Greenline: Expanding the Meadoway Treatment to Toronto’s Hydro Transmission System

Note: This was initially published on May 2, 2019. It was updated on June 10, 2019 to add one corridor, extend another, and update total statistics.

On April 11, 2018, the Toronto and Region Conservation Authority, in partnership with the City of Toronto and The W. Garfield Weston Foundation, launched a new park project called The Meadoway. The project would reimagine 16 kilometre Gatineau Hydro Corridor, which is a provincial hydro line between the Bermondsey substation in Thorncliffe Park northeast to the city border in Rouge Park.  As the name suggests, the corridor would be converted from the manicured grass that exists in many sections into a meadow habitat, and would also include a multi-use path to support cycling and walking.

The Meadoway in blue, with additional portions of the Gatineau Corridor on each end in purple. Intersecting parkland is in green.

This is an ingenious idea to take this corridor from a 20th century bare infrastructure landbase, and partly return it back to nature while providing Torontonians an active transportation corridor to cycle and play in. I can’t believe we made it to 2019 without doing this, and part of my public review of the Meadoway actually laments that the east and west limits fall short.

But it’s also not brand new. Nearly 80 out of 265 hectares (30%) of the Meadoway had already received a meadow habitat treatment, and nearly 10 kilometres of trail were already built. Part of this was the Scarborough Centre Butterfly Trail project, a 3.5 km stretch between Thomson Memorial Park and Scarborough Golf Club Road, which was also granted money by the W. Garfield Weston Foundation. The Meadoway is merely scaling this idea up.

But it got me to thinking: why aren’t we doing this city-wide? How many other hydro corridors are there, with potential to add new natural habitat and trail systems? Some of the distribution system has been buried underground, but much of it remains as open wide corridors of grass, pylons and line.

Courtesy of Hydro One

The Meadoway is 15.6 km long, but when you include the two end bits of the Gatineau Hydro Corridor, it ends up being 21.1 km long. Aside from that, there are 10 other active hydro corridors and 2 former hydro corridors in the city. These stretch a total length of 165 km (5 times as long as the Gardiner and the Don Valley Parkway put together) and covering and area of 1,400 hectares (equal to an area bounded by Queen, Parliament, Bloor and Roncesvalles).

That’s a significant amount of landmass, and the Meadoway Project along the Gatineau Hydro Corridor will naturalize a good chunk of it (10% of the length and 20% of the area). Expanding what I call “the Meadoway treatment” could go a long way towards adding to Toronto’s natural ecosystems and active transportation network. Below is a short profile of each corridor.

Royal Railside

  • Length: 9.8 km
  • Area: 41.0 ha
  • Average Width: 42 m

This corridor initially stretched from the 427 to the Don River. This sent it over the “South Parkdale” neighbourhood, and parallel to the former railway lands to the Don River. With the construction of the Gardiner Expressway and redevelopment of the railway lands, the middle of the corridor was buried between the Queensway / South Kingsway interchange and Sherbourne Street. South Parkdale was also demolished in the process.

Toronto Public Library via Spacing
University of Toronto Library

The west leg is a mix of grass, industrial/commercial scrub lands with encroaching parking lots and vegetated ravine. The east leg is basically an extension of the Union Station Rail Corridor. The corridor crosses 17 roads (11 arterial, 5 local, 1 expressway onramp) and 1 rail line. A Meadoway treatment to the west leg would augment 2 ravines (Mimico Creek, Lower Humber River), and make for a new trail system along Mimico Creek. A Meadoway treatment to the east leg would enrich the void between the Gardiner and Union Station Rail Corridor.

Etobicoke Spine

  • Length: 15.4 km
  • Area: 126.3 ha
  • Average Width: 82 m

This corridor starts at North Queen Street, and continues north and northwest to the 401/427 interchange, and then north again parallel to Highway 27. South of the 401, it is mostly bi-secting low-density residential neighbourhoods. North of the 401 is mostly light industrial/commercial.

Most of the corridor is grass, with intermittent encroachments by adjacent homes and businesses. There are trees sparsely dotted along the corridor which have been trimmed away from the lines (it’s noted that south of the 401, the trees seem less trimmed away from the eastern pylons, which are rusty; perhaps they are unused). The only significant patches of vegetation occur in the three ravine crossings (Etobicoke Creek, West Humber River, Albion Creek), and a small patch of overgrowth between Bethridge Road and Rexdale Boulevard. The corridor crosses 32 roads (12 arterial, 20 local), 2 expressways, and 2 rail lines.

