Last chance for sanity on the Scarborough transit file

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So we now have a short list of three Scarborough subway extension proposals, none of which makes sense. It’s tempting to conclude that we’ve been presented with a couple of hopeless straw-man options that serve only to make the indefensible but politically popular Eglinton-McCowan alignment look good by comparison.

But let’s forestall the usual Torontoish blackthought, especially considering at least one excellent alternative hasn’t yet been stifled by politicians or the wasteful last-century assumptions that often still guide otherwise bright and well-meaning transit bureaucrats in these parts.

Though the last-chance-for-sanity option doesn’t involve actual subway, it should be the most attractive option of all, even in Scarborough’s subway-or-bust circles, offering fast one-seat service to Union station and easy links to the Bloor-Danforth subway and the Eglinton-Crosstown LRT at Kennedy station far sooner than any subway proposal can.

The idea, to my knowledge, first appeared in an excellent but largely overlooked 400-page regional rail report published by Transport Action Ontario in July 2013. The Star’s Tess Kalinowski was one of the few to clue in, and she wrote about it back before we’d heard the term SmartTrack, before the strange subway-centred by-election in Scarborough-Guildwood, and before then-transportation minister Glen Murray proposed his two-stop subway extension from Kennedy station to Scarborough Town Centre using the existing SRT corridor.

The TAO idea enhances the worth of SmartTrack, rather than siphoning ridership from it, so it might have a political hope, especially in the mayor’s office (if minds haven’t closed there). SmartSpur, as we might call it, can be built faster than any other option and at an attractive price. Costs of the connection to STC from the SmartTrack line, using the east-west part of the current SRT corridor, were calculated at $425-million in 2010 dollars, with the full route to Malvern via Centennial College’s Progress Campus for around $1.7-billion. I’d guess it will cost more than that, but it should still be at least $2-billion less than the Eglinton-McCowan subway idea no matter how many stations it contains (some Scarborough councillors are calling for a fourth station at Danforth Road and Eglinton).

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The ideal Eglinton-Crosstown approach to Kennedy station would now be on the surface to make an extension east toward Kingston Road easier and less expensive.

Just think what we could do with an extra $2-billion – putting it toward the decades-overdue relief line comes to mind, as do Eglinton-Crosstown LRT extensions east of Kennedy or west of Mount Dennis (and those EAs are already done).

On the downside, shuttle buses would likely be needed to briefly replace the SRT during parts of the construction and the TAO estimate does not include SRT demolition costs. And, of course, SmartTrack will eat up finite capacity at Union Station and on the Lakeshore East GO lines. But while all the subway extension ideas would aggravate crowding on the Bloor-Danforth, which is already at capacity westbound from Main Street in the morning rush, SmartSpur would provide a little temporary relief both on the line and at the dangerously overcrowded Bloor-Yonge transfer point.

Some (including a few in the mayor’s office, I’m told), fear SmartTrack would cannibalize potential ridership on a subway extension, projections for which are already dubious. Instead, they should open their minds and be looking at having SmartTrack/SmartSpur cannibalize it altogether, with subway-like frequency and TTC fares on the GO corridor. It’s what the mayor promised in the election campaign, but taken to a logical conclusion.

Of course, this is Toronto and there’s the possibility the idea makes too much sense.

Simple and brilliant as SmartSpur may be, it was my second choice for most of the past two years: A 10th subway alignment – shorter, more direct and with major value-capture possibilities from publicly owned real estate – would almost certainly have delivered the best value long-term. But Alignment 10 died behind the scenes at City Hall in recent weeks and didn’t even make city planning’s menu of nine, likely because transit entities and bureaucrats still don’t seem ready to wrap their heads around international best practice for funding and achieving returns on subway investments. They also have a costly and irrational aversion to open-cut and cut-and-cover subways, which though messier to build, are far less expensive (see the Yonge line, Bloor to Eglinton).

Anyway, for now, there’s a ray of hope, and I’m calling it SmartSpur.

Here's the branch line in the broader context, and we've taken the liberty of fixing the SmartTrack station spacing in east Toronto to improve the line's ability to relieve subway crowding.

Here’s the branch line in the broader context, and we’ve taken the liberty of fixing the SmartTrack station spacing in east Toronto to improve the line’s ability to relieve subway crowding.

Photo guide for the Death and Life of Upper Midway Jane’s Walk (Year 10)

On May6, 2017, I, Stephen Wickens, will lead the 10th-annual Death and Life of Upper Midway Jane’s Walk. It has been fun over the years, though passing around pictures to large crowds and collecting them again seems inefficient in the digital age. So here is a collection of walk-related pictures that should be useful for participants who bring along smartphones and tablets. Most of the pictures are from the City Archives website.

As usual, the meeting point is Wise Guys, 2301 Danforth at 10 a.m.

This is an early 1940s picture of our meeting spot when it was known as the Quigley Hotel. It was originally built as the Norton Apartments in the 1930s, then became the Ridley. After becoming it the Quigley for a few years, it became the Wembley a name it held at least until the 1990s. The site is slated for redevelopment.

This is an early 1940s picture of our meeting spot when it was known as the Quigley Hotel. It was originally built as the Norton Apartments in the 1930s, then became the Ridley. After becoming the Quigley for a few years, it became the Wembley a name it held at least until the 1990s. The site is slated for an eight-storey redevelopment, in conjunction with the neighbouring former Canada Post site.

 

A map of our walk, which will cross three of the five creeks that once made it difficult to keep the Don and Danforth Plank Road passable east of Pape. The creeks and the less-than-convenient access to the city in the pre-viaduct era, were big contributors to the fact this area of Midway, (Upper Midway as many called the turf north of the railway tracks), remained rural into the early 1920s.

A map of our Jane’s Walk, which will cross three of the five creeks that once made it difficult to keep the Don and Danforth Plank Road passable east of Pape. The creeks and the less-than-convenient access to the city in the pre-streetcar/pre-viaduct era, were big contributors to the fact this area of Midway, (Upper Midway as many called the turf north of the Grand Trunk Railway corridor), remained rural into the 1920s.

The western reaches of the connected towns of Coleman, Little York and East Toronto had houses like this one, which once sat on what is now the Sobey's parking lot. The towns grew up around the Grand Trunk station and yards east of Main Street.

Development had come the area east of Upper Midway decades sooner, and the western reaches of the connected towns of Coleman, Little York and East Toronto had lovely houses on the Danforth, like this one, which sat on what is now the Sobey’s parking lot. Those three little towns/hamlets grew up around the Grand Trunk station and freight yards east of Main Street.

 

The Danforth Mennonite Church bought land east of Woodbine (Third Line East) in 1907, making it the only single land user on our walk that the predates the annexation of Upper Midway by the city in 1909. This a a 1911 photo.

Danforth Mennonite Church bought land east of Woodbine (Third Line East) in 1908, making  the DMC the only continuous single land-use link on our walk that predates the annexation of Upper Midway by the city in 1909. This a a 1911 photo of the new church … and it still stands.

As late as 1912, just before work began to bring streetcar tracks and paving were brought to the East Danforth, farmers still had to rely on rickety wooden bridges to cross the creeks on the muddy Second Concession Road.

As late as 1912, just before work began to bring us streetcar tracks and paving, farmers still had to rely on rickety wooden bridges to cross the creeks on the muddy Second Concession Road (aka, the Danforth). The bridges often washed out and had to be repaired by farmers.

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Preparation work for streetcar track construction involved laying some temporary rails on the East Danforth.

Preparation work for streetcar track construction east of Pape involved laying some temporary rails on the East Danforth.

Thirty years after the last spike was driven on the transcontinental CPR line, work proceeded nicely on bringing rails to what had been Upper Midway until the 1909 annexation.

Thirty years after the last spike was driven on the transcontinental CPR line, work proceeded nicely on Danforth, bringing rails to what had been Upper Midway until the 1909 annexation.

Looking west from Woodbine and Danforth in 1915, with fresh streetcar tracks and the overhead wires completed. Streetcars ran on this stretch for 51 years before being replace by the subway.

Looking west from Woodbine and Danforth in 1915, with fresh streetcar tracks and the overhead wires completed. Streetcars ran on this stretch for 51 years before being replaced by the subway.

For many years we had three supermarkets at Danforth and Woodbine, though the current Valumart site was NOT one of them. We had Red & White, in what is now Value Village. We had Power (and later Busy Bee) where we now have Carmelina, and we had this Loblaws store where we have Scotiabank. This Loblaws photo is from 1927.

For many years we had three supermarkets at Danforth and Woodbine, though the current Valumart site was NOT one of them. We had Red & White, in what is now Value Village. We had Power (and later Busy Bee) where we now have the Carmelina condos, and we had this Loblaws store where we have Scotiabank. This photo is from 1927.

The Prince of Wales Theatre, traces of which are still visible if you look in the right places.

The Prince of Wales Theatre, traces of which are still visible if you look in the right places. Beside it heading west in this 1927 photo, were Dunlop Bros. credit clothiers, Shaw’s Business School, the original location of Danforth Radio and Woolworths. Danforth Radio was founded by brothers who assembled crystal radio kits, but outgrew their parents’ basement on Amroth Ave.

We once had three supermarkets at Danforth and Woodbine, though the Valumart site was NOT one of them. We had Red & White, in what is now Value Village. Loblaws where we have Scotiabank, and we had Power (and later Busy Bee) where we now have Carmelina. This was the lineup for the grand opening at Power on Nov. 12, 1953.

