Tag: urbanism

• Show some laneway love

  

  I just want to do a quick follow-up to my recent post about the momentum currently developing around laneway housing here in Toronto. 

  In the post, I mentioned that two councillors have come out in support of this housing typology. However, I neglected to mention that Evergreen CityWorks is also at the table, as well as a housing advocacy group called Lanescape. It was mentioned in the comments, but I know that not everyone checks that part of the blog.

  I say this for two reasons:

  1) I thought about starting a similar initiative to Lanescape. (I’ve had lanewaylove.com registered for many years. Brand identity shown above.) But after meeting one of the Lanescape founders this past week, I think it only makes sense for me to instead throw my support behind them. They are accomplishing a lot in this space.

  2) Lanescape has a survey up on their website and the results will be used to guide a laneway suite planning framework that will (hopefully) be implemented by the City of Toronto. So I wanted to encourage you all to complete it. Even if you don’t live in Toronto, still fill it out. It’s important for cities to learn from each other.

  Your support will go a long way in making laneway housing a reality in the city.

  2016.11.26

• Revisiting road pricing

  Following the Toronto Transit Commission’s approval of a 10-cent fare hike, Cherise Burda of the Ryerson City Building Institute penned an article titled: It’s time for Toronto to consider road tolls.

  I am a big supporter of road pricing and I have written a lot on this topic over the years. There’s even a guest post by Darren Davis on this blog – he is a transport planner with Auckland Transport. 

  I don’t have much to add right now, but I did want to help promote Cherise’s post and I did want to link back to all of my previous posts (including Darren’s). Click here for a list of posts tagged with “road pricing.”

  There’s a mental model in Toronto, and many other cities, that remains centered around subsidized roads and artificially low residential property taxes. Because, well, that’s the dream.

  Nobody wants to pay more for anything – I get it. But I think we can all agree that this region has not solved the traffic/mobility problem. In fact, it’s one of our biggest weaknesses. 

  So what are we going to do about it? I reckon the answer is something other than the status quo.

  2016.11.23

• Carriage house disruption

  The Spaces has a post up called: 7 carriage houses on the market in New York City. They’re all quite expensive. The house on East 63rd designed by Paul Rudolph is particularly interesting. But that’s not what I want to talk about.

  As I was going through the photos – that’s what The Spaces does best – I thought of two things.

  First, there’s a segment of the market that is obsessed with living in spaces that were not originally intended to be used as residences. That’s what (hard) lofts are. That’s what carriage houses are. And that’s partially why I would love to live in a laneway house (Toronto vernacular).

  Backhouses, as they are also called, were initially designed to hold horse and carriage. But as horses disappeared from New York City, the structures got repurposed.

  Here’s one theory for how that went about:

  Barry Lewis, an architectural historian, theorizes that rear buildings became residences to accommodate the 19th-century immigrant population that moved into middle-class areas in Lower Manhattan in the 1830’s and into the Village and Brooklyn after the Civil War. “Backhouses seem to belong to the era of houses in Manhattan, not the era of apartments,” Mr. Lewis said. “The property owner probably shoved more immigrant families into the stable or workshed in the back. Other owners may have built a new backhouse just to get the lucrative immigrant rents.

  The second thing I thought about is the potential parallel between this story and the one being written right now. It feels like a transportation revolution is upon us and changes in mobility always seem to rewrite the landscape of the city.

  Hopefully that will mean more laneway houses in Toronto.

  2016.11.23

• The Human City

  As a follow-up to yesterday’s post about fluid labor markets and urban density, I thought I would present an opposing view.

  Joel Kotkin is a well known geographer and author. He has published a number of books, the most recent of which is called, The Human City: Urbanism for the Rest of Us. He is also well known as a supporter of the suburbs, which is a somewhat contrarian view in today’s urban-centric world.

  Here is a recent interview he did with Aaron M. Renn (click here if you can’t see it below):

  [soundcloud url=”https://api.soundcloud.com/tracks/257309155″ params=”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true” width=”100%” height=”450″ iframe=”true” /]

  One of his messages is that the urban core is great for young people without kids, but that we shouldn’t expect it to serve everyone’s needs and wants – particularly those of families. Families need space and affordability, and urban cores are simply not engineered for that.

  Long live the suburb.

  2016.11.19

• Your own signpost

  Work Market is an “on-demand talent marketplace.” They connect companies who need work done with skilled freelancers who are looking to do work. Conceptually, we’ve seen this before.

  But this morning, as I was reading this interview with the CEO, the following lines got me thinking:

  “By 2040, I’m pretty confident that every skilled worker will have their own signpost. You will be your own enterprise, in a much more meaningful way than the lip service of today.”

  We are already seeing this phenomenon play out. Social media, for instance, has made all of us our own media brands. So it’s not outlandish to believe that we will also see more, not less, of this in the labor market.

  But what I started thinking about is how this changing relationship between business and labor will ultimately manifest itself in our cities. 

  If we are indeed shifting toward a fluid and dynamic labor market where not only do people switch jobs more frequently, but they have their own signposts, then I have got to believe that urban density will only become more important. We’ll all need to be “plugged in” to the market – both online and offline.

  But what are your thoughts? I think this could make for an interesting discussion in the comments.

  2016.11.18

• New political support for laneway housing

  There’s some great news in the Toronto Star this week.

  (Thank you Mike for bringing this to my attention.) 

  Two councillors – Mary-Margaret McMahon and Ana Bailao – have come out in support of allowing laneway housing in Toronto. Some cities call them detached accessory dwelling units (DADUs). 

  If you’re new to laneway housing, check out this post and this post (both are 2+ years old). I’ve been on this horse for over a decade.

