Tag: urbanism

• Tiny Tower in North Philadelphia

  

  ISA Architects recently completed a project in North Philadelphia called Tiny Tower.

  It is a 6-level, 1,250 square foot single family home built on a small 12′ x 29′ lot. That’s about the footprint of two parking spaces. It feels like a house you might find in Japan.

  Its siting is on a secondary street, akin to a laneway here in Toronto. As you can tell from the above picture, the adjacent parcels are largely undeveloped and/or used for parking.

  The height of the house is 38 feet and the section looks like this:

  

  The kitchen is in the basement (along with a light well). The living room is on the main floor (entrance to the house shown below). The third level is a workspace. And the rest of the floors are bedrooms. There’s also a rooftop patio. All of the circulation happens on one side of the house.

  

  I don’t consider 1,250 square feet to be a small house and so this post is not about that. “Tiny Tower” does, however, feel like an accurate name.

  I like these kinds of projects because they are about taking something with little perceived value — in this case a small parcel of land — and creating something cool.

  That’s how you create the most value. You have to discover and do things that most other people are overlooking.

  Images: ISA Architects

  2019.03.17

• Forum on Future Cities: Urban Intelligence

  MIT Senseable City Lab and the World Economic Forum’s Global Future Council on Cities and Urbanization are hosting a conference next month on the impact that artificial intelligence is having on our cities. Here is a summary of the event:

  As AI (Artificial Intelligence) becomes ubiquitous, it transforms many aspects of the environment we live in. In cities, AI is opening up a new era of an endlessly reconfigurable environment. Empowered by robust computers and elegant algorithms that can handle massive data sets, cities can make more informed decisions and create feedback loops between humans and the urban environment. It is what we call the raise of UI (urban intelligence).

  The 2019 Forum on Future Cities, organized by MIT Senseable City Lab and the World Economic Forum’s Global Future Council on Cities and Urbanization, will focus on four aspects of the UI transformation: autonomous vehicles, ubiquitous data collection, advanced data analytics, and governing innovation. Panelists include mayors, academics, senior industry leaders and members of civil society to explore such topics from different points of view, highlighting the scientific and technological challenges, the critical collective decisions we as a society will have to make, and the exciting possibilities ahead.

  The forum takes place on April 12th in Cambridge, Massachusetts. And since it looks to deal with many of the topics that we talk about on this blog, I figured that some of you might be interested in attending. If so, you can register here.

  2019.03.14

• European-style height, but not density

  As I wrote about last month in this pithy post, the relationship between building height and density are often misunderstood. They mean different things and so the implications for our cities can also be vastly different.

  I woke up this morning to a couple of tweets by John Michael McGrath that I think hit the nail on the end with respect to this duality. If you can’t see them below, click here.

  https://twitter.com/jm_mcgrath/status/1105500872979742720

  Paris is known, and largely celebrated, for its “European-scaled” mid-rise buildings. But as John points out, these buildings often line narrow streets (see above). They are typically also built across large blocks with compact internal courtyards and with few setbacks and/or stepbacks. The combined result is that Paris is one of the densest cities in Europe. It has mid-rise at scale.

  The North American context is quite different. The large majority of our land is usually reserved for low density housing. (Here in Toronto this land has been nicknamed the “Yellowbelt.”) We have a policy context that only allows intensification in select places, and that can create pressures to build up. It’s a bit like squeezing a closed tube of toothpaste.

  In 2012, Eurostat ranked Paris as the densest city in Europe with an average population density of approximately 21,516 people per square kilometer. Whereas, according to Wikipedia, the population density of metro Toronto was around 5,905 people per square kilometer in 2016.

  What is it, again, that we love so much about Paris?

  2019.03.13

• A building with a name

  

  The minutes from One Delisle’s Design Review Panel meeting were just published. They are public and available on the City of Toronto’s website, here. The project was on the December 13, 2018 agenda.

  No project is ever perfect, but here are two paragraphs from the minutes that I think do it justice:

  The Panel thought the proposal had an “iconographic landmark quality to it”. Numerous members pointed out that it’s (sic) siting at a transitional “hinge point” on Yonge St would also lend itself to iconic placemaking as well as a striking addition to the view down the Yonge corridor.

  The Panel was excited to have this type of sophisticated design come to Toronto. Many members felt that the massing and design solution would be a powerful and beautiful addition to the skyline. Several members commented that the proposal could become “a building with a name” similar to landmark towers in London, England. One member suggested that Toronto could use more buildings with personality.