A Meadoway treatment to this corridor would augment 3 ravines (Etobicoke Creek, West Humber River, and Albion Creek), and connect to 3 existing trail systems (West Humber, Etobicoke Creek, Mimico). Potential future improvement areas include the headwater for Berry Creek, minor tributaries of Albion Creek, the 401/427 interchange, as well as the Crosstown West corridor (see next section below).

Humber-Pearson

  • Length: 13.4 km
  • Area: 151 ha
  • Average Width: 113 m

This corridor starts at Etobicoke Creek south of Eglinton Avenue, and goes northeast through the 401/427 interchange, Rexdale, and the forks of the Humber River to Finch Avenue. The adjacent lands are parkland and open space southwest of the 401/427, commmercial / industrial lands to Rexdale Boulevard, and residential or ravine lands the rest of the way. Most of the corridor is grass except where it crosses the Humber Valley, and where a couple parking lots and industrial yards encroach into the space. The corridor crosses 25 roads (12 arterial, 7 local, 6 access), 4 expressways, and 2 rail lines.

A Meadoway treatment to this corridor would augment 6 ravines and their respective trail systems (Etobicoke Creek, Tributary 4, Mimico Creek, West and East Humber River, Berry Creek). A major improvement area, as alluded to above, would be Mimico Creek and where it crosses the 401/427 interchange. I have written before about how the Royal Woodbine Golf Club should be the #2 candidate for converting city-owned golf courses into public parkland, and how extending this connection across the Humber-Pearson Corridor could serve a broader regional trail network.

Finch

  • Length: 37.8 km
  • Area: 497.0 ha
  • Average Width: 131 m

As the name suggests, this corridor runs north of and parallel to Finch Avenue, between Highway 400 and the city’s eastern border. Much of the adjacent lands are residential, with the exception of commercial / industrial sectors in York University Heights, Steeles, Milliken and Armdale.

Most of the corridor is grass except where it crosses ravines, and a marshy patch west of Morningside. A few parking lots are located in the corridor, as well as the York University Busway, the G. Ross Lord Dam reservoir, at least two critcket pitches, seven soccer fields and two community gardens.
The corridor crosses 45 roads (19 arterial, 26 local), 2 expressways, and 4 rail lines.

A Meadoway treatment to this corridor would augment the Rouge National Urban Park and 6 other ravines (Black Creek, West Don River, Newtonbrook Creek, East Don River, West Highland Creek, Morningside Creek), and connect to 4 existing trail systems (Black Creek, West Don River, East Don River, West Highland Creek). Potential future improvement areas include the upper reaches of the East Highland Creek’s West, East and Malvern Branches.

Crosstown West

  • Length: 14.8 km
  • Area: 42.4 ha
  • Average Width: 29 m

This corridor goes across the city to the west. It starts at Etobicoke Creek near the Queensway, where it has two parallel legs west of North Queen Street, with a third leg around The West Mall. From here, it parallels the GO Transit Milton Line until the Humber River, heads due east to the GO Transit Barrie line, jaunts southeast to Canadian Pacific’s east-west mainline, and then parallels that to the Bridgman Transformer at Davenport Road and Macpherson Avenue.

The corridor is a mix of grass, parking lots, recreation parks or industrial yards. Lavender Creek also parallels the corridor between Weston and Symes Roads. The corridor crosses 44 roads (23 arterial, 21 local), 1 expressway, and 5 rail lines.

Between the Wiltshire Transformer Station and Davenport Road, the corridor is a proposed park and trail known as the Green Line, which was part of a design competition. Realizing this vision would at least bring a continuous trail to this 5 km segment of the corridor, hopefully grade separated from most of the arterial roads along the way. I also proposed making this corridor into a trail connection across Toronto in the Toronto and Region Conservation Authority’s Draft Trail Strategy. This would be in lieu of relying on bike lanes along Bloor and Danforth, and keep active transportation users in the natural system.

A Meadoway treatment to this corridor would augment Lavender Creek, as well as 3 other ravines and their existing trail systems (Etobicoke Creek, Mimico Creek, Humber River). Potential future improvement areas include the buried portion of Lavender Creek around Weston Road, connections to the Etobicoke Spine and Mindtown Corridors, as well as the proposed trail along the GO Transit’s Davenport Grade Separation project.

