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.

Public Review: A Regional Trail Strategy for Toronto

The Toronto and Region Conservation Authority (TRCA) has released a draft of the Trail Strategy for the Greater Toronto Region (Trail Strategy). As someone who has accumulated over 1,000 kilometres of hiking experience across Toronto, I wanted feedback based on these experiences, specific to the proposed regional trail network within the City of Toronto, and limited portions of York Region south of Highway 407.

I am in agreement with many parts of this proposed regional trail system. However, there are some parts that I feel could be changed to enhance the trail experience, and align better with the Trail Strategy’s vision. Without being privy to the decision-making and perhaps some key considerations, and keeping in mind that this is a regional network for the entire region, I’ll highlight some key issues I believe need to be addressed in a final Trail Strategy:

  • Creating a crosstown trail corridor within greenspace;
  • Extending the Scarborough Waterfront Project west;
  • Travelling further down Black Creek;
  • Sticking to the Etobicoke Creek river valleys;
  • Considering 3 alternative trail connections;
  • Recognizing 5 representations in the map; and,
  • Addressing 3 remaining gaps in the network.

Crosstown Corridor

I wholeheartedly disagree with the Trail Strategy’s reliance on the Bloor Street / Danforth Avenue bike lanes as a major east-west corridor for the regional trail network, between the Scarborough Heights Park area to the west boundary of the Etobicoke Creek watershed. While I fully support and agree that a) bike lanes on Bloor Street / Danforth Avenue are necessary, and b) the Trail Strategy must integrate with it, I do not agree that the TRCA should formally rely on it as a major crosstown corridor for its network. I believe it conflicts with the Trail Strategy’s vision of making a trail network within greenspace.

I think a great alternative corridor exists, using 8 kilometres of existing Valley trail in the Don watershed, and is an opportunity to create nearly 20 kilometres of Corridor trail and associated greenspace. The alternative corridor is as follows:

  • A new trail from the existing access ramp between Scarborough Heights Park and Rosetta McClain Gardens, and Warden Woods, partially using existing parkland and a former railway spur;
  • Using the existing trail network along Taylor / Massey Creek and the Lower Don River to Crothers Woods;
  • A new trail adjacent to Canadian Pacific Railway’s North Toronto subdivision to Davenport Road;
  • A new trail along the “Green Line” park system proposed by Park People to Metrolinx’s Newmarket subdivision (aka the GO Transit Barrie Line);
  • A new trail or existing trails along a hydro transmission corridor to Etobicoke Creek.

This alternative corridor is located within greenspace, congruent with the vision of the Trail Strategy, and ensures that the trail experience is richer and safer for active transportation users. It also connects users more directly to two of the destinations identified in the Trail Strategy: the Forks of the Don, and the Humber Parklands.

Scarborough Waterfront West

The TRCA is currently working to implement the Scarborough Waterfront Project, which will protect the Scarborough bluffs from erosion, enhance natural habitat, and create a new continuous waterfront trail from East Point Park to Bluffers Park. The Trail Strategy includes this, and then proposes to direct users up Brimley Road (a significant and relatively steep grade), and continue east via the existing ‘trail’, which is actually a zig-zagging patchwork of local streets and fractured trail segments at the top of the bluffs. Once again, I believe it conflicts with the Trail Strategy’s vision of making a trail network within greenspace.

It’s lost on me why the TRCA would not propose extending its Scarborough Waterfront Project further east. The TRCA, to my knowledge, owns title to all of this stretch of the waterfront with one exception (The Toronto Hunt). Implementing this would create a continuous trail along over 85% of Toronto’s waterfront, from the Rouge River, through Scarborough and the downtown, to Mimico Waterfront Park in Etobicoke. It would also reduce the distance travelled between Bluffers Park and the RC Harris Water Treatment Plant by over 30%, and eliminate any significant grade changes.

Black Creek

The Trail Strategy has identified Black Creek and its parklands as both a trail corridor and a destination. It also proposes extending the existing trail system south from Downsview Dells Park, using Giovanni Caboto and Heathrow Parks. While it does not utilize the rich and natural west part of Downsview Dells Park, I think this is a great and creative solution to get around the barrier presented by the Oakdale Golf and Country Club.

However, the Trail Strategy then proposes to redirect users into the Humber Valley system via Highway 401 and/or Wilson Avenue. I do not agree with this redirection, as I believe there is ample opportunity to continue the trail further south along Black Creek, at least to Weston Road. This would align better with the Trail Strategy’s vision of making a trail network within greenspace, and would facilitate direct connections with the West Toronto Railpath North and the Eglinton Avenue Trail.

Etobicoke Creek

It is unfortunate that the Markland Wood Golf Club is a barrier to a continuous trail along Etobicoke Creek, from Eglinton Avenue to the lake. The Trail Strategy suggests overcoming this barrier by creating a
Corridor trail along a nearby utility corridor.

It is a worthy proposal, but wish that a Valley trail through an alternative corridor could be considered. My suggested approach is continuing to follow Etobicoke Creek north to Dundas, within lands mostly owned by the TRCA already. Once this trail reaches Neilson PArk, a trail already exists along Etobicoke Creek’s “Tributary 4” to Burnhamthorpe Road. A minor detour along Burnhamthorpe Road would link trail users back to the Etobicoke Creek Trail. Another alternative corridor could be along Little Etobicoke Creek to the west.