We once had three supermarkets at Danforth and Woodbine, though the Valumart site was NOT one of them. We had Red & White, in what is now Value Village. Loblaws where we have Scotiabank, and we had Power (and later Busy Bee) where we now have Carmelina. This was the lineup for the grand opening at Power on Nov. 12, 1953.

The incredible variety of shops one block each way from Woodbine in 1957.

The incredible variety of shops one block each way from Woodbine in 1957.

Looking east from Woodbine on the south side in 1954. We could use stores selling beer and wine around here.

Looking east from Woodbine on the south side in 1954. We could use stores selling beer and wine around here. The city took this picture as part of a report on signs that overhang the sidewalks. We’ve largely done away with them, except in some grandfathered cases, but they do seem to add to a cozier feel on our street allowances.

Oct. 1960, looking east from the top of East Lynn Park. We had a crosswalk rather than lights at Woodmount, and the white three-storey building with stores and apartments on the SE corner at East Lynn was then a British American gas station.

Oct. 1960, looking east from the top of East Lynn Park. We had a crosswalk rather than lights at Woodmount, and the white three-storey building with stores and apartments on the SE corner at East Lynn was then a British American gas station.

Heading west to East Lynn Park, we cross the first and the biggest of creek/former ravines of the five that so heavily delayed development on the East Danforth. This one went by several names, none official.

Heading west to East Lynn Park, we cross the first and the biggest of the creek/former ravines of the five that so heavily delayed development on the East Danforth. This one went by several names, none official.

In this 1923 photo, you can see that East Lynn Park was a quite deep ravine. The creek was rerouted into a sewer and much landfill made things much shallower.

In this 1923 photo, you can see East Lynn Park was a quite deep ravine. The creek was rerouted into a sewer and much landfill was used to create the shallower depths we are familiar with.

Looking north, out from the bottom of East Lynn in 1923. Clearly, the dumping of trash on public space is nothing new.

Looking north, out from the bottom of East Lynn in 1923. Clearly, the dumping of trash on public space is nothing new.

Those spindly little trees in 1931 are undoubtedly the big trunks that DECA wraps with Christmas lights each year in East Lynn Park. Note all the awnings on the north-side businesses.

Those spindly little trees in 1931 are now the big trunks that DECA wraps with Christmas lights each year in East Lynn Park. Note all the awnings on the north-side businesses.

As we climb up the slope on the west side of the East Lynn ravine, we come to the Dutch Farm, which in the late 1800s was an inn run by Charles Heber, known for fine meals, comfortable beds and excellent home brew beer. That's muddy Danforth on the left in this drawing provided by a past Jane's Walk participant.

As we climb up the slope on the west side of the East Lynn ravine, we come to the Dutch Farm, which in the late 1800s was an inn run by Charles Heber, known for fine meals, comfortable beds and excellent home brew beer. That’s muddy Danforth on the left in this drawing provided by a past Jane’s Walk participant.

June 27, 1935: Incredibly, there were no serious injuries, especially when you consider the seriousness of the blaze and the fact that in lower-right corner of the picture, you're looking at an old sidewalk style gas pump. The first store on the corner is one of the original Brewer's Retail outlets and the second was a wine store. From the next day's Daily Star: "Passengers leaped through jagged street car windows--three men riding in the front of a flame-enveloped gasoline truck escaped injury as if by miracle--a dentist's office, liquor store and apartment suite were set ablaze, and several man-hole covers were hurled into the air as the result of a terrific crash between a street car and a 1,000-gallon oil truck at Glebemount and Danforth Aves. yesterday. Gasoline flames shot across the roadway, igniting curtains, awnings and window fronts of the apartment at Glebemount and Danforth Aves., the windows being shattered. Police report that gasoline seeping into sewers caused the explosion of four man-hole covers a quarter of a mile apart. Leonard Bigelow, driver of the truck was questioned by Main St. station detectives as to how the accident occurred.

June 27, 1935: Incredibly, there were no serious injuries, especially when you consider the seriousness of the blaze and the fact that in lower-right corner of the picture, you’re looking at an old sidewalk style gas pump. The first store on the corner is one of the original Brewer’s Retail outlets and the second was a wine store. From the next day’s Daily Star: “Passengers leaped through jagged street car windows–three men riding in the front of a flame-enveloped gasoline truck escaped injury as if by miracle–a dentist’s office, liquor store and apartment suite were set ablaze, and several man-hole covers were hurled into the air as the result of a terrific crash between a street car and a 1,000-gallon oil truck at Glebemount and Danforth Aves. yesterday. Gasoline flames shot across the roadway, igniting curtains, awnings and window fronts of the apartment at Glebemount and Danforth Aves., the windows being shattered. Police report that gasoline seeping into sewers caused the explosion of four man-hole covers a quarter of a mile apart. Leonard Bigelow, driver of the truck was questioned by Main St. station detectives as to how the accident occurred.

This McDonalds is at Runnymede and Bloor, but I've included it for good reason, which you'll learn when we get to the corner of Hillingdon and Danforth

This McDonalds is at Runnymede and Bloor, but I’ve included it for good reason, which you’ll learn when the walk gets to the corner of Hillingdon and Danforth

From 1894 to 1923, Danforth and Coxwell was home to a rendering plant that made products from horse corpses ... nasty as it was, it too was enough to attract a few residents because of the jobs.

From 1894 to 1923, Danforth and Coxwell was home to a rendering plant that made products from horse corpses … nasty as it was, it too was enough to attract a few residents because of the jobs.

Danforth Carhouse on its opening day, Sept. 23, 1915. Nearly 1,000 TTC employees worked out of the facility at its peak. It was converted to a bus garage in 1967.

Danforth Carhouse on its opening day, Sept. 23, 1915. Nearly 1,000 TTC employees worked out of the facility at its peak. It was converted to a bus garage in 1967.

Looking into the Danforth TTC faciltiy from Coxwell in the 1960s. The ugly walls weren't added until the site became a bus garage (1967-2002).

Looking into the Danforth TTC faciltiy from Coxwell in the 1960s. The ugly walls weren’t added until the site became a bus garage (1967-2002).

Hollinger bus lines, serving the Township of East York, was a profitable transit company until being absorbed by the TTC in 1954. This bus is shown on Coxwell, just north of Danforth, and would have been on its way to the Bus Terminal on the Danforth that we now know as a breakfast spot.

Hollinger bus lines, serving the old Township of East York, was a profitable transit entity until being absorbed by the TTC in 1954. This bus, on Coxwell, just north of Danforth, and would have been on its way to the Bus Terminal on the Danforth that we now know as a breakfast spot.

I love the shadow in the foreground of this photo of Danforth and Coxwell by Eric Trussler, who shot a lot for the TTC and the city.

I love the shadow in the foreground of this photo of Danforth and Coxwell by Eric Trussler, who shot a lot for the TTC and the city.

Though East York never came as far south as the Danforth in the Midway-Glebe area, its transit service (Hollinger Bus Lines) was focus on the Danforth's shopping, employment and streetcar access to the city.

Though East York never came as far south as the Danforth in the Midway-Glebe area, its transit service (Hollinger Bus Lines) was focus on the Danforth’s shopping, employment and streetcar access to the city.

How the Hollinger bus terminal looked prior to construction of the subway station in the mid-1960s.

How the Hollinger bus terminal looked prior to construction of the subway station in the mid-1960s.

Looking east from the SE corner of Danforth and Coxwell.

Looking east from the SE corner of Danforth and Coxwell.

Danforth and Coxwell looking west in the mid-1960s. Robertson Chev-Olds was once the country's busiest GM dealership, employing 350 people.

Danforth and Coxwell looking west in the mid-1960s. Robertson Chev-Olds was once the country’s busiest GM dealership, employing 350 people.

The block on the north side, west of Coxwell hosted baseball and circuses until it was developed in the mid-to-late 1920s. But the religious revival meetings were the biggest draw.

The block on the north side, west of Coxwell hosted baseball and circuses until it was developed in the mid-to-late 1920s. But the religious revival meetings were the biggest draw. 1924 photo.

Looking west at track replacement in the fall of 1936. Note the Oxford Theatre and the need to use temporary tracks.

Looking west at track replacement in the fall of 1936. Note the Oxford Theatre and the need to use temporary tracks.

 

Looking east to the Oxford, which probably still has a rather ususual apartment upstairs. It was designed to luxurious family-size standards by Bart Wainwright, who also owned the Oxford. Among the amenities was a viewing booth, which made the kids who lived there quite popular until the theatre closed in the late 50s. The film showing when this picture was taken was Bohemian Girl, starring Laurel and Hardy, and Thelma Todd and Darla Hood (of Our Gang Fame).

Looking east to the Oxford, which probably still has a rather ususual apartment upstairs. It was designed to luxurious family-size standards by Bart Wainwright, who also owned the Oxford. Among the amenities was a viewing booth, which made the kids who lived there quite popular until the theatre closed in the late 50s. The film showing when this picture was taken was Bohemian Girl, starring Laurel and Hardy, and Thelma Todd and Darla Hood (of Our Gang Fame).

The Ashbridge's Creek ravine, east of Greenwood, was filled with junk, but it often smelled lovely with the big Canada Bread plant on the right. It's employees kept things hopping at the Linsmore, across the street.

The Ashbridge’s Creek ravine, east of Greenwood, was filled with junk, but it often smelled lovely with the big Canada Bread plant on the right. It’s employees kept things hopping at the Linsmore, across the street.

