Tag: urbanism

• Is the world urbanizing or suburbanizing?

  

  The Economist recently published an essay called, A Planet of Suburbs – The world is becoming ever more suburban, and the better for it. The argument is basically that the “great urbanization” that everyone loves to talk about these days is actually a misnomer. From Chicago to Chennai, it’s not the urban core that’s growing. It’s the suburbs. And so what we’re seeing should actually be called the great suburbanization.

  The basis for this argument is that wealth fuels sprawl. As people become richer, they naturally consume more of everything – including space. It’s a natural market outcome.

  Take for example, the path of many of Toronto’s ethnic groups. In the first half of the 20th century, College Street was the Little Italy. Then it shifted north and St. Clair Avenue West became the more authentic Little Italy. Today, many Italians now live north of the city in Woodbridge. In fact, last weekend I was on St. Clair West and was disappointed to learn that one of my favorite butchers had closed up shop and “moved to Woodbridge.”

  However, there are also many supporters of the exact opposite outcome. From Edward Glaeser to Alan Ehrenhalt, many have argued that we’re in the midst of a “great inversion.” The suburbs are no longer a threat to urban centers. It’s the urban centers who are threatening the suburbs. The suburbs are dead. Long live the city.

  So which is it?

  Well, The Economist does cite two examples where true urbanization is actually taking place. It’s happening in Tokyo and London. In both cases, it’s the city center that is growing the fastest – not the suburbs. The explanation for Tokyo is its aging population. And the explanation for London is its restrictive greenbelt, which effectively stops the possibility of any further sprawl.

  Here in Toronto – where there is also a greenbelt in place – we know that the population of the downtown core is growing at an incredible pace. A recent report by the city – called Comprehensive to the Core – revealed that the downtown core is growing at 4 times the rate of the rest of the city.

  But what about the suburbs?

  If we look at the province of Ontario’s growth projections, it is indeed the suburbs which are expected to grow the fastest up until 2036. Here is a diagram showing percentage growth rates:

  

  In absolute numbers, the city of Toronto alone is expected to add about 0.66 million people between 2012 and 2036, and the suburbs are expected to add almost 1.9 million.

  There are a number of potential explanations for this differential, but I think it’s largely because land is cheaper in the suburbs, it’s easier to add new housing supply, population densities are lower, and we’re talking about very different land areas.

  The city of Toronto is 630 square kilometers. If you tack on the suburbs, the Greater Toronto Area is 7,124 square kilometers. That means Toronto makes up less than 9% of the total land area. And yet it is expected to contribute 25% of the region’s population growth. 

  Still, the suburbs are where the bulk of the population growth is expected to happen over the coming decades.

  However, the “great inversion” that authors like Alan Ehrenhalt have been talking about should not really be interpreted as the death of the suburbs. What he’s instead talking about is a socioeconomic or demographic reversal: center cities used to be poor and now they’re becoming rich.

  Here’s how he put it:

  What we are seeing is a reversal in which the words “inner city,” which a generation ago connoted poverty and slums, [are going to mean] the home of wealthier people and people who have a choice about where they live, and the suburbs are going to be the home of immigrants and poorer people. And Census figures show that that’s taking place.

  In this context, we are still living through the great urbanization. We’re seeing a shift in consumer preference and a shift in where wealth is choosing to locate. That’s a profound change.

  And while we’re obviously still suburbanizing, I don’t agree that we’re better for it. In fact, left unchecked, this demographic inversion could actually prove to be quite damaging to our suburbs.

  Image: Flickr

  2014.12.09

• The ultimate Toronto transit map

  

  If you live in Toronto and only give serious thought to one thing today, it should be to this interactive transit map created by Metro.

  The map shows all existing, planned, and proposed transit lines in the city, and then overlays population densities, commuting patterns, household income, and so on. It’s a super valuable map that I think reveals a lot about how we should be focusing our energies to get Toronto moving.

  So what sorts of things does it tell us? I’ll give 2 examples.

