Ryerson University public space plan leads the way for safer, people-focused streets

One of my favourite little islands of quiet green space in downtown Toronto is a hidden grassy field a one-minute brisk walk away from Yonge-Dundas Square. It’s one of those unique moments where you can be right in the thick of thousands of people with video screens screaming ads at you and then quickly melt away into a quiet park surrounded by sleepy classroom buildings and a big open patch of green. This is the aptly named Ryerson Community Park. 

Ryerson’s campus plugs right into the heart of downtown in a way that the University of Toronto—my former campus—doesn’t. It’s streets, green spaces, laneways, sidewalks, and plazas form a network that seamlessly connects into the pulsing city around it.

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That’s why we should pay attention when Ryerson proposes a new public space master plan that aims to transform its public space network, including streets, into something that is safer, people-focused, and accessible. It’s not just a redesign that will benefit students, but residents and visitors to downtown. And, if it’s done right, it could act as an important example of what’s possible in other neighbourhoods.

Gould Plaza

At the heart of the master plan, and of the campus itself, is Gould Plaza—one of the City of Toronto’s largest experiments (the largest?) in repurposing road space as public space for people. Closed to traffic as a temporary pilot in 2011, the open space on Gould Street quickly became a magnet for people and activity.

The plan proposes a simple, but important design fix to make the plaza permanent: raising the surface up so it’s flush with the sidewalks around it. Even though the street is closed to all traffic, pedestrians still, out of force of habit perhaps, use the sidewalks that line its edges.

If completed, this would mirror the high-profile pedestrianization of New York’s Times Square, where a similar pilot project to create space for people was made permanent by raising the pavement. It’s amazing what a small change in grade and materials can do for a space to make it more comfortable and inviting–not to mention accessible. Goodbye, curbs!

Laneways

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Also included in the plan, are ideas to make the laneways on campus—Victoria and O’Keefe—more inviting and usable for people by including lighting and art features. The plan doesn’t go too deeply into what’s possible in each of these laneways, which is a disappointment, but they could really be used as a template for other laneways downtown if we do them right. I know the City of Toronto and the Downtown Yonge BIA have been actively working on how to transform these laneways for quite some time, so hopefully we’ll see some of that move forward.

Pedestrian-priority streets

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Finally, the plan proposes creating pedestrian-priority streets on other key streets leading into the campus. While these will still allow car travel, they will be raised up and treated with different paving, signalling to cars that they’ve entered a pedestrian-priority space. This treatment of streets to make them safer and more pleasant for people is a useful lesson beyond the campus that could be implemented in other neighbourhoods. In fact, it’s used at some intersections already in the University of Toronto campus along Huron Street.

I hope the University steps up with the necessary funding to make these improvements a reality because, if implemented, they could lead the way in Toronto to re-imagining the potential of our streets not as simply places to move cars, but places for people.

 

 

 

 

 

 

 

 

 

 

 

Vancouver’s Comox-Helmcken Greenway creates a connection that is also a place

We want to create safe, attractive cycling and pedestrian connections throughout our city, but rather than simply planning a route to get from A to B what if we created connections that became places themselves?

Vancouver’s Comox-Helmcken Greenway does exactly this. It’s a part of the city’s cycling network, with both painted and separated lanes, but it does so much more than act as way for cyclists to get across the dense, downtown West End neighbourhood through which it threads.

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Unfortunately, I moved away from Vancouver before the greenway was complete, but I make sure to ride along its length whenever I’m back visiting—like I did this past September when I was in town for Placemaking Week.

The Comox-Helmcken Greenway was planned to include small gardens, seating areas, and other amenities to make it almost like a linear park-street hybrid. It’s route also connects already existing schools, community centres, and parks (like the big Stanley Park), smaller mini-parks in the West End, and the lovely Nelson Park, the West End’s largest neighbourhood park (which includes a lovely, street-side community garden).

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Walking or biking along the greenway, you’re treated to bump-outs that act as traffic calming measures, but also contain gardens lush with green plants, often tended by residents living in the mid- and high-rise buildings that populate the West End.

There is also a variety of seating along the route, allowing people to stop and sit at chairs, tables, and even a bar stool-style set-up where the greenway meets the busier Denman Street commercial strip. Personally, I like the living room set-up in the picture below. All you need is a nice table lamp, a cup of tea, and you’re set.