The Linsmore got its licence, over neighbourhood objections, in 1934. The windows out front were opaque, allowing men to drink without prying eyes of neighbours. The ladies and escorts entrance was around the side. The place was packed on shift changes at Canada Bread, it's where Dorothy Cox was last seen alive, and it later became a pre-movie meeting spot for patrons of the Roxy.

The Linsmore got its licence, over temperance group objections, in 1934. In this 1945 photo, the windows out front were opaque, allowing men to drink without prying eyes of spouses and neighbours (the ladies and escorts entrance was around the side). The place was packed on shift changes at Canada Bread, until the big bakery across the street moved out in 1961. The Linsmore later became a favourite meeting spot for Roxy patrons seeking a pre-movie draft or three, and in recent years has new life as a great place to see live music.

Looking east from Greenwood to Canada Bread. Though most of the area's employment was south, along the rail corridor, the Danforth had several fairly large employers.

Looking east from Greenwood to Canada Bread. Though most of the area’s employment was south, along the rail corridor, the Danforth had several fairly large employers.

 

Yeah, we’ll do that downtown subway next … right after we extend the Yonge subway north from Eglinton

It wasn’t the top story of the day, what with details emerging about James Earl Ray’s stay in Toronto after gunning down Martin Luther King. But even with a federal election campaign moving into the home stretch, the TTC’s recommendation to Metro Council that we make our next subway-building priority a line through the core at Queen Street was front-page news on June 12, 1968.

Toronto had opened Bloor-Danforth extensions into Scarborough and Etobicoke the previous month and would break ground on the Yonge extension north from Eglinton less than four months later.

Here, in the interests of adding historical perspective to the current Downtown Relief Line discussions, we provide the non-bylined Star story from that day, with a few footnotes at the end.

Map is from page A4 for the Toronto Daily Star (two-star edition) on June 12, 1968

Map is from page A4 of the Toronto Daily Star’s (two-star edition) on June 12, 1968

$200 million Queen subway proposed; TTC to curtail University service

The Toronto Transit Commission yesterday proposed construction of a 7.75 mile, $150- to $200-million Queen St. subway and almost simultaneously revealed it is reducing service on the already existing University Ave. subway.

The 15-station Queen subway stretching from Roncesvalles Ave. in the west and curving north to meet the Donlands Ave. subway station on the Bloor-Danforth line in the east was proposed to Metro Council. If approved, it would probably be built after the North Yonge extension is completed in 1972. (1)

The decision to cancel University Ave. subway service all day on Sundays and after 10 p.m. on other days as an economy move (2) was apparently made in secret session some time ago and was revealed in a terse report by J.G. Inglis, general manager of operations. It is effective June 23. During the off-hours, trains will be replaced by bus service.

Mayor William Dennison estimated the move could save up to $250,000 a year in operating costs. But the TTC admitted today that the saving will be only $80,000 for the rest of this year (less $15,000 to install new signals) – and 24,000 people will have to take the bus every week.

It’s expected the reduced hours will stay in effect until eventual new routes like the Spadina rapid transit line feed more riders into the University line.

The TTC told Metro Council the first stage of the proposed Queen subway would be a $37-million underground streetcar line from Sherbourne St. to Spadina through the downtown core. The commission said this line should be built so it can be converted into a full-scale subway as soon as Metro is ready.

The Queen line is considered to be the next in priority to North Yonge, despite the fact that a rapid transit right-of-way is being built into the Spadina Expressway. The alignment of the new line would be a partial “U.”

In the east, the subway would bend north at Berkshire Ave., cut across Leslie St. and Hastings Ave. north of Queen St., follow for a few blocks an alignment along Alton Ave. to the west of Greenwood Park, then swing north to the Donlands station. Besides the Roncesvalles and Donlands stations, …            See $200 million, page 4
$200 million Queen subway proposed
Continued from page 1 …       there would be stations at Lansdowne Ave., Northcote Ave., Givins St., Bellwoods Ave., Bathurst St., Spadina Ave., University Ave., Yonge St., Sherbourne St., Sumach St., Broadview Ave., Logan Ave., Jones Ave., and Gerrard St. E., at Alton Ave.

The station at Queen and Yonge Sts. has already been roughed in and is below the Yonge subway. Commuters use part of it to travel from one subway platform to the other in Queen station.

The $30,000 report on the TTC’s studies came as a surprise at Metro Council. (3) Only a brief one-page letter indicated that the report, which consists of pages of functional drawings of routes, had been distributed to Metro Council members.

The plans had been discussed in secret by the commission and released directly to Metro without first being discussed in a public meeting. The TTC report, signed by Inglis and W. H. Paterson, general manager of subway construction, recommended against merely building a short underground line to take streetcars.

The two officials recommended instead that a hard look be given to a full-length Queen subway on the alignment suggested in the report.

Four possible alignments were mentioned in the report. The two officials all but rejected an alignment south of Queen St.  A review of properties along the south side of Queen St. revealed that excessive underpinning and demolition would be involved, the report said.
They suggested tunneling directly under Queen (4).

The decision to cut service on the University line was attacked by Controller Allan Lamport.
He said it would stunt Toronto growth and might ultimately cost the city more money than it would save, by creating more traffic congestion as persons who would otherwise use the subway turned to cars. Lamport said it was ridiculous for the TTC to expect people to stand out in the open after 10 p.m. waiting for a bus “in these days of violence and muggings.”

FOOTNOTES:

1. The Yonge line extension opened late and went over budget, the first time the TTC had missed a deadline or suffered cost overruns on a subway-building project. The extension opened in two phases, first to York Mills in 1973, and then to Finch the next year. (Okay, for those who quibble, the commuter lots didn’t open on time in 1968 for the Warden and Islington stations.)

2. Cost savings were increasingly a concern in 1968. Even though Metro agreed to stop charging the TTC property taxes on its real estate and even with operations turning a $2.4-million profit in 1967, staff feared it was slipping back into the red and would have to tap reserves to cover operating losses. (1968 and 1969 both saw $1.2-million-dollar losses). Tax revenue was not used to fund operations, and the TTC didn’t run deficits until subsidies first became available in 1971 (after that, it never turned a profit again).

3. It’s unlikely that the reports were a surprise to council as the report was comleted and being discussed for at least 10 days before being formally presented to council in front of reporters.

4. Tunneling directly under Queen in the core, but preferred plans included cut-and-cover tunnels or even open subway trenches parallel to Queen St. outside the core, the same way the Yonge line was built between Bloor and Eglinton. The alignment included a cost-effective connection with the Greenwood yard; current designs for the DRL to cross Danforth at Pape, are said to include a far more costly and elaborate plan for yard access (including a Y from tail tracks north of Danforth). DRL tunnels are also said to be based on a big unibore design, rather than using paired TBMs.

That 1968 DRL plan was slated to connect with the west side of the Greenwood yard (TTC still owns the real estate) and connect with the Bloor-Danforth at Donlands.

That 1968 DRL plan was slated to connect with the west side of the Greenwood yard (TTC still owns the real estate) and connect with the Bloor-Danforth at Donlands.

The TTC even acquired (and still possesses) land for its 1968 suggested alignment. The Oakvale green space, as it is known, is, in effect, a TTC-owned park on the west side of Greenwood yard. The plan would have connected the subway to the yard via revenue track, rather than the current plan for an inverted Y at Pape. The interchange station was to be at Donlands.

 

 

 

 

Metrolinx dips a toe into a pool of Eastern transit wisdom, and Toronto is all aflutter

Black Creek station on the York-Spadina subway extension, slated to open in 2017, is an example of how suburban stations tend to be designed in the absence of a land value-capture regime.

Black Creek station on the York-Spadina subway extension, slated to open in 2017, is an example of how suburban stations tend to be designed in the absence of a land value-capture regime. Space above the station will be difficult to redevelop profitably, though the parking lots could eventually deliver much potential through land value capture.

I’d expected the social media messages and emails to die down today after a flood in response to a story I did for yesterday’s Globe and Mail, regarding Metrolinx’s move to seek RFPs on four Eglinton-Crosstown station properties. Instead, it took all morning to work through comments related to the Globe’s follow-up story.

For the most part, I’d tell people to relax. These are still early days in an important and long-overdue discussion. In the interests of brevity, I’ll address only three key but recurring  points from the feedback.

1. Build Toronto cannot take over or redevelop TTC stations unless they’re declared surplus, and we’ll be needing these stations for the foreseeable future. This isn’t such a bad thing because Build Toronto was set up badly on a few levels and, as currently structured, would not be an appropriate entity to take on rail-plus-property style land value capture (LVC). Existing TTC stations, except the ones surrounded by lots of land won’t yield much anyway because to capitalize properly, you need prepare for redevelopment while excavating for the stations. Many opportunities have long since been blown.

2. Andy Byford is right to point out that Toronto is not Hong Kong, just as Steve Fry and Richard Gilbert did in the original story on Tuesday. A Hong Kong comparison requires a nuanced understanding of the differences. Most who poo-poo the possibilities don’t know what they’re talking about. Aside from the obvious density contrasts, how land is owned and how the public accepts top-down decision-making are points people could make to further argue that Toronto cannot do what MTR does. However, such arguments affect only the scale of likely returns. None undercuts the fact we can profit mightily from big lessons learned over recent decades in Asia. We can’t adopt MTR”s model as is, but, with a few wise adaptations, transit will work much better for Toronto and the region at a significantly lower cost, and that should in turn nurture the will of voters and politicians to fund transit properly. (I’d add that, contrary to popular misconception, about two-thirds of MTR’s developments are midrise, not highrise.)

