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The Eglinton Crosstown line is going to open, here in Toronto, sometime next year -- I think. And I'm sure that it is going to be a massively beneficial addition to Toronto's transit network. But at the same time, we should be talking about this:
Urban transit stations shouldn't look like this. It's a missed opportunity, both in terms of the foregone housing (and other uses) that could be on top of these stations and the additional value that could have been captured from these air rights. Transit is a crucial lever for land values and development overall, and so it's no wonder that many of the best transit authorities around the world think in terms of "rail + property".
So what happened here?
I don't know exactly. But I do know that nearly a decade ago I called up Metrolinx and said, "Hey, so I'm a developer who can build things. I see that you're building a number of exciting transit stations along Eglinton. Want me to build on top of them for you?" Now obviously Metrolinx wasn't going to be able to sole-source to Brandon, but regardless, I thought it should happen and I just hoped to be in the mix.
In 2015, things did start to happen. Avison Young, on behalf of Metrolinx, issued a request for proposal to developers for 4 sites/stations along the line. There were two at Keele Street, one at Weston Road, and one at Bathurst Street. And at the time, it was thought that these sites could generate somewhere between $14-22 million (speaking of reasonable).
I think it was also being viewed as a bit of a pilot. If things went well with these 4 initial sites, then this same approach was going to be rolled out across all suitable sites on the line. I'm not sure what happened with the RFP or the broader intent -- maybe some of you know -- but it clearly didn't pan out as planned.
That's too bad. But I suppose done is better than perfect. Plus, now we're building the Ontario Line and so we have another opportunity to get it right. And right means lots of density on top of stations -- both directly on top and all around it.
The Guardian Cities UK is currently focusing on all things Canada for a special week-long series. The first post is up and it’s about why Toronto is “
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).
The Eglinton Crosstown line is going to open, here in Toronto, sometime next year -- I think. And I'm sure that it is going to be a massively beneficial addition to Toronto's transit network. But at the same time, we should be talking about this:
Urban transit stations shouldn't look like this. It's a missed opportunity, both in terms of the foregone housing (and other uses) that could be on top of these stations and the additional value that could have been captured from these air rights. Transit is a crucial lever for land values and development overall, and so it's no wonder that many of the best transit authorities around the world think in terms of "rail + property".
So what happened here?
I don't know exactly. But I do know that nearly a decade ago I called up Metrolinx and said, "Hey, so I'm a developer who can build things. I see that you're building a number of exciting transit stations along Eglinton. Want me to build on top of them for you?" Now obviously Metrolinx wasn't going to be able to sole-source to Brandon, but regardless, I thought it should happen and I just hoped to be in the mix.
In 2015, things did start to happen. Avison Young, on behalf of Metrolinx, issued a request for proposal to developers for 4 sites/stations along the line. There were two at Keele Street, one at Weston Road, and one at Bathurst Street. And at the time, it was thought that these sites could generate somewhere between $14-22 million (speaking of reasonable).
I think it was also being viewed as a bit of a pilot. If things went well with these 4 initial sites, then this same approach was going to be rolled out across all suitable sites on the line. I'm not sure what happened with the RFP or the broader intent -- maybe some of you know -- but it clearly didn't pan out as planned.
That's too bad. But I suppose done is better than perfect. Plus, now we're building the Ontario Line and so we have another opportunity to get it right. And right means lots of density on top of stations -- both directly on top and all around it.
The Guardian Cities UK is currently focusing on all things Canada for a special week-long series. The first post is up and it’s about why Toronto is “
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).
I don’t agree with everything in the essay – or maybe I just despise being called boring, steady, and predictable – but there are a number of great gems that I would like to reblog today. Here are the 5 that stood out for me.
1. Chicago vs. Toronto:
“What Chicago was to the 20th century, Toronto will be to the 21st. Chicago was the great city of industry; Toronto will be the great city of post-industry. Chicago is grit, top-quality butchers, glorious modernist buildings and government blight; Toronto is clean jobs and artisanal ice-creameries, identical condos, excellent public schools and free healthcare for all. Chicago is a decaying factory where Americans used to make stuff. Toronto is a new bank where the tellers can speak two dozen languages.”