  If you look at commuting patterns across the Bloor-Danforth subway line, you’ll see that Runnymede station in the west is where people switch over from taking transit to driving. People west of that station tend to drive. Naturally, it also happens to coincide with where population densities start to fall off.

  By contrast, if you look at the east side of the city along the Danforth and beyond, the entire stretch more or less relies on transit to get around. Part of this likely has to do with income levels, but it’s also because of the availability of the Gardiner Expressway. There’s no equivalent in the east end. Dylan Reid of Spacing Magazine believes this makes a case for some sort of road pricing along the Gardiner, and I would agree.

  As a second example, look at the population densities along the proposed Downtown Relief Line, Finch LRT, and John Tory’s SmartTrack line. Outside of the core, the population densities are relatively low along the proposed SmartTrack line – which is never a good thing for rapid transit.

  There’s also no Sherbourne station on the SmartTrack line, which happens to have the highest population density across the entire Relief Line – 22,131 people per square kilometre! That’s more than any other stop along the Yonge-University subway line except for Wellesley station.

  I’ve written about this a lot before, but I think we need to do a better job of matching up transit investment with expected customer demand. Too often we let politics get in the way of rationale decision making. Maybe it’s time we did something like set minimum population densities. If you want a subway line in your area, you have to first bring the people.

  What else does this map tell you?

  2014.12.06

• A video and conversation about laneways

  Two weeks ago I gave a brief presentation at The Laneway Project’s inaugural summit here in Toronto. I then wrote about it here on ATC.

  At the time, I wasn’t sure if the event was being filmed or not, but it turns out it was. So here is my presentation from the event. It’s just over 7 minutes. Click here if you can’t see it below.

  [youtube https://www.youtube.com/watch?v=vdMNC1BtUz8]

  If you’d like to see the other 5 presentations and the Q&A session, click here. 

  Following the event, I was also interviewed by a radio show out of Calgary called Space + Place. If you are really into laneways and would like to listen to that as well, go here.

  I’ve said this before, but I’ll say it again: I continue to be amazed by how much interest there is — both here in Toronto and elsewhere — in laneways. They may be overlooked today, but that’s going to change. It’s inevitable.

  2014.12.03

• Community building on the east side of downtown

  

  Yesterday evening I went to the Toronto Christmas Market in the Distillery District. I had actually never been before, but it was something that I had been meaning to check out for a few years now. And it was wonderful. If you’ve never been, I would highly recommend you go. This past weekend was the opening weekend and it runs all throughout Advent until Sunday, December 21st.

  For those of who might not be aware, the Christmas Market festivity is a longstanding tradition that originated primarily in German-speaking Europe. Accounts of a “December market” were found as early as the end of the 13th century. The Toronto Christmas Market is a slightly more recent tradition (it’s only about 5 years old), but it was already selected as one of the world’s best.

  But Christmas carollers and hot toddies aside, the Market is also a fantastic opportunity to see the Distillery District in all its glory. Every time I visit the Distillery, I can’t help but feel how lucky we are to have a district like this in the city. The architecture and scale of the place is incredible and – alongside the Toronto Islands and Kensington Market, sometimes – it’s pretty much the only car free zone we have.

  However as someone who lived near the Distillery District in its early days, I remember how much of an “island” it was when it first opened. It felt disconnected from the rest of the city and the only way to get people there was to hold a special event. The retailers and galleries struggled and many didn’t last.

  With all the condos that have been built, literally on top of the neighborhood, that has changed dramatically. Today the area has become much more balanced as a mixed-use community. But the real tipping point, I think, will come next year when Toronto hosts the Pan Am Games and the West Don Lands neighborhood starts to come online just to the east of Cherry Street.

  

  Now all of a sudden the Distillery District won’t feel like the edge of downtown anymore, it will feel more like the middle of it. As my friend Alex Bozikovic of the Globe and Mail pointed out to me this weekend, the Pan Am Games are going to put the east side of downtown on people’s radars. And I would completely agree. Once that happens, the Distillery District will finally start to reach its maximum potential.