3. Though Steve Munro and I disagree on occasion, I respect him and all of us in this town should pay attention to what he says. His warning, “that the idea of developing transit stations sounds good but might not generate as much as proponents believe,” is absolutely fair. The words may have been poorly chosen in that they have many Globe readers today believing he has lumped realistic LVC proponents in with Ford supporters. Alas, calm rational discussions are too rare in the city scarred by absurdly divisive LRT-versus-subway debates.  Hucksters promoting free subways have done much to short-circuit important discussions about getting real returns on our transit investments. Gilbert and Fry, quoted in Tuesday’s story because they are knowledgeable and reasonable, don’t expect free subways to happen in North American cities in the foreseeable future. But they would ask: What’s wrong with saving a half-billion dollars on a transit project, or even a billion, especially if it gets more people living and working sooner at new stations? And even if we get back only, say $200-million on our first foray, that too can buy a lot of buses.

 

 

Shut out, but still scoring

Herb Carnegie dreamed of becoming the Jackie Robinson of the NHL, but colour barriers wouldn’t come down until a few years after his playing days were done.

Herb Carnegie and Jean Beliveau may be the two classiest guys ever to don a hockey uniform. They were also friends for six decades, having met when Beliveau was a fresh-faced rookie with the Quebec Aces and Carnegie was at the end of a career that many felt should have included a real shot at the NHL.

Herb Carnegie and Jean Beliveau may be the two classiest guys ever to don hockey uniforms. They were also remained good friends for six decades, having met when Beliveau was a fresh-faced rookie with the Quebec Aces and Carnegie, one of Beliveau’s mentors, was at the end of a career that many felt should have included a real shot at the NHL.

This story first ran in The Globe and Mail on March 25, 2006. Herb Carnegie died in 2012, but I’ve posted the yarn here in December, 2014, at the request of a couple of people who read my posts about the now late Jean Beliveau, who also figures prominently in the tale.

By STEPHEN WICKENS
Imagine growing up hockey-crazed, making yourself plenty good enough for a shot at the big leagues, and then learning the NHL is off limits because your skin’s the wrong colour.

The average Canadian male would be crushed or incurably bitter. But for Herb Carnegie, who lived that scenario, the experience somehow became the motivation for more than a half-century of giving back to Toronto.

“There’s still a wound,” Mr. Carnegie said last week, at his kitchen table in the Donway Place seniors residence. But Mr. Carnegie — 86, widowed and blind — is in no hurry to speak of life’s injustices. He prefers to talk about the volunteers who have helped him provide scholarships for young people and about his Future Aces creed, which has been adopted by nearly 200 Ontario schools to help kids develop positive attitudes.

It’s for these accomplishments that he will be honoured Thursday at a 50th-anniversary Future Aces gala at the Toronto Centre for the Arts. Next month, he will present 30 teens from five provinces with scholarships based on academics, need and commitment to their communities. In June, York University is awarding him an honorary doctorate to go with the Order of Canada membership he received in 2004.

“I’d loved the game since I was 7½,” he says after the discussion is steered back to hockey. “We’d play all day on ponds in Willowdale, then listen on the radio to Foster Hewitt and Hockey Night in Canada. I wanted to be a Maple Leaf.”

But that loyalty led only to heartbreak in the late 1930s, when he learned that Leafs owner Conn Smythe was telling people he would pay $10,000 “to anyone who could turn Carnegie white.”

Pigmentation might have ruled out the Leafs, but the smooth-skating centre wouldn’t drop his National Hockey League dream — even if his dad urged him to go to university, instead of “wasting time on a league that will never accept a black man.”

For a while, the younger Carnegie hoped to prove his dad wrong. He was a three-time team MVP in the Quebec Senior Hockey League, which sent Hall of Famers Jean Béliveau, Doug Harvey and Jacques Plante to the powerhouse Montreal Canadiens. And colour barriers were falling in other sports — football (1946), baseball (1947) and basketball (1950).

“I followed Jackie Robinson closely,” Mr. Carnegie says of the first black athlete to play Major League Baseball. Before he made the Brooklyn Dodgers, Mr. Robinson played for the Montreal Royals, not far from Sherbrooke, Que., where Mr. Carnegie was playing hockey. It wasn’t long after Mr. Robinson’s breakthrough, Mr. Carnegie says, that “I got my invitation to the [1948 New York] Rangers training camp.”

That camp was the closest Mr. Carnegie would get to the NHL. By some accounts, he clearly belonged, but the Rangers offered only a minor-league spot — for which he would have to take a pay cut and uproot his family. In exchange, he would maybe get a shot the next season as a 30-year-old rookie. Instead, he returned to Quebec and didn’t even get a call when two of the Rangers’ centres were hurt in a car crash.

“No NHL team had the guts,” he says, making a comparison with baseball manager Branch Rickey, who gave Mr. Robinson his break.

Many who saw Mr. Carnegie play in his prime say he should have had a shot at the NHL, including Mr. Béliveau, a young Quebec Aces teammate during Mr. Carnegie’s final years.

“There were only six teams then, 120 jobs,” Mr. Béliveau says. “But Herbie was very good — a real playmaker who scored his share of goals, a beautiful skater. I will say he never got a fair shot, and it was because of his skin. Everyone in our dressing room loved him. You need those players to win championships.”

The NHL admitted its first black player, Willie O’Ree — who played for the Boston Bruins — in 1958. But by then Mr. Carnegie was four years into retirement from hockey, back in North York and well on his way to a new life, including his Future Aces (which he started as a hockey school before it evolved into a motivational program for young people), a successful 32-year career as a financial planner and two national seniors golf titles.

“Closing the door on hockey was hard,” says Mr. Carnegie, who credits his late wife, Audrey, with providing much-needed support.

“It was scary,” he remembers, suddenly finding himself in his mid-30s, a black man in WASP Toronto, with four kids and no career prospects.

“I had this feeling of being shut out. When I would hear about freedom and democracy, our great way of life and all this, I would say, ‘Don’t tell me that stuff! Show me!’ ”

But then Mr. Carnegie started coaching kids. “It was like therapy,” he says. “Their smiles, the support of their parents — it was fuel for my soul. I’d found my purpose in life, and it all built from there.”

Mr. Carnegie is not a religious man, though he thinks his spirit may have been nurtured in some way by attending a Baptist church as a child. He credits loving parents (immigrants from Jamaica in 1912) and his in-laws, the Redmons. He also speaks of “a great gift, a life lesson,” he took from a high school coach at what was then known as Northern Vocational School.

“His name was Bob Crosby, and it’s like I can still hear his voice,” Mr. Carnegie says, explaining that he and the coach had just heard a racial slur from the stands at Maple Leaf Gardens. “Bob leaned down and told me, ‘The way to answer that is to turn the red [goal] light on.’ ”

Mr. Carnegie wrote his Future Aces creed in part to help himself get past his post-hockey pain, but he soon realized that the idea of living according to words such as attitude, co-operation, education and sportsmanship was universally applicable. Today, if you go to the website [http://www.futureaces.org], you’ll find the creed in 15 languages, and according to Mr. Carnegie, “we’re working on more.”

Jim Colby, 61, who attended the first Future Aces hockey school at the old open-air Mitchell Field rink on McKee Avenue, sees himself as lucky in life. “But it was really lucky that I got to know Herb,” he says. “At the hockey school, I was 12 or so, and my self-image was pretty battered. But this guy thought I was fine — and I was a crappy hockey player.”

Mr. Colby, who went on to earn a PhD and become a language tester for the Department of National Defence, saw no evidence Mr. Carnegie felt hard done by. “Herb never lost his temper, even in what must have been his lowest times. He commanded respect, but we all loved him,” Mr. Colby says.

Jean Béliveau, considered one of the classiest men ever to play hockey, calls Mr. Carnegie a true hero. “As a human being, when you see all he’s done . . . even today, he’s still contributing. Every Canadian should know his story,” says the NHL legend, who will be part of a taped tribute at Thursday’s event.

Tonight, it will be like old times.

Mr. Carnegie will sit by the radio, listening to the Toronto-Montreal game. “I’ll cheer for the Leafs, of course,” he says. “Nobody with the present team was ever unfair to me.”

And would he trade all his accomplishments of the past 50 years for a chance to go back in time and play in the NHL?

“I’ve had people say, ‘Thank God you never made it, because you probably would never have done all these things.’ Well, that may be, but we can never be sure.

“I don’t know how to answer,” he says, voice cracking. “When it came to hockey, I wasn’t a coloured kid, I was just a Canadian boy dreaming of the NHL, like all the others. I wanted that so badly.”

The Death and Life of a Great Canadian Street

Danforth and Woodbine, looking west on Sept. 16, 2014, 98 year and 51 weeks after the photo below right, Woodbine and Danforth has changed plenty. And after about 60 years in decline, the area is getting new investment and is clearly on the way back.

Danforth and Woodbine, looking west on Sept. 16, 2014, 98 years and 51 weeks after the photo below right. After about 60 years in decline, the area and this intersection are getting new investment and they are clearly on the way back.

Urbanist Jane Jacobs may never have written about the East Danforth, but after a few long walks on a Toronto strip that was in decline for much of the latter 20th century, she developed firm views on what is needed for revitalization.