  Lots of buildings, of course, have names. What is really being discussed is a building with an identity that resonates with people in a meaningful way and that becomes associated with a particular place.

  But let’s not forget that being “iconic” is only one part of this equation. The goal here is ambitious architecture with genuine civic value. And if you’re at all familiar with the project and broader ideas for the block, I would hope that mission is clear.

  2019.03.12

• Cumulative electric vehicle sales around the world

  When I was shopping for a new car last year I gave serious thought to buying an electric vehicle. In fact, it is what I initially set out to do. But I couldn’t find a model that I liked and I didn’t feel like the charging infrastructure was in place for me to go on snowboarding trips to places like Quebec or Vermont. So I went with an ICE vehicle. But we all know it is only a matter of time before we hit that tipping point, which is why 100% of the parking spots at our Junction House project will be ready for an electric vehicle charging station.

  According to a recent briefing from the International Council on Clean Transportation (ICCT), there were 3.1 million electric passenger vehicles in use around the world at the end of 2017. Almost all of them (98%) were located in China, Europe, Japan, and the United States, and nearly half of them (44%) were located in just 25 cities. Shanghai leads the world (or at least it did at the end of 2017) with 162,000 cumulative sales since 2011. This represents 5% of all global electric vehicle sales during this time period.

  The footnote to this is that most of Shanghai’s electric vehicles are actually plug-in hybrid electric vehicles, whereas in the case of Beijing — which is second only to Shanghai in terms of cumulative sales — it is virtually all battery electric vehicles. Digging even deeper, if you look at the share of electric vehicles sales in each city, it becomes clear that, on a per capita basis, the real leader is actually Norway. Between 40-50% of all cars sold in Oslo and Bergen were electric in 2017.

  Here is a chart from the ICCT:

  

  What is clear from these leading cities is that there are supportive policies and incentives in place to accelerate the adoption of electric vehicles. The chicken-and-egg dilemma, which is what I ran into, is that you really need the installed charging capacity. The ICCT estimates that the top 25 electric vehicle markets have about 24x the available charging per capita compared to other cities. That certainly helps.

  2019.03.08

• InfraScapes by Paolo Pettigiani

  I just discovered the work of Italian photographer, Paolo Pettigiani. He specializes in something called infrared photography, which is photography that captures the wavelengths of light that generally aren’t visible to us humans.

  Paolo shoots with a full spectrum Nikon D750. What this means is that the camera’s sensor is sensitive to, well, the full spectrum of light: UV, visible, and infrared. Using this photography technique, he has coined something he calls “InfraScapes.”

  Here are a few of his photos from Dubai (source):

  

  

  

  The reason these photos look the way that they do is because anything with chlorophyll — such as grass and trees — really reflects infrared light. The result is a generally muted landscape with pops of pink. Perhaps this could be used as a technique to visually evaluate the greenness of our cities.

  All photos by Paolo Pettigiani

  2019.03.06

• The holy grail of street paving

  Last weekend I went by Sidewalk Toronto’s “experimental workspace” at 307 Lake Shore Blvd East. It is open to the public every Sunday from 11am to 5pm if you’d like to drop in.

  This week they had their #BuildingRaincoat on display, which is an adjustable awning system designed to protect public sidewalks, mitigate the impacts of adverse weather, and improve outdoor comfort.

  Also installed were a number of the paving systems that they are currently piloting. They’re working with over 20 different vendors to try and create the “holy grail” of street paving.

  They define that as a system capable of the following four key features: modularity, heating, lighting, and permeability. Here’s an example of what one of them looked like (it was snowing at the time and, yes, Doc Martens):

  

  With modularity, the goal is to make it possible for a single person to be able to pull up and replace one of the hexagonal slabs. This would dramatically change how we repair and patch our roads. Supposedly, they’re also more resistant to cracks, which means fewer potholes.

  The key benefit of a heated paving system is an obvious one. When needed, their test system automatically heats the slabs to 2-4 degrees celsius in order to melt any snow and/or ice. That’s as warm as you need apparently.

  They have two heating systems running at 307. The first is hydronic (fluid in pipes just below the pavement) and the second is conductive heating (thin conductive film in or under the pavement).

  I’m sure many of you will be questioning the environmental and carbon impact of a heated public realm. And that is certainly a good question. But the status quo in this city involves about 131,000 tons of road salts per year. That’s a problem.

