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Yesterday afternoon, I took the 504 King streetcar from the Bloor-Dundas West mobility hub down to King & Bathurst to meet a friend at the Wheat Sheaf Tavern. In case you didn't know, this is believed to be the oldest continually-operating pub in the city. It opened in 1849.
My streetcar ride took an obscenely long time (over an hour) and so it was the wrong mobility choice for a peak summer afternoon. I should have biked. But once I did finally arrive at Toronto's oldest pub, it was great to see all of the activity happening right at the intersection for the new King-Bathurst subway station (Ontario Line).
I'm always a bit cynical when it comes to transit plans. Like, it's hard for me to believe that something is actually happening. I'm still waiting for SmartTrack to open. So I need constant visual reminders like these:
What you are seeing above is the northeast corner of the intersection, which is where one of the two station entrances will go. Naturally, the station platform and track itself are also aligned on a diagonal so as to minimize "significant construction impacts" to the Wheat Sheaf (southwest corner).
This stop is also one of Infrastructure Ontario's Transit-Oriented Communities, which means the intent is to have a private developer build things on top of the station. Directionally, this is, of course, the right approach. It didn't happen on the Eglinton Crosstown line; but we know that the best way to maximize the value of transit investment is to combine it with smart land use planning (the rail + property model). Density is your friend.
From what I could glean during my time on the patio at the Wheat Sheaf, all of this appears to be moving forward. And already today, there is a ton of foot traffic in the area -- meaning the future transit station should do very well from a ridership perspective. Now we just need this line extended up to the Bloor-Dundas West mobility hub so that the 504 streetcar can be relieved of some of its duties.
Station Plan/Rendering: Metrolinx and IO
Reece Martin is a foremost public transit critic based in Toronto. His YouTube channel, RM Transit, has over 284k subscribers and some 50 millions views. If you're interested in public transit around the world, he is a great person to follow.
He also writes a blog. And today, he published a post talking about the "5 places in Toronto that should have more density." This, as we have talked about many times before, is essential. The way you get the most out of transit is to pair it with the right surrounding land uses. And here in Toronto, we have many instances of "not enough density next to transit."
For instance, the first place on his list is Bloor-Dundas West:
The site already has streetcar serving on two routes, the subway, GO, and UP Express (which will be connected with the subway in the next few years — construction is underway), and lots more transit could show up in the future, from an extension of one of the streetcar routes to the Junction (with a transferway please), to the Ontario Line that will be primed for a second phase in this direction if development justifies it, to the potential for future Milton line train service. The site is arguably already the second-best served for transit in the country after Union, and could be made much better in short order.
Hang on this last sentence for a second: the second-best transit node in the country. That's an incredible asset! Now consider the area's land use plan (red is mixed use and yellow is low-rise neighborhood in Toronto's Official Plan):
Yesterday afternoon, I took the 504 King streetcar from the Bloor-Dundas West mobility hub down to King & Bathurst to meet a friend at the Wheat Sheaf Tavern. In case you didn't know, this is believed to be the oldest continually-operating pub in the city. It opened in 1849.
My streetcar ride took an obscenely long time (over an hour) and so it was the wrong mobility choice for a peak summer afternoon. I should have biked. But once I did finally arrive at Toronto's oldest pub, it was great to see all of the activity happening right at the intersection for the new King-Bathurst subway station (Ontario Line).
I'm always a bit cynical when it comes to transit plans. Like, it's hard for me to believe that something is actually happening. I'm still waiting for SmartTrack to open. So I need constant visual reminders like these:
What you are seeing above is the northeast corner of the intersection, which is where one of the two station entrances will go. Naturally, the station platform and track itself are also aligned on a diagonal so as to minimize "significant construction impacts" to the Wheat Sheaf (southwest corner).
This stop is also one of Infrastructure Ontario's Transit-Oriented Communities, which means the intent is to have a private developer build things on top of the station. Directionally, this is, of course, the right approach. It didn't happen on the Eglinton Crosstown line; but we know that the best way to maximize the value of transit investment is to combine it with smart land use planning (the rail + property model). Density is your friend.
From what I could glean during my time on the patio at the Wheat Sheaf, all of this appears to be moving forward. And already today, there is a ton of foot traffic in the area -- meaning the future transit station should do very well from a ridership perspective. Now we just need this line extended up to the Bloor-Dundas West mobility hub so that the 504 streetcar can be relieved of some of its duties.
Station Plan/Rendering: Metrolinx and IO
Reece Martin is a foremost public transit critic based in Toronto. His YouTube channel, RM Transit, has over 284k subscribers and some 50 millions views. If you're interested in public transit around the world, he is a great person to follow.
He also writes a blog. And today, he published a post talking about the "5 places in Toronto that should have more density." This, as we have talked about many times before, is essential. The way you get the most out of transit is to pair it with the right surrounding land uses. And here in Toronto, we have many instances of "not enough density next to transit."
For instance, the first place on his list is Bloor-Dundas West:
The site already has streetcar serving on two routes, the subway, GO, and UP Express (which will be connected with the subway in the next few years — construction is underway), and lots more transit could show up in the future, from an extension of one of the streetcar routes to the Junction (with a transferway please), to the Ontario Line that will be primed for a second phase in this direction if development justifies it, to the potential for future Milton line train service. The site is arguably already the second-best served for transit in the country after Union, and could be made much better in short order.
Hang on this last sentence for a second: the second-best transit node in the country. That's an incredible asset! Now consider the area's land use plan (red is mixed use and yellow is low-rise neighborhood in Toronto's Official Plan):
Other than the mixed-use triangle wedged between Dundas West and the rail corridor, the area looks pretty similar to much of Bloor Street in this city: mixed-use along the major streets and low-rise neighborhoods everywhere else.
We know why this is the case; it is about maintaining the status quo. But it is a suboptimal way in which to try and create transit-oriented communities. We need more density, and we need to start thinking radially instead of linearly. So here's what a 500m walking radius looks like around Bloor-Dundas West and its two closest subway station neighbors:
The important thing to pay attention to in this diagram is all of the yellow that falls within each radius. This is land that ought to be zoned mixed-use, but that we have instead decided to make low-rise and single-use. If our objective is to create more walkable, sustainable, and vibrant transit-oriented communities, this is not the way.
Other than the mixed-use triangle wedged between Dundas West and the rail corridor, the area looks pretty similar to much of Bloor Street in this city: mixed-use along the major streets and low-rise neighborhoods everywhere else.
We know why this is the case; it is about maintaining the status quo. But it is a suboptimal way in which to try and create transit-oriented communities. We need more density, and we need to start thinking radially instead of linearly. So here's what a 500m walking radius looks like around Bloor-Dundas West and its two closest subway station neighbors:
The important thing to pay attention to in this diagram is all of the yellow that falls within each radius. This is land that ought to be zoned mixed-use, but that we have instead decided to make low-rise and single-use. If our objective is to create more walkable, sustainable, and vibrant transit-oriented communities, this is not the way.
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