Alternate Connections

There are some trails that I mostly agree with, but would implore TRCA to consider alternative ways of connecting them to the broader network.

Leaside South

The Leaside Spur Trail is (technically) a dead end at its southern tip, in behind 1121-1123 Leslie Street. The TRCA has proposed connecting it by directing users to and along Leslie Street, and down the vehicular entrance to Wilket Creek Park. An alternative connection is already proposed as part of the redevelopment of the former Celestica site (known as Wynford Green): over a bridge over the Canadian Pacific Railway’s Belleville subdivision, and along the access road from Eglinton Avenue into the West Don River Valley. The TRCA should work with the developers to advance this connection.

Rendering by TACT Architecture, Rezoning Application for Wynford Green (16 236387 NNY 26 OZ).
Highway 401/427

The Highway 401/427 interchange is a major barrier to pedestrian and cyclist movement between the Pearson Airport area and west end neighbourhoods in Toronto.  While the Finch Meadoway is a great opportunity to improve this connectivity, I don’t feel that continuing in a straight northeast/southwest line, from the Richview Transformer Station to the Matheson Boulevard/Eglinton Avenue intersection, would achieve that goal. Instead, I would propose a path that follows Mimico Creek, and connects directly with the West Deane Trail, as an alternative.

Leaside North

The Trail Strategy illustrates an existing ‘trail’ from the top of the Leaside Spur at York Mills Road. This is actually a series of sidewalks along York Mills Road, Lesmill Road, Valleybrook Drive and Duncan Mill Road. A true trail connection could be forged here by continuing the Leaside Spur Trail north to Leslie Street and Woodsworth Greenbelt, and forging a new path through Moatfield Farm Park to the Betty Sutherland Trail. In the future, this trail could be optimized in conjunction with minor daylighting improvements to Vyner Creek.

Map Misrepresentations

Twyn Rivers

While the Trail Strategy illustrates a continuous trail along the Rouge River in the Twyn Rivers area, two small but critical improvements are required: a dedicated active transportation bridge across Little Rouge Creek (as opposed to forcing users into vehicular traffic along the heritage bridge), as well as a dedicated or grade-separated crossing of Twyn Rivers Drive. The lack of proper crossings is an ongoing hazard to trail users.

Weston North Humber Connection

The Trail Strategy illustrates an existing trail between Crawford-Jones Memorial Park and Cruickshank Park along the Humber River. This trail, although recognized in many plans, still has not been built. Implementing this connection would avoid a steep detour along Weston Road.

Morningside Park to Ellesmere Road

The Trail Strategy illustrates an existing trail from Morningside Park north to the Gatineau Meadoway. This trail actually does not exist, except underneath the Ellesmere Road bridge. There is plenty of opportunity to use a former construction access that exists in this stretch, and it would greatly improve connectivity within the broader Highland Creek trail system.

West Don at Leslie

The Trail Strategy illustrates an existing trail following the West Don River, north of Steeles Avenue along Leslie Street. There is no dedicated infrastructure along here. A dedicated trail following the West Don, and facilitating a grade-separated crossing of Steeles Avenue, would be preferable.

Old Mill

The Trail Strategy illustrates the Lower Humber as being continuous through the Old Mill area. However, trail users must cross a narrow heritage bridge shared with vehicular traffic, and then use a vehicular access into the park. A dedicated crossing and space along the access road would be preferable.

Remaining Gaps

Finally, there are some gaps in the Trail Strategy that have been overlooked or misrepresented, which I feel need to be addressed.

North Scarborough

While the Trail Strategy provides plenty of north-south links across Toronto, there is a notable gap in north Scarborough, between the Warden Meadoway and the Rouge Valley. I think the TRCA should consider is a regional trail corridor can be established somewhere inbetween, at least from the Finch Meadoway to the Gatineau Meadoway. I would suggest following East Highland Creek, but any corridor should achieve the goal of of connecting to Scarborough Town Centre.

West Humber to Mimico Connection

I have lamented for years about the lack of a proper link between the West Humber River and Mimico Creek. Such a link has a two fold purpose, in conjunction with the alternate 401/427 crossing suggested above:

  1. Improving connectivity for residents travelling between areas north of Rexdale Boulevard and south of Eglinton Avenue.
  2. Creating an active transportation corridor that links to key destinations such as Pearson airport, its surrounding employment lands. and Woodbine Racetrack.

The Trail Strategy illustrates a trail along Airport Road to Pearson Airport. I think a link between the Humber River and Mimico Creek would provide a better connection through greenspace, with the potential to make local connections along less busy streets.

Finch Meadoway at G Ross Lord Dam, Metrolinx Uxbridge Subdivision

The Trail Strategy illustrates the Finch Meadoway Trail detouring from the hydro corridor in two spots: G Ross Lord Dam and Metrolinx’s Uxbridge Subdivision (aka the Stouffville GO Line). In both of these instances, the TRCA should work on more direct grade-separated connections within the corridor.

Conclusion

All of the suggestions above are framed against the Trail Strategy’s vision:
making a trail network within greenspace. But it’s more than that: it’s about making it a high-quality network that is maximized within greenspace. This means opting for connections that reduce diversions, unnecessary winding, and steep grades. It also means sticking to corridors that are as thickly vegetated as possible, grade separated from roads and railways, whereever possible. It’s making a trail network that is convenient, attractive, lush, rich, natural, and safe.