Politics Toronto

Gardiner East: Or How I Learned to Stop Worrying and Love the Megacity

On Thursday, June 11, Toronto City Council voted to maintain the Gardiner Expressway between Jarvis Street and the Don Valley Parkway, endorsing the “hybrid” option by a vote of 24-21. The previous vote, a motion to support the remove/boulevard option, was defeated by a 19-26 vote. The two inconsistent votes were by Councillors Anthony Perruzza (Ward 8) and Rob Ford (Ward 2), who didn’t like either of the two options on the table.

Immediately after that vote, I created the two maps below. The first shows the vote on whether to go with the less expensive option, to replace the East Gardiner with a boulevard. The second shows the final vote on the “hybrid” option strongly supported by the mayor, despite all the evidence that maintaining that portion of the elevated freeway wasn’t necessary. I shared these maps on Twitter.

TT - Gardiner VoteVote on the Remove/Boulevard option for the Gardiner East

TT - Gardiner Vote v2Vote on the “Hybrid” option for the Gardiner East

While all “downtown” councillors, representing nearly all the former City of Toronto and much of East York favoured the tear-down, it wasn’t entirely an urban-suburban split. Six councillors in Scarborough and North York, namely Paul Ainslie, Michael Thompson, Ron Moeser, Shelley Caroll, John Filion, and Maria Augimeri, voted for the Gardiner’s removal. Eight (including Perruzza and Ford) voted against the Mayor, making the decision to go with the “Hybrid” a close 24-21 vote, a blow to Tory’s promise as a reasoned “consensus builder.”

But almost as troubling as the vote, I soon started to notice mentions and replies to my Twitter feed calling for de-amalgamation. Here is a sample:

These reactionary responses, while understandable, ignore some inconvenient truths.

It’s easy to forget that Gardiner Expressway, along with the Don Valley Parkway and the Allen Road (the completed section of the infamous Spadina Expressway), were built by Metropolitan Toronto, an upper-tier government that was created by the province in 1953 in order to accommodate and control Toronto’s rapid growth. Its boundaries were the same as those of the post-1997 City of Toronto.

Metro Toronto was given the responsibility for many, including the TTC, all major roads, ambulances, police, most of the city’s public housing, waste collection, and the administration of social services. Metro had its own system of parks separate from the lower-tier cities and boroughs, and its own divisive politics. The Gardiner Expressway, one of Metro Toronto’s first mega-projects, was named for the first Chair of Metro Council, Frederick G. Gardiner. The old City of Toronto opposed Metro’s Spadina Expressway plans; it was the Province of Ontario that stepped in to stop the controversial freeway at Eglinton Avenue.

Had Mike Harris’ PC government wasn’t elected in 1995 and the six cities and boroughs were never amalgamated, it would be a Metropolitan Toronto Council deciding the Gardiner’s fate, and we’d probably still see the same urban/suburban divide when it came to the final vote.

The case for amalgamation

I’ll come right out and say that the provincial government under Mike Harris made a terrible mistake when it decided, without warning, to amalgamate Metro and its six lower-tier municipalities into a megacity in 1997. Even though I lived in Brampton at the time, I opposed Bill 103 when it was introduced and enacted in 1997. But I think amalgamation was a mistake because the process was rushed, it was steamrolled over the objections of almost every local politician and engaged citizen, and the motivations were politically suspect – a left-leaning City of Toronto, led by an NDP-allied mayor was overwhelmed by a more Conservative-friendly suburban population, with Mel Lastman as the first mayor.

The first few years were painful as departments and agencies were melded together. Mayor Lastman’s property tax freezes did not help when the need for city services was growing. But what amalgamation did do was provide taxation and service equity across Toronto. York, the poorest of the six lower-tier cities, did not even have a full-service recreation centre and had a relatively poor parks and library system. That all changed, and generally, for the better.

The Toronto Public Library, which just opened its 100th branch, is the the envy of library systems around the world. It is the second largest system in North America (after New York’s) and has the highest circulation. When its budget was threatened in 2011 in the early days of the Ford administration, they had to back off due to an overwhelming public campaign.

Toronto Public Library - Scarborough Civic Centre BranchNew Scarborough Civic Centre Branch, photo by W Poon

I would argue that the TPL makes the best case for amalgamation. Before, each of the six cities had their own library systems, and the Toronto Reference Library was a separate entity. Library access and budgets were limited in some of the smaller systems, especially in York and East York. Amalgamation of the library system has created a more equitable system that’s the envy of the world. It has been expanding and renovating branches all across the city without any cries of regional favouritism. While the library system is still mostly a collection of reading materials, the TPL has adapted to the digital age, providing communal study spaces, media labs, new computer equipment and 3-D printers, and access to vast digital resources through its website, including current periodicals. The Toronto Public Library is something all Torontonians should be proud of.

