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Kelly McParland: How Toronto built a condo glut amid a housing shortage

Kelly McParland: How Toronto built a condo glut amid a housing shortage

National Post3 days ago
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While agonizing over six-plexes, the city is eagerly filling its crowded core with a bevy of new towers so high they've been accorded their own descriptive. At least eight 'supertall' skyscrapers are in the works, the largest (for now) being the SkyTower at the very foot of Yonge Street on the Lake Ontario shoreline, in a neighbourhood once envisioned as a sort of waterfront oasis away from the downtown crowds, but long-since abandoned to forests of obstructive condo towers and office buildings.
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SkyTower is just the first of six high-rises planned for an address that was previously home to the Toronto Star newspaper, traditionally a campaigner for a 'liveable,' low-rise city, but which decamped last year for a posh location a short distance away.
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At 105 storeys, SkyTower is six storeys taller than 19 Bloor West, another 'supertall' planned farther north at the confluence of Yonge and Bloor, ground zero for high-end shoppers and fashionistas. That structure, in turn, is just down the street and nine metres taller than The One, a much-troubled 85-storey real estate catastrophe that's been through partnership battles, financial crises, creditor protection and high-wire legal warfare in the decade since it was announced as what would then have been the city's tallest condominium building. It's now being revamped and completed by a court-approved builder after failing to attract a buyer a year ago.
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Glitzy as the supertalls may appear, they find themselves thrusting skyward in a market fast plunging in the opposite direction. A survey by research firm Urbanation Inc. reported that a total of just 502 condo units were sold in the second quarter across the entire Greater Toronto and Hamilton region, an area stretching well beyond Toronto itself to include some seven million people.
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That's down 69 per cent from last year, and 91 per cent below the average of the past decade, the lowest levels in 30 years. Only 170 of those sales were in Toronto itself. Meanwhile, 19 Bloor West alone is expected to add almost 1,300 new units when it's completed.
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Don't reach for your hankie just yet, mind. For years now, Toronto condo sales have been largely a game of buy-and-flip. Some 70 per cent of new units went to investors hoping to make a quick profit by flipping the end product once construction ended, or renting it out at eye-watering rates. But rents are falling along with the market glut, leaving investors holding units worth less than they agreed to pay and having trouble borrowing enough to cover the difference. Dozens of developments have been cancelled or delayed as a result, many stuffed with tiny units 400- to 600 square feet in size, built by developers persuaded people would happily attempt to raise families in shoeboxes.
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Anyone old enough to remember when Canadian teams still won Stanley Cups should know that busts are as integral to the real estate business as tyrants are to Russia. There hasn't been a serious one in Ontario since a crash in the 1990s that lasted about seven years, so a substantial shock now could hardly be deemed unreasonable.
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Maybe it will force some useful changes. Something has to happen to that mass backlog of tiny, unwanted boxes in the sky. You can't solve a housing shortage with base prices starting at $1 million. Nor can you pretend you're building 'homes' when seven in 10 go to quick-buck investors planning to flip them at the first opportunity.
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If Toronto politicians want to get serious about a problem they love to moan about but never really address, they'll organize a future with fewer hundred-storey playpens that will 'Transform Toronto's Skyline' — as if that should be a priority for an overcrowded city with some of North America's worst traffic — and recognize that a few hundred six-plexes would do a lot more to serve home-hungry people than another vanity project in the sky.
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International Petroleum Corporation to release Second Quarter 2025 Financial and Operational Results on August 5, 2025
International Petroleum Corporation to release Second Quarter 2025 Financial and Operational Results on August 5, 2025

Globe and Mail

time43 minutes ago

  • Globe and Mail

International Petroleum Corporation to release Second Quarter 2025 Financial and Operational Results on August 5, 2025