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The greenway was always designed to be more than your average cycling route, evident in its design, but also by the fact that the City of Vancouver partnered with the University of British Columbia to study the activity levels of those living along the route before and after installation.

The results of that study, released last month argue that the $5 million dollar project was well worth the investment. The study looked at people living within 500 metres of the greenway and found that cycling trips went up by 32 percent while car trips went down by 23 percent. Other research done for the City reported health and activity improvements for seniors living along the greenway.

As we look to expand our cycling networks, we’d do well to look at the example set by Vancouver in how we can pull the park experience into our very streets.

 

Mirvish Village public realm breaks up the block

On Monday night, a redesign of Westbank’s Mirvish Village project (aka the Honest Ed’s site) was presented. Unfortunately, I wasn’t able to attend the meeting, but I was excited when I saw the new project details–especially the inclusion of an on-site park in the project. As a local resident of the neighbourhood, I know how much this area needs more public spaces, especially along the busy Bloor Street corridor.

The new design achieves what some in the neighbourhood were asking for by reducing the size of the project (rental units have been reduced from 1,017 to 946), but I don’t want to talk about that. I want to talk about–duh–public spaces.

The proposed redesign improves upon what was already a pretty exciting public space design. If built as proposed, Mirvish Village would include: an outdoor market space, a redesigned flexible Markham Street, a park, a dog-run, a community garden, and an activated alleyway that retains the original Honest Ed’s alley location.

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It’s the potential of this connected set of public spaces–across streets, parks, alleys, markets, gardens, and dog-runs–that has me excited about the project.

Including all of these elements in one project is very unique and would create one of the most interesting public space environments in the city. You can really get a sense of this from an overview of how all the different public spaces interact, linking up with each other, but also the surrounding streets and neighbourhood.

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It would also help break up the block that is currently occupied by the Honest Ed’s site by offering many different ways to travel through the neighbourhood through this new network of public spaces.

Here’s how you can currently travel through the block. It’s pretty limited to north-south connections through streets and Honest Ed’s alley.

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Here’s how you would be able to travel through the block with the proposed design (as far as I can tell). It’s much more fine-grained and allows for an easier flow of people in and out and through the neighbourhood.

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Some are concerned in the neighbourhood about the building heights–that they’re “too tall” or will stick out “like a sore thumb.” Personally, I think we can get overly stuck on building heights sometimes in Toronto, when what we really should be focusing more on is the experience at the ground level. This is the experience that we so often get wrong in Toronto (although we are doing much better).

Way too often public space seems like an afterthought, simply the trimmings that are left after the building is designed. Not so with this project.

This project has really thought hard about that ground-level experience: what it means to move through the site, how the different spaces are configured and connected to each other. What will it mean to be a person here? I’m much more concerned with this element, than whether the tower is 25 or 29 storeys.

Because the ground-level is how we are going to interact with this project day after day when it is built. We will walk its streets, stroll through the alley, play in the park, etc.

When thinking about this development and all it can be for the neighbourhood, let’s not lose sight of the forest for the trees, as tall as some of them may be.

images from Westbank, except the Google Maps which were drawn inexpertly by me

 

The importance of whimsy in public spaces

Walking through downtown Montreal on a recent trip with a few friends, we came across something a bit strange. A bunch of logs dumped along a stretch of busy Saint Catherine Street. Did some logging truck tip over and leave its cargo behind?

Nope. The logs are a piece of public art titled 500KM that includes 1,000 logs meant to be a “metaphorical representation of river driving, the 19th century method of moving timber down Quebec’s rivers.” If you need a quick nostalgia break, click here (Canadians only, please).

People took selfies with the logs. They sat on the logs. They pondered the logs. The logs were, as far as I could tell, a hit.

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But this is Montreal, the city that has perfected the art of creating dynamite public spaces that practically have a magnetic pull: you can’t help but stop and stay awhile. Whether it’s a bunch of logs or giant projections on the sides of buildings at night or light strung up overhead in a park or fog that emerges from grates beside a pathway or maybe just the delight you get stumbling across a tiny cafe in a park.

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Montreal understands the importance of whimsy—of things that are fanciful and maybe sometimes even silly. Things that are done for the sake of being just plain fun. Montreal’s public spaces, especially the ones in the downtown Quartier des Spectacles, are a playground for both adults and children.

