Brandon Donnelly — Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly. — Page 214

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.

By some measurements, cement production alone is responsible for about 8% of human-caused carbon dioxide emissions every year. And so there is an imperative to find suitable low-carbon alternatives. Here is what is currently happening in the US ( via Grist ):

On Tuesday,  Terra CO2 Technology  was picked to receive a $52.6 million federal grant to build a new manufacturing plant just west of Salt Lake City. The company  has devised a method  that turns common minerals into additives that can help replace Portland cement — a key component in concrete, and one of the most carbon-intensive materials in the world.

In addition to this new facility, the company is set to start construction on its first plant in the Dallas-Fort Worth area:

The project is expected to break ground in January 2025 and begin shipping out materials by late summer 2026, Yearsley said. The facility will be capable of producing up to 240,000 metric tons of SCM [supplementary cementitious materials] per year when completed, or enough to serve roughly half of the local metropolitan market.

And all of this is part of a broader initiative by the US Department of Energy:

The Utah facility is  one of 14 projects  provisionally selected this week to receive $428 million in total awards from the U.S. Department of Energy’s Office of Manufacturing and Energy Supply Chains. The initiative, which is funded by the Bipartisan Infrastructure Law, aims to accelerate clean energy manufacturing in U.S. communities with decommissioned coal facilities. Officials said the projects are expected to create over 1,900 high-quality jobs across a dozen states.

For the rest of the article, click here .

Here's what we know :

In the mid-20th century, the US made a pivotal choice that shaped its cities, economy and lifestyle. It chose highways and cars over public transit. At the time, this seemed like the future: the freedom of the open road, the allure of suburban living, and the booming post-second world war economy all converged to push America towards a car-centric culture.

The Federal-Aid Highway Act of 1956 cemented this vision, unleashing a highway system that encouraged suburban sprawl, fuelled the automotive industry and sidelined public transit. Rail systems were seen as relics of a slow, industrial-era technology ill-suited to America’s postwar aspirations. The car was king. 

But this congested system is breaking. In 1950 about 30 per cent of the world’s population lived in cities. By 2030 this is expected to reach 60 per cent. Infrastructure cannot keep up with this growth. An increase in cars further reduces street capacity.

What we don't have a clear consensus on, though, is the path forward. Is it more highways? More public transit? More bike lanes? Or will autonomous vehicles finally arrive and bail us out? The answer will depend on who you ask.

In this recent opinion piece , venture capitalist Vinod Khosla makes the case for something else: personal rapid transit systems (or PRT). Conveniently, he also happens to be an investor in one -- a company called Glydways .

The promise is an on-demand mass transit system that offers the convenience of a personal car, but with the capacities and price points of public transit. And it is based on small autonomous vehicles riding in their own dedicated lanes.

Each lane only needs to be 1.5 meters wide, which is less than the 2.3 meters that the Dutch see as the ideal width of a one-way bike lane . And with this, the company claims that it can reach capacities of up to 10,800 people per hour.

To further put this into perspective, the standard width of a two-way parking drive aisle here in Toronto is 6 meters. So this would mean that each drive aisle could, in theory, have 4 lanes dedicated to these "Glydcars." That's how narrow they are.

Here's a video of them in operation:

https://youtu.be/UNEbH4pDOts?si=qkHONKWwnhyOvbLN

This, of course, isn't an entirely new idea. You might remember that Masdar City in Abu Dhabi claims to have opened the world's first PRT system in 2010 -- a 1.4 km line with only two stations. That said, Glydways has already been awarded three projects in the US . So for fun, I think I'll keep an eye on them.