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City approves $2.4 million Rail Deck Park study

A $2.4 million study for the Rail Deck Park was approved unanimously by city council Wednesday, despite complaints by the suburbs.

The proposal would cover the rail lines between Bathurst St. and Blue Jays Way with an urban park. Toronto Mayor John Tory compared this 21-acre project to that of Chicago’s millennium Park and New York’s Central Park — all big tourist attractions, with the added bonus of making the downtown core more liveable. The preliminary work is estimated to cost a bit over $1 billion.

Councillor’s unanimously approved the motion to study the feasibility of the park; however, they also took the opportunity to complain about the lack of funding in their wards to maintain park space and clean up their neighbourhoods. York West Councillor Giorgio Mammoliti told his colleagues he would only support the project if suburban parks were given the same consideration and investments.

Because of all the concerns from the suburb councillors, an amendment to the original motion was added to a study on the “deficiencies in parks in the suburbs” and a study on funding mechanisms for parks in other wards.

Both studies will be presented to City Council next year, and will include feasibility, costs of obtaining air rights to the site, and details of the platform used to suspend the park over the rails. Staff will also look at funding alternatives.

Toronto is always growing and expanding — and while building condominiums and malls is important, councillors also need to remember to embrace green spaces. The value of having community space available downtown, where most people work and live, is incredibly important. Toronto needs to have a long-term vision and ambitious planning goals to ensure future generations don’t suffer from intense gridlock and pollution. Building an amazing park overtop of a transit hub is exactly what this city needs.

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Transit: It’s all about politics

“Let them do their work,” pleaded Toronto Mayor John Tory early Tuesday morning when City Council first sat down to discuss budgets and transit.

And thankfully, most of those councillors listened.

At Wednesday’s meeting, city council voted to approve the transit network plan as proposed by staff — including the controversial single-stop express subway in Scarborough.

A few amendments were tacked on to the motion, including a promise to study alignments and associated costs of the corridor. Staff will also be looking at a Sheppard subway extension and the extension of the Bloor-Danforth line from Kipling Station to Sherway Gardens.

But even with these unexpected add-ons, the approval of the transit network plan is a win for both the mayor and the golden horseshoe area.

“Following this vote we must now put an end to years of inaction and delay and move ahead with a comprehensive plan to serve our city’s needs.” Mayor Tory said in a statement

And there’s the rub. Despite the positive results of the city council meeting, progress was nearly delayed because a handful of councillors were pretending to be transit experts in their attempt to garner media attention.

In every municipal government, there are elected officials — who often have a variety of skills, including some experience in management, customer service, and politics— and then there are city staff, who are hired based on their particular expertise.

This week’s city council transit kerfuffle is indicative of a lifelong politicians working the issue for media attention to gain recognition for the next election. A handful of councillors ignored recommendations provided by Toronto Chief Planner Jennifer Keesmaat (who has a Master’s in Environment and Planning), City Manager Peter Wallace (who served as the provincial Deputy Minister of Finance and Secretary to the Treasury Board), and Toronto Transit Commission CEO Andy Byford (with over 15 years of Transit operations), among others.

There are certain city councilors who have been pushing their own transit agendas, ignoring the sound advice from staff. Councilor’s like Josh Matlow have gone as far as recommending council revert to the original transit plan proposed before former Mayor Rob Ford was elected  — citing high costs and new polls that indicate residents want an LRT instead.

Matlow (whose extremely thin resume has school board trustee, and co-director of an environmental non-profit) put forward a motion to return to the 24-stop LRT plan, saying that someone needs to think about the taxpayers and how best to invest funds.

Other councillors used the opportunity to try and promote projects for their voters, like the Sheppard subway extension. Councillor Giorgio Mammoliti even suggested diverting funds from the Finch LRT — which is already in its procurement stage — to fund the Scarborough subway.

The problem? Consistently changing plans costs tax payers a fortune and would have resulted in a two-year delay, leading up to another election in which a new council may have different ideas.  Essentially, Toronto would be forced to start from scratch. “It would be problematic to pull apart this optimized network,” Toronto Chief Planner Jennifer Keesmaat reminded council.

At the end of the day, the experts were able to argue their case and explain the high-costs and the severe consequences of changing the transit plan yet again.  If there is one thing that should be taken away from Wednesday’s exchange, it’s that there are a few councillors focused on only one thing: re-election. Councillors are pretending to be more knowledgeable than the experts because it makes them look good to their constituents.

City staff work year after year trying to hold together a broad transit plan they understand that Toronto needs to start building now or else it will take another 50 years before residents see any relief on the Yonge Line.

The experts did their job — now it’s time for council to just sit back and listen.

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Sustainability

NOW ANNOUNCING: Sustainable Living E-Newsletter

Sustainable living is our future. Without it, our natural resources will die out. The reality of climate change is hitting us all hard — wildfires, droughts, and floods, not to mention the amount of greenhouse gasses people breathe in on a regular basis.