2. London vs. New York vs. Toronto Bankers:
“In London and New York, the worst stereotype of a banker is somebody who enjoys cocaine, Claret and vast megalomaniac schemes. In Toronto, a banker handles teachers’ pension portfolios and spends weekends at the cottage.”
3. Montreal vs. Toronto:
“I was 19 when he said that, and I knew even then that for the rest of my life, Canada’s future would be built on money and immigrants. I wasn’t wrong. Most Canadian business headquarters had already taken the five-hour drive west. After 95, the rest followed. Montreal decided to become a French-Canadian city. Toronto decided to become a global city.”
4. The last time Toronto built a white elephant subway line:
“On any given morning on the Sheppard subway line in the north of the city, you can sit down in perfect peace and order, although you will find little evidence of good government. As the latest addition to Toronto’s fraying infrastructure, the Sheppard subway is largely untroubled by urban bustle. The stations possess the discreet majesty of abandoned cathedrals, designed for vastly more people than currently use them, like ruins that have never been inhabited. Meanwhile, in the overcrowded downtown lines, passengers are stacked up the stairs. The streetcars along a single main street, Spadina, carry more people on a daily basis than the whole of the Sheppard line, whose expenses run to roughly $10 a passenger, according to one estimate. A critic has suggested that sending cabs for everybody would be cheaper.”
5. On Mayor Tory:
“The current mayor, John Tory, is not an idiot, although he is hardly a figure of the “new Toronto”. He represents, more than any other conceivable human being, the antique white anglo-saxon protestant (Wasp) elite of Toronto, his father being one of the most important lawyers in the city’s history. The old Wasps had their virtues, it has to be said – it wasn’t all inedible cucumber sandwiches and not crying at funerals.”
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?
I don’t agree with everything in the essay – or maybe I just despise being called boring, steady, and predictable – but there are a number of great gems that I would like to reblog today. Here are the 5 that stood out for me.
1. Chicago vs. Toronto:
“What Chicago was to the 20th century, Toronto will be to the 21st. Chicago was the great city of industry; Toronto will be the great city of post-industry. Chicago is grit, top-quality butchers, glorious modernist buildings and government blight; Toronto is clean jobs and artisanal ice-creameries, identical condos, excellent public schools and free healthcare for all. Chicago is a decaying factory where Americans used to make stuff. Toronto is a new bank where the tellers can speak two dozen languages.”
2. London vs. New York vs. Toronto Bankers:
“In London and New York, the worst stereotype of a banker is somebody who enjoys cocaine, Claret and vast megalomaniac schemes. In Toronto, a banker handles teachers’ pension portfolios and spends weekends at the cottage.”
3. Montreal vs. Toronto:
“I was 19 when he said that, and I knew even then that for the rest of my life, Canada’s future would be built on money and immigrants. I wasn’t wrong. Most Canadian business headquarters had already taken the five-hour drive west. After 95, the rest followed. Montreal decided to become a French-Canadian city. Toronto decided to become a global city.”
4. The last time Toronto built a white elephant subway line:
“On any given morning on the Sheppard subway line in the north of the city, you can sit down in perfect peace and order, although you will find little evidence of good government. As the latest addition to Toronto’s fraying infrastructure, the Sheppard subway is largely untroubled by urban bustle. The stations possess the discreet majesty of abandoned cathedrals, designed for vastly more people than currently use them, like ruins that have never been inhabited. Meanwhile, in the overcrowded downtown lines, passengers are stacked up the stairs. The streetcars along a single main street, Spadina, carry more people on a daily basis than the whole of the Sheppard line, whose expenses run to roughly $10 a passenger, according to one estimate. A critic has suggested that sending cabs for everybody would be cheaper.”
5. On Mayor Tory:
“The current mayor, John Tory, is not an idiot, although he is hardly a figure of the “new Toronto”. He represents, more than any other conceivable human being, the antique white anglo-saxon protestant (Wasp) elite of Toronto, his father being one of the most important lawyers in the city’s history. The old Wasps had their virtues, it has to be said – it wasn’t all inedible cucumber sandwiches and not crying at funerals.”
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?
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