Whether viewed up close or from a distance, the combination of high density and a set of unique architectural designs makes the Humber Bay skyline one of the Greater Toronto Area’s most distinct. At ground level, however, certain aspects of the neighborhood leave a bit to be desired from an urban planning perspective. While Humber Bay Park and the blocks adjoining it are a vibrant and pedestrian-friendly district, the areas along Lake Shore Boulevard and Park Lawn Road are noticeably less so. Humber Bay is also affected by the same development-infrastructure imbalance that has become an issue throughout the city. With local transit routes to downtown only via slow streetcar service along Queen Street, or a circuitous bus route to Bloor Line 2, transportation in and out of the neighbourhood is dominated by cars. As a result, Humber Bay is yet another prime example of how Toronto’s real estate boom outpaced the expansion of necessary infrastructure. Yet while better community spaces and improved streetcar service would undoubtedly improve quality of life in Humber Bay, the most vital improvements (or lack thereof so far) are tied to policies at the provincial level - namely, public-private partnerships and the Major Transit Station Area (MTSA) zoning policies.

Looking southeast to the as yet unrealized Park Lawn GO Station, designed by HATCH for Metrolinx and First Capital

While the existing developments in Humber Bay have become iconic parts of South Etobicoke’s cityscape, what will arguably become the largest alteration of the area’s landscape has yet to come. Situated on the former Christie’s Biscuits site at Lake Shore and Park Lawn, the 2150 Lake Shore project is planned to create thousands of new housing units spread across a series of new high-rise buildings. In addition to an array of new community amenities, a new streetcar loop and a set of pedestrian-focused streets throughout the development, a key component of the project has been the addition of a GO station just north of the project site. Park Lawn GO station would (by virtue of its location along the busy Lakeshore West line) enjoy frequent service seven days a week, and provide the Humber Bay Area with a high-quality transit link that would better connect it to the rest of the city. In addition, the new station was set to be built via a public-private partnership - one of the first examples of such on the GO network, and a showcase for the development of future MTSA-related projects.

Looking across the Park Lawn GO and 2150 Lake Shore site in South Etobicoke, image by UrbanToronto Forum contributor Full Metal Junkie

The housing market downturn, however, has disrupted these best-laid plans. With demand for condos dropping, 2150 Lake Shore was put on hold — and Park Lawn GO with it. This deferral of a necessary project (as well as at nearby Mimico GO, where a cancelled development project was slated to include a revamped station) speak to a larger issue with reliance on public-private partnerships for vital infrastructure upgrades. Despite the delay of the station, the Humber Bay community’s need for improved transit remains, with the lack of it hamstringing the area’