You may ask: What does it mean to live sustainably?

It means you are producing as much as you are consuming. Whether that means you are growing your own food or installing solar panels on to your house — each small step will protect this planet and the life forms that preside in it.

If you couldn’t tell, I’m leading up to something gastronomic! Women’s Post now has a sustainability section on its website and will be featuring content about green living, low-carbon innovation, and city building. We will also be starting an e-newsletter in September.

This is exciting news and we want you to be part of it! First of all, let us know what you would like to read about in the comments below. Second of all, sign up for our e-newsletter! Let’s all play our part!

Sign up for the sustainability e-newsletter below:

 

[email-subscribers namefield=”YES” desc=”” group=”Public”] 

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The unfortunate shame of Liberty Village

The towering condos loom ominously over the brick factories, converted warehouses, and swarms of young professionals who have descended upon the area known as Liberty Village. It’s a muggy Saturday afternoon and the sidewalks are busy; 20-and 30-somethings scurry about with grocery bags in hand, coffee cups in clenched fists, and sweat dripping painfully into their eyes.

No one seems to notice how absurd the area has become.

What could have been a showcase neighbourhood for the city, a place to proudly demonstrate a commitment to sustainability, forward-thinking design, and a beautiful juxtaposition between old and new, has instead become a laughing stock, courtesy of an over-built, under-designed cash grab for developers. We are left with a wall of condos, each one more spectacular in their hideousness than the next, the lack of beauty the only real cohesion between them.

Why does this happen? Why is there no governing body to ensure neighbourhoods have at least some semblance of uniformity and complimentary appeal? Liberty Village looks like a dumping ground for the reject designs no one else wanted — like each condo was built as quickly and cheaply as possible with a malicious lack of thoughtfulness.

It really is such a shame. So, what then, would I, an unqualified citizen with a ranting opinion have done differently? What alternative, un-apocalyptic state would I have preferred for Liberty Village?

I’m glad you asked.

Firstly, I would want a municipal committee in place to oversee special projects. These projects would include new neighbourhoods that are being built where a rich selection of heritage buildings exist. The mix of new and old can be a beautiful thing – if approached with patience, empathy, and vision.

Secondly, each project within the neighbourhood should not be viewed in a silo, at least from a design and function perspective. Part of the committee’s duty would be to develop an overall vision for the area to guide all new developments, land plots, and the type of mix required between retail, residential, and commercial. Forward-thinking designers, city planners, and architects would be amongst those involved to ensure that a beautiful vision is also a realistic one. Look to other cities who take a more advanced process towards urban design (Copenhagen, Stockholm, Tokyo, to name a few).

Lastly, with guidelines in place, the process for developer selection would be a scrutinized approach to ensure they fit – both from a functional and a cultural perspective.

Of course there are other factors that come into play – the economics of it, the push back from private landowners and developers who feel their liberties were being trampled on, my lawyer friends who’d tell me I’m crazy, etc. But you know what? If it’s crazy to prefer a city that values good design, understands the benefits of thoughtful neighbourhoods, and would rather be proud than ashamed of new areas, then so be it.

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What's Hot

Grab your helmet! It’s bike month in the GTHA!

Happy Bike Month!!

While city council argues the validity of bike lanes on Bloor, Toronto residents will be taking part in bike month, a celebration of all things two-wheeled.

The idea is to encourage more people to use their bikes to get around the city. Throughout the month various cities across the GTHA will be hosting guided bike tours, festivals, art shows, film screenings, and more.

Cycling advocates point out that by trading in a car for a bike you don’t only save money —you don’t have to purchase gas or a bus token — but you are also helping relieve congestion.

Monday marked the beginning of this celebration with Bike To Work Day, where hundreds of people hoped on their bikes and took over downtown Toronto. Sadly, I could not join the movement (it would have taken my three hours to bike to work this morning), but I’m there in mind and spirit!

A number of city officials showed their cycling pride this morning, posting pictures to social media as proof of their physical prowess.

 

During the first week of bike month city officials will be taking part in an enforcement blitz to stop drivers from parking and stopping in cycling lanes. This type of activity is incredibly dangerous for cyclists, as it forces them into the thick of traffic. The fine for simply stopping in a bike lane is $150.

To see more events, take a look at the Bike Month calendar.

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Living

The world of tomorrow, today

A former professional life brought me to New York City every couple of weeks. Routinely flying into LaGaurdia Airport in Queens, (no, this article is not about the horrendous state of the terminal Air Canada is located in) I was afforded a wonderful view of the New York World’s Fair location as we approached the runway. The skeleton globe, the monolithic structures, and the tree-lined paths remain an iconic reminder of a time when the world would gather with pilgrimage fashion to be awe-struck by the grand possibilities of the future.