  2014.12.01

• People in big cities walk faster

  

  One of the most interesting things about cities is that as they grow their “urban metabolism” also tends to increase. People become more productive. Economic output increases. It becomes easier to hail a cab (which is a test I like to use). And, according to this recent article by CityLab, people walk faster.

  Yes, research has shown that there’s a correlation between population size and the speed in which people walk. And some of the studies go as far back as the 1970s – like this one from psychologists Marc and Helen Bernstein:

  

  In many ways, this makes intuitive sense. Life in the big city is a fast paced one. But why exactly do people start literally walking faster? The most probable answer seems to be, quite simply, that time is money. Subsequent research from the 1980s and 1990s has revealed that the best predictor of fast walking is economic output.

  When a city grows larger, they wrote, wage rate and cost of living increase, and with that the value of a resident’s time. As a result, “economizing on time becomes more urgent and life becomes more hurried and harried,” Walmsley and Lewis suggest. (Source: CityLab)

  The first thing that crossed my mind when reading all of this is that there must be some sort of upper limit. Humans don’t just keep walking faster and faster as the city in which they live in grows bigger. If that were the case, the mega cities of the world – such as Tokyo – would have people sprinting around all the time. But that’s obviously not the case.

  So this is a topic that could probably use some more data. And I would imagine it would be a lot easier to collect today given that we all now walk around with mobile sensors in our pockets (our smartphones). And pretty soon we may have mobile sensors on our wrists (smart watches).

  I would certainly like to see more data on this. The idea of an “urban metabolism” has always interested me.

  Image: Dundas Square, Toronto via Flickr

  2014.11.30

• 5 city builders who read Architect This City

  

  A few weeks ago I wrote about showcasing the Architect This City community. The idea was that there are lots of interesting and talented people who subscribe to this blog, but that there’s no scalable way for me to connect with everyone.

  So I wanted to provide an opportunity for you to share a bit about yourself on this blog. I could selfishly learn more about the kinds of people who read ATC; you and/or your company could benefit from a bit of exposure; and you all could get the opportunity to connect with one another.

  I didn’t get quite as many responses as I thought I would — which is partially why it has taken me so long to write this post — but I did get a lot of positive feedback on the idea. So I’m excited to share 5 of the people and companies that did respond.

  Darren Davis @ Auckland Transport (Auckland, New Zealand)

  Proudly car-free Principal Public Transport Planner, and arch transit nerd, at Auckland Transport. Auckland Transport is in the midst of the biggest redesign of the city’s public transport system since the introduction of electric trams in 1902. We are taking a once-in-a-generation opportunity to reimagine public transport by going back to first principles, in an exercise inspired by Human Transit and strongly influenced by its author, Jarrett Walker. 

  Travis Goodhand @ Entuitive (Calgary, Canada)

  We are a consulting engineering practise — structural, building envelope, restoration, and special projects & renovations — bringing together engineering and intuition to enhance building performance. Entuitive is creative, collaborative, and advanced.

  Taya Cook, Development Director @ Urban Capital (Toronto, Canada)

  We develop forward thinking condominiums with a focus on urban location, fantastic design and superior customer experience. I work there. Really B, do you need more reasons for awesomeness?

  Sara Parratt-halbert @ South Yorkshire Forest Partnership (Sheffield, UK)

  Currently managing a Europe-wide €4m ERDF funded project, ‘Stimulating Enterprising Environments for Development and Sustainability’ (SEEDS).  SEEDS is working with 8 partners across 6 countries towards establishing acceptance of the temporary use of abandoned places and spaces as an integral part of longer term planning.

  Cynthia Mykytyshyn @ Urbanspace Gallery (Toronto, Canada)

  Urbanspace Gallery is a unique venue, dedicated to diverse exhibitions and events that explore how cities work and how we might improve them. Our purpose is to present issues related to community, public space, housing, transportation, planning, governance, and sustainability (among others) in order to further the discussion about our own city and others around the world, while fostering a space of learning and reflection.