So yes, there will often be an urban/suburban split on some issues, particularly on transportation items. I share the frustration after last week’s vote. We particularly need to elect a better council in 2018. And there always improvements that can be made to make this city work better for its diverse neighbourhoods, perhaps devolving more responsibilities to reformed community councils.

But I have little time any more for calls for de-amalgamation. It won’t change politics all that much. Let’s focus on making this city work.

Cycling Travels

Riding the Niagara Circle Route

17959785808_ed39cf7cad_kThe Friendship Trail, part of the the Greater Niagara Circle Route

Back on Victoria Day weekend, I took advantage of GO Transit’s summer weekend train service to go for a two-day ride around Niagara Region, on a circle to and from Niagara Falls via the Niagara River, the Welland Canal, and a rail trail connecting Port Colborne and Fort Erie, a circle tour of just under 150 kilometres over those two days.

For several years now, special GO trains operate on weekends and holidays from Canada Day weekend to Labour Day weekend; and on Victoria Day and Thanksgiving weekends. On the Niagara trains, GO operates two specially-equipped cars with bicycle storage on the lower levels to accommodate cyclists looking to get out to this bicycle-friendly corner of Southern Ontario.

Day 1 – Niagara Falls to Port Colborne

I cycled from the GO train at Niagara Falls, down and up the Niagara Escarpment, mostly following the official Greater Niagara Circle Route, stopping at Brock’s Monument, Queenston, Niagara-on-the-Lake for food and libations, then to the Welland Canal and following that to Port Colborne. There are many historic sites and wineries along the way to visit, and you’re likely to spot several lake and ocean-going freighters along the way in the canal. Except for the escarpment, the ride is very flat and forgiving to the less experienced cyclist.

Port Colborne, about half-way on the two-day ride, is a lovely place to stay overnight; there are several good bed and breakfasts that welcome cyclists, as well as a few good food options downtown. Several people, including the B&B host, recommended an Asian-Mexican fusion restaurant located in an old railway station. That busy little place also had bike racks and a bike repair stand provided by a well-known independent Toronto brewery.

Port Colborne is now the home of the Jadran, better known as Captain John’s, as it awaits scrapping.

Politics Toronto

Gardiner East update: a close vote, but one Tory is likely to win (updated)

East Gardiner Vote - June 8
Projected Gardiner East council vote as of Monday, June 8.

(Updated 5:00 PM, June 8)

With Councillors Jon Burnside and Raymond Cho coming out in support of the “Hybrid” option for the Gardiner East, and Councillor John Filion supporting the Removal/Boulevard option, here’s the latest map. Only seven councillors are considered “unknown” in their intentions for this week’s vote; John Tory and pro-expressway advocates only need two more councillors on their side to win a razor thin 23-22 vote. The new map, based on Matt Elliott’s tally (PDF here), is above. Councillor Jim Karygiannis withdrew his support for the “Hybrid” and is asking constituents for their feedback on Twitter.

As Council is divided mostly on suburban-urban lines, It’s worth noting that most Toronto commuters headed downtown take transit; even in the outer areas where transit access is lacking, and travel times long. In every ward completely north of Highway 401, more than 70 percent of weekday AM peak trips to Downtown Toronto are made by public transit – either TTC buses and subways or by GO train. In 39 of 44 wards, a majority of commuters take transit.

In only seven wards do auto commuters have more than 40 percent of the mode share. Only one ward, Ward 32, which includes the affluent Beach(es) neighbourhood, do auto commuters outnumber transit riders in the AM Peak. Good road access, high auto ownership rates and lousy TTC surface routes (the notoriously slow, short-turning 501 Queen Car) are the likely explanations for this anomaly. Downtown, in Wards 20, 27, and 28, at least half the commuters to downtown jobs, schools or institutions take “other” means of transportation; mostly walking or cycling.

Ironically, those councillors most in favour of rebuilding the Gardiner Expressway represent constituents who aren’t using the Gardiner Expressway – or any other road – to get downtown.

I created these two maps with data from the table created by Laurence Lui (Google Drive PDF here). He obtained and disseminated survey data from the 2011 Transportation Tomorrow Survey,  a comprehensive travel survey conducted every five years in the Greater Toronto and Hamilton Area.

Downtown AM Peak Mode Share - Transit

Downtown AM Peak Mode Share - Auto