I mean, they actually have swings that play music as you swing, which, I’m sure, you’ll find directly referenced in the Oxford Dictionary definition of whimsical.

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And Toronto? Toronto is a lot of things. It’s boisterous, fast-paced, often boastful. But whimsical? Ummmmmm. I could only imagine the liability conversations and headaches in Toronto over dumping a bunch of logs in the middle of a downtown street.

We do have our moments, though. There’s the now under construction fountain coming to Berczy Park that features little statues of dogs and even a kitty.

And then there’s Sugar Beach, which is probably one of the most whimsical public spaces in the entire city with its faux-beach filled with white sand, oversized bubblegum pink umbrellas, and candy-striped granite boulders. It’s a beach where you could imagine finding Willy Wonka suntanning.

And guess what? Both the Berczy Park fountain and Sugar Beach are the brainchild of Claude Cormier, a landscape architect out of, you guessed it, Montreal.

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Sugar Beach has become an incredibly popular space. I spent a staycation day there last week turning my own shade of pink while lying in the sun reading. It was 2pm on a Tuesday. The joint was packed.

But Sugar Beach has also been a source of controversy where its very whimsicalness has been used as a slur against it. The message? Don’t design and spend money on things that are viewed as fun or, god forbid, silly. Utilitarian or bust.

But whimsy is important, as I learned walking the streets of Montreal, because our public spaces should provide us with a counterbalance to the hectic keep-your-head-down-until-the-weekend drive of the city.

Whimsy is about making a public space an invitation to play, to become a five-year old again–that magical time when everything around us inspired wonder. It’s walking the streets of a city and feeling delighted. It’s creating a sense that the city can be a festival.

Or, on a very specific level, it’s a man in a business suit swinging next to an eight-year old on the street, both laughing at the music they’re making.

 

 

Creating a park plan for downtown Toronto: A flexible public space system


This is the second in a trilogy about TOCore, the City of Toronto’s initiative to create a parks and open space master plan for the downtown (among other related planning things). In the last post I broke down the challenges and some potential solutions to buying parkland downtown. Next week’s post will be about programming and community engagement.

What do you do when you have a tiny apartment that needs to be a living room, a kitchen, and a bedroom all at once? You get a bunch of furniture that folds up, packs away, and flips down. Your bed lifts up and reveals a desk underneath. A kitchen table flips down from a wall. A book opens up a secret passage way to reveal a long tunn—wait, that’s different.

The point is we create flexible spaces all the time in our homes, but we often don’t extend that same thinking to our cities. Here’s a street: this is where cars drive and park. Here’s a park: this is where we play. Etc.

But with such limited space downtown, flexibility is key

The conversation around parks in downtown Toronto is often that the City needs to buy land for new parks. And it does, no question about it. But what’s talked about less is how we can better use the land we already have. In this post, I want to dive deeper into some of the design issues around parks in dense growing areas, particularly how we can be more creative by blending our public spaces together and building in adaptability.

We need the city equivalent of a bed that folds up to reveal a desk

What if a roadway was designed so it could become a plaza during the warmer months? Now what if that road was actually along the edge of an existing park so that the park could get “bigger” when it needed to? 

This thinking is slowly coming to Toronto. In fact, the City’s Downtown Parks Background Study notes that “in terms of urban park design, it can be advantageous to extend the look and feel of a park beyond its designated boundaries.” City Study, I could kiss you on the mouth. Because…

Our biggest public space resource is not our parks

Although it is a great resource in comparison to other cities. According to the City, we have 127 parks in the downtown that covers about 15% of the land area. This compares to 13% parkland cover for the entire city. This is less than New York (20%), the same as Philadelphia (13%) and more than Chicago (9%). Take that Chicago!

So if it’s not parks, then what is it?

It’s our public streets. Our streets make up roughly 25% of the area of our city, which is pretty on par with most other major North American cities. That’s a lot of space—public space—that we already own.

So what does this mean for “park acquisition”?

For me, it means we need broaden our definition of “acquisition” to include examining the space we already own in our public rights-of-way to see if that can be a resource for new or expanded parks. This doesn’t mean we give up on buying land, but it only makes sense, given the extremely challenging situation for buying land for parks downtown, that we try to use what we have better.

Vancouver does this really well. Here’s an example of a recent project where a park was expanded by 50% by absorbing an adjacent street and including a bike path connection for cyclists. Now look at this drawing and tell me it doesn’t make your mouth water.