Danforth and Woodbine looking west, Sept. 22, 1915, with the new streetcar tracks and actual paving. (City of Toronto Archives photo)

Danforth and Woodbine looking west, Sept. 22, 1915, with the new streetcar tracks and actual paving. (City of Toronto Archives photo)

By STEPHEN WICKENS

When the writing wasn’t going smoothly, Jane Jacobs would take a long walk. During one stretch of gorgeous fall weather in the early 1980s, with writer’s block delaying progress on Cities and The Wealth of Nations, the renowned author of books on urbanism, economics and ethics visited the Danforth “three or four times … the whole strip from Broadview to Victoria Park,” with several detours to the nearby rail corridor and the surrounding streets.

She never wrote about those Danforth jaunts but she spoke with me about the area in 2004 and 2005, while I was both writing Toronto features for The Globe and Mail, and working with people attempting to start a neighbourhood group (prior to the eventual and  successful establishment of the Danforth East Community Association).

Watercolour of Jane Jacobs by Hilary Forrest

Watercolour of Jane Jacobs by Hilary Forrest

Though she was nearly 90, Jacobs’s memory was excellent. I was raised in the east end and live in the immediate area. I walk a lot, too. She visited a few times – decades earlier – yet what she said helped open my eyes.

In one discussion, she bristled and became animated when I mentioned the usual received wisdom, that the East Danforth’s seemingly mysterious decline in the second half of the 20th century was likely a result of transportation changes, most notably the replacement of streetcar service with the Bloor-Danforth subway in 1966 to Woodbine, and 1968 farther east. It is an enduring theory, given legs within weeks of the subway’s opening as media latched onto attempts by the area’s “business men’s association” and locals to restore some form of street-based local transit, either streetcars or buses, that would run parallel to the subway using existing, frequently spaced stops. The group produced a 15,000-signature petition (huge numbers for a small area in the pre-social media days), but the pleas were ignored at the Toronto Transit Commission.

Jacobs said far too much weight had been given to the arrival of the subway, and called it a ‘lazy man’s theory.’ She agreed that underground subway stations – spaced much farther apart than the old streetcar stops – sped the processes that were sucking life off the street (better planning for second station entrances could have helped a bit, in her view). But she argued that commercial strips of blue-collar neighbourhoods had gone into similar declines during the same era, “all over Toronto, the continent, even the planet – and almost none of these other strips would have had new subways.”

Commercial streets, an essential component of urbanism for millennia, had, in effect, been deemed obsolete in theory and practice, and the ramifications were both far-reaching and subtle.

The larger transportation-related factors in her view were that car ownership was soaring in the post-World War II era, and that people were suddenly traveling farther to shop – to malls and bigger stores where parking was easier. People also became increasingly less likely to leave home on foot, and whole neighbourhoods and cities suffered as a result.

“Transportation matters to the discussion, to be sure,” she said. “But if you’re serious about revitalizing this street, you’ll focus on broader changes to the overall local economy, and you’ll look for adjustments to form that will naturally attract pedestrians for day-in day-out reasons.”

Among the things that first struck Jacobs on her walks, especially east of Pape where the nature of the street changes suddenly, was the near complete lack of Victorian or Edwardian buildings. She also found a sudden increase in the lengths of the blocks (see No. 2 in her seminal list of conditions for generating diversity).

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Jane Jacobs’s four conditions to generate diversity and vibrant city streets, from the The Death and Life of Great American Cities, Page 150:

  1. The district, and indeed as many of its internal parts as possible, must serve more than one primary function; preferably more than two.  These must insure the presence of people who go outdoors on different schedules and are in the place for different purposes, but who are able to use many facilities in common.
  2. Most blocks must be short; that is, streets and opportunities to turn corners must be frequent.
  3. The district must mingle buildings that vary in age and condition, including a good proportion of old ones so that they vary in the economic yield they must produce.  This mingling must be fairly close-grained.
  4. There must be a sufficiently dense concentration of people, for whatever purposes they may be there.  This includes dense concentration in the case of people who are there because of residence.

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She advised me to compare the block lengths east and west of Pape on a map. “Better still, walk and time them if you have the opportunity,” she said.

It turns out that most blocks on both the north and south sides of Danforth west of Pape, the much livelier Greektown neighbourhood, are no more than 100 metres and can be walked in a minute or less. Many to the east take two minutes or more. When we touched on this in a subsequent discussion she said I’d probably remember for the rest of my life that blocks in the liveliest places in cities all over the world will tend to be well under two minutes in length at my pace (see for yourself, no matter where you live or where you’re visiting). “Two-hundred and fifty or 300 feet is ideal in most cases.” (That’s 76 to 91 metres.)

But Condition No. 1 on her list, The East Danforth’s mix of primary uses, would in her view matter most to people puzzling over how to reinvigorate the area (the emphasis on the word primary was hers).  She felt strongly that if redevelopments merely added residential condos with retail on the ground floor, we wouldn’t be adding the type of mixed use that could have a major regenerative effect.  We might merely be adding to the number of empty stores, she said. And she warned that many “seemingly enlightened planners still tend to have a superficial understanding of what mixed primary use really means.”

Jacobs suggested I go to the Central Reference Library and use city directories and old maps as an introduction to the timeline of Danforth East’s development. Correctly, as it turned out, she told me to expect that the area was first developed largely in the 1920s, a point she said meant this was in fact a hybrid, not the pure streetcar suburb that some academics would label it. Private cars would have been a factor from the beginning, certainly east of Pape, even if the area had still developed largely around a main street on which streetcars arrived in 1915. She told me to look for evidence the area developed with a significant amount of employment, mostly industrial and most of it likely focused on the rail corridor to the south.

And it was there.

Prior to the area’s initial development, but well into the 20th century, lands on both sides of the East Danforth were largely operating as market gardens, providing fresh produce to the nearby city. Farming operations got larger farther north, toward the Taylor Creek valley, with several dairy operations in what was the Township of (and later the Borough of) East York, amalgamated into Toronto in 1998. Most of the area immediately north of Danforth had been Church of England reserves, known as the Glebe and usually leased to farmers. South of the Danforth (east of Greenwood and over to the town of East Toronto at Main Street), was known as Upper Midway, part of the Midway area annexed to the city in 1909. It was very rural compared with the main parts of Midway, south of the tracks, and it appeared as a virtual blank on maps as late as 1907.

Jacobs asked me to come up with a plausible explanation for the delay in development until after World War I, especially since areas farther from established Toronto had developed sooner (around the Grand Trunk/Canadian National station and yards at Main Street). I’m open to arguments, but it seems probable that the biggest delaying factor was that, east of Pape, five creeks crossed the Danforth (a.k.a. The Second Concession and later The King’s Highway No. 5). The railway tracks had also established themselves as a barrier. Though the tracks had brought the Town of East Toronto to life, the corridor barrier itself would increasingly become a drag on the area in the later 20th century, especially as it got closer to the Danforth heading east and as industry that once provided jobs in the area moved out to the suburbs.

Though the Danforth (originally the Don and Danforth Plank Road) had opened in 1851, the imposition of a concession grid, forced the street to follow a predetermined straight line, despite ravines and marshy areas that would not have been apparent in the kingdom’s Colonial Office in the 1790s. The road’s path was set decades before surveyors arrived. The Danforth was a nightmare to maintain (a job left largely to the farmers who used it and paid tolls — a source of protests and legal disputes). The rickety wooden bridges often got washed out. And even when they weren’t, travelers to the city still had to get to down to Queen, Gerrard or Winchester streets to cross the Don Valley.

Rickety wooden bridges on the east Danforth often washed out in storms. City of Toronto Archives photo

Rickety wooden bridges on the east Danforth often washed out in storms. City of Toronto Archives photo

Even though streetcar service and proper paving came to the East Danforth in 1915, development didn’t happen until a housing shortage after the Great War and the opening of the Prince Edward Viaduct in 1919. Something that also held up residential development in the immediate Coxwell-Danforth area was a stench from the Harris abattoir and rendering plant, which was eventually driven away in the early 1920s (and though this is also a clear instance where employment and residential don’t work in close proximity, even the Harris plant attracted a small enclave of residents using kit housing just southwest of Danforth and Coxwell).

In the city directories, Jacobs suggested I look for trends related to the stores that sprang up: Aside from the fact that many merchants lived upstairs from their businesses, the most stunning thing was the lack of turnover. Vacancies were listed when buildings were new in the 1920s, but were almost non-existent again until the late 1950s. There was very little turnover among businesses through the Great Depression, 1940s and early ’50s, indicating a healthy local business environment despite great challenges facing the global macro-economies. Even when Woolworth moved from east of Woodbine to snuggle up next to department store rival Kresge in 1942, displaced shops found ways to stick around — some at Woolworth’s old site.

The variety of shops, especially close to Woodbine was remarkable. Though supermarkets in the 1950s were much smaller with limited offerings, there were nine of the Loblaws, A&P and Dominion variety from Greenwood to just east of Woodbine), as well as butchers, bakers and produce shops. There were also many clothing and shoe stores, and the three movie theatres would have contributed to sidewalk life in the evenings.

These were all things Jacobs expected me to find, and she said it was important to note that the turnover and vacancies started appearing well before any subway construction began, even if locals didn’t really pay attention to the strip’s decline till later. Some feared the subway would bring over-development, yet the opposite happened, and many are still astonished by the lack of development more than 50 years after the subway opened.

There is also a strong likelihood that plans for an extension of the Gardiner Expressway into Scarborough, through the neighbourhoods straddling the railway tracks, hung over the local real estate market in the 1960s and ’70s. Hundreds of homes were to be expropriated just for the interchange at Woodbine, not far south of the Danforth.

