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: toronto

  • The Arc de Triomphe roundabout takes some getting used to

    In case I haven’t been clear enough: I love cities. I vividly remember being a kid and being excited to come downtown. My mom has told me that my eyes used to light up — every, single, time. Even today, when I’m away from Toronto and I return home, I’m excited to see the skyline. I miss it.

    This afternoon I got that same feeling on our return to Paris, even though it is not home. We spent the last two days in Normandy, specifically Étretat and Rouen, and as beautiful and as wonderful as these places are, I was genuinely excited to come back to the capital.

    My other revelation is that driving in Paris sucks.

    I would much rather walk, cycle, or take the metro. That is what this city is designed for. Still, I’m happy that we rented a car for Normandy and that I learned — after being honked at — how to appropriately conduct myself in the infamous Arc de Triomphe roundabout.

    Unlike every other roundabout in the world, you do not yield to cars already in the circle; you yield to cars entering the circle. Once you understand that, it’s significantly easier. Though, supposedly, car accidents that happen within the circle are automatically every driver’s fault and every insurer pays.

    I guess that says something about its orderliness.

    Aren’t cities wonderful?

  • Okay, I’m hooked

    I’ve always loved cycling, but never before have I had a bike like this:

    And boy does it make a world of a difference.

    Here’s my inaugural ride (excluding the night ride I did last week where I mostly couldn’t see where I was going):

    The High Park loop was a lot of fun. The entire park is closed to cars on the weekends (though I understand that some people are upset about this feature).

    I want to do a ride like this at least once a week, which means I’m probably going to need to get something from Pas Normal Studios to pad my ass. I’m also working my way up to clipless shoes.

    Cycling is fun and Toronto is a great city for it.

  • Gardens that filter highway runoff

    Toronto’s elevated Gardiner Expressway is a topic that pops up periodically on this blog. We have talked about taking down a portion, realigning a portion, adding a congestion charge, lighting it like they have done in Shanghai, and of course we have talked about the good work that The Bentway team is doing.

    Their most recent project is something called Standing Grounds. It’s a collaboration with New York-based Tei Carpenter (Agency–Agency, NYC) and Toronto-based architect Reza Nik (SHEEEP, Toronto), and I think it’s really clever.

    If you look closely at the underside of the Gardiner Expressway, you’ll see that there are existing downspouts in place that take rainwater, snowmelt, and whatever else from the highway above, down to the ground. What Standing Grounds is going to do (by next month) is take this existing infrastructure and add natural filtration chambers that can remediate this excess water.

    I learned today that plants like milkweed, agastache, and yarrow are actually able to absorb road salts and heavy metals like lead, cadmium, and hydrocarbons. So instead of this dirty water flowing from the highway and into the ground, it will soon be filtered by a seemingly simple garden system that looks like this:

    This is an obviously positive thing for the city and I love that it is leveraging infrastructure that already exists. As I said: really clever.

    Renderings: SHEEEP

  • Urban families

    We are getting ready for first occupancies at Junction House and it is exciting to see how many young families — with children — are looking forward to moving into the building’s larger 2-storey suites. (These are the suites that gave the project its name — Junction House.)

    From the outset, this was always a part of our development thesis. You can’t, or at least it’s very difficult, to pre-sell an entire building of larger suites in Toronto. But we figured that in a submarket like the Junction, which is very popular with young families, that there had to be some buyers who would want a house-like residence.

    Meaning, two floors of living spaces, upstairs bedrooms (better acoustic separation), larger living spaces, and a terrace for BBQing and gardening, among other things.

    We are now seeing this play out with the wonderful people coming in for their pre-delivery inspections, and it’s a really nice thing to see. Not only as a developer, but as a dedicated urbanite and lover of Toronto. I am not suggesting that it’s for everyone. But clearly there is a segment of the market that wants this.

    For a list of available homes at Junction House, including floor plans and pricing, click here.

  • Line 1 to dinner

    On most days, I walk to the office. That is going to be changing later this summer, but what I’m about to say will still apply.

    Because I walk more often than I drive, whenever I have to go somewhere that necessitates a car and that obligates me to leave during the evening rush, the first thing I usually think to myself is “shit, it’s going to really suck getting out of downtown.”

    I have very little patience when it comes to sitting in traffic. So when I’m faced with this kind of situation, my mind immediately goes to: “okay Brandon, what are your other options here?”

    And this is exactly what happened this past Friday. I had a dinner up in Vaughan after work and I opted to take the subway to VMC station (the northern terminus of one of Toronto’s lines).