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We can do this in Toronto.

Take Berczy Park

No, really take it. It’s small enough to hold in your hand probably. Berczy Park is a little, triangular park that needs to be a lot of things to a lot of people: a children’s playground, a dog park, a place to have lunch at work. So the City got creative, god bless them. The park revitalization included a redesign of an adjacent street so that it could seamlessly become a plaza extension of the park when closed to cars. This is a smart, efficient use of very sparse downtown space.

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Market Street is another Toronto example, where the City used movable bollards to allow the sidewalk space to expand in the summer to accommodate patios and shrink in the winter to accommodate more car parking. Voila. More space for people. A city that responds to the seasons. A city that is adaptable, modular.

Call it parks that expand and contract.

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Okay, but what about money?

Ugh, it always comes back to money, right? While Berczy Park is a great example of creating a more flexible, blended system of public space design, it still used a silo approach when it came to funding.

The City’s park funds (Section 42) went to the redesign of the park and the density bonusing funds (Section 37) went to the street portion. This works if you have access to both funding tools, but since Section 37 funds is generated through denser development, not every ward in the city gets to use it.

Why not allow the use of park funds to do street improvement projects when they are directly related to the continuation or expansion of an adjacent park space? If I’m getting a bigger, better more usable public space then I don’t care where the invisible line is between park and street.

Turns out most people don’t

I went to a public consultation for two small parkettes last winter. A laneway and a small street cut up these two small parkettes, like so:

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Guess what everyone at the meeting wanted to talk about? Yup. How to create better connections across these streets and make it safer for children. Guess what the City couldn’t use the money on that they had for the park project? Yup. The streets. All the money had to be spent on the parks when in fact one of the biggest design challenges was how to make the streets that cut through them work better with the parks.

So if we’re going to get flexible with how we design, we need to get flexible with how we fund.

We also need to pay more attention to the edges

When we think about parks we often look inward. Where’s the playground going to go? What about the splashpad? How about those benches? But we need to spend more time thinking about a park’s edges, especially in the smaller parks that are surrounded by downtown streets. How do people enter the park? What’s the experience at the edge? Is there a fence? Can the park be better blended with the sidewalk to produce a better experience?

The redesign of Grange Park is a good example of the importance and power of paying attention to park edges. The Beverley Street side currently has a black iron fence with two entrances on the north and south sides, making this portion of the park much less inviting.

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The new design opens the park up on this side, keeping barriers low and using gardens to corral people to certain entry points. It will, I have no doubt, create an entirely new feel for Grange Park along a Beverley Street that will no longer be the “back” of the park, but a whole other front. Just look at all these somewhat translucent people enjoying it.

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New York is a great city to turn to for ideas about park edge thinking. They currently have a program called Parks Without Borders that specifically looks at the issue of entrances, exits, and park edges and how they interact with the city and public spaces around them. We could learn a lot from their approach.

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So in sum: it’s not always about looking for new and more spaces. Often, in a city like Toronto it’s about taking stock of the spaces we have and thinking about how we can use them better. Can we use a space twice, by designing it flexibly? Is that park better serving its community by removing a fence? Can we design across spaces? Can we spend our money that way?

I not only think we can, I think we have to if we want a public space system that serves the kind of growth we’re expecting in downtown (double the population by 2025). We need to be flexible.

Adapt or die, right?

Next week, the final instalment in this little TOCore trilogy: thoughts on programming and deeper community engagement in our parks.

photo of Market Street by Marcus Mitanis, title image from City of Vancouver

Cars are part of the mix in Kensington Market

One of the first areas I take people when they visit Toronto is usually Kensington Market–that dense grid of narrow streets stuffed with fruit and veggie stores, cafes, colourful vintage shops, and taco joints.

It’s fun to navigate the market, threading between parked or slowly moving cars, crossing from one side to the other with just a casual glance over the shoulder. Kensington has a lively energy to which many other neighbourhoods aspire. It’s a neighbourhood that has found its pedestrian-friendly groove.

You won’t find special paving here, or curbless streets, or bollards, or any of the other tactics designers and planners now mobilize to make other areas pedestrian-friendly and people-centric. It Kensington it just kinda…happens. 