The Ford of Canada main assembly plant became Shopper's World mall after the company moved operations to Oakville. The loss of jobs and the shift of stores from the street were "a double whammy" for the neighbourhood.

The main Ford of Canada assembly plant became Shopper’s World mall after the company moved operations to Oakville in the 1950s. The loss of jobs and the shift of stores from the street were “a double whammy” for the neighbourhood. PHOTO COURTESY FORD OF CANADA

As for industry and employment, there wasn’t so much right on the Danforth itself, though it’s worth noting that Canada Bread had its main Toronto plant just east of Greenwood (and the folks at the Linsmore Tavern said the plant workers kept them very busy on breaks and shift changes). Ford of Canada, before moving to Oakville in the 1950s, had its main operations at what, in 1962, became the Shopper’s World Mall, west of Victoria Park, right by the eastern loop of the streetcar line on a small strip where East York actually reached down to the Danforth.

Jacobs called the loss of that employment and the fact that some Danforth stores moved to the mall in the early 1960s a “double whammy” for the strip. Car dealerships and the TTC streetcar barns at Coxwell (now only partly used, and mostly as parking for subway staff) also brought lots of workers to the neighbourhood or provided jobs that local residents could walk to. And, of course, lots of people working in the area provided essential daily business for local shops and restaurants. Along the rail corridor, less than a half-kilometre to the south, were major industrial enterprises, including a John Wood plant on Hanson Street, the largest source of hot water tanks in Canada from the 1920s on. Service Station Supply was an assembly plant for gas pumps and hydraulic lifts. There was a factory producing stoves, washers, ‘ice boxes’ and fridges. There were many light industrial operations as well as quarries and brickyards on either side of Greenwood.  Major suppliers of coal, lumber and other building materials were located all along the tracks from Greenwood to east of Main, where the CNR shops and freight yards began.

Jacobs wanted me to see that, while many preferred to drive out from of our neighbourhood the noise and trucks that increasingly accompanied industry, the shift to an overwhelmingly residential area quietly undercut essential facets of the local economy, including the shops and restaurants on the Danforth. The loss of industry meant the rail corridor bordering the southern parts of the neighbourhood shifted from attracting much economic activity to the East Danforth to being a barrier and a drag on the area, a hindrance to walkability and connectivity.

Late in the 20th century, even though household sizes got smaller, in pure residential terms the neighbourhood actually got denser because housing was built on former industrial land. But the mix of primary uses – usually residential and employment, with a few specialty shops or large theatres that can draw people from other parts of town – was getting badly depleted.

Looking forward, she said: “Residential density itself won’t be enough of an answer if you really want to create or recreate a vibrant neighbourhood,” she said, adding that residential density by itself, especially if it becomes high-rise, high-density could be a big problem if we don’t pay attention to all the generators of diversity.

On that count, she said the options are limited. There might be small gains to be had by breaking up some long blocks, but the new passageways or streets would almost certainly never penetrate more than a block or two into the surrounding neighbourhoods. Creating a deep inventory of buildings of different ages is a long-term organic process; the key would be to ensure that the 1915 TTC barns and much of the 1920s buildings be saved (likely not a problem with the fragmented ownership and often shallow lots). Density increases, especially right on the Danforth would be helpful, but we might need less than many think, especially if significant employment is included.

“There’s opportunity in bringing employment to sites at the subway stations,” she said (and she agreed that the TTC lands and some north-side parking at Coxwell and the Valumart parking lot at Woodbine are probably our only significant options for bringing mid-rise office buildings into the local mix. (Our discussion didn’t consider areas as far east as Main Square and Shopper’s World, but clearly, there’s redevelpment potential there).

The five-acre TTC lands at Danforth and Coxwell were used as a bus garage when Jane Jacobs studied the strip. These days much of the site is used, ironically, to provide free parking to transit workers.

The five-acre TTC lands at Coxwell were used as a bus garage when Jane Jacobs studied the strip. These days much of the site is used, ironically, to provide free parking to transit workers. Shockingly for many, it’s larger than the Honest Ed’s site set for redevelopment.

She added that we were lucky to be approaching things at this time (she was speaking in 2004) because much of the GTA’s employment gains are likely to be in office work, and that even just a few mid-rise office buildings near the stations might bring enough workers to help “rebalance the local economy.”

Though she died in early 2006, Jacobs lived long enough to see a resurgence of life  downtown when usage restrictions were lifted on “The Kings,” and when a new wave of residential development was able to complement the dense employment zones, allowing secondary-use shops and services to come back in the core. She saw it as encouraging.

Returning employment to the Danforth area could, in her view, have a similar effect (though on a much smaller scale) by getting more people out onto the sidewalks for different reasons at different times of the day, helping lots of small shops and restaurants to “get over the hump … it often takes just a handful of extra customers a day to make a difference in small-scale retail.”

She emphasized that year-round walkability relies heavily on people having regular economic reasons to be out on the local sidewalks. “You won’t get industry again, and few would tolerate it, but office work and some new residential density right on the Danforth could be great for the city and your area.” She felt the Avenues focus in the city’s Official Plan could be life-giving for the East Danforth.

She also noted that the Danforth has spare subway capacity in what transportation people call the ‘contra-flow,’ – half-full trains going in the opposite direction of the main rush-hour crowds. She called that “untapped potential.” She remembered surface parking near some of the subway stations and called that  “a waste of potential.”

“This may come as a surprise to you,” she said, “but part of the area’s empty-store problem is that there’s too much retail space for the current size and makeup of the local economy. Most of that retail is going to be secondary-use stuff.”

Demand for the retail space on a strip such as the Danforth, in her view, was very much a reflection of the health and diversity (or lack thereof) in the wider local economy. It’s almost certain that she would have been a huge supporter of DECA’s pop-up shop program. She  said: “Vacant storefronts certainly feed vicious cycles of decline, but if you’re smart, long-term, you’ll view them (and street crime) as mere symptoms of bigger problems.”

Anyway, it’s a gorgeous September day and signs of new life have been popping up on the East Danforth for nearly a decade now. Even though the writer’s block isn’t necessarily holding me back, I think I’ll go for a walk.

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Stephen Wickens is a journalist and a former board member of Danforth East Community Association. At present he leads DECA’s Visioning committee. Much of the material gathered from talks with Jane Jacobs (directly and indirectly) forms the basis of an annual Jane’s Walk, ‘The Death and Life of Upper Midway.’

 

A Reality Check on MP Doug Holyday’s Transit History Lecture

Lauding the Tories’ record makes only slightly more sense than thanking her royal highness, Queen Elizabeth, for Toronto’s subway system

Prime Minister Lester Pearson rides the Bloor-Danforth on opening day in 1966, possibly the only time he ever rode Toronto's subway. Like all senior governments, his was guilty of fare evasion.

Prime Minister Lester Pearson rides the Bloor-Danforth on opening day in 1966, possibly the only time he ever rode Toronto’s subway. Like all senior governments, his was guilty of fare evasion.

According to 680News on Wednesday (Sept. 18), new MP Doug Holyday said that under Conservative leadership, 64 subway stops have opened in Toronto, and that “in the last 10 years, under Liberal leadership, we’ve not opened up any.”

He’s correct, though it’s a factoid that cries out for explanation.

And before we go further, I should make clear I have no rooting interest at Queen’s Park. The Liberals, NDP and Tories all have  fingerprints on the transit mess that plagues the GTA.

So, as for Holyday’s take on history, it’s worth noting both senior levels of government refused to fund the subway projects that produced our first 38 stations, Eglinton to St. George and Keele to Woodbine. Holyday, the Tories’ new GTA subways and gridlock critic, should know that that’s 60 per cent of the stations, and that they’re all in locations where subway actually makes sense on all levels, from land-use to economics to basic travel demand.

Tory premier Leslie Miscampbell Frost showed up penniless in 1959 for the University-Bloor-Danforth groundbreaking. All he brought was a speech warning Metro and the TTC not to get buried in debt for the project. Toronto went ahead and built, using a property tax surcharge, and we’re still living off the foresight of that generation’s decision.

Frost’s successor, John Parmenter Robarts (and we’re not making up these middle names), eventually guaranteed Metro’s loans, allowing work to be expedited and advance the Bloor-Danforth opening to February 1966 (25 stations and 16 kilometres in 75 months!).

1968_image_3

There were eventually some small grants thrown in, but it’s fair to say the province didn’t get into transit funding until we pushed the Bloor-Danforth into Scarborough and Etobicoke in 1968, and the Yonge line into North York in the mid-1970s.And that’s when we seemed to lose control of transit planning.

The next premier, William Grenville Davis, gave us a funding formula many still pine for, but along with a new suburban dominance on Metro council, delivered an ill-conceived line with stations marooned in the median of the Spadina Expressway.

After less than a decade with the funding model, whereby the province would pay 75 per cent of capital costs and 50 per cent of operating shortfalls, Queen’s Park’s will to back transit withered. One-station Bloor-Danforth extensions to Kipling and Kennedy, opened in 1980, would be our last new subway for 16 years.

By then, Davis’s Tories, unaware that sprawl, not technology, was the root problem, were scrambling for something cheaper than subways to use in suburbia. They lost their minds and bet heavily on the Intermediate Capacity Transit System, developed by the Crown’s Urban Transit Development Corp. That, along with lots of arm-twisting, gave us the SRT that we now need to replace after less than three decades. It’s almost certain the SRT cost us more than a subway would have in the first place, something Holyday and others conveniently neglect to mention.