    It was actually my first time riding this new line extension and it was cool to see the area around the station. It’s not yet a 15-minute community, but I believe it can get there with some narrow streets and the right kind of ground floors.

    The entire trip took about 45 minutes, and I can tell you that on more than one occasion I thought to myself, “this is way better than sitting in traffic.”

  • The end of the single-family home hegemony

    I opened Twitter today and one of the first tweets that I saw was about Austin passing a new resolution that allows 3 homes on every lot by-right; lowers the minimum lot size to 2,500 sf; and expedites planning approvals for triplexes and fourplexes. I then scrolled a bit further and found a tweet on how Vancouver is about to vote on a new motion that will allow 4-6 homes on every residential lot as-of-right. (The US typically uses the term “by-right”, whereas in Canada we use “as-of-right”.)

    None of this is surprising. As many of you know, Toronto just did something similar by allowing fourplexes + a laneway or garden suite on every residential lot. But all of this is still noteworthy because it reinforces one simple fact: cities across North America are all starting to rethink their low-rise single-family neighborhoods. I know that many of you will say that fourplexes are not enough. We should be doing more. But I think this is an important step.

    The single-family home hegemony is ending. We are now asking our cities to do more with the same amount of land.

  • Parking minimums are so last decade

    What is the case for having parking minimums? (i.e. Mandating a certain number of parking spaces in new developments.) I guess the argument is that if you don’t require developers to build it, they won’t build enough. And then people will not have parking and so they will be forced to park on the street somewhere. This might annoy the incumbent residents, who will in turn complain, and so it is best and safest to just to build a lot of parking.

    This is pretty much the only reason that I can think of for why a city might want to maintain parking minimums. Because, what’s the worst thing that could happen if you didn’t build enough parking? In the best case scenario, the developer builds fewer parking spaces and people are fine with it. This is ideal because it means people are getting around in other ways: walking, cycling, taking transit, and/or using car share. So it is the most sustainable outcome!

    A bad scenario would be that the developer builds too few parking spaces, nobody will rent the spaces, and then goes bankrupt. This would be very bad for the developer; however, it would be a lot less of a concern for the city. The developer is the one who screwed up. Too bad for them. So when I see new transit-adjacent developments — like this one here in Burnaby, BC with 14 levels of below-grade parking — one can’t help but think: WTF!

    To be clear, this is not a criticism of the developer. I don’t do that sort of thing on this blog. This is a criticism of parking minimums. They are so last decade. And I’m even being generous with this timeline.

  • Utah just chose an urban gondola for Little Cottonwood Canyon

    Every now and then somebody comes forward and proposes an urban gondola. The most recent one that I have heard about here in Toronto was this one from 2016 called the “Don Valley Cable Car.” But like many gondola proposals, it sort of just disappeared. Probably because it wasn’t entirely necessary. (I just checked their website and it is now down.)

    However, there are rare instances where a gondola makes a lot of sense. Medellin, for example, has a very successful urban gondola system that my friend Alex Feldman wrote about, here on the blog, after a visit to the city back in 2014. In this case, the gondola was instrumental in connecting hill-side communities that were previously disconnected from the rest of the city.

    Another less urbanized example is the one that Utah (Salt Lake County) is planning to build in Little Cottonwood Canyon. I wrote about this project back in March when I was there and, today, the Utah Department of Transportation announced their preferred mobility option. It is called Gondola Alternative B and, as far as I can tell, it is still the longest and most expensive urban gondola ever proposed.

    Here are the details in graphic form:

    To summarize, though:

    • The system is being designed to carry 1,050 passengers per hour, with cabins departing every 2 minutes.
    • The gondola itself is expected to cost $370 million, but when you add in a new parking garage for 2,500 cars, tolling infrastructure on the existing State Route, and other improvements, the total all-in capital cost is projected to be $729 million. The route itself is somewhere around 10 miles, so let’s call it $73 million per mile.
    • At the same time, the projected operating costs are relatively low at $8 million per year, so this option actually has the lowest 30-year lifecycle cost out of all the ones that were studied. The other alternatives included widening the existing roadway, enhancing the bus service, and adding rail. There was also one other gondola option, which was presumably called Gondola Alternative A.

    If you’re wondering why this is likely a good idea, check out my post from this past winter.

  • Rail + property — let’s try it again, okay?

