Brandon Donnelly — Daily insights for city builders. Published since 2013 by Toronto-based real estate developer Brandon Donnelly. — Page 723

A recent market report from Zillow has found that urban and suburban housing markets in the US haven't actually diverged all that much as a result of this pandemic. Despite what you might be reading in the news, Zillow's national listing data does not seem to suggest that an urban exodus might be underway. Suburban and rural home listings are seeing about the same attention (views) as they were last year. And the rates of appreciation seem to be holding. As of June, annual home value growth was 4.3% for urban areas and 4.1% for suburban areas.

There are, however, some exceptions and local nuances. Rents in urban zip codes have fallen more compared to their suburban counterparts. This seems to make intuitive sense given that I would have expected demand to be less from young professionals, students, and immigrants. Many cities probably also saw a bunch of their short-term rental inventory flip over to the long-term rental market (how much, I don't know). But my view is that this will prove to be a short-term phenomenon.

There are also some markets that have performed quite differently. San Francisco is one of those cases. The city proper has seen home prices fall 4.9% and inventory (listings) increase by 96% year-over-year. This is a massive outlier. If I were to speculate as to why this is the case, it would be that (1) this was brewing even before COVID-19 and (2) the tech community is perhaps more convinced of this whole working from home thing. Why remain in expensive San Francisco? It'll be interesting to see how this plays out. For a full copy of Zillow's urban-suburban market report, click here .

Image: Zillow

Frederic Filloux publishes a regular newsletter called the Monday Note. It's generally all about tech and new emerging business models. His latest post, called " Code, on wheels ," is about Tesla and the software revolution that is currently underway in the car industry. And it's a good reminder of just how unique Tesla appears to be as a car company and how software is bound to infiltrate all aspects of our economy. Already you're hearing people make a distinction around "pure" software companies. This is necessary because of how ubiquitous it has become.

Here is a a longish excerpt from Filloux's article:

But the ultimate leap in value will be the creation of an application ecosystem. The limit will only be the imagination of app creators. As an example, airport operators are likely to develop apps to manage car traffic and passenger flows. Here is a use case: Your flight departing from San Jose Airport leaves in an hour. Your dual app system — one in your phone, the other in the car — checks the flight status, the gate, and the traffic. It notifies you when it’s time to leave. Once in the vicinity of the airport, the app guides you to the parking space nearest to the gate. An alternative and slightly more futuristic scenario involves you dropping your car in front of the terminal, then letting the autopilot send the car to the long-term parking lot a few miles away ( this will soon become feasible as geofenced environments such as airports will be well-suited for Level 4 autonomous driving ).

Again, this implies major changes in the way car software is currently handled. These scenarios require the car and the phone apps working seamlessly, exchanging data in real-time with the airlines, the airport, the navigation system of the car, the parking infrastructure, and eventually, the autopilot. We are not there yet, but by that time, the dust will have settled: either carmakers will have developed their own OS — along with the SDKs to foster the development of third-party apps — and/or, tech giants will have taken-over, leveraging their current market positions in the phone sector to impose their own norms . I always thought that Apple had that in mind when it hired legions of engineers for its Titan project and filed applications for self-driving cars to the California Department of Motor Vehicles. I doubt that they completely gave up on the idea of replicating what they achieved for the 500 billion smartphone market with the 3 trillion dollar car sector.

There are many in the planning world who are quick to dismiss autonomous electric vehicles as being more of the same. They're still cars, right? For better or for worse, the internal combustion engine was massively transformational to cities -- just as previous advances in transportation were. But what comes next is still mostly unknown because, even if you assume that autonomy is a foregone conclusion, it's unclear how this and an app ecosystem could change how "cars" function in our cities. What will be the spatial impacts?

It is, however, clear to me that when things do start to really change, it will be because of software.

Photo by Jannis Lucas on Unsplash

Toronto has more people living in apartments than not. Looking at 2016 census data , the City of Toronto has about 1,112,930 occupied private dwellings and the breakdown between apartments (both lower and higher than 5 storeys) and grade-related housing is roughly 60/40. If you look at what's been built more recently , the split is closer to 80/20. From 1996 to 2014, about 78% of all housing completions in the city were condominiums/apartments.

So what is obvious to me is that the City of Toronto is becoming more dense, rather than less dense, and that family housing is destined to become more urban. As of 2011, there were 10,145 more families with children living in apartments/condominiums in the city compared to 15 years earlier. By comparison, the number of families with children living in low-rise housing remained more or less flat over this same time period.

Of course, what this data doesn't speak to is the number of people and families that may have opted to leave the City of Toronto for the suburbs -- driving until they qualify for the kind of housing product that they would like to consume. The number of children living in higher density housing might be increasing within the city, but we probably shouldn't ignore the pull toward the suburbs that still exists during family formation.

Cities around the world are working to make their urban environments more suitable to families and young children. Here in Toronto we have something known as the Growing Up Guidelines. But the focus seems to be largely on design considerations -- think playrooms and stroller-friendly foyers. That's crucial, but it's not everything. There are also very real economic realities to consider.

The average price of remaining condo inventory in the Greater Toronto Area last quarter was nearly $1,100 psf . That puts a family-sized 1,000 sf suite at $1.1 million -- and a lot more if you're in a central neighborhood. The average would be closer to $1.5 million downtown. Obviously not all families can afford this. So there's an affordability challenge. It's one thing for the critics to say that developers should be building larger suites, but the market needs to be there.

Another consideration is that of financing. Most developers rely on construction financing in order to build their projects. And in order to build a new condominium, there is typically a requirement to pre-sell a certain number of suites (revenue is the actual governor). This is generally a lot easier to do with smaller suites and with investor suites because these buyers tend to be more comfortable waiting out construction.

Families, on the other hand, usually have a more immediate time horizon. It's harder to forecast when the need will arise and it may not be financially viable to do that pre-emptively. And so I would argue that in addition to having an affordability challenge, we also have a financing structure in place that biases the type of homes that get built. There are, of course, advantages to this model. Pre-sales are a way for lenders to mitigate risk. It helps to ensure that the market doesn't get ahead of itself. But there are side effects.

Despite all this, we are seeing more families with children in higher density housing. Anecdotally, I see it happening in elevators with the number of strollers. This trend is destined to continue, but the winds are not entirely at the back of this shift.