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: travel

  • 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.

  • Packing for urban (and beach) travel with a 3-month-old

    We landed on our big-picture luggage strategy for Vivienne’s first trip, and our car seat versus no car seat decision (who wants to drive?), so now let’s look at some of the smaller stuff. As a reminder, we’re going to be operating with one large 85L check-in bag, a Patagonia 30L carry-on backpack, another smaller carry-on bag, and the Ergobaby Metro 3 travel stroller. Below is a mostly comprehensive list of the other, less-obvious things we’re bringing. Most of what you see pictured will be going in my carry-on backpack.

    Pictured (from left to right):

    • Baby carrier for urban exploring on foot
    • Portable fan that attaches to our travel stroller (charges via USB-C)
    • Diaper pack cube with 20 diapers and a fresh pack of wipes (this is going in our carry-on just in case we once again become quarantined at Brest Airport and we can’t buy diapers for 24-48 hours)
    • Smaller packing cube with clothes, burp cloths, and other important stuff for Vivienne
    • Smaller diaper bag that we’ll use for diaper changes (instead of carrying the bigger diaper pack everywhere)
    • AIAIAI headphones for the plane (these will get cut if we end up short on space)
    • Various chargers and cables
    • Plane and beach reading material (including Monocle’s summer newspaper, Med, Mountains & More)
    • Fujifilm camera (it’s been a while since I’ve taken this out)
    • GoPro, and selfie stick, which also doubles as another stand for our baby monitor (these are liable to be cut as well)
    • Cycling cap and cycling shoes not pictured here (plan is to do some road biking even though I’m the furthest thing from conditioned this summer)
    • Vivienne’s brand-new passport, where she could pass for George Costanza (reminder that I don’t love Canada’s most recent passport design)
    • MacBook Air (I used to carry my Pro around everywhere; this is a game-changer for weight)
    • Memory card reader
    • Sunglasses (including a pair for cycling)
    • Handheld luggage scale
    • Apple USB-C European plug block (we picked one up a few years ago for simplicity)
    • Baby monitor travel stand (for the Nanit)
    • 2 x universal travel adapters
    • Laser distance measuring device so I can nerd out about European built form
    • 45W battery pack with USB-A and USB-C plugs (note, this cannot be checked and must go in a carry-on)

    Not pictured:

    • Change of clothes for the flight in case we are victims of a blowout
    • First aid / pharmacy kit for Vivienne
    • Breast pump apparatuses & bottles
    • Pacifiers and clips
    • Disinfecting surface wipes for diaper changes on the go
    • Doggie bags and Ziploc bags for wrapping up dirty diapers and other such things
    • Floating pool lounger with sun shade for infants
    • Portable beach tent for Vivienne
    • Portable sound machine (charges via USB-C)
    • AirTags in our checked bag and carry-on

  • What’s next for Parkview Mountain House

    Since we first opened bookings for Parkview Mountain House, we have been using a third-party property manager. This seemed to make the most sense given our team is not local.

    But since then, we have learned that, along with the fees charged by Airbnb and VRBO, it’s simply too high a fee load. We also found it difficult to offer the exact hospitality experience we were after without full management control.

    So we have made the decision to terminate our management contract and transition the property to internalized management. What this will entail is taking on more management control (from Toronto) and having a local support team that we assemble and manage ourselves. This is underway and I’m personally enjoying getting further into the details of this business.

    What does this mean for bookings?

    Summer and fall remain open for bookings. But the winter season is now blocked off starting in early December. Expect an announcement this fall when it opens up. To stay in the loop, you can subscribe to this blog and also check off “Globizen Updates.”

    Are you local to Park City and SLC?

    In the meantime, if any of you live in the area and work in the hospitality, maintenance, or property management space, please drop us a line at pmh@globizen.com. We are currently assembling our local vendor team and we’d love to connect with you.

    I have a good feeling that it’s going to be an incredible winter season in Utah.

  • 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.

  • Canada announces high-speed rail between Quebec City and Toronto — finally!

    The train from Paris to Marseille takes just over 3 hours:

    To drive this same distance, it would take just over 8 hours:

    So unless you had a very specific reason, I don’t know why you’d ever want to drive this route. I certainly hate long drives and would avoid this at all costs.

    On a related note, the Canadian government announced this week that it will actually be moving forward with a high-speed train linking Québec City to Toronto, stopping in Peterborough, Ottawa, Montréal, Trois-Rivières, and Laval. And unlike previous announcements, it will actually go pretty fast — upwards of 300 km/h, which is comparable to what the TGV does on the above route.