During its heyday, the fair held a sense of wonder and aspiration for its visitors. In 1889, the Eiffel Tower was built in Paris, in 1893 the world was introduced to the Ferris Wheel in Chicago, and in 1939, broadcast television was inaugurated in New York. Expo ’67 held in Montreal left the city with iconic architecture and, for a time, a Major League Baseball team named after it. Themes such as “The World of Tomorrow”, “Dawn of a New Day”, and “Peace Through Understanding” captivated the world with the promise of unimaginable spectacle. But today, with the proliferation of the Internet, there is less need for the Expo. Our present inundation of information about new technologies, new designs, theories, advances, and plans for the future are readily available in an endless stream of images, articles, tweets, websites, and data.

Today our pilgrimage has been reduced to a drooling stare into an LCD screen. And so, I wonder whether there is still value for cities to host the World’s Fair?

Held every five years, the World’s Fair (or World’s Expo as it’s also known) is a six-month long showcase of trade, innovation, and products from around the world. The Expo was held in Milan last year and the next one will be hosted by Dubai in 2020. Lately, and most likely in part because of the success of the Pan-Am Games, there have been rumblings about Toronto bidding on the 2025 World Expo. It is a chance to once again showcase our city on the world stage while continuing to push our mandate as a place rich in innovation, financial stability, and livability.

But still, is it worth the cost? Toronto Mayor John Tory, while not opposed to the idea, has intelligently taken a cautious approach; there are many unanswered questions related to cost and effort – questions that must be ironed out before any sort of decision is made.

Now, cost and effort aside, the other question that must considered revolves around theme. What grand proposition will be used to inspire the world to once again care about the World’s Fair? How are we going to put our stamp on an event that’s become largely irrelevant? How can we harken back to a time when the world of tomorrow was not so easily available through a few clicks? And most importantly, how do we balance the need for commercial capital without an overly branded marketing experience for the companies that foot the bill?

Here are a few areas of inspiration that may help:

  • Apple and Tesla Product Launch Format: the ability to keep new product designs and details under wraps from the media, while driving excitement and anticipation, is the fuel that powers both company’s marketing-driven sales. If the Expo could showcase things that were truly ground-breaking with a hotly-anticipated reveal, it would certainly help drive buzz.
  • Influencer Participation: gathering the best of the best in all fields to not just showcase their ideas, products, and plans, but to buy-in to the World’s Fair concept will help spread the word by association. If the most influential people in their fields participate, the rest will follow.
  • Integrated Projects: gather experts and leaders from a variety of industries to create conceptual works that fit into their unique visions of the future. Don’t worry about feasibility, worry only about inspiring people’s imaginations.
  • What Happens After: when the Expo is complete, what will be left? What types of architecture will remain permanently that future generations will look at with awe and wonder. Let’s build something that lasts.

Regardless of whether or not we bid on the Expo, the process of discussion should provide a valuable template for how we aim to push Toronto into the future as it relates to innovation. The notion of the world of tomorrow is still very much alive today.

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Why not use tolls and fees to fund green projects?

Over the last few months, the City of Toronto and the Ontario government have made some amazing announcement focused on green energy, infrastructure, and public transportation. The most recent announcement was made Tuesday: the Ontario government released $750 million in funding (in the form of a green bond) for environmentally friendly, low-carbon infrastructure projects, the majority of which would be dedicated to transit in the GTHA.

These investments are a good thing. A great thing, even. This city and this province must invest in infrastructure and transit. But, where is this money coming from?

A green bond is a great tool to raise capital for projects with environmental benefits, but eventually the bond holders need to be paid back. Investors provide funds for these projects and the government guarantees a return for each investor. When asked by Women’s Post if there was a plan to pay back these investors, this was the response given:

“Ontario’s Green Bonds rank equally with Ontario’s other bonds,” a spokesperson for the Ontario Minister of Finance said in a written statement. “Payments of principal and interest will be a charge on and payable out of the Consolidated Revenue Fund of Ontario and not tied to the revenues of any particular projects.”

Luckily, the maturity date for the green bond is in 2023, which means that the government has time to educate the public on the need to come up with the revenue for these investments. And it will be interesting to see what forms of repayment they create.

Tolling — while under both the provincial and municipal responsibility depending on the road — would be an ideal form of revenue. Ontario is starting a pilot project in the summer that will allow single-occupancy vehicles to use the High-Occupancy Vehicle lane meant for carpooling. Vehicle owners will be able to purchase a permit and pay a toll for its usage. This is the first time a responsible government has risked their positions to do the right thing.  Toronto is a long way off, with only a handful of councillors willing to stand up for the revenue tools Toronto needs to pay for the capital projects the city has committed to.