TORONTO, July 31, 2025 (GLOBE NEWSWIRE) -- International Petroleum Corporation (IPC) (TSX, Nasdaq Stockholm: IPCO) will publish its financial and operating results and related management's discussion and analysis for the three and six months ended June 30, 2025, on Tuesday, August 5, 2025 at 07:30 CEST, followed by an audiocast at 09:00 CEST. Listen to William Lundin, President and CEO, and Christophe Nerguararian, CFO, commenting on the second quarter 2025 financial and operating results and the latest developments from IPC. Follow the presentation live starting at 09:00 CEST on Tuesday, August 5, 2025 on or using the link or dial-in details below: Presentation Link: International Petroleum Corp. (IPC) is an international oil and gas exploration and production company with a high quality portfolio of assets located in Canada, Malaysia and France, providing a solid foundation for organic and inorganic growth. IPC is a member of the Lundin Group of Companies. IPC is incorporated in Canada and IPC's shares are listed on the Toronto Stock Exchange (TSX) and the Nasdaq Stockholm under the symbol 'IPCO'. For further information, please contact: Rebecca Gordon SVP Corporate Planning and Investor Relations Tel: +41 22 595 10 50 Or Robert Eriksson Media Manager reriksson@ Tel: +46 701 11 26 15 Forward-Looking Statements This press release contains statements and information which constitute 'forward-looking statements' or 'forward-looking information' (within the meaning of applicable securities legislation). Such statements and information (together, 'forward-looking statements') relate to future events, including the Corporation's future performance, business prospects or opportunities. Actual results may differ materially from those expressed or implied by forward-looking statements. The forward-looking statements contained in this press release are expressly qualified by this cautionary statement. Forward-looking statements speak only as of the date of this press release, unless otherwise indicated. IPC does not intend, and does not assume any obligation, to update these forward-looking statements, except as required by applicable laws. All statements other than statements of historical fact may be forward-looking statements. Any statements that express or involve discussions with respect to predictions, expectations, beliefs, plans, projections, forecasts, guidance, budgets, objectives, assumptions or future events or performance (often, but not always, using words or phrases such as 'seek', 'anticipate', 'plan', 'continue', 'estimate', 'expect', 'may', 'will', 'project', 'forecast', 'predict', 'potential', 'targeting', 'intend', 'could', 'might', 'should', 'believe', 'budget' and similar expressions) are not statements of historical fact and may be 'forward-looking statements'.

As Detroit 3 automakers report tariff blows, experts say a trade deal is the only solution
As Detroit 3 automakers report tariff blows, experts say a trade deal is the only solution

CBC

time44 minutes ago

  • CBC

As Detroit 3 automakers report tariff blows, experts say a trade deal is the only solution

