Those of you from Toronto might be aware that the city is currently assessing the possibility of a “relief subway line” that would connect the downtown core back up to the Bloor-Danforth subway line in the form of a stretched out “U”.
The reason this line is being called a “relief line” is that – in addition to providing local service all across downtown and its “shoulders” – it would also relieve much of the pressure that the Yonge-Bloor interchange is facing today. Instead of always having to connect at that location, passengers coming from the east and west would be able to do so sooner as a result of this new subway line (bypassing Yonge-Bloor).
For those of you who are regular readers of ATC, you might know that I’m a big supporter of this relief line. I believe it should be our number one transit priority. It’s going to cut through areas of the city that have some of the highest population and employment densities, and so it’s an area where I think subway makes sense. The ridership would be there.
Many people at the city also seem to agree:
https://twitter.com/jen_keesmaat/status/571745025941487616
Given that an assessment is currently underway, the city is looking for feedback from the public. One of the ways you can do that is by clicking here. The site will allow you to comment on the potential station locations (shown below using purple circles). I did it this morning and I would encourage you to do the same if you’re from Toronto.
For clarity, this current study is only for the eastern portion of the relief line (study area is outlined in red below).
Once you’ve given this some thought, I’d love to have a discussion in the comments about where you think the relief subway line should go (or if you even think it’s a good idea in the first place).
My initial thought is that it should connect into King station, run along King Street East, merge with Queen Street East near the Don Valley, go through Riverside and Leslieville, and then start making its way north to Danforth Avenue.
My reasons are as follows:
King Street East is the most vibrant pedestrian street on the east side of downtown. There isn’t enough commercial activity further south.
King Street would allow it to eventually cut right through the Financial District when it heads westward.
The connection to Union station (for GO Transit, VIA Rail, and the Union-Pearson Express Train) would be manageable from King Street. Plus, SmartTrack may feed directly into Union.
King Street is roughly the midpoint between Queen Street and Lakeshore Boulevard. And if you place it too far south, it would take away from the proposed Queen’s Quay LRT line.
Having it merge into Queen Street near the Don Valley would allow it to service both Regent Park to the north, as well as the West Don Lands neighborhood to the south. It would also allow for a connection to a Cherry Street LRT line servicing the future Portlands neighborhood.
Queen & Broadview is emerging as a major node with a significant amount of density in the pipeline. And further north, Dundas & Carlaw is similarly seeing a lot of intensification.
But I may have missed a few things. These are just my thoughts. What are yours?
If you live in Toronto and only give serious thought to one thing today, it should be to this interactive transit map created by Metro.
The map shows all existing, planned, and proposed transit lines in the city, and then overlays population densities, commuting patterns, household income, and so on. It’s a super valuable map that I think reveals a lot about how we should be focusing our energies to get Toronto moving.
So what sorts of things does it tell us? I’ll give 2 examples.
If you look at commuting patterns across the Bloor-Danforth subway line, you’ll see that Runnymede station in the west is where people switch over from taking transit to driving. People west of that station tend to drive. Naturally, it also happens to coincide with where population densities start to fall off.
By contrast, if you look at the east side of the city along the Danforth and beyond, the entire stretch more or less relies on transit to get around. Part of this likely has to do with income levels, but it’s also because of the availability of the Gardiner Expressway. There’s no equivalent in the east end. Dylan Reid of Spacing Magazine believes this makes a case for some sort of road pricing along the Gardiner, and I would agree.
As a second example, look at the population densities along the proposed Downtown Relief Line, Finch LRT, and John Tory’s SmartTrack line. Outside of the core, the population densities are relatively low along the proposed SmartTrack line – which is never a good thing for rapid transit.
There’s also no Sherbourne station on the SmartTrack line, which happens to have the highest population density across the entire Relief Line – 22,131 people per square kilometre! That’s more than any other stop along the Yonge-University subway line except for Wellesley station.
I’ve written about this a lot before, but I think we need to do a better job of matching up transit investment with expected customer demand. Too often we let politics get in the way of rationale decision making. Maybe it’s time we did something like set minimum population densities. If you want a subway line in your area, you have to first bring the people.
What else does this map tell you?
Earlier this week, Toronto City Council approved the equivalent of 755 storeys of new development, a lot of which will end up in the downtown core. The translates into 6,887 new housing units and roughly 4 million square feet of new commercial space. The Globe and Mail called it the Manhattanization of downtown.
If you’d like to go through the complete City Council meeting agenda, you can do that here. (I warn you though, it won’t be an exciting read.)
One notable project that was approved is 50 Bloor Street West, which is a 71-storey mixed-use building in Yorkville adjacent to and on top of Holt Renfrew (It includes a $6 million Section 37 contribution). I mention this one because it’s impressively tall and because it’s a project that I was involved with when I was at Morguard. Watch for Yorkville in the coming years, there’s a lot in the pipeline.
While I think this is all incredibly exciting, our chief planner, Jennifer Keesmaat, is entirely correct in pointing out that all of this highlights the desperate need for better infrastructure, the most critical of which is a relief subway line that cuts across downtown.
But to be clear, this isn’t a question of just planning for growth. This is a question of planning for growth and making up for decades of infrastructure disinvestment. That’s the position we’re in today, which means we have a lot of hard work to do. Though I’m confident we’ll get it done.
The other thing that this level of intensification should highlight for you is that public transit, and other forms of mobility such as biking and car sharing, have to be central to our goals. It’s simply infeasible for everybody to be driving around in a car. We’re currently demonstrating how efficient that ends up being.
So as Toronto continues to intensify, I think we’ll quickly discover that traffic and private cars aren’t the answer or even the right question to be asking.