Still, in an article published today in the Toronto Star, Christopher Hume argues that banning cars from Kensington is the “obvious move” and the area is a “battleground” between cars and people on foot? A battleground? If any neighbourhood in Toronto can least be described as a battleground between cars and people, it’s Kensington Market. More of a slow dance, really.

Pedestrian-only Sundays are great, but I would hazard a guess that they’re great because they’re pedestrian-only Sundays and not pedestrian-only all-the-times. 

Go to Kensington and watch the main streets. Cars go slower, people spill off of the sidewalk and walk in the road or cross back and forth. This is Kensington’s special sauce. By removing an ingredient you risk ruining it. 

Pedestrianization is a means to an end, not an end in itself.

The desired end is usually a lively, comfortable, safe place that people like to go and hang out. Sometimes removing cars is the way to do it. Ryerson’s Gould Street is a great example of an area that has flourished since cars were banished and people allowed to flood into the space. 

But sometimes it’s the slow mix of cars and people and bikes that makes certain areas what they are. Go to Boston’s North End and you find the same thing. Narrow streets with people spilling out of Italian restaurants, cars winding their way slowly through it all. It works because everyone understands that people come first.

We have something really special in Kensington right now, something that emerged on its own, over time. If it ain’t broke, don’t fix it.

photo by Diego Torres Sylvester on Flickr (cc)

Leveraging laneways as park connections

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Last week I went to Toronto’s first laneway summit, put on by the Laneway Project, an organization that hopes to start a discussion about the potential of the city’s more than 250 kilometres of laneways to become more people-friendly spaces.

Much attention has been paid to cities that are promoting commercial uses, restaurant cafes, and public art in their laneways, like Seattle and Melbourne. But lately I’ve been doing a lot of digging into how cities are using laneways to create a fine-grained network of linear green spaces that connect existing parks.

The network effect

Spacing Magazine’s Dylan Reid, one of the Laneway Project presenters, wrote a good piece on laneways as shared street spaces and pedestrian connections. And many cities are looking to capitalize on that potential by including laneways as part of the parks and public realm planning tools in local neighbourhood plans, or through programs or projects specifically designed to look at the potential of laneways as green park-like spaces and connectors.

Laneways not only create pleasant, fine-grained, and safe ways to walk or bike to the park, but can help extend the park itself into the neighbourhood and draw your eye to the park from other streets. The key is to prioritize improvements to laneways that can serve that connection function to an existing space.

San Francisco’s Market and Octavia Area Plan is a great example of how laneways are being looked at as connections and extensions of parks. Calling these potential laneways “living alleys,” the plan lays out where the potential improvements could be made. Many end or connect to existing parks, helping to increase open space access in an area the City says needs more neighbourhood-scale parks, but has few opportunities for more.

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And Los Angeles is also looking to use laneways as park-like connectors to existing parks and schools in neighbourhoods that are low in parkland. Jodi Delaney of the Trust for Public Land, which is working with the City of Los Angeles on the project, told the LA Times the benefits of greening laneways goes beyond just creating more park-like places, but helps to reduce stormwater run-off and the urban heat island effect.

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We haven’t quite grasped the potential of laneways in Toronto yet, but we are moving, it seems, slowly in the right direction. The draft public realm plan for the downtown King-Spadina area (I work right on the edge at Richmond and Spadina) maps out potential and existing mid-block connections.

However, it doesn’t include potential greening or park-like improvements as options, which is a shame because this area is, as city staff point out, a high-density neighbourhood low in green space and only growing in population. It’s also home to a lot of workers who just need a place to sit outside and enjoy their lunch or have a short break–something a redesigned laneway could offer.

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It doesn’t have to be complicated

It almost goes without saying, but there are different solutions for different types of laneways. It’s all dependent upon what the local community needs, the function of the laneway for vehicles and servicing, and the width and sunlight available. The Seattle Integrated Alley Handbook is a good resource for how to approach different types of laneways.

But just adding planters can do a lot for an otherwise dingy, uninviting laneway space. In the laneway behind my office building, a row of planter boxes outside helps to make it much more pleasant.

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Vancouver’s until recently apparently forgotten Country Lanes pilot project from 2002 saw several laneways introduce permeable surfaces and plantings to create a wonderful back road feel (see title picture). This is a bit like the “Ruelle Verte” program by Montreal’s Eco-quartiers, which partners with residents to improve the feel of their laneway by adding plantings and reducing impermeable surfaces (you can see a map of them here).