    The Eglinton Crosstown line is going to open, here in Toronto, sometime next year — I think. And I’m sure that it is going to be a massively beneficial addition to Toronto’s transit network. But at the same time, we should be talking about this:

    Urban transit stations shouldn’t look like this. It’s a missed opportunity, both in terms of the foregone housing (and other uses) that could be on top of these stations and the additional value that could have been captured from these air rights. Transit is a crucial lever for land values and development overall, and so it’s no wonder that many of the best transit authorities around the world think in terms of “rail + property”.

    So what happened here?

    I don’t know exactly. But I do know that nearly a decade ago I called up Metrolinx and said, “Hey, so I’m a developer who can build things. I see that you’re building a number of exciting transit stations along Eglinton. Want me to build on top of them for you?” Now obviously Metrolinx wasn’t going to be able to sole-source to Brandon, but regardless, I thought it should happen and I just hoped to be in the mix.

    In 2015, things did start to happen. Avison Young, on behalf of Metrolinx, issued a request for proposal to developers for 4 sites/stations along the line. There were two at Keele Street, one at Weston Road, and one at Bathurst Street. And at the time, it was thought that these sites could generate somewhere between $14-22 million (speaking of reasonable).

    I think it was also being viewed as a bit of a pilot. If things went well with these 4 initial sites, then this same approach was going to be rolled out across all suitable sites on the line. I’m not sure what happened with the RFP or the broader intent — maybe some of you know — but it clearly didn’t pan out as planned.

    That’s too bad. But I suppose done is better than perfect. Plus, now we’re building the Ontario Line and so we have another opportunity to get it right. And right means lots of density on top of stations — both directly on top and all around it.

  • Real estate investors are outbidding people who own strollers

    Here’s a potential scenario:

    “When you have investors competing with first-time buyers who walk in with a couple of [baby] strollers, typically the investor is going to win,” Mr. Pasalis says. “They are well capitalized. They can pay a higher price. And this is why our home ownership rate is declining, because more and more homes are actually going into the hands of investors who rent them out, and amplifying home and amplifying condo prices. We are seeing that.”

    But let’s break this down a little.

    Where are these first-time buyers walking into? Is it a resale home showing or is it a pre-construction showroom? If it’s the latter, then we know it’s going to be difficult / atypical for them to make a buy decision so far in advance. They already have multiple strollers in hand, do they want to wait 4-7 years for their pre-construction home to be ready?

    I would also add that in our current environment — where investor demand for pre-construction homes has waned significantly — the development industry has not seen a marked uptick in end-user demand. Why are they not stepping up now that they’re not being outbid by investors? In my opinion, it’s an ideal time to buy!

    One reason could be that people who own strollers still largely prefer low-rise housing. Maybe it’s for reasons of affordability, maybe it’s a cultural bias, or maybe it’s a genuine preference. Either way, let’s turn our attention to resale homes. In this scenario, who is likely to pay the most?

    If you’re an investor, then you are looking for a specific yield. And so in theory, it should be a mostly dispassionate decision: “Here’s the most that I can pay in order to meet my minimum returns. Do not exceed.” But the question is whether is this is going to be more or less than what a stroller-owning group of people would pay.

    The answer is probably that it depends. However, if the answer is that the investor wins and they then turn around and rent it to people who own strollers, is this actually a problem? And if this same investor happens to own 25 other rental homes and they’re all rented to people who own strollers, is this an even greater problem?

    I suppose it is a problem if you’re worried about Canada’s homeownership rate, which has in fact declined from about 69% (in 2011) to 66.5% (in 2021). But what does this even mean? Is a higher homeownership rate always better? Does Canada have a target number? As of February of this year, the homeownership rate in Switzerland was only about 36.3%. And the last time I checked, it was still a rich country.

    There is nothing wrong with renting. I know wealthy people who have opted to rent their entire life because they enjoyed the flexibility and/or had better places to put their money.

    All of this said, the argument in the above scenario is that, but for investors outbidding people with strollers, these homes would be more affordable and that would in turn increase the homeownership rate. It’s a similar argument to, but for foreign buyers or but for Airbnbs, these homes would be more affordable.

    But in a city like Toronto, we are building very little in the way of new low-rise houses. New supply is virtually non-existent. Similarly in Seattle, they are now building more accessory dwelling units than they are single-family houses. So it is any wonder that demand is constantly outstripping supply and that prices are being bid up?

    In my opinion, a better solution is to rethink how we build our low-rise neighborhoods. And here and here are two good places to start.