Brandon Donnelly — Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly. — Page 191

Good morning. Well, it finally happened.

After decades of delay and negotiations , New York City finally implemented congestion pricing for the area of Manhattan south of 60th Street. This is a first for the United States, and so it's a big deal not just for the city, but for this part of the world. It went into effect yesterday, on Sunday at midnight, so that the MTA could work out any kinks before this morning's rush hour. And apparently everything went smoothly. Drivers are now required to pay $9 to enter the zone during peak hours (5am to 9pm during weekdays). The charge is also expected to rise to $15 by 2031 . Of course, this is a highly contested initiative. Trump is still vowing to kill the program as one of his first acts in office and, as soon as the pricing came into effect, suburban drivers started protesting it in Manhattan. I thought Jarrett Walker had a clever response to this:

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One of the common rebuttals when it comes to things like road and congestion pricing is this one: "yeah, this might work in cities like London which have great transit systems, but it doesn't work in our city because we don't have that and it will unfairly disadvantage those who have no other alternative but to drive." In fact, this exact excuse was recently raised by local politicians here in Toronto. But this is New York fucking City. It has the highest annual transit ridership in North America (beating out Mexico City by nearly 2x) and it has the largest system by total length. According to the 2012-2016 American Community Survey , 85% of people traveling to Manhattan's CBD (I'm assuming lower Manhattan here) also take transit. And only 11% drive a car. So what exactly is the problem here?

This objection also ignores the fact that, generally speaking, congestion pricing has two main goals: (1) to, of course, reduce traffic congestion and (2) to generate money for more efficient modes of transport. In this case, the MTA is hoping this new congestion relief zone will generate up to $15 billion that can then be reinvested in transit and other infrastructure. Demand for roads can also be relatively inelastic in the short term , meaning demand doesn't change all that much as the price moves up and down. This makes it a good place to find money for public infrastructure, but it might mean that $9 is too low to have a dramatic impact on traffic congestion. We will see; I'm sure we'll get some data soon enough.

My prediction is that this will ultimately have an impact on congestion and that people in New York will get over the $9 charge. They'll also come to appreciate the reduced traffic congestion within the zone. So I think this road pricing will stick, and my hope is that it will become an example for other cities in the US and across North America. Congratulations on finally getting this over the line, NYC. It was certainly a hard-fought battle.

Cover photo by Veronika Galkina on Unsplash

I've been reading this book before bed over the last few days. It's about the Wasatch Mountains in Utah, but more broadly it's about how snow works, why and where in the world epic storms happen, how not to get killed in avalanches, and how global warming is impacting our climate. It's written by Jim Steenburgh, who is professor of atmospheric science at the University of Utah and author of the blog Wasatch Weather Weenies . And I'm finding it really fascinating, even if there are limits to how granular I want to get on the science behind stellar dendrite snowflakes.

One of the main questions he answers is, of course, the title of the book: Why is the powder skiing and snowboarding so good in Utah? Is it in fact, the greatest snow on earth? (The State of Utah started using this very successful slogan in 1962 and it made its way onto license plates starting in 1985). It turns out that there's lots of science to support this claim, particularly when it comes to the Big and Little Cottonwood Canyons on the east side of the Salt Lake Valley. This is where you'll find resorts like Snowbird, Alta, Brighton, and Solitude.

Little Cottonwood Canyon has one of the most dramatic snowfall contrasts in the world. At its entrance in the valley, the average annual snowfall is about 100 inches. But drive 7 or so miles into the canyon to Snowbird ( which during a snowstorm can be super treacherous ), and the average annual snowfall increases to over 500 inches. Generally speaking, the average annual snowfall in the canyon increases by about 100 inches per 1,000 feet of elevation gain.

One of the reasons for this is that the terrain surrounding the Cottonwoods is both high and broad, which means that it is exposed to storm flows coming from nearly any direction. During "stable storms", this can also create a blocking front, where storms get caught on the windward side and continue to dump in one place, instead of passing over the mountain. This is one of the reasons why there's this saying: "It doesn't need a reason to snow in Little Cottonwood Canyon; it needs a reason to stop."

Another very snowy place in the world is Japan's Hokkaido Island. In fact, Jim argues that if there's any place that could give Utah a run for its money with the claim of the greatest snow on earth, it's here. Based on historical data, Hokkaido Island has a 90% chance of at least 100 inches of snow in the month of January. This is a lot more than Utah, though snowfall falls off more quickly outside of the peak months.

So statistically, if you want the highest probability of powder snow during the month of January, Hokkaido is the place for you. It also happens to be where we're going for our annual ski and snowboard trip this year . I'll be sure to report back and confirm whether this is true or not.

The last chapter in the book is on climate change and he starts by stating the obvious: global warming is real. The climate of the Wasatch Mountains today is demonstrably warmer than it was when they were mining silver in Little Cottonwood Canyon in the late 19th century. That is bad news for skiing and snowboarding, and already in the Western US, declines in the average snowpack below elevations of 8,000 feet have been observed.

The good news is that there's yet to be a clear and consistent trend above 8,000 feet (at least according to Jim when he wrote the first edition of this book about a decade ago). So stay high up, my friends. If you're interested in this topic, or climate in general, I would highly recommend you check out Jim's book . Or at the very least, his blog . I'm going to take my copy of the book and leave it at Parkview Mountain House the next time I'm there so it's available to everyone who visits. It's fascinating stuff.

Cover photo by Alex Moliski on Unsplash

I was just introduced to a development firm based in Los Angeles called SuperLA. They are focused on sustainably built infill apartments and last year they completed what is the first ever mass-timber multifamily housing project in Southern California . Located at 3520 Marathon Street in Silver Lake and called the "Bungalows on Marathon", the project is 3-storeys (with parking underneath that takes advantage of the slope of the site) and has 9 homes.

Six of the homes are one-bedroom (~660 sf of interior space) and three of the homes are two-bedroom (~1,320 sf of interior space). It's a beautiful project. And because it's LA, all of the building's circulation is outside and tucked toward the back of the site. It's also not a huge site -- my rough Google Map take-offs have it at approximately 12m x 40m. So let's call it the equivalent of two Toronto single-family lots.

Based on suite count, this is similar to the kind of density that you could get in single-family neighborhoods throughout Toronto. However, the built form here on Marathon is decidedly more urban. Despite its horizontality, LA is not as low-density as many might think. For more on SuperLA, here's their website . They've also done a great job with their brand and identity.

Photos via SuperLA