It’s easy to rip the Michael Deane Harris Tories for officially killing the Davis funding formula and for filling in tunnels that had been started for the Eglinton West subway (and the imposing amalgamation that makes Toronto impossible to govern). But few remember David Robert Peterson‘s Liberals unofficially put an end to urban transit funding at a critical time for the GTA.

Some commemorate June 3, 1971, when Davis killed the Spadina Expressway, as the start of some golden era of transit. But May 24, 1988, was as significant for 21st-century Ontarians in that Liberal transportation minister Ed Fulton announced the province would have nothing to do with Network 2011, the TTC and Metro’s plan for transit expansion.

Fulton, in announcing a 10-year plan for the GTA, shifted funding and emphasis from transit to extending and widening 400-series highways. New transit money largely went toward acquisition of land for “Gateways,” surface parking at GO stations in what we now call the 905. It was a monkey trap from which GO has yet to extricate its paws (though, as land banks, that asphalt holds great potential if anyone on Anne Golden’s new funding panel is smart enough to seriously consider adaptations of the Rail + Property model.

Many Metro councillors pointed out 25 years ago that the Peterson-Fulton legacy would be a massive boost to unsustainable sprawl, and they were bang on. Many of the headaches we now face are due to the fact that landscapes designed for drivers make the delivery of quality transit (and most other municipal services) extremely expensive, possibly in perpetuity.

And what about the NDP?

Three months before Peterson’s snap election call in the summer of 1990, he announced an apparent change of heart on transit with the Let’s Move plan, a disjointed but ambitious collection of lines. The NDP, led by Robert Keith Rae, promptly undercut any Liberal political advantage by backing the plan, but when they won a surprise major majority in September, they froze. Though some lines were of dubious transit value, they might have been good stimulus projects for the deep early-1990s recession. Rae’s NDP had barely started on transit when they were bounced by Harris’s Tories in 1995, and we all know the damage done by that crew in the following years.

But the biggest NDP damage occurred in 1986 at the municipal level.

Behind the scenes in the 1980s, the TTC and transit planners made clear that if we didn’t get started on the DRL soon, the economic health of Toronto’s core and its transit system would suffer, while runaway sprawl would get a big boost in York, Peel and Durham.

The TTC realized that at suburban-dominated Metro, it would have to compromise, so it agreed to allow the DRL to get second billing. Top priority would be a line on Sheppard (even if demand projections would need heavy torquing). Besides, the idea meshed with Metro planning’s hubris, a belief we could effectively decentralize growth by creating instant downtowns in Etobicoke, Scarborough and North York.

But even second priority for the DRL didn’t sit well with downtown NDP aldermen Jack Layton and Dale Martin, who feared “Manhattanization” and increased density in the core. They worked with suburban counterparts and planning staff to get the DRL dropped below Eglinton on Network 2011’s list, effectively killing the TTC’s top priority altogether. They backed us into a corner where now, every transit expansion plan that ignores the DRL’s urgency, whether it’s Transit City or subways to Richmond Hill or Scarborough Centre, aggravates overloading on the inner network and advances an imminent crisis.

For what it’s worth, Holyday’s right: all 64 subway stations opened while the Tories held power at Queen’s Park, but we might as well accord similar credit to the Queen.

Meanwhile, six more stops — wasteful grandiose, expensive, standalone stations — are slated to open between Downsview and Vaughan in 2016. Anyone posting odds on who will be in power? Does it matter?

 

 

 

 

The better way to honour Sam Sniderman and help the TTC

A Toronto museum is a great idea, but putting the iconic spinning-disc signs from Sam The Record Man’s flagship store in such a place would insult the creativity he promoted in life. Sam’s spirit should be surrounded by life and music, and in doing so we could take care of one of the TTC’s outstanding headaches.

samSam Sniderman was a music man, and one thing to know about music is that, unlike man, it has the potential for immortality.

I love the idea of a Toronto museum, but recent suggestions in the Star and Post that we hang Sam The Record Man’s homeless signs in such a place would insult the creativity he promoted in life — not just in the city he loved, but across Canada.

Gratuitously affixing the spinning discs to the Ryerson building rising on the site of Sam’s store would be nearly as bad, though it feels as if my alma mater deserves some such punishment for cheesing out in this affair.

samsign2But opportunity to do Sniderman proud, make someone some money and contribute mightily to the Yonge Street strip and the city beyond, lies just south, on the other side of Gould Street. The spirit of Sam and the signs in question deserve a space with music and life, a healthy mix of uses to keep things happening at all hours. The site of the old Empress Hotel is perfect on several levels.

Sadly, we’ll never have the Empress back. It was allowed to slide into disrepair during Yonge’s seediest days. It was then destabilized in 2010 and torched a year later.

I mostly recall the red-brick 1888 landmark as Music World, a latter-day Sam’s competitor. In the early 1980s, when I was a Ryerson student, there was also a dingy second-floor burger joint with uneven floors. The baskets of fries were huge and filling. I loved them drenched in vinegar, with beer on the side.

MUSICBut having grown up in Toronto, I somehow knew the place had been Edison Hotel in the ’60s. I was aware of the former buzz — maybe from radio ads of my boyhood, maybe from osmosis, or maybe from co-workers old enough to legitimately spin tales of the great nights on Yonge. They’d seen the Hawks (later The Band), the Ugly Ducklings, the Mandala, Sparrow (pre-Steppenwolf) and the Mynah Birds; they’d frequented the Le Coq d’Or, The Embassy, The Colonial and The Hawk’s Nest.

The tales made me feel I’d been born too late.

Sam was an essential part of that Yonge Street — and Yorkville and much more. Most of the big names from the second half of the 20th century owe much to the efforts he made, especially in the years before CanCon legislation (though he was also instrumental in getting Ottawa to ensure Canadian broadcasters played Canadian music). He was much more than a retailer with charisma and a catchy sign, he helped get Canadian talent onto  the world stage.

According to longtime Maclean’s music critic Nick Jennings, author of a great 1997 book called Before The Gold Rush, Sniderman “built a reputation as the greatest promoter of domestic talent that Canadian music ever had.” 

Veteran music journalist Larry LeBlanc lists the Guess Who, Gordon Lightfoot, Anne Murray, Bachman Turner Overdrive, Rush, Triumph, Stompin’ Tom Connors, Raffil, Bruce Cockburn, Murray McLauchlan, Liona Boyd, Loreena McKennitt, Sloan, Barenaked Ladies and many others as artists indebted to Sniderman.

Not every music fan closed the deal at Sam’s. I often went home with a yellow bag from A&A’s, two doors up the street (only Steele’s Tavern separated the rivals). But every trip to that part of downtown included a visit Sam’s, and we’d often see Sam in person.

Recent commercial property transactions and current condo developments mean big changes and a lot more life are coming to Yonge. I kind of sense a new golden age in the works. With luck, it will bring enough life to support some good new club-style live-music venues. The place to start is at the fenced-off Empress/Edison site, now being used as a staging ground for the Ryerson construction.

As an urbanist, I don’t much care specifically what goes on the upper floors there, though it should be a primary use other than residential. That’s because the lower floors need a big space for bands, dancing and the Sam’s signs, spinning for people who will appreciate them and their Yonge Street context.

But wait, if we exercise a little foresight, we can turn the basement and part of the ground floor of this building into part of the long-overdue north entrance to Dundas Station, which somehow slipped behind Castle Frank and Donlands in the TTC’s controversial and conceptually challenged second-exits program.

Done properly — in conjunction with a larger development — a second entrance for Dundas can be accomplished at a very favourable price (and, of course, Dundas was an essential stepping-off point for so many of Sam’s customers). Ryerson and the TTC had been in talks to work the north entrance into the Student Learning Centre that’s under construction, but we’re told that talks fell apart.

If the Empress site has to be expropriated, so be it. The public badly needs it to bring the sixth busiest TTC station up to the most basic standards of fire safety, not to mention allowing it to connect better with a rapidly growing university. And it’s not as if we were shy about expropriation tactics at sleepy Greenwood and Donlands a few years back.

Maybe, if necessary, we can have Build Toronto carry the public interest from there. Maybe BT can work in conjunction the current owner, Lalani Group, to ensure a solid economic case and an attractive and appropriate structure rises above the musicians and revellers and TTC customers — and that Sam’s sign.

Call the club Sam’s if you like. Maybe it can be a showcase for both long-respected and up-and-coming Canadian bands. Maybe Robbie Robertson could be the host on opening night, with specials guests of his choosing (as long as I get a ticket).

Of course, it won’t all pan out this way, but this type of blue-sky discussion is needed for many obvious reasons.

The only way I can support putting the signs in the same building as a museum, is if that Toronto museum is part of the upstairs space.

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TAO and the politics of transit ideas in Ontario

Backers of an electrified GO-based Scarborough Rapid Transit replacement plan  may be a test for Rob Prichard’s assertion that it’s never too late for good ideas

Metrolinx chair Rob Prichard answers a reporter's question after the Sept. 10 board meeting, while president Bruce McCuaig looks on.

Metrolinx chair Rob Prichard answers a reporter’s question after the Sept. 10 board meeting, while president Bruce McCuaig looks on. Prichard indicated that he and the folks at Metrolinx view the transportation minister’s stripped-down subway idea as “fresh thinking.”