  Most of the people who responded were from Toronto and Canada. And that’s not surprising given how local a lot of my content is. Half of the ATC reader base is currently from Canada.

  

  But I did also get emails from many other places all around the world. It always amazes me to see where people are reading from. My only wish is that I could learn more from them (you). So drop me a line. I hope to do another community profile sometime soon.

  Many thanks to everyone who responded!

  Image: How Does Your Neighbourhood Grow? (Urbanspace Gallery)

  2014.11.28

• A revolution in personal mobility

  

  In the spirit of Startup Weekend, I thought it would be interesting to go back in time and pretend to pitch one of the most disruptive innovations of the 19th century: the automobile.

  Typically pitches start by first outlining the problem. The idea is to make your audience aware of the pain point, so that they feel excited when you ultimately pitch your solution.

  In the case of cars, the incumbent technology would have been horses. So I can imagine somebody standing up and talking about how horses are slow and how they drop stinky poo all over our city streets. And that the time has come for a revolution in personal mobility! Enough of this crap! 🙂

  But while many of us probably can’t imagine a world without cars, try and put yourself in the shoes of somebody at the end of the 19th century who can’t imagine a world without horses. And then think about all the things we have subsequently done to make cars thrive:

  • We paved roads and created networks of freeways.
  • We invented rules of the road to ensure that people were operating these new devices properly.
  • We created a licensing system to ensure that anybody who was operating a car was doing so relatively safely and following the rules that had been created.
  • We created schools that taught people how to be better drivers.
  • We started insuring cars for when accidents inevitably happened.
  • We started having to accept fatal car accident and pedestrian deaths.
  • We built networks of gas stations. As of 2004, there were 168,000 retail locations selling gas in the United States.
  • We had to give over large land masses to parking. In fact, we reorganized entire cities so that the car could be better accommodated.
  • And we setup government transportation divisions to make sure the needs of the car were always being met.

  This is a long list of things we had to do to make cars possible and I’m sure there are many others that I have missed. Today, we all know how disruptive cars have been and we’re certainly questioning many of the things we have done. But we also accept this list as being largely normative.

  However, before they were the norm, they were insurmountable challenges. How will we teach everyone how to drive these new cars? How will we minimize accidents? How will we make it easy for people to refuel their cars? Where will people store them when they’re not using them?

  There were a lot of moving parts to figure out. 

  Which is why people like Paul Graham have argued that the best ideas almost have to live in your unconscious mind. Because your conscious mind would simply reject them as viable options as soon as you started thinking about all the required moving parts. I guess that’s why they say there’s a very fine line between crazy and brilliant.

  Image: Benz Velo

  2014.11.25

• Laneway summit post-mortem

  

  Last night was The Laneway Project’s inaugural summit here in Toronto. And I think it was a huge success. This is what the crowd looked like (don’t forget to check the upstairs balcony area):

  This is what over 350 people who #lovethelaneways of Toronto looks like! Amazing night. #athiscity pic.twitter.com/ywMOKX6bYD

  — Brandon G. Donnelly (@donnelly_b)

  November 21, 2014

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  Over 350 people showed up to fill The Great Hall at Queen West and Dovercourt. It was absolutely incredible. To be honest, I initially thought that it would end up as a small group of city geeks. I mean, it was a summit to effectively talk about back alleys.

  But it turns out that there are a ton of people in this city who are passionate about rethinking our urban fabric and finding new uses for these underutilized public spaces. And that’s both really encouraging and exciting. Many thanks to everyone who came out!

  The Laneway Project team did an incredible job spreading awareness and, given the success of this initial summit, I can only imagine where this initiative will end up in the future. So a big congratulations to Mackenzie Keast, Ariana Cancelli, and Michelle Senayah for making this happen.

  I’m not sure if the event was filmed or not, but hopefully it was and it’ll be made available online. But in the event that it wasn’t, I did want to share one question that the panel got during the Q&A session after our presentations.

  The comment made was basically that Toronto will never be Sydney, Melbourne, or Seattle when it comes to our laneways. They have a temperate climate and we don’t. So while it’s nice to show great pictures of their laneways, it’s just not going to happen here.