Midtown

  • Length: 6.8 km
  • Area: 12.9 ha
  • Average Width: 19 m

This corridor continues east from where the Crosstown West Corridor left off at the Bridgman Transformer Station, following the Canadian Pacific east-west mainline until reaching the Leaside Transmission Station at Millwood and Overlea. There are actually two legs to this corridor: the first is mostly north of the rail corridor, and buried in a tunnel between Yonge and Bayview Heights Drive; and the second remains above ground south of the rail corridor, but has been eliminated between the Bridgman Transformer Station and a substation east of Yonge. The corridor is mostly squeezed beside railway tracks before spreading out into Crothers Woods, and only crosses 6 arterial roads and 1 rail line.

Archival photos show the south leg of the Midtown Corridor used to run south of the Canadian Pacific Railway’s North Toronto Station to Yonge Street (see bottom right) and parallel to Malborough Avenue until joining the rail corridor again. Courtesy City of Toronto Archives.

Establishing active transportation uses would be a challenge as the corridor is not very wide, and has multiple private properties and the rail corridor itself encroaching onto it. However, there would be great opportunities to maintain a connected corridor for active transportation users between Yonge and Bayview, as ample publicly owned space should exist adjacent to Shaftesbury Avenue, Carstowe Road and the Old Bridle Path.

Scarboro-Oakridge

  • Length: 6.4 km
  • Area: 22.6 ha
  • Average Width: 35 m

This corridor intersects the Gatineau Hydro Corridor south of Lawrence Avenue and east of Kennedy Road. From here, it parallels TTC Lines 3 and 2 south to Victoria Park station. Aside from where it’s flanked by transit infrastructure, much of the adjacent lands are residential. Warden Woods parallels the corridor between Warden and Pharmacy Avenues, and some former railway lands intersect the corridor between Birchmount and Kennedy Roads. Most of the corridor is grass except where it crosses ravines. The corridor crosses 10 roads (6 arterial, 4 local), 1 subway line and 1 rail line.

A Meadoway treatment to this corridor would augment Warden Woods and 3 other ravines (Taylor-Massey Creek x2, unnamed Taylor-Massey Creek tributary), connect to an existing trail system along Taylor-Massey Creek at St Clair Ravine Park, and connect to the future trail along the Gatineau Hydro Corridor . Potential future improvement areas include additional connections under TTC Line 2 to Warden Woods, through Firvalley Woods, under the rail spur between Farlinger Ravine and Eglinton Ravine Park, and around Kennedy Station and the local road network there.

Taylor Creek

  • Length: 5.3 km
  • Area: 17.5 ha
  • Average Width: 33 m

This corridor goes northwest from Victoria Park station (where it links to the Scarboro-Oakride Corridor), and paralles Taylor-Massey Creek and the Lower Don River until the Leaside Bridge, where it links up with the Lower Don Corridor. The corridor crosses 6 roads (3 arterial, 2 local, 1 access), 1 expressway, and 1 rail line, as well as passes beneath another two road bridges.

This corridor is already naturalized with significant woody vegetation west of the corner between Lumsden Avenue and Eastdale Avenue, although it is kept trimmed in the immediate vicinity of the power lines by Hydro One. East of this corner, some parking lots are within the corridor, and it is flanked by some hi-rise towers. Meadoway treatments to this corridor would only be required in a couple localized spots, mostly in Crescent Town. The corridor has an existing trail for most of its length, although new crossings between Coxwell Ravine Park and the north side of the rail line east of the Leaside Bridge would be welcome.

Lower Don

  • Length: 7.6 km
  • Area: 18.5 ha
  • Average Width: 24 m

This corridor goes south from the Leaside Transmission Station at Millwood and Overlea, following the Lower Don River to the Keating Channel, where it takes a couple turns in the Port Lands to reach the Shipping Channel opposite The Hearn and the Portlands Energy Centre. The corridor crosses 10 roads (1 arterial x4 + 3 additional arterial, 1 local, 5 bridges), 2 expressways and 2 expressway offramps, as well as 3 rail lines (one of them x3).

This corridor is already naturalized with significant woody vegetation north of River Street, and parallels the existing Lower Don River Trail. South of this point, the corridor abuts roads and rails, and at one point stands in the middle of Commissioners Road. Therefore, opportunities for Meadoway treatments are limited. However, there are plans by Waterfront Toronto to create a stormwater channel under the hydro towers along Commissioners Street, which is an interesting use of limited space.

