We don't want no Silicon Valley – the Canadian city fighting for a new kind of tech hub

Toronto is being upstaged in the tech world by a sprightly little neighbour upstream: Kitchener-Waterloo. Image: Benson Kua

Last year, the mayors of Toronto and Kitchener, Ontario, shook hands over plans to develop new transit infrastructure connecting the big city and the little town.

One of many reasons was to facilitate the movement of high-skill, enterprising workers expected to cluster in the region over the next few years. The province has high hopes for the up-and-coming Innovation Corridor, calling it the next Silicon Valley, or rather Silicon Valley North.

But it’s not big-city Toronto at the heart of the region, but Kitchener-Waterloo (KW), Canada’s start-up city and the birthplace of smartphones.

Ever heard of Research in Motion, now renamed BlackBerry? It was homegrown by Jim Balsillie, a business grad, and Mike Lazaridis, an engineering student at the University of Waterloo.


This is important: KW’s success as a hi-tech hub is largely attributed to Waterloo’s international co-op program. Founded in the late 1950s, it built ties between the university and industry, transitioning the region from traditional textiles to technology manufacturing in the 1970s.

Professional scientific, tech and educational services were gradually booming, and academics were researching Canada’s Tech Triangle by the early 1990s. Fast-forward to 2017, and KW unveiled a new economic development strategy (Make it Kitchener), wooing tech leviathans – Google opened its regional headquarters in downtown Kitchener – and revamping its city core to attract and retain talent. It’s working.

BlackBerry is long gone, but against all expectations, the entrepreneurial spirit remains in KW. Lazaridis continues to invest in quantum computing, nanotech and engineering at Waterloo, and is the force behind Perimeter, a research institute devoted to theoretical physics.

Balsillie directs his efforts towards international affairs, and founded the Balsillie School of International Affairs and the Centre for International Governance Innovation with a special focus in international law. With the support of the provincial government, the international law research program hosts legal clinics, offering advice on intellectual property to start-ups in the region.

The revamped Walper Hotel in downtown Kitchener-Waterloo. Image: Filipa Pajevic

Balsillie is also behind Communitech, an incubator devoted to building and supporting the regional tech community. Former BlackBerry employees kick-started their own businesses, or were snatched up by other tech companies in KW. The city of Kitchener was adamant on keeping people around, offering space and a metaphorical shoulder to cry on until they could stand on their own feet again.

That’s what distinguishes KW from other tech hubs: it’s a community, a family that has your back no matter what. And they’re happy with that – they really don’t want to be another Silicon Valley Why? Because they see how detrimental a hi-tech super-cluster, like Silicon Valley, can be.

Sure, techies are stereotypically inward-looking, and millennials are more often than not considered – perhaps erroneously – selfish and apathetic. But these kids are more concerned with making KW proud than profitable. Even academics recognize that it is the community networks more than business networks that make for an interesting business climate in the region.

Vidyard’s CEO, a millennial, who grew up in Kitchener and has benefited from its community services, feels that the hip and upbeat internal culture of the tech community ought to extend outward to include other sectors and people. He wants KW to improve while avoiding the negative effects of gentrification.   

It may be a tech hub but it still looks incredibly dull from above. Image: Tom1973 via Wikimedia Commons

Likeminded individuals are working closely with local charities, getting involved politically and discussing affordable housing, re-defining volunteerism by offering their skills to the community. Furthermore, they talk to newcomers about homelessness and mental health issues, and the need to address both. When a business comes knocking at the door, the answer is not “what can I do for you”, but “what can you do for me?”

Still, inequality is hard to fix. Kitchener is not problem-free. Developers are building condos that are unlikely to cater to polarizing incomes, and the projected influx of people (especially given the change in political climate south of the border) will rock the boat some.

If all goes to plan, the tight-knit, locals-for-locals community of Kitchener-Waterloo may be the first of its kind – a tech hub that develops its brain without losing its heart.

