I came across an interesting discussion on Twitter last night about tunnels, bridges, elevated walkways, and Toronto’s elaborate (mostly) underground shopping complex known as the PATH. It’s the largest of its kind in the world.
Here’s the thing: the idea of pulling people off the street and into an underground shopping mall, runs counter to what many urbanists believe is the optimal outcome.
Below is a footnote I found in a 2006 research paper by Pierre Bélanger called, Underground landscape: The urbanism and infrastructure of Toronto’s downtown pedestrian network.
“The reluctance of urban designers and academics to engage the dynamics of the underground is stunning. For almost 50 years, urban designers, landscape architects and planners have longed for car-free pedestrian environments that are safe, secure and accessible. From a planning perspective, the Toronto underground may be the ultimate form of attrition of the automobile on the urban landscape: there are no parking lots, no asphalt, and no congestion. With its mass-transit accessibility, it is an ideal pedestrian network. This reluctance may in part be attributable to a prevailing attitude that privately-controlled underground shopping is undesirable, at best dismissible. As self-contained environments, they are perceived as lying outside the so-called public domain and that they kill off street life. As a more legitimate form of collective space, street-level activity located within municipal right-of-ways therefore receives much more advocacy.”
Of course, there is truth to the notion that activity gets concentrated below grade. When people visit Toronto’s Financial District for the first time, they’ll often ask: Where is the retail? And then you have to explain that it’s all underground and that we live like mole people from 9-5.
But despite this reluctance on the part of urbanists, people do seem to like it. When you’re marketing a building in the CBD, being PATH-connected is a feature, not a bug. I always joke that in the summer, I hate the PATH. But in the winter, I love it.
There’s also a feeling of hyper-connectivity during business hours in the PATH – particularly at lunch. You have everyone leaving their desks, descending from their towers, and mixing all about in a dense pedestrian-only network. It’s unusual not to run into someone you know.
So love it or hate it, perhaps we should appreciate it for what it is: thriving city life.
I try not to focus on local Toronto issues this much, but this morning an important initiative was announced and it’s blowing up my Twitter feed.
By spring 2017, the city hopes to have a pilot project in place that will transform King Street – running from Liberty Village in the west to the Distillery District in the east – into a priority-transit and pedestrian corridor.
This isn’t to say the street will be closed to cars. I would imagine that at least 1 lane would remain for cars going each way. Instead it will be redesigned to prioritize transit, pedestrians, and cyclists.
So why is this exciting?
The King streetcar is currently broken. If you’ve ever taken it across downtown during rush hour, you know exactly what I mean. It’s infuriating. You might as well be crawling on your hands and knees. One of the goals of this initiative will be to get it working again. Good.
The shoulders of downtown – along King West and King East – are seeing some of the greatest intensification in the region. So much that it’s common for people in this city to complain that Toronto misplanned it all by allowing this development before the transit was there. Well, this is a quick and inexpensive way to get the transit there. Remember that when the inevitable “war on car” rhetoric ratchets up over the next year.
The project will be deployed, first, as a pilot project. That will allow the project team to test and iterate. It has also become the way you get things approved in cities. You first make them temporary.
But I am certain that we will quickly discover how necessary these changes were.
Image: Financial District, Downtown Toronto, Canada by Yeonju SEONG on 500px
Today I learned about something new called 2030 Districts. They are: “designated urban areas committed to meeting the energy, water, and transportation emissions reduction targets of the 2030 Challenge for Planning.”
Toronto’s new 2030 District is downtown, which is bound by the lake in the south, Bathurst Street in the west, Dupont Street and Rosedale Valley in the north, and the Don Valley in the east.
It’s the first district outside of the US. The other established districts are in Seattle, Pittsburgh, Los Angeles, Denver, Stamford, San Francisco, and Dallas.
The goals for Toronto’s district are as follows (quoted from 2030 Districts):
To cut district-wide emissions in half, including zero-emissions from new buildings by 2030.
Support a better understanding of where and why energy use, water use, and GHG emissions occur across the District.
Work in partnership with building owners, service providers and conservation groups to accelerate the adoption of best practices for building design and management.
Facilitate broad stakeholder dialogues to uncover and overcome systemic barriers to long term reductions in energy use, water use and GHG emissions.
I’m looking forward to following and learning more about this initiative. I think many of us can agree that producing less, not more, GHG emissions in the future would be preferable. And we know that the bulk of it comes from both buildings and transportation.