  And that really pissed me off.

  So I responded by saying that I disagree. Saying that we’ll never be Sydney or Seattle is capitulating. There are many months of the year where it’s beautiful outside in Toronto, so just because we have a winter doesn’t mean we should throw our hands up in the air and give up.

  I then went on to argue that the fact that we have a “shorter season” should be all the more reason that we need fantastic outdoor and public spaces. For the months of the year where it’s beautiful outside, we should be maximizing our enjoyment!

  I hope many of you agree as well. Happy Friday all 🙂

  2014.11.21

• Does urban authenticity matter?

  

  After yesterday’s post on Belval in Luxembourg, I started thinking more about authenticity. I ended the post by talking about some of the industrial elements – blast furnaces and so on – that will be preserved in the neighborhood and argued that those types of things are great for creating a sense of place. But I also said that it’s always better when those things are authentic.

  But what does it mean to be authentic? What if some savvy developer created new blast furnaces and inserted them into their new neighborhood in order to simulate the feel of an old industrial steelworks? Would that change how you felt about the space and area?

  Another example is Intrawest’s ski resorts. Intrawest is quite famous for creating attractive ski villages that give you the impression of being in some old European mountain village. They include a mix of uses and many people visit them even if they don’t intend to ski. But does it matter that it’s not really an old European ski town or that many of them look the same?

  Clearly, in both of these examples, one is more “authentic” than the other. But all that really changes is the story. In one case, you get to tell yourself, and others, about an old steel mill that used to be where you now have your Scandinavian desk and Retina display MacBook. And in the other case, all you get is a simulacra or imitation of some blast furnace thing.

  While this may seem immaterial to some, I don’t think it is. I’m not saying that customers always demand 100% authenticity. We don’t. But let’s not forget how much we all love a great story.

  Image: Belval (Fräntz Miccoli)

  2014.11.19

• Belval: From Luxembourg’s largest steelworks to mixed-use community

  Early this morning, before the sun even came up here in Toronto, I had a video conference call with a sharp and talented entrepreneur in Luxembourg. His name is Fräntz Miccoli and he’s working on an interesting startup called KonnectR.

  The idea is to create a platform to connect with new people at any point in time and wherever you might happen to be. It may sound like a “hook-up” app, but that’s not the intent. He came about the idea while traveling and looking for other smart and engaging people to hang out with.

  When we started the video conference call this morning, I showed him my window so that he could see the sun just starting to rise. He then showed me his coworking space, which made it seem like he is working out of an old industrial steel mill. Turns out, he is.

  The area of Luxembourg he’s working out of is called Belval, which is a neighborhood in the west end of the country’s second largest city, Esch-sur-Alzette. The neighborhood used to consist of the largest steelworks in the country. But with the decline of steel production in Luxembourg, the area fell into decline. Today, it’s being reborn as a 21st century mixed-use community.

  The developer behind the project is called Agora. And the site – equal to about 120 soccer fields – will house everything from residences and offices to shopping and cultural institutions. The University of Luxembourg has also centralized their campus in the new neighborhood. Having institutions “anchor” a community is becoming quite common for urban renewal programs. Here in Toronto, we did a similar thing with George Brown College along the waterfront.

  To give you a better sense of the transformation taking place in Belval, here’s a streetview photo from 2009:

  

  Here’s another one from the same intersection in 2013 (notice the same tower in the background):

  

  And here’s an aerial view from 2010:

  

  I’m always fascinated by urban renewal projects of this scale because it so clearly speaks to the evolutionary nature of cities. Industries die. Businesses disappear. And new uses need to be found. In this case, the area has gone from steel production to tech startups. That’s not surprising.

  But at the same time, I think it’s important that we don’t completely erase the past. Here, I think it’s great that they’re preserving some of the blast furnaces and other industrial structures. It gives the area character and a sense of place – which is oftentimes hard to manufacture and always better when it’s authentic.

  2014.11.18