Filipa Pajević researches urban planning at McGill University, Montréal, and is on Twitter as @filipouris

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The Delhi Metro: How do you build a transport system for 26m people?

Indraprastha station in 2006. Image: Getty.

“Thou hath not played rugby until thou hath tried to get onto a Delhi Metro in rush hour,” a wise Yogi once said.

If you’ve never been on New Delhi’s Metro, your mind might conjure up the the conventional image of Indian trains: tawdry carriages, buckets of sweat, people hanging out of windows and the odd holy cow wandering around for good measure.

Well, no. The Delhi Metro is actually one of the most marvellously sophisticated, affordable, timely, and practical public transportation systems out there. On a 45C day in the Indian summer, many a traveller has shed tears of joy on entering the spacious, air-conditioned carriages.

Above ground, Delhi is a sprawling metropolis of the scariest kind: 26m people, three times the population of London, churn and grind through Delhi itself.

The National Capital Region, an area which includes Delhi and its surrounding satellite cities – now victim of its never-ending urban sprawl – has an estimated population of almost 50m. So how do you tie such a huge population together?

The map; click to expand. Image: Delhi Metro Rail.

Motorised vehicles won’t do it alone. For one, air pollution is a horrific problem in Delhi, as it is across India. Last November, the government declared a state of emergency when the Indian capital was engulfed by a toxic, choking fog so thick that you could barely see several metres in front of you, drawing allusions to the great Victorian fogs in London.

Then there’s Delhi’s famous traffic. Twenty-five years ago, the travel writer William Dalrymple observed that you could reduce the Delhi’s road laws to one simple idea: the largest vehicle always had the right of way. The traffic has tamed somewhat in the 21st century, but the number of vehicles has multiplied again and again, and it’s not uncommon for people to be stuck in four-hour traffic jams when they try to traverse the mighty city.

Enter the Delhi Metro – a huge network of 164 over- and underground stations – and by any account, a titan of civil engineering and administration.

The numbers are simply colossal. Every day the metro serves on average almost 3m people. Annually, it carries around 1bn.

In a country where intercity trains still turn up a day late, the Delhi Metro is extraordinarily timely. On the major lines, trains will come every several minutes. The trains are extraordinary speedy, and you’ll reach your destination in a fraction of the time it would take for you to drive the distance.

The minimum fare is 10 rupees (12p); the maximum fare, to and from the airport, is 50 (60p).

The evolution of the metro. Image: Terramorphus/Wikimedia Commons.

Construction of the metro system began in 1998, with the first section completed in late 2002. Keen to avoid the catastrophic corruption and bureaucratic mismanagement which plagued eastern city of the Kolkata Metro, developers took advice from Hong Kong’s high-tech system There have been several stages of development to add extra lines; more is planned. By 2020, it is hoped that the 135 miles of line will have increased to over 300.  

One thing quite striking about the metro is its women’s only carriages at the rear and the front of the train, marked by pink signs. Sexual assault and harassment has been a horrific problem on Delhi’s transport systems. Women can of course go anywhere on the train – but men who violate the carriage system will have to deal with the scathing anger of the entire pink carriage.


One of the under-discussed impacts of widespread and well-used public transportation systems is their propensity to break down social and class barriers over time. As the London Tube began to be used more and more in early 20th century London, people from completely different walks of life and classes began to brush shoulders and share the same air.

The story is similar in Delhi. The necessity of the metro helps to break down old caste and class divisions. Of course, many elite Delhiites would not be seen dead on the metro, and choose their private chauffeur over brushing shoulders with the common man. But slowly and surely, the times are a changing.

What’s more, the Delhi Metro system is one of the greenest around. Six years ago, the Metro was the first railway system in the world to be awarded carbon credits from the United Nations for helping to reduce pollution in the capital by an estimated 640,000 tonnes every year.  

All praises sung and said, however, at peak times it’s less mind the gap and more mind your ribs – as a fifth of humanity seems to try to get on and off the train at once.

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