Courtesy Waterfront Toronto

Beltline

  • Length: 4.5 km
  • Area: 5.1 ha
  • Average Width: 46 m

As the name implies, the Beltline Corridor follows the former Beltline Railway, north from St Clair and eventually east to the Fairbank Transformer Station near Marlee Avenue and Roselawn Avenues. The corridor is part of the GO Barrie line right-of-way until Eglinton Avenue, and is then part of the York Beltline Park the rest of the way.

The corridor crosses 7 roads (6 arterial, 1 local), and criss-crosses the Barrie line once. North of Eglinton, a Meadoway treatment is not needed everywhere, but may help augment some of the more scrubby vegetation. South of Eglinton, there is a major opportunity to create a major north-south link between the Beltline Trail and, in the future, the Greenway planned as part of the Davenport Diamond Grade Separation project.

Dorset Park Bent

  • Length: 3.2 km
  • Area: 20.5 ha
  • Average Width: 64 m

The Dorset Park Bent appears to be a former hydro corridor that has since been abandoned. It started at the Scarboro Transormer Station where the Gatineau and Scarboro-Oakride Corridors intersect, and continued north and northwest until linking up with the Warden Corridor at the 401 west of Warden Avenue. Historical aerial photos show the hydro towers that ran along the corridor, but they are no longer present today. Current satellite images and land parcel configurations make it clear where the corridor once was.

Corridor between Kennedy and Birchmount circa 1956, with hydro towers still visible. Courtesy City of Toronto.

Between Kennedy and Ellesmere Road, the corridor is grass, and actually contains the Dorset Branch of West Highland Creek. North of Ellesmere, the land has been taken up for commercial and residential development. East of Kennedy, it’s a bunch of industrial / commercial yards. The short corridor crosses 8 roads (4 arterial, 3 local, 1 access) and 1 rail line.

Being an abandoned hydro corridor with no vertical restrictions, this corridor could go beyond a Meadoway treatment and be reforested. This is especially important given that it shares the path with the Dorset Branch, which has been straightened and urbanized. Naturalizing the corridor could include restoring a meander to the creek, and bring much needed water quality and quantity improvements to this part of the watershed.

Warden

  • Length: 9.0 km
  • Area: 24.9 ha
  • Average Width: 28 m

The Warden Corridor, as the name implies, parallels Warden Avenue to the west. It starts at the Gatineau Corridor in Wexford, and proceeds directly north to the city boundary and beyond. Within the city limits, the corridor crosses 20 roads (7 arterial, 13 local), 1 expressway and 1 rail line.

However, somewhat like the Dorset Park Bent, it appears to be an abandoned hydro corridor. Between the 401 and the Finch Corridor, the hydro towers are gone and much of it was taken over for residential development, leaving a small 15 metre wide corridor behind for a natural gas line that still lays beneath. South of the 401, the towers remain, but it seems the wires lead to nowhere. What remains of the corridor is all grass, with occasional trimmed trees.

Aerial photo circa 1962, showing the former width of the Warden Corridor north of the 401, as well as the Doreset Park Bent. Courtesy City of Toronto.

If the corridor is indeed inactive south of the 401, it could also be a candidate for full reforestation (as opposed to just a Meadoway treatment). It also parallels the upper reaches of Taylor-Massey Creek for half a kilometre, and would provide some improvements to the watershed. North of the Finch Corridor, a Meadoway treatment would augment the existing trail to the north of the city.

Pan Am Path: An Update on our Legacy

Toronto hosted the Pan Am and Parapan Am Games in 2015. Along with hosting such a large sporting event, Toronto invested in several facilities to host the games, to be reused for community benefit afterwards.

There was also one “legacy project” to pay tribute to the games. The Pan Am Path was a proposed 84-kilometre continuous off-road multi-use trail to connect the city, from the northwest Etobicoke, through downtown, to southeast Scarborough. Much of it was along existing trails, but there were a few gaps that needed to be completed:

  1. East Highland – Orton Park Road to Morningside Park
  2. Don Valley – Forks of the Don to Eglinton Avenue
  3. Waterfront – Stadium Road Park to Sherbourne Common
  4. Humber Marshes – Riverwood Parkway to South Humber Park
  5. Weston – Crawford Jones Memorial to Cruickshank Park
Courtesy City of Toronto
Courtesy Friends of the Pan Am Path

So as a legacy to a significant event that happened in the summer of 2015, these projects should be done almost 4 years later…right?

