Brandon Donnelly — Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly. — Page 242

In 1620, an Englishman by the name of Edmund Gunter invented a land surveying device known as Gunter's chain . As the name suggests, it was an actual chain (see above). Each chain contained 100 links and, when fully extended, it measured 66 feet.

This was a monumental innovation as it greatly simplified land surveying and made it a lot easier to measure out acres -- especially if you maybe weren't great with math. So it is perhaps no surprise that this simple device forever changed our cities.

But first, here's the only math you need to know:

Number of chains x number of chains / 10 = number of acres

For example:

A lot measuring 66 feet by 66 feet would mean it has an area of 4,356 square feet, or 0.1 acres (1 acre = 43,560 square feet). It would also mean that this lot measures 1 chain by 1 chain, or 1 square chain. Take 1 square chain and divide it by 10, and you arrive at the same 0.1 acres.

Similarly, a lot measuring 660 feet by 660 feet would mean it has an area of 435,600 square feet, or 10 acres. Using Gunter's chain, this lot is 10 chains by 10 chains, which equals 100 square chains. Divide 100 square chains by 10 and you arrive at the same 10 acres.

Put differently, 1 acre equals 10 square chains in Gunter's system.

Because of its simplicity and utility, the chain became a statutory unit of measurement in England by the 1670s . And as a result, it spread throughout the British Empire, meaning it started to influence how new cities were being planned and laid out.

Let's look at the example of Salt Lake City.

We have spoken before about the city's famously large blocks. They have the dubious distinction of being the largest in the US. But what you may not have noticed is that the typical SLC block measures exactly 660 feet x 660 feet. Its typical streets are also 132 feet wide.

This is because of Gunter's chain. These are 10-chain x 10-chain blocks and 2-chain streets.

The same is true of other cities. Looking on the other end of the spectrum, Portland's compact street grid is comprised of blocks that measure 198 feet x 198 feet. These are, in other words, 3-chain blocks. Its typical streets are also 33 feet wide. So half-chain streets.

Units of measurement have a lasting way of influencing how we plan and design things. This is true at small scales and it's also true of our cities. In tomorrow's post, we'll look more closely at Salt Lake City's street grid and what it does to walkability.

Image: National Museum of American History

Scott Stinson gets a lot right in this recent Toronto Star article about road pricing:

There is a simple tool to combat traffic congestion that has been proven to be effective. There are real-world examples of where it has been deployed to great and long-lasting success. It’s called road pricing. And we seem to be deathly afraid of it.

This is even if the benefits are real and measurable:

Jonas Eliasson, director of travel accessibility at the Swedish Transport Administration, has first-hand experience with the effects of the congestion charge implemented in Stockholm in 2006. Public polling showed two-thirds of voters were against the road-pricing plan before it was introduced in a pilot program. A local politician called it the “most expensive way ever devised to commit political suicide.” But after it began, Stockholm traffic levels dropped by 25 per cent, more than double initial estimates. In a subsequent referendum, Stockholm residents voted to adopt the congestion charge permanently.

There are lots of reasons why road pricing is commonly opposed, but at the end of the day, it works, and we know all too well -- especially here in Toronto -- that the status quo sucks:

“Over the years, transportation economists and planners have pointed out that there really is no other solution to traffic congestion than more efficient pricing,” he said in an interview. “So every time somebody said ‘No, I don’t want road pricing or congestion pricing,’ they’re actually saying, ‘I want traffic congestion.’”

I've been writing about this topic for almost as long as I've been writing this blog. So at this point, I think we just need to run a pilot. No more studies and reports. No more protracted debates.

Let's try it out and see how many people prefer (1) less traffic congestion and (2) more money for alternative modes of transport.

We are into the final push at Parkview Mountain House . The radiant tubes are in for the heated driveway and walkway (essential), and the concrete is scheduled to be poured later this week. The kitchen countertops were installed this morning, and the backsplash was templated, with install scheduled for this Wednesday. The finish carpenter is back this week, and then the painters will be coming next week. The appliances and hot tub are also on standby in their respective warehouses and will be delivered to site as soon as the team is ready. As always, things are frenetic. But we're pushing to get occupancy this month. I'm also excited to announce that we just hired an excellent management company. We're in the midst of that onboarding process, and we're looking forward to starting bookings sometime this fall. If you haven't yet added yourself to our list, drop your email over here . We'll be offering a bunch of discounted bookings on a first-come, first-served basis to the people on this list.