try my best to be efficient at it. Pre-kid, Bianca and I would leave for weeks with just two carry-on suitcases and a laundry event at some point in the middle of the trip. But now we’re planning our first trip to Paris and Nice with Vivienne (she’ll be ~3 months old) and this has forced us to rethink our entire operation.

    I have spent more time than I care to admit researching travel strollers and super-light car seats and thinking about how best to navigate the places we are going. It’s an expensive world that I didn’t really need to know about.

    All of this is still to be tested out in the field, but here’s where we’ve landed:

    • Our two carry-on suitcases have been consolidated into one larger 85L checked bag. This is about freeing up our hands as much as possible.
    • I’ve swapped my personal item for a Patagonia Black Hole Mini MLC Pack (30L). MLC stands for maximum legal carry-on. This is not a referral link. I just like the bag. My business partner introduced me to it.
    • We got an Ergobaby Metro 3 travel stroller from family that we’ll be using. It fits into overhead compartments. Unfortunately, it’s not compatible with our car seat, and so we came close to buying a second and lighter travel-only car seat (along with the requisite travel stroller adapters). This felt wasteful. We scratched the car seat. I was also not excited about lugging it around.

    I think this is as minimal as we can be.

    We almost exclusively take the train and walk in Paris (though I have caused chaos in their traffic circles before) and, for Nice, I found a ride-hailing app called SIXT that allows you to reserve rides in advance and add in a car seat for newborns. The main reason we debated a car seat is because where we are staying in Nice is a little out of the centre and we would have wanted to Uber. Now we’ll just test our luck with SIXT and Vivienne’s capacity for long walks on steep inclines.

    It’s amazing how differently you start to think about cities and places when you’ve got a stroller to contend with and an infant with limited neck strength. If any of you have any tips, please leave a comment below.

  • Just give me the fastest option

    I had a dinner in the suburbs this evening. And so in the afternoon today, I opened up Google Maps to figure out how I was going to get there.

    I didn’t have my car with me — because I hate driving into the office — so in my mind, I was either going to take transit or take an Uber.

    These are the time estimates that Google gave me:

    It was going to take me over 4 hours to walk there. Over an hour to drive there. And 47 minutes to take the train there. Interestingly enough, cycling was also going to be faster than driving.

    As soon as I saw this, I shut down the app and decided I would take the train. All I was interested in was the absolute fastest option. And for me at that moment, it was the train.

    I recognize that this isn’t always the case. Sometimes driving is much faster than taking transit. It depends on a number of factors.

    But as a general rule, when it comes to big and dense cities, you really can’t beat trains and bikes for moving the greatest number of people, as quickly as possible.

  • Cycling to the office

    Right now my typical morning commute consists of a 15 minute walk and a quick stop off for a coffee. I must admit that I’m spoiled. But next year I’ll be moving to the Junction and so that means I’m going to need to make some minor adjustments to my routine.

    I fully expect that on warm summer nights I’ll probably still walk home on occasion. But broadly speaking, my loose plan is a combination of cycling, e-scootering, and taking the Union Pearson Express train.

    Then this evening I was out for drinks with one of our partners and two of the guys were talking about how they cycle to work each morning and compete on Strava to make sure everything gets properly logged. One of them actually lives near the Junction and his regular route is down through High Park and then across along the lake.

    Naturally I got inspired and decided — after two beers — that I too should join this competition. So I have now obligated myself to cycling to the office starting next year. That said, I could probably use a new bike, and I’m hoping that some of you will have recommendations.

    My criteria is as follows: it should look impossibly cool, it should work for a daily commute, and it should be at least somewhat suitable for tight-fitting clothes and long rides through the French countryside (even though I currently have no concrete plans of doing such a thing).

    Any thoughts?

  • Sticking close to home — two-thirds of young Americans live near where they grew up

    Here in Canada, there is often a belief that Americans tend to be more mobile than Canadians. Don’t like the cold weather? Just move south. Taxes too high? Just move south. Housing too expensive? Just move south.

    But just how mobile is mobile? A new study by the US Census Bureau and Harvard University found that by age 26, more than 2/3 of young adults in the US actually just live where they grew up, with 80% living within 100 miles, and 90% living within 500 miles.

    Migration distances were also found to be impacted by both race and parental income (though these two things likely exhibit a relationship on their own). If you are a young white or Asian adult, the “radius of economic opportunity” tends to grow and you’re more likely to live further away from where you grew up.

    The most popular destinations overall are New York, Los Angeles, Washington, and Denver (in this order). And while New York and Los Angeles remain at the top regardless of who you are, San Antonio and Phoenix are top destinations for Hispanics, and San Francisco is a top destination for Asians.

    Regardless, home appears to be a pretty sticky place.

    But what about Canadians? Are we less mobile? Looking at net domestic migration rates, Canada saw 254,143 interprovincial migrants between 2018-2019, whereas the US saw just over a million between 2020-2021. So on a per capita basis, Canada’s rate is actually higher.

    Statistics Canada also estimated earlier this year that as of July 1, 2016, somewhere around 4 million Canadians were living abroad — or about 11% of citizens. This is a much higher percentage compared to Americans.

    Of those living abroad, roughly half are believed to have received their citizenship through descent, meaning they were born abroad to Canadian parents. About 1/3 are Canadian citizens by birth. And about 15% are naturalized citizens.

    So it turns out that Canadians are in fact pretty mobile. We also seem to like going further afield.

  • Paris vs. New York bike lanes

    It’s one thing to have bike lanes. And it’s another thing to have really generous bike lanes. The above video by Streetfilms does a good job of comparing Paris to New York City, and showing just how far Paris has come in terms of cycling infrastructure. Some of you might remember that in the fall of last year, Paris announced plans to become a “100% cycling city.” This was a follow-on to their plan vélo 2015-2020, which saw a doubling of the city’s bike lanes. The current plan, which covers 2021-2026, includes 130 km of new bike lanes and 52 km of pandemic lanes that have been (or will be) made permanent. But again, it’s one thing to have a lot of bike lanes. And it’s another thing to have a lot of wide bike lanes that look like the ones in this video.