    There are three consortia currently competing for this contract, but apparently the federal government has already chosen a winning bidder. An announcement is expected next month. At the same time, the project office owns all of the bids, and so there’s a chance that elements from each of them could be used in the final project.

    According to official messaging, the design alone is expected to take some 4 to 5 years, which is an eternity and way too long. But at least we seem to be moving forward. This rail link is a no brainer. It will compress the geography of an importantly bilingual corridor with nearly 20 million people — about half the population of Canada! It’s our megalopolis.

    Now we just need to move forward with urgency and with an unwavering commitment to creating the best high-speed rail service in the world. Let’s not accept mediocrity. And let’s not cancel it once we’ve already sunk millions into it. That would be a terrible outcome for such an obviously important nation-building project.

    LFG.

  • We need far better urban data

    The divisive debate over bikes lanes in Toronto continues to remind me that we need far better urban data. People and politicians keep touting “evidence-based decisions,” but what exactly is that evidence? The high-level figure being thrown around by the anti-cycling side is that only something like 1% of residents use bike lanes. So obviously it only makes sense to focus on the 99% and not give up any space to this small minority group.

    But this is highly aggregated data. It also doesn’t speak to any of the externalities associated with introducing new bike infrastructure. Looking at 2021 Census data, the number of cyclists was actually around 5% for the old City of Toronto and in some areas it was between 15-20%. However, it’s absolutely critical to note that this is only the people who selected cycling as their “primary mode of commuting” when submitting their responses to the last census.

    Meaning, it excludes people who maybe only cycle 1-2 days a week, or who ride for leisure and/or for exercise, or who ride to their French class in the evenings (like me). I would also assume that these numbers have generally grown since 2021 given the overall investments that have been made in biking infrastructure. So overall, this is weak data. It’s a few years old. And it excludes many types of users. We need to get more granular.

    Like, it’s great to see local business owners speaking out about the benefits that they have seen as a result of the Bloor bike lanes, but in the end, this is also anecdotal. We need real-time data, precise modal splits, the throughput of every major street, and much more. Then maybe we’ll be able to better optimize around the fact that we are a city divided by built form and by politics. That’s the thing about evidence-based decisions, they tend to get stronger with accurate evidence.

  • Branded residences are a luxury good

    Elevate Miami, which I wrote about last month, just announced a number of new speakers and, more specifically, a number of new high-rise development projects that will be discussed at the conference. They are (not an exhaustive list):

    • Dolce & Gabbana Residences, Miami
    • Mercedes-Benz Places, Miami
    • Aman and One High Line Residences, New York
    • Indian Creek Residences & Yacht Club, Miami Beach
    • Edition Residences, Miami
    • AGE360, Curitiba, Brazil

    What should be clear from this list is that Miami is like a different planet. It is one of the places where the richest people in the world go to spend their money, much of it on real estate. Because of this, you can think of this real estate as a luxury good, which is why so many of them are now branded.

    In economic terms, a luxury good is typically defined as a good where demand increases — more than what is proportional — as incomes rise. For example, if a person’s income goes up by 1%, but their demand for a particular thing goes up by 5%, then this thing would be considered a “luxury good,” as opposed to a “normal good.”

    The technical definition is an income elasticity of demand that is greater than 1. More simply, this just means that as someone starts making more money, they will start spending a greater percentage of their income on luxury goods. This is in contrast to “necessity goods,” where it doesn’t matter how much money you make, you only need so much toilet paper, for example.

    What all of this suggests is that as people from all over the world get rich, they are likely to want more branded residences in a place like Miami. However, the flip side of this dynamic is that as incomes fall, the demand for luxury goods should, in theory, also fall more than what is proportional. It works both ways.

    So I’ll be curious to hear — from the developers at Elevate — how things are going right now. We’re at a time in the real estate cycle where everyone is rethinking their strategies. Or maybe, Miami truly is a different planet.

  • May we have a bike lane?

    Today, the government of Ontario announced legislation that, if passed, would require municipalities to receive approval from the province before installing any bike lane that would result in the removal of lanes for traffic. And in order to receive such an approval, municipalities would need to demonstrate that the proposed bike lane(s) won’t have a negative impact on vehicle traffic. To be clear, municipalities should still be free to remove lanes for other purposes — such as on-street parking — but not for bike lanes.

    There’s a lot that can and will be said about this announcement. I’m also aware that I have my biases. I’m an urbanist. I live in a walkable neighborhood. And I enjoy biking, a lot — both to get around and for fun. So I think it’s clear that this announcement was designed to appeal to a specific audience: those that drive in from the suburbs and who are deeply frustrated. This is somebody doing something. Never mind that the new Eglinton LRT line isn’t open yet and nobody knows when it will actually open, look over here at these annoying cyclists.