  Because going beyond their small space cool factor, laneway housing has the potential to fundamentally alter the housing supply constraint that I wrote about a few weeks ago – namely the yellowbelt. It’s a way to gently allow for new housing, while at the same time preserving the character of our “stable” neighborhoods. 

  And frankly, I can’t think of any other way to add new ground related housing at any sort of meaningful scale within the city limits – not unless we’re willing to give up the “stability” of our neighborhoods. So this is it.

  If you’re on the same page, I would encourage you to reach out to Councillor McMahon and Bailao and let them know that. There’s also a public workshop scheduled for Monday, December 5th at 7pm at the Evergreen Brick Works (550 Bayview Avenue).

  2016.11.16

• The spatio-temporal hierarchy of urban form

  

  I was recently introduced to the work of Brenda Case Scheer – specifically a journal article she wrote called The Anatomy of Sprawl. If you’re the kind of person who enjoys geeking out about cities, this is for you. (Thank you Oliver.)

  What she does in the article is break down the various components / layers of a city according to the rate in which they change. Her “spatio-temporal urban hierarchy” includes: site (slowest rate of change), superstructure, infill, buildings, and objects (fastest rate of change).

  The way to think about this is that the bottom layers of a city – the paths and roads we have chosen to establish – are incredibly persistent. They don’t change all that often.

  On the other hand, buildings do change. Old ones get demolished. New ones get built. There’s a cycle. They too probably feel pretty persistent in many cases, but in comparison to our roads, they change far more frequently.

  The reason why all of this has bearing is because the paths we choose to carve out at the very beginning will ultimately dictate the kind of city that gets built and rebuilt over time.

  The rectangular grid of Manhattan was planned out in 1811. Central Park was missing from this original plan, but it did establish the street network and ownership lots that are now so central to the identity of New York City. That was a 200+ year decision.

  It seems to have worked out just fine for New York. But what if you’re in a position where the existing street network is viewed as failing and/or inappropriate for the future success of the city? 

  Well that’s where things get interesting. Now you need to dig down to some of those base layers and work on changing the (frequently) unchangeable. 

  2016.11.12

• World’s best city brands

  Resonance Consultancy – they do brands and strategies for places and products – has just released a new report called: World’s Best City Brands – A Global Ranking of Place Equity.

  With all of these sorts of rankings, it really depends on the research methodology being used and the rigor in which it is being applied. In this case, they evaluated each city based on “six pillars of equity”:

  1. Place: Perceived quality of a city’s natural and built environment
  2. Product: A city’s key institutions, attraction and infrastructure
  3. Programming: The arts, culture and entertainment in a city
  4. People: Immigration and diversity of a city
  5. Prosperity: Employment, GDP per capita entertainment in a city and corporate head offices
  6. Promotion: Quantity of articles, references of a city and recommendations online

  What’s perhaps unique about this study is that it combines measurable statistics with “visitor perception metrics” – data that they mined from social media. Here’s an excerpt from the methodology page:

  “Our team became interested in the way visitors and citizens themselves influence the identity and perception of cities. Increasingly, they do it through their evaluation of experiences on social media and via the comments, images and reviews they share with family, friends and people around the world. These opinions and attitudes, much more than traditional marketing, influence the way people perceive places today.”

  This is a fascinating shift for city brands and is something that we have discussed before on this blog. All of us are now involved in telling the story of the places in which we live and visit.

  The entire report is well done and worth a read. It’s also a free download (you’ll need to enter your contact info). But below are the top 10 world’s best city brands. Not really any surprises for me. What about for you?

  

  2016.11.08

• Place is dead anyway

  

  Aaron Renn has a few observations up on his blog from a recent trip to San Francisco. Number 2 is as follows:

  “A curiously low energy city.  It’s tough to judge any American city’s street energy after living in New York, but San Francisco felt basically dead. Tourist areas around Union Square and the Embarcadero were crowded, and the Mission on a Friday night was hopping, but otherwise the city was very quiet. Haight-Ashbury was nearly deserted and many neighborhoods had the feel of a ghost town. It’s very strange to be walking around a city with such a dense built fabric but so few people.”

  I feel this way every, single, time, I visit San Francisco. I love San Francisco, but outside the main draws, the city feels eerily quiet. I have never understood why that is the case.

  This is something that I am sensitive to because I find it even impacts my own energy levels. For instance, Sundays in Toronto often feel too quiet for me. Fewer pedestrians. Slower drivers. Our collective metabolic rate slows down.

  I love the hustle of a busy city.

  2016.11.06

• Total work of art

  

  I toured 56 Leonard Street in New York today. The only picture I have on my phone is the above photo of the lobby. The rest of the photos are on my Fuji and so they’ll make their way to my Instagram over the coming days. 

  There’s lots that has already been said about the architecture of 56 Leonard, but one thing I wanted to point out was this idea of a “total work of art.” The German word for this: Gesamtkunstwerk. I’ve written about this before, here.

  With many/most development projects, there will be a separate architect and a separate interiors firm. There’s absolutely nothing wrong with this approach, but it could lead to a disconnect between the exterior and interior. Or at least, some architects will tell you that.

  In the case of 56 Leonard, the architect (Herzog & de Meuron) also designed all of the interiors – right down to the kitchens, the sinks and tubs, the light fixtures, and likely a few other things. Hence the “total work of art.”

  It’s incredible to see what happens when you have one design sensibility brought to an entire project. 56 Leonard is beautiful. For the rest of the photos, make sure to follow me on Instagram.

  In case you’re wondering, the condo prices in the building run between $3,500 and $5,000 psf. One of the penthouses recently sold for USD$47 million.

  2016.11.04