“Usually, the thing that’s in shortest supply in life is good ideas,” Rob Prichard told reporters after the Metrolinx’s Sept. 10 board meeting.

“When a new idea comes into play, our job is to take it seriously, do due diligence and see if it works,” the the transit agency’s chair said, apparently under the impression that Glen Murray’s Scarborough subway idea qualifies as fresh thinking.

“It’s never too late for great ideas.”

Well, those words may soon be put the test.

Folks at Transport Action Ontario, a respected transit activist group, believe they have the great idea for the Scarborough rapid transit replacement project as part of their Regional Rapid Rail Report, released last month.

Even if it’s only a good idea, it appears to have major advantages over the two subway proposals transit bureaucrats have been forced to take seriously in recent weeks. It also appears to have a significant edge over the light-rail plan that would divert the Eglinton Transit City line up to the Scarborough Town Centre, as per the much-vaunted Master Agreement ™ between Metrolinx and the city.

The biggest question is, will those in power seriously consider the idea in time?

The good news for TAO is that their report is on Metrolinx’s radar, though Prichard seemed surprised when it was mentioned in relation to the Scarborough situation – an hour or so earlier, during the seemingly scripted part of the Metrolinx meeting, he sought assurance from one of his VPs that TAO’s report would be considered as part of a Downtown Relief Line study.

In a nutshell, TAO sees the GO rail network as badly under-utilized in a metropolitan area desperately short of time, funding and transit infrastructure. TAO figures if we seriously speed up Metrolinx’s long-range plan to electrify GO’s network, we can get subway-quality service akin the S-Bahns of Germany for $55-million a kilometre – that’s less than LRT.

Key to the plan would be electric multiple-unit trains, which would be bi-level like current GO rolling stock, but would have traction motors in every other car. Rather than use a third rail, these EMUs draw current from overhead wires. According to Karl Junkin, the main author of the TAO report, EMU trains would be cheaper to run than ones hauled by diesel locomotives, with estimated savings of nearly $500-million a year. EMUs can also accelerate and brake like subways, allowing for a near doubling of the number of GO stations without slowing overall travel times. In combination with frequent service, this is massive in that it doubles the number areas where people can walk to a station and multiplies the number periods in which the stations are useful. That in turn can seriously improve efficiencies for transit operators all across the region.

“We’re talking trains every four minutes during the rush hour and every 15 minutes off peak,” Junkin says.

TAO argues the EMUs would provide faster service from downtown to Kennedy, Scarborough and beyond than either of the subway options – a city/TTC proposal for Eglinton and McCowan up to Sheppard for $2.3-billion (plus or minus 30 per cent), and Transportation Minister Glen Murray’s two-stop idea that would largely follow the current SRT corridor. Also, instead of adding ridership to the Bloor-Danforth, which is already at capacity in the morning rush, TAO’s EMU line would actually divert customers – acting as a sort of Downtown and Bloor-Danforth Relief Line.

“I have to emphasize that our plan would not eliminate the need for a DRL, Junkin says. “Not even close, but it buys us time, especially on the Richmond Hill and Scarborough corridors.”

Another potential advantage TAO’s idea has over the Murray plan, and the LRT proposed for the SRT corridor, is that the shutdown period could be shorter than three years, and the shuttle bus service needed during construction would only have to be from STC to Ellesmere, rather than STC to Warden or Kennedy stations.

In creative societies – a concept championed by Richard Florida and former premier Dalton McGuinty – rare good ideas are deemed valuable and creative people are encouraged to get them into circulation. But getting good or even great transit ideas “into play” in this province is nearly impossible if you’re not a well-placed politician. Even our transit agencies are taking their cues from politicians and seem shy about using their many talented people to truly seek and suggest best alternatives.

Prichard tells us Metrolinx will be unbiased in carrying out “confirmatory studies” of Murray’s plan. The provincial agency that was to depoliticize the transit planning process is clearly fixated on a corridor that has failed to produce transit-oriented development or urbanism despite nearly three decades of extremely costly rapid transit service. Those who’ve followed the Scarborough saga for decades can tell you the corridor wasn’t anybody’s first choice 35 years ago, but because it has been a default part of so many plans over the years, it now seems to have been accorded some kind of precedent status.

The TTC, meanwhile, also seems as beholden to politicians who are supposed to oversee the commission, a perversion of the intent when the board was reconstituted about 20 years ago. When asked if the TTC is even considering other options, WorldWideWickens was told the mandate is to study the two options that politicians have suggested. That’s reminds us of quip from Richard Soberman, one of the deans of the local transportation advisory business: “Getting advice from politicians on transit makes as much sense as going to the dentist for a colonoscopy.”

Anyway, it will astonish many, including a few within TTC HQ, but according to Andy Byford’s column in Metro on Sept. 13, the Eglinton-McCowan routing is “supported by myself and TTC staff.”

Soberman, by the way isn’t totally enamored with TAO’s plan. He says Junkin should have taken a more demand-oriented approach and he thinks the technical feasibility and cost estimates are “very optimistic.” Ed Levy, another of the wise local transit elders and author of Transit in Toronto, A Century of Plans, Progress, Politics and Paralysis, has written an endorsement that appears on the home page for TAO’s 400-page opus.

For what it’s worth, I had been supporting a subway plan that appears to be much better than either of the two on the table, but TAO’s report won me over in early August.

Merit aside, Junkin and senior TAO people know there will be resistance to any new proposals that appear to clutter an either-or subway race. They know they need a political champion to put their idea “into play,” to use Prichard’s terminology. TAO people have been meeting with senior planners and politicians throughout the region in recent weeks, and I caught up with them at City Hall on Thursday, during a meeting with Ward 32 Councillor Mary-Margaret McMahon.

TAO report author Karl Junkin discusses the GO electrification proposal with Ward 32 Councillor Mary Margaret McMahon during a presentation at City Hall.

TAO report author Karl Junkin discusses the GO Regional Rapid Rail proposal with Ward 32 Councillor Mary Margaret McMahon during a presentation at City Hall.

Not that seniority is likely to help, but it’s worth noting that TAO’s plan actually came out before the July City Council meeting at which the expensive Eglinton-McCowan subway option was approved (It seems to still be under the radar for most politicians despite a good story about by the Star’s transportation reporter Tess Kalinowski). Murray’s suggestion, meanwhile, which most figure has the inside track, apparently wasn’t even a germ until after council voted for a subway less than two months ago.

“This project is about a region-wide network, but the whole Scarborough debate has suddenly made things urgent,” TAO president Peter Miasek admits. “But I think a lot of people are going to be angry down the road if politicians overlook what is clearly the best overall option for all concerned.”

These guys pray Prichard is right about one thing, that it’s never too late for great ideas.

Ten Years To Retrofit The SRT For A Scarborough Subway?

Instead of funding, premier Leslie Frost arrived at the November 1959 ground-breaking ceremony with only a red hard hat and a speech warning local politicians not to go too far into debt for their ambitious University-Bloor-Danforth subway project.

Instead of providing any funding, Premier Leslie Frost arrived at the November 1959 ground-breaking ceremony with only a red hard hat and a speech warning local politicians not to go too far into debt for their ambitious Bloor-Danforth-University subway project. Torontonians went ahead anyway and got digging. (Toronto Telegram fonds ASCO7444)

By STEPHEN WICKENS

So, according to the Star on Friday consultants who are undoubtedly well-paid by you and me have told Metrolinx it will take 10 years to retrofit the Scarborough Rapid Transit line for the province’s Kennedy-to-Scarborough Center subway extension. Maybe that makes sense in a town where it takes a good four years to renovate Pape station.

When I read pieces like these, I think of the Torontonians from that post-Second-World-War generation. Yes, bigotry, provincialism, second-hand smoke and reluctance to party were among the notable but often cliched downsides to Blue Law Hogtown. But Toronto was a hive of energy, optimism and overall levels of goodness to easily match our often smug cosmopolitanism.

Like us, those Torontonians squabbled over subways. They couldn’t even settle on Bloor versus Queen until January 1958.  But even though our city was a much smaller and poorer place, those Torontonians weren’t going to use the province’s refusal to kick in any funding as an excuse to procrastinate.

In 2013 we’re told it will take five years just to plan this SRT retrofit.

For some reason, our old-school slide-rule engineers were much more efficient than their latter-day counterparts and their technology. Maybe they had better bosses and were freer to do their jobs.

Shovels had already hit the ground by November 1959 on what was known as the Bloor-Danforth-University Subway Project. A little more than six years later — despite having problems with soil conditions, underground streams and dense urban webs of unmapped utility infrastructure to relocate or work around — the whole thing, from Union to St. George and Woodbine to Keele, 25 stations and more than 16 kilometres, was up and running.

bloordanforth

The project also made it within the $200-million budget.

You could even claim they got the Bloor-Danforth open a couple of years early, but that’s because the province finally consented to guarantee Metro’s loans.

Then the Torontonians celebrated their victory by hauling the giant hollow horse into the city … or or something like that.

PS: Despite the sometimes flippant tone of this post, we recognize and honour the sacrifices of John Blaney, Edgar Ostkamp, Albert Low, Rosaire Beaudry, Lauri Karkas, Tommy Kerr, Attilio Tricinci, Frank LaPlante and Larry Linyck. All nine lost their lives during construction of the Bloor-Danforth subway.

PPS: The Leslie Frost photo was taken by the Telegram’s Peter Ward and is published courtesy of York University Libraries, Clara Thomas Archives & Special Collections.