The Detroit Three automakers are taking a big hit from the Trump administration's tariffs, and industry experts say only one thing can stop the bleeding for the North American auto industry — a trade deal with low tariff rates for the industry. General Motors, Ford and Stellantis have all reported tariff impacts in the billions on recent earnings calls. Ford said on Wednesday that it took an $800-million US (about $1.1 billion Cdn) hit for the second quarter as a result of tariffs. Ford CEO Jim Farley said the company is in daily contact with the White House, with an ultimate goal of reducing its tariff costs, especially on parts tariffs. "We see there's a lot of upside depending on how the negotiation goes with the administration," Farley said. This comes after General Motors said last week that tariffs cost the company $1.1 billion US (about $1.52 billion Cdn) in its second quarter. Chief financial officer Paul Jacobson said the tariff impact for the full year could reach $4 or $5 billion US, though GM is working to offset that with "manufacturing adjustments, targeted cost initiatives and consistent pricing." "Over time, we remain confident that our total tariff expense will come down as bilateral trade deals emerge and our sourcing and production adjustments are implemented," Jacobson said on the company's quarterly earnings call. On its own earnings call on Tuesday, Stellantis also said tariffs were having a major impact, and could add up to the tune of 1.5 billion euros (about $2.4 billion Cdn) this year. Since April, a 25 per cent tariff rate on all finished cars going into the U.S. has applied, regardless of what country they're made in. But under the Canada-United States-Mexico trade agreement (CUSMA), that rate only applies to the non-U.S. content of a car. So far, that cost hasn't made its way into car prices — GM said pricing "remains stable" for the second quarter, and added pricing assumptions for North America for the rest of the year are unchanged. Ford also said it expected net pricing to remain "flat." Industry analyst Sam Fiorani said it isn't entirely surprising that companies are choosing to eat the cost of tariffs thus far. "The car companies can't really push the tariffs through directly yet, because we're in this period of flux, we don't know what the end point will be," Fiorani said. Raising prices by 10 or 15 per cent for now and then lowering them if tariffs come back down isn't an option, he explained, because any customers who just bought the car when it was at the higher rate would be upset with the change. If they do raise any prices, that would have to be longer term. Autoworkers feeling the impact While folks buying cars have been spared the cost of tariffs for the time being, workers in the auto industry haven't been so lucky. Lana Payne, national president of Unifor, which represents some 40,000 autoparts and assembly workers in Canada, says tariffs have resulted in lost work and investment within Canada. In May, GM laid off 750 autoworkers at its Oshawa, Ont., plant when it cut a shift. Windsor's Stellantis assembly plant is also alternating between full production levels, a reduced schedule and full shutdowns throughout the summer. And Stellantis's Brampton, Ont., plant also paused retooling in recent months, with workers there recently telling media they were growing increasingly concerned about when work would resume. "The carnage is building up," Payne said. "Pretty much across the entire auto sector, there has been an impact of some kind or another, depending on the facility and the community." WATCH | Auto expert discusses Windsor Assembly Plant's future given Stellantis earnings: The Windsor Assembly Plant could be in trouble if tariffs don't disappear, as company posts losses: Auto expert 9 days ago The Windsor Assembly Plant could be in serious trouble if tariffs don't go away, a leading automotive expert says, as U.S. President Donald Trump renews threats of tariffs. It comes as the company says preliminary estimates show a nearly $4-billion loss in the first half of this year. The CBC's Katerina Georgieva reports. If tariffs on autos are here to stay, Payne says she expects more of these production cuts and pauses to pile up. That's why she says it's "crucial" that a trade deal between Canada and the U.S. sets tariffs on autos at zero — something she's been working to articulate to folks in government. "We've been very clear to the government what our red lines are," Payne said. "Even though we're facing a deadline right now of August 1st … we're much better off having no deal than a bad deal that will result in a continued bleed of investment and jobs out of this country." Only thing that will help is a trade deal While he doesn't have a prediction for Canada's trade deal, president and CEO of Global Automakers of Canada David Adams says he hopes the rate will be zero, at the very least for CUSMA-compliant cars and parts. "The reality is that any tariff is problematic," Adams said. "If you start doing the math … you're talking, you know, billions [of] dollars per year in terms of the extra cost associated with the tariff." At any rate higher than zero, he says automakers would slowly start to shift production to the U.S. Adams says it won't necessarily be easy to strike an agreement, and that Canada should be very careful about what it puts on the table, given the free trade deal between the U.S., Canada and Mexico is up for review in 2026. So far, goods that are subject to that deal have been sheltered from any tariffs, which has helped Canada weather the tariff storm. WATCH | Why the American auto industry needs the Canadian market: Why the American auto industry needs the Canadian market 28 days ago "We don't have a lot of cards to play, and we need to play the cards that we do have very carefully and strategically," Adams said. Given that the European Union and Japan recently reached deals with the U.S. that will allow those countries to sell products to Americans at a 15 per cent rate, Fiorani says he expects cars and parts not covered by CUSMA might face a similar rate. Fiorani said the deals with the EU and Japan are a sore spot for car companies and suppliers in North America, given that rates for cars coming from Europe or Japan are lower than the 25 per cent currently on cars from Canada. "These are companies that have built their business case on shipping parts across the border. And now they're competing with vehicles that are coming from either the EU, U.K. or Japan, with potentially a lower tariff than they're currently applying to Canadian parts and vehicles," Fiorani said. That said, Fiorani points out that the deals that U.S. President Donald Trump has struck so far are still "handshakes at best," as none of them have yet been signed on paper, which means that reality could still change. In the long term, Greig Mordue, an associate professor at McMaster University in Hamilton, says putting any kinds of tariffs on the auto sector would be a dismantling of the last 60 years of North America's joint auto industry. And while that won't happen overnight, Mordue says Canada will need to find ways to distance itself from the U.S. in the long run. He added that while the Detroit Three have been the focus of the auto sector in North America historically, they don't produce as many cars in Canada anymore. And of the 1.3 million cars made here in 2024, 533,000 were Toyotas and 420,550 were Honda models. Given that, and the global shift from gas-powered cars to electric vehicles, he says Canada should try to find partnerships abroad.