    The problem with this line of thinking is that it’s not going to fix our traffic. The way you make things better in a big global city with lots of demand for road space is to reduce car dependency. This is not a popular thing to say, but it’s the reality. And broadly speaking, this is done in two ways. One, you provide great alternatives. And two, you price roads accordingly, through things like congestion charges. Incidentally, this also creates a virtuous cycle, because the latter raises money for the former.

    In many ways, we’ve been getting better at number one. In 2015, Bike Share Toronto recorded 665,000 trips. Since then, ridership has increased every year. In 2023, the network recorded 5.7 million trips. And this year, the number is expected to exceed 6 million. This is not nothing. This is a lot of people riding around on bikes, some of whom may have instead opted to drive or take an Uber. And I think there’s no question that this continual increase in ridership is at least partially supported by the fact that we’ve been creating more bike lanes.

    That said, I think it’s clear that to continue to move forward as a city we’re going to need to start collecting far better urban data. We need to know things like how many cars and bikes are on every street and how fast they’re moving. (AI can do this, right? ) This way we can continually optimize for moving the most number of people as efficiently possible. And if it turns out that I’m wrong, and clamping down on bike lanes and having more people drive is the most efficient, I’ll of course accept that. Just show me the data.

  • Western resort real estate is in very high demand

    People like ski and snowboard towns. Here’s an excerpt from a recent WSJ article talking about Park City:

    Prices continued to rise in most luxury ski towns this past year, but none grew as much as Park City, a former silver mining town 32 miles east of Salt Lake City. The average home sale price there grew 35% in 2023 from 2022, compared with a 9.4% increase at Vail and Beaver Creek and 3.2% at Aspen, according to the resort report by Summit Sotheby’s International Realty. 

    The main point of the article is this: Park City has gotten really expensive, and so people are now looking and buying homes further out in places like Heber City, Midway, and Kamas. Here’s how expensive expensive is:

    Over the last four years, Covid has stoked demand for western resort real estate. In Park City, single-family homes have sold for a median price of $4 million year-to-date, up from $1.996 million in 2019, according to Redfin, which averaged the monthly median sales prices weighted for the number of homes sold. One home was listed in September for $65 million, which could set a record for the state. It’s now under contract, according to listing agent Paul Benson of Engel & Völkers, who declined to disclose the sale price.

    This, of course, isn’t a novel phenomenon. It’s the whole “drive until you qualify” thing. But what’s interesting about this particular mountain example is that it’s not centered around access to a CBD or downtown; it’s centered around “how fast can I get to a ski and snowboard resort?”

    For example, Deer Valley has a new East Village that is expected to open up in 2025. This brings the cities mentioned above closer in. And buyers seem to be doing that math: “It’s a 25-minute drive today, but next year I’ll be able to get on a lift in 15 minutes. Score.”

    Given that Deer Valley also doesn’t allow snowboarders, it’s interesting to think about how these trends could be bifurcating the region between skiers and snowboarders. I don’t have any data on this, but I bet if you mapped it out, there would be some sort of clustering happen.

    The article also goes on to talk about transportation. Because you can’t talk about new development and real estate without talking about traffic. But I think Bill Ciraco (Park City Council) gets it exactly right in the article: This is a car problem, and less of a people problem.

    In my mind, the Wasatch Range is destined for something like this ONE Wasatch concept, which is/was a proposal to link seven resorts through a handful of new skiable connections. This is similar to what you’ll find in Europe, and it means less driving and more time on the mountain.

    That’s what everyone wants to be doing anyway.

    Photo by Lauren Pandolfi on Unsplash

  • Dupont Street to become a complete street

    The City of Toronto is proposing to turn Dupont Street — between Dundas Street West and Davenport Road — into a “complete street.”

    Here’s the area in question:

    It’s 4.7 kilometers long.

    And here’s how the city thinks about complete streets:

    “Complete streets” are streets that are designed to be safe for all users: people who walk, bicycle, take transit or drive, and people of varying ages and levels of ability. They also consider other uses like sidewalk cafés, street furniture, street trees, utilities, and stormwater management.

    Right now, the city is in the public consultation phase. If you’d like to provide your feedback, you can do that here. You have until October 30th. The online tool is also pretty neat. You can drop comments on specific areas of the street. And already the map has been totally filled up.

    This is an important and busy artery in midtown. I use it all the time as a pedestrian, cyclist, and driver. It’s not the best street, though. Yesterday it took me 45 minutes to drive from one end of it to the other. Along with better street design, this part of the city could use better transit.

    I’m looking forward to seeing how Dupont ultimately gets designed.