Image: Flickr
Those of you from Toronto might be aware that the city is currently assessing the possibility of a “relief subway line” that would connect the downtown core back up to the Bloor-Danforth subway line in the form of a stretched out “U”.
The reason this line is being called a “relief line” is that – in addition to providing local service all across downtown and its “shoulders” – it would also relieve much of the pressure that the Yonge-Bloor interchange is facing today. Instead of always having to connect at that location, passengers coming from the east and west would be able to do so sooner as a result of this new subway line (bypassing Yonge-Bloor).
For those of you who are regular readers of ATC, you might know that I’m a big supporter of this relief line. I believe it should be our number one transit priority. It’s going to cut through areas of the city that have some of the highest population and employment densities, and so it’s an area where I think subway makes sense. The ridership would be there.
Many people at the city also seem to agree:
https://twitter.com/jen_keesmaat/status/571745025941487616
Given that an assessment is currently underway, the city is looking for feedback from the public. One of the ways you can do that is by clicking here. The site will allow you to comment on the potential station locations (shown below using purple circles). I did it this morning and I would encourage you to do the same if you’re from Toronto.
For clarity, this current study is only for the eastern portion of the relief line (study area is outlined in red below).
Once you’ve given this some thought, I’d love to have a discussion in the comments about where you think the relief subway line should go (or if you even think it’s a good idea in the first place).
My initial thought is that it should connect into King station, run along King Street East, merge with Queen Street East near the Don Valley, go through Riverside and Leslieville, and then start making its way north to Danforth Avenue.
My reasons are as follows:
King Street East is the most vibrant pedestrian street on the east side of downtown. There isn’t enough commercial activity further south.
King Street would allow it to eventually cut right through the Financial District when it heads westward.
The connection to Union station (for GO Transit, VIA Rail, and the Union-Pearson Express Train) would be manageable from King Street. Plus, SmartTrack may feed directly into Union.
King Street is roughly the midpoint between Queen Street and Lakeshore Boulevard. And if you place it too far south, it would take away from the proposed Queen’s Quay LRT line.
Having it merge into Queen Street near the Don Valley would allow it to service both Regent Park to the north, as well as the West Don Lands neighborhood to the south. It would also allow for a connection to a Cherry Street LRT line servicing the future Portlands neighborhood.
Queen & Broadview is emerging as a major node with a significant amount of density in the pipeline. And further north, Dundas & Carlaw is similarly seeing a lot of intensification.
But I may have missed a few things. These are just my thoughts. What are yours?
If you live in Toronto and only give serious thought to one thing today, it should be to this interactive transit map created by Metro.
The map shows all existing, planned, and proposed transit lines in the city, and then overlays population densities, commuting patterns, household income, and so on. It’s a super valuable map that I think reveals a lot about how we should be focusing our energies to get Toronto moving.
So what sorts of things does it tell us? I’ll give 2 examples.
If you look at commuting patterns across the Bloor-Danforth subway line, you’ll see that Runnymede station in the west is where people switch over from taking transit to driving. People west of that station tend to drive. Naturally, it also happens to coincide with where population densities start to fall off.
By contrast, if you look at the east side of the city along the Danforth and beyond, the entire stretch more or less relies on transit to get around. Part of this likely has to do with income levels, but it’s also because of the availability of the Gardiner Expressway. There’s no equivalent in the east end. Dylan Reid of Spacing Magazine believes this makes a case for some sort of road pricing along the Gardiner, and I would agree.
As a second example, look at the population densities along the proposed Downtown Relief Line, Finch LRT, and John Tory’s SmartTrack line. Outside of the core, the population densities are relatively low along the proposed SmartTrack line – which is never a good thing for rapid transit.
There’s also no Sherbourne station on the SmartTrack line, which happens to have the highest population density across the entire Relief Line – 22,131 people per square kilometre! That’s more than any other stop along the Yonge-University subway line except for Wellesley station.
I’ve written about this a lot before, but I think we need to do a better job of matching up transit investment with expected customer demand. Too often we let politics get in the way of rationale decision making. Maybe it’s time we did something like set minimum population densities. If you want a subway line in your area, you have to first bring the people.
What else does this map tell you?
Earlier this week, Toronto City Council approved the equivalent of 755 storeys of new development, a lot of which will end up in the downtown core. The translates into 6,887 new housing units and roughly 4 million square feet of new commercial space. The Globe and Mail called it the Manhattanization of downtown.
If you’d like to go through the complete City Council meeting agenda, you can do that here. (I warn you though, it won’t be an exciting read.)
One notable project that was approved is 50 Bloor Street West, which is a 71-storey mixed-use building in Yorkville adjacent to and on top of Holt Renfrew (It includes a $6 million Section 37 contribution). I mention this one because it’s impressively tall and because it’s a project that I was involved with when I was at Morguard. Watch for Yorkville in the coming years, there’s a lot in the pipeline.
While I think this is all incredibly exciting, our chief planner, Jennifer Keesmaat, is entirely correct in pointing out that all of this highlights the desperate need for better infrastructure, the most critical of which is a relief subway line that cuts across downtown.
But to be clear, this isn’t a question of just planning for growth. This is a question of planning for growth and making up for decades of infrastructure disinvestment. That’s the position we’re in today, which means we have a lot of hard work to do. Though I’m confident we’ll get it done.
The other thing that this level of intensification should highlight for you is that public transit, and other forms of mobility such as biking and car sharing, have to be central to our goals. It’s simply infeasible for everybody to be driving around in a car. We’re currently demonstrating how efficient that ends up being.
So as Toronto continues to intensify, I think we’ll quickly discover that traffic and private cars aren’t the answer or even the right question to be asking.
Image: Flickr
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