  The lighting feature is pretty neat because there are a variety of different use cases beyond just demarcating space. One example that Sidewalk gives is that it could be used in a bike lane to tell you how fast you need to ride in order to hit all green lights.

  Finally, permeability matters because it minimizes runoff and allows water to be absorbed in situ. The tradeoff is that it makes the slabs structurally weaker. So that is still being worked on.

  I am thrilled to see this sort of urban innovation taking place right here in the city. If you haven’t already, I recommend checking out 307.

  2019.03.04

• Implications of new housing supply

  

  There’s a lot of debate within urbanist circles about whether or not supply alone can solve or at least mitigate housing affordability concerns. Richard Florida and others will say that, while beneficial, increasing supply isn’t the be all end all. We need to be building affordable housing.

  Edward Glaeser, Joseph Gyourko, and others have, on the other hand, argued that middle-income housing is a supply problem and that low-income housing is quite simply a demand-side problem, which could be solved through things like a housing voucher program.

  In other words, the cost of housing isn’t necessarily the problem, it’s the low income levels. One of the benefits of supplementing people’s incomes is that it empowers mobility. People can then move to where there are jobs, as opposed to being tied to a specific neighborhood or city.

  But this debate is arguably just about the extent of the supply benefits. Intuitively, it makes sense to try and match new housing supply with demand and economic growth. But how far can that take us, particularly in high demand and high productivity cities?

  Glaeser (Harvard) and Gyourko (Penn) have a relatively recent paper out called, The Economic Implications of Housing Supply, which looks at, among other things, the “implicit tax” imposed on development as a result of land use restrictions and other supply constraints.

  Here are two excerpts:

  We will argue that the rise in housing wealth is concentrated in the major coastal markets that have high prices relative to minimum production costs, and it is concentrated among the richest members of the older cohorts—that is, on those who already owned homes several decades ago, before binding constraints on new housing construction were imposed.

  But in a democratic system where the rules for building and land use are largely determined by existing homeowners, development projects face a considerable disadvantage, especially since many of the potential beneficiaries of a new project do not have a place to live in the jurisdiction when possibilities for reducing regulation and expanding the supply of housing are debated.

  If you’re interested in this topic (and sufficiently nerdy), you can download a PDF copy of the paper here.

  Photo by chuttersnap on Unsplash

  2019.02.27

• 200 km/h on the Autobahn

  We drove on the Autobahn today. Our Ford remained as smooth as ever. They take their cars seriously here and force regular inspections.

  But this got me wondering about safety records and why more countries haven’t adopted similar approaches to highway driving.

  Here is Germany’s 2014 record from Wikipedia:

  

  It turns out that the injury and fatality rates on the Autobahn — measured per billion vehicle kilometers traveled — are actually relatively low compared to urban and rural road classes.

  It is also relatively low compared to international standards. Here is a 2012 comparison, also via Wikipedia:

  

  Europe as a whole does very well in this regard (not that this specifically addresses Autobahn safety). Generally, fatalities have declined significantly over the last few decades.

  Here is a chart from the World Health Organization:

  

  What is clear to me after seeing this data, though, is that the greater problem looks to exist outside of our highways and motorways.

  2019.02.22

• Is this just how the game is played?

  As I am sure you have all heard, there’s a lot of debate in New York right now (city and state) about whether they should reject Amazon’s decision to open up a new headquarters in Queens.

  Urbanist Richard Florida has been arguing that one of the richest companies in the world shouldn’t be receiving taxpayer subsidies and that Amazon should do the right thing here. They should open up in New York but without any inducements.

  As a counter argument, Kenneth Jackson, professor of history at Columbia University, recently opined that this is actually business as usual. American cities have a long history of competing for companies because the benefits outweigh the costs over the longer term.

  Here is an excerpt from his op-ed in the New York Times:

  They are right about one thing. It is absurd that any city would agree to such a deal. But this is how the game is played. Paying companies to relocate has been the American way since 1936, when Mississippi established the nation’s first state-sponsored economic development plan. Under that plan, since followed by many other jurisdictions, cities and states agreed to pay companies to relocate by promising them new factories and low or nonexistent taxes. With those inducements, numerous businesses relocated in the decades after World War II, usually from the union-dominated Northeast and Midwest to the business-friendly South.

  Perhaps this would make a good debate topic for Kialo.

  Update: Amazon just cancelled its plans for a corporate HQ in NYC.

  2019.02.14