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It’s great to see so many of these project springing up from residents themselves who want to improve the quality of their spaces. But we also need our city planners and government to recognize the potential in these spaces and allow these types of projects to happen through supportive policies and plans.

title image from National Post’s Ben Nelms, maps from their respective plans, planter picture my own, and Montreal picture from Eco-quartiers.

Sometimes a street is a park that just doesn’t know it yet

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I pass by Phoebe Street in downtown Toronto often on my way to work. It travels east off of busy Spadina Street and into a calm, quiet residential area with a school. Despite its width there are few cars that travel its length due to a barrier installed to reduce traffic because the school’s playground faces the street.

The whole thing seems like a half-done project to me. Why leave all that asphalt there after going through the trouble of basically barricading the street?

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I can’t help but think of the mini-parks in my old neighbourhood in Vancouver’s West End. There are nine of them now, but the first started in 1973 as a traffic calming initiative. The idea was that a half block of a street would be transformed into a green space with gardens, benches and a pathway to allow pedestrians and cyclists through, but not cars.

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They are one of my favourite features of the West End, a dense tower neighbourhood with big leafy trees. And I’m not alone. A recent city survey found that the mini-parks were near the top of the list of what people loved about the West End’s streets and that 93% indicated they visited a mini-park several times per week.

The area of Toronto where Phoebe Street is has some of the lowest levels of parkland in the city relative to population and is just north of an area City staff recently said needed new parkland. Not only that, but it would benefit the nearby schoolyard by increasing green space and could actually create a green corridor to help link Spadina through to Grange Park.

So let’s finish what we started and use Vancouver’s mini-parks as a model to turn this part of the street into a park.

mini-park image from the 2012 West End Community Profile

The many personalities of Vancouver’s traffic circles

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One of the things I miss dearly about Vancouver from my perch in Toronto are the traffic circles. It feels weird to even type that—like someone saying they miss an on ramp—but honestly, these traffic circles are wonderful. Yes, some look a bit mangy, but they are all unique in their own tiny, wonderful, circular way.

Many are tended by volunteers from the neighbourhood who work with the City through the Green Streets program to water and take care of the plants. This provides spaces for those that may not have their own yard to do a bit of gardening. But the really great thing is that these residents get to add their own flare, so each traffic circle has a different personality.

Sometimes that personality even extends beyond the usual flowers and plants into other more spontaneous uses like when a resident near the 10th Avenue bikeway transformed a nearby traffic circle into a tiny meeting spot called, awesomely, Gather Round. I’m not sure if this is still happening, but if you’re in Vancouver be sure to stop in for tea if you can.

Makes me wonder what else you can do in a traffic circle? Maybe a little reading group with circular benches and a mini library? A small bike repair station with an air pump? A bar to cozy up in at night for a beer or two? A boy can dream.

The traffic circles also help visually break up long street views, making neighbourhoods feel cozier and greener—no more big grey intersections. And they’re great for cyclists because you don’t have any of those pesky stop signs to ignor—er, stop fully at.

More mini-traffic circles, I say! And more residents getting the chance to put their own unique (green) thumb print on their city.

Vancouver brings the park into the street

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It’s exciting to see cities taking the idea of the ‘park’ and extending that into the street. As cities get more and more built up and land for new parks is difficult to find, we are going to have to leverage the public space of our streets and redesign them to do more than just move cars.

Vancouver’s Comox-Helmcken Greenway, which connects the West End and English Bay to the Hornby separated bike lanes, is a great example of turning a street into a place to linger, rather than just move through. The next phase extends it into Yaletown.

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The idea is to take a relatively low traffic volume street and enhance it for cycling and walking, bringing a park-like experience to a street while also connecting many green spaces together.

To do that, the City has not only put in some separated bike lanes where needed, but they have installed street furniture like tables and chairs at different spots along the way and created small rain gardens and other street gardens to bring more greenery into the street and help with storm water management.

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From the signs I saw on some of the new little gardens, they are maintained by nearby neighbours. (The white picket fence garden has a message from “Michael” asking people not to pick the flowers.) New bulb outs on the street slow down cars further and help pedestrians cross the street by narrowing the width they have to walk.

During my week long stay in Vancouver, I found myself drawn back again and again to the street. It is an incredibly pleasant experience to ride your bike or stroll along it. Despite the fact that it is still a street, it does have the feeling of a linear park.