1. East Highland

This segment would connect from the Forks of Highland Creek to an existing trail where Ellesmere Avenue crosses the East Highland Creek. The current detour is following the existing multi-use trail along West Highland Creek south, and Orton Park Road back north to the Gatineau Hydro Corridor.

The City of Toronto’s project site for this connection says that planning did start with the Toronto and Region Conservation Authority back in 2014, with construction starting last year, and completion in 2020. However, I walked the East Highland Creek back in July, and the only construction I saw was old construction accesses from previous creek remediation work. That said, I was able to reach out to the city and confirm that construction will start this year, and it is still anticipated to be done by next year.

2. Don Valley

This segment would connect an existing trail along the Gatineau Hydro Corridor, down the East Don River to the Forks of the Don. The current detour is along various streets to Taylor Massey Creek, and along that ravine.

The East Don Trail and connection to the Gatineau Hydro Corridor was another project planned through a city-conservation authority partnership back in 2016. Construction started in September last year, and is ongoing for Phases 1. This completes this connection for the Pan Am Path, despite leaving an unfunded gap along the East Don Trail north to Wigmore Park.

3. Waterfront

This connection was missing when the Pan Am Path was first announced, but was well under construction, and was completed in June 2015, one month prior to the opening of the games.

The path was created out of Waterfront Toronto’s revitalization of Queens Quay. The former 4-lane industrial boulevard with a streetcar saw itself cut down to 2 lanes, 1 in each direction north of the streetcar right-of-way, and the former eastbound lanes reclaimed as a dedicated cycling trail and wide pedestrian promenade. For a progressive dense community that was forced into amalgamation and dominated by suburban conservative politics, it was a breath of fresh air. It also made a track record for Waterfront Toronto, the tri-governmental agency that made it happen.

4. Humber Marshes

This is a connection I am not very clear on; the gap exists between King’s Mill Park and South Humber Park, requiring users to travel via Riverwood Parkway and Stephen Drive.

However, where exactly you would place a dedicated trail connection is a mystery to me, as welcome as it would be. This is akin to the TRCA’s proposal to extend a trail through the bottom reach of the Rouge River; it’s entirely a wide river channel with wetlands, and the adjacent tableland is taken up by private residential housing. Creating a path would be tricky and expensive, so this might be one acceptable on-street connection.

5. Weston

This segment would make the Humber River Trail continuous by making a connection between Memorial Park and Cruickshank Park, going under the GO Transit Kitchener line. The current detour up the St Phillips Steps, and along Weston Road.

I have seen no indication of this moving forward, and it’s extremely disappointing. Metrolinx recently completed work here to widen the rail bridge over the Humber River, and while other trail projects have taken advantage of old constructions accesses, nothing seems to have been left behind in this case. For extra irony, it is in the old Ward 11, where local councillor Frances Nunziata hosted a ribbon-cutting ceremony for the path back in 2014.

Other Gaps

Besides the 5 main connections identified, there are still some other gaps that should be addressed to ensure the Pan Am Path is a legacy to be proud of.

Military Trail

This gap requiring use of a sidewalk on Military Trail to cross Highland Creek, and a looparound back under the road could simply use a dedicated bridge to create a more direct route.

Missing Meadoway Segments

While these could be considered in the pipeline, there are segments of trail along the future Gatineau Meadoway that will need to be finished. I have previously written at length about the work that should be done in the corridor.

Old Mill

While dedicated space along the driveway into King’s Mill Park may be a bit of nitpicking, it has always driven me crazy that trail users must face off with vehicles on the skinny Old Mill Road bridge. A dedicated connection should be made, as I suggested in my analysis of TRCA’s Trail Strategy.

Eglinton

It may be of lower priority, but an opportunity exists to improve the trail in the vicinity of Eglinton Avenue. Two additional river crossings grade-separate the trail from Eglinton, and avoid the steep climb around Humber Creek.

Final Notes

As with any trails in Toronto, I place a lot of emphasis on ensuring that off street connections are minimized, and grade separations are created where required. Completing the identified connections and filling the other gaps will mostly address both these elements.