The money collected from these tolls can be used to fund the  the relief subway line which will provide an alternate east-west route to the Gardiner. Council has to make the bold move to call for other user fees – tolls, carbon tax, parking increase – so that property owners won’t carry the full burden of our capital deficit.

Both the city and the province are trying to find money in the budget — which amounts to shuffling through the same insufficient funds that caused our infrastructure deficit.   Toronto councillors will need to show the bravery their province counterparts have demonstrated in committing to high occupancy toll lanes.  The obvious solution is to use existing green projects such as tolling, congestion fees, or even a carbon-tax , to fund infrastructure investments.

The biggest problem facing all levels of government is that most Canadians want the infrastructure but they don’t want to pay for it.   The province is doing an amazing job ensuring that transit and green infrastructure is built, but Canadians have to start doing our part.

Let’s support the use of tolls, congestion fees, carbon taxes – whatever our council might bravely suggest — and start investing in Toronto’s long-term future.

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Featured

Woman of the Week: Anne Golden

Sitting in a Starbucks drinking a decaf flat white, Anne Golden recalls how she was “in the vanguard of women going on to have professional careers.”

Golden is an academic down to the bone. “I can’t just dive into a subject without understanding context,” she explained to Women’s Post in an interview. Her background is in American history, a subject she studied at the University of Toronto for both her BA and PhD.

Her own history is a bit of a roller-coaster, and Golden tells it with a hint of dry humour, almost as if she herself can’t believe how much she has done in her lifetime. She is now a distinguished visiting scholar and special advisor at Ryerson University, where she teaches a class on successful cities in the 21st century. She also holds a position on the board of Metrolinx and participates in a number of panels and task forces relating to issues of city building and transit.

Her career had a rocky start. First, she was discouraged from pursuing a career in law after one of the only women in the field told her she would never be allowed to work on any real cases. Then, she was convinced to give up a promotion in the department of history because she was married to a dentist and didn’t need the money.

“The interesting part was I said I understood. I didn’t say ‘injustice’,” Golden said. “I wasn’t bitter or angry. I just said [the other candidate] just got married and needs the job, and I was married to someone who was already a professional and I would survive. I mean, today, that would be cause for protest, but it wasn’t for me.”

From there, Golden took every opportunity she could get her hands on. She was always interested in politics, so when David Crombie ran for mayor in 1972, she was one of the first people to call and volunteer. Golden eventually coordinated the campaign that led to Crombie’s victory.

“New progressive ideas were coming on stream. There was an understanding that there was a new vision for cities beyond expressways, beyond sprawl, beyond imitating the American example.”

The jump from history major to politician, philanthropist, city builder, and transit aficionado was a relatively easy one for Golden. She describes it as “a result of very good luck,” but, in truth, she is an avid learner, ready to jump into any position that was offered to her.

As a board member at Metrolinx, Golden reads about 500-1,000 pages worth of contracts and files before every meeting. She also reads a daily roundup called a “Media Analysis Report”, which includes every single article or radio report published in Canada that relates to transit. Board members then go back and forth, discussing the issues and trying to find solutions to various problems. “I always felt that if the public saw how hard we worked they would be less cynical,” she said.

Some may argue that this cynicism comes from years of failed transit promises and miscommunications between politicians and transit agencies. According to Golden, the main reason for this lack of collaboration is that each institution is protective of its own turf.

“Where you stand is dictated by where you sit,” she said frankly. “If you are sitting in the [Toronto Transit Commission] building at Yonge and Davisville, you may see things differently than if you are sitting in Metrolinx on Front St. having to look at the whole region.”

In addition to city council, the TTC, and Metrolinx, there are about 160 organizations in the Greater Toronto Area dedicated to city issues, including transit. With so much competition, Golden says it is important to stress what makes each group unique. If an organization fails to do so, it may lose its voice and therefore its chance at being part of the formal discussion. She also suggests merging smaller organizations to gain legitimacy.

Despite the many interests of each decision-making power in Toronto, Golden acknowledges that there are good people running each of them, and that a lot of collaboration is happening to ensure the city gets the best possible transit system.

Golden is currently reading Margaret MacMillan’s History People and The Legacy of Grazia dei Rossi by Jacqueline Park.

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Toronto

WATCH: Can Toronto learn something from NYC’s new outlook on streets?

What a difference a few years and a determined attitude can make.

This video, put together by Clarence Eckerson at Streetfilms, shows the transformation of some of New York’s busiest roadways to best accommodate tourists, pedestrians, bicycles, cars, and public transit.

The metropolis’ reputation for mean streets may have to be reviewed with all of these scenes of smiling and happy people co-existing in the same space. The inclusion of separated bike lanes, public spaces, green spaces and more as part of the urban landscape seems to have all but supplanted the cliche of the gridlocked, honking, angry streets New York was once known for with a much more serene alternative.

Can Toronto learn something from New York’s street revitalization?

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