Flight attendant says Delta put 'profits over safety' in Toronto crash
Flight attendant says Delta put 'profits over safety' in Toronto crash

CBC

time44 minutes ago

  • CBC

Flight attendant says Delta put 'profits over safety' in Toronto crash

A flight attendant awarded for her heroism after the Delta Air Lines crash in Toronto earlier this year is now suing the company, alleging it "cut corners on safety" and knowingly put passengers at risk, CBC News has learned. In a 15-page complaint filed in U.S. federal court in Michigan this week, Vanessa Miles says she was badly injured in the incident and is seeking "at least" $75 million US in damages. The lawsuit claims Delta and its subsidiary, Endeavor Air, are liable for negligence after assigning an "inexperienced" pilot and failing to properly train the flight crew. The airlines have not responded to Miles's allegations and her claims have not been tested in court. The fiery landing on Feb. 17 saw the Bombardier CRJ-900 flip upside down and skid along the runway at Toronto's Pearson International Airport, sending at least 21 people to hospital. Flight 4819 — operated by Endeavor — had taken off from Minneapolis with 80 passengers and crew. According to her lawsuit, the 67-year-old was employed as an Endeavor flight attendant at the time of the incident, but wasn't working that afternoon. Instead, she flew as a passenger to be in position for her next assignment — a practice in the industry commonly known as "deadheading." Attorney blames 'somebody's negligence' Michael Morse, the owner of the law firm hired by the plaintiff said Miles is still an Endeavor employee, but has been unable to work while recovering from her injuries. "Something went wrong here," Morse said in an interview. "These things don't just happen without somebody's negligence." In the complaint, Miles recounts being rendered unconscious while hanging upside down from her seatbelt after the plane came to a stop on its roof. She regained consciousness and "found herself soaked in jet fuel and surrounded by smoke," Miles's lawyer Madeline M. Sinkovich wrote. Miles, who lives in Detroit, was treated in a Toronto hospital and suffered multiple injuries, including to her knees and back, a broken left shoulder, plus post-traumatic stress disorder, according to her lawsuit. "Defendants knowingly, willfully, and repeatedly place profits over safety, resulting in this catastrophic incident and Plaintiff's severe injuries," the complaint reads. Miles alleges the airlines displayed a "disregard for passenger safety in pursuit of operational efficiency" by "assigning an inexperienced and inadequately trained pilot." What's more, she says Delta and Endeavor failed to properly maintain the plane's landing gear or establish adequate emergency response procedures. Miles was among the airline staff honoured earlier this year by the U.S. Association of Flight Attendants with an award for their "heroism beyond the call of duty" in the minutes following the crash. Miles and another off-duty flight attendant "sprang into action, assisting [the cabin crew] in an effort to get everyone to safety, even while injured themselves," the association said. Companies deny claims Her lawsuit adds to a growing chorus of complaints filed in U.S. courts in connection with the Toronto incident. According to a CBC News review of court records, Canadian and U.S. passengers have filed at least 19 lawsuits against Delta and its Minnesota-based subsidiary. "Plaintiffs claim that these injuries and losses are Delta's and Endeavor's fault, and not the fault of any other party," the companies' attorney Michael G. McQuillen wrote in a filing in May. "Defendants deny these allegations." Delta spokesperson Morgan Durrant declined to comment on the case but said in an email that both flight crew members on Flight 4819 were "qualified and [U.S. Federal Aviation Administration] certified for their positions." WATCH | Air safety investigators reveal initial findings: Delta plane sent 'high rate of descent' alert before Toronto crash 4 months ago Delta Air Lines flight 4819 was coming in fast enough to set off an internal alert before it crashed at Toronto's Pearson International Airport last month, investigators say in a preliminary report that has not yet determined the accident's cause. Canada's Transportation Safety Board (TSB) previously said the first officer — who completed her training 10 months before the crash — was operating the aircraft at the time, while the more experienced captain was seated next to her. Durrant said Delta and Endeavor are cooperating with the ongoing TSB investigation. When the TSB released its preliminary findings in March, it noted a high rate of descent in the flight's final seconds, as well as an unusual nose pitch. Still, the agency said it was too early to tell what caused the hard landing. The TSB's full report into the incident is expected to be released by the fall of 2026.

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