One aspect of the Pan Am Path that I cannot knock on is the branding and wayfinding. The city, in partnership with Friends of the Pan Am Path, have made an excellent website with helpful and informative resources, great navigational signs and maps, and a distinct logo.

At the same time, the branding, wayfinding, and general fanfare for the Pan Am Path feels like a bot of a slap in the face when not all of the larger capital improvements have been completed. Almost four years after the games, I feel the legacy should almost be complete.

Perhaps I am impatient; at least 1/5 of the identified connections is complete, and another 2 will be on the way. But the lack of plans for the remaining 2 really fits with a theme of what feels like a second-class treatment of active transportation in this city; lack of maintenance, lack of building, and lack of progress. Perhaps Toronto’s legacy is talking big, and not following through.

Golf: The Scourge of Ravines

Let me make it very clear: I don’t like golf. It’s nothing to do with the game itself, but for the fact that it is a land hog, exclusive to one sport and restricted to private members, with no space afforded to the general public (full disclosure, I don’t play typical golf, but a derivative: disc golf). In the Greater Toronto Area, a number of golf courses were established and have taken hold in ravines. This creates a problem in two parts: it fractures the natural corridors of our city.

The first part is obvious: golf courses, with their sprawling greens, are heavily managed to allow for a good game. This fragments the surrounding ecosystem, loads rivers with fertilizer, and foregoes the ecosystem benefits of having that land covered in natural vegetation.

The second part is that, because golf courses are mostly restricted to club member access, they create major gaps in Toronto’s active transportation network. They hog the banks of rivers and creeks, which are often conduits for high-quality hiking and biking trails. This is detrimental to the broader regional network, and in fact, the Toronto and Region Conservation Authority (TRCA) recently released a draft Regional Trail Strategy that is directly or indirectly impacted by at least a dozen of them. They can also be barriers to access from and between local streets and neighbourhoods, making them less walkable and cyclable.

When food and beverage contracts at two city-owned golf courses expired in November 2017, the city noted that golf participation rates and revenues have been declining, and that some city-owned courses struggled to break even. This triggered the question of whether the city should be owning golf courses at all. My opinion: absolutely not. A city government has no business owning land that is restricted to a single activity and charging fees for access, let alone putting public resources towards them.

So this spurred me to look at the 7 city-owned golf courses, as well as 12 private courses, to see how much of a barrier they are in these respects, and rank them in terms of parkland and active transportation criteria. Below are the top 7 courses (3 public, 4 private) that could improve Toronto’s ravines and trail systems.

Public Courses

1. Don Valley

Don Valley Golf Course occupies over 2 kilometres of the West Don River, from the northwest corner of Yonge and Wilson, under the 401 to the southeast corner of Earl Bales Park. It also covers over 47 hectares of land, making it the second largest of the public golf courses.

This course is notable for being steps from a subway station, and within reach of high density populations at Sheppard-Yonge, giving it significant potential as an active transportation corridor. Multi-use trails stretch along most of the West Don to the northwest, all the way into Vaughan. Converting this course into parkland would create a direct pedestrian and cycling access from a number of residences in the Wilson Heights, Armour Heights, Lansing and southwest Willowdale neighbourhoods to Yonge Street and the subway.

It would also create an opportunity to fill a dangerous sidewalk gap along Yonge. Currently, if you are travelling north from Wilson on the west side of Yonge, the sidewalk suddenly ends 200 metres north of William Carson Crescent, forcing you to backtrack, or try to jaywalk across 6 lanes of traffic on Yonge plus an offramp from the 401. It’s a dangerous proposition, and coming southbound is marginally better, with one formal onramp crossing and a pedestrian bridge over Yonge. A full-on trail bypass is a solution that could be facilitated, in part, by opening up the golf course to the public.

2. Royal Woodbine

Royal Woodbine Golf Club is a very long a stretched out course, covering about 3.5 kilometres of Mimico Creek. This course is notable for being in what I refer to as the “Pearson Triangle”, an area bounded by the 401, 427 and the GO Transit Kitchener line. This area has almost no parks in it; with the exception of some land south of Disco Road and north of the 409, the only open space you’ll find will be isolated patches along hydro corridors.

It’s hard to argue for park space in an area with no residents, low rise commercial buildings, and airplanes screaming into and out of Pearson. But remember that this is about naturalizing a stretch of Mimico Creek, and also providing an active transportation link. That has benefits for the environment, as well as workers and customers who don’t have a car.

The success of this stretch also depends on addressing barriers to travel north and south of the course. The 401/427 interchange, immediately to the south of the course, represents a huge barrier the Pearson Triangle and a fairly contiguous creek-side trail south of Eglinton Avenue. There are no sidewalks or trails west of Carlingview Drive either. So even if Royal Woodbine could be converted with trails included, it would be considered quite isolated in the broader network, and this knocks it out of the top spot in the ranking.

3. Dentonia Park

Dentonia Park is along a short 400 metre stretch of Taylor Massey Creek. It is also the smallest of all Toronto golf courses by a long shot: 13.7 hectares, with the next course coming in at over 20 hectares.

This course is small, but its location is critical. It’s the only break in an otherwise continuous, grade-separated, high quality, 13.5 kilometre natural active transportation corridor from Warden Subway Station all the way to Lake Ontario. By opening this course up and creating a grade-separated crossing of Victoria Park Avenue, you could commute by bike without encountering any cars outside of the first and last mile. It would be a #bikeTO fantasy come true.

Private

1. Oakdale

Oakdale Golf and Country Club covers 1,300 metres of Black Creek, which is mostly concentrated in the south part of the course. It is also the largest course in Toronto, covering 88.7 hectares.

Oakdale is a barrier to continuous trail access along Black Creek, and opening it up connect Downsview Dells and Chalkfarm Park. The TRCA has proposed a creative solution to the golf club’s presence by proposing a trail corridor that follows Heathrow Creek to Jane and Wilson, and then redirects users to the Humber River valley. I have provided feedback on the latter part of TRCA’s proposal.

However, this is not an optimal routing, as it still requires climbing out of the Black Creek ravine, and it diverts users away from existing parkland in Chalkfarm Park. This golf course could contribute towards a complete trail network from York University to Jane and Wilson, and has the potential to add significant natural lands to the Black Creek watershed and the broader Downsview community.

2. Donalda

The Donalda Club spreads over 3.25 km of the East Don River, 800 metres of Deerlick Creek, as well as a total of nearly 500 metres of at least three other minor streams. It is the second largest course in Toronto, covering 77.2 hectares.

Donalda is actually the one course to my knowledge that allows some limited access: you can cross between the end of Three Valleys Drive and Chipping Road via a short walkway across the course. However, the owners make it very clear that straying left or right is trespassing on private property.

The result is detrimental to the trail network. Existing adjacent trails along the East Don Trail currently end north of Lawrence Avenue East and east of Don Mills Road, creating a gap in what will otherwise be a continuous trail from the city’s north boundary to the lake (once the trail between Wynford Drive and the Forks of the Don is completed). There are also three potential connections to existing local trails along Deerlick Creek and two other unnamed tributaries. Opening up this course would make a significant improvement to local and regional trail systems.

3. Islington

Islington Golf Club spreads over 1.8 km of Mimico Creek. It is a medium-sized course relative to others within Toronto, covering 51.2 hectares.

The Islington Golf Club creates a gap in the trail network along Mimico Creek. Trail users must currently divert via Kipling Avenue, Burnhamthorpe Road and Dundas Street West to get between the trail segments. It’s not the worst detour in the city, but it’s enough. Closing this gap could contribute towards a continuous trail between Eglinton and Bloor, and perhaps further north to the Pearson Triangle (see Royal Woodbine above) and further south if existing segments were stitched together.

4. Markland Wood

Markland Wood Golf Club spreads over 2.75 km of Etobicoke Creek. It is also a medium-sized course relative to others within Toronto, covering 46.0 hectares.

Markland Wood creates a gap in the trail network along Etobicoke Creek. While “Tributary 4” provides an alternative parallel route, it can feel tight and confined relative to the open valley of the main creek. Closing this gap could make a continuous trail from Dixie Road (north of Courtneypark Drive) to Dundas Street, and all the way to Lake Ontario once the gap between Dundas and the Queensway is addressed. Again, this is something the TRCA has proposed, and I have presented a counterproposal on.

Conclusion

These seven courses received a score of 3 in at least three categories of evaluation. The evaluation of all courses, the evaluation criteria, and a map of the courses are posted below. Do you agree with the ranking? Are there criteria that were missed or require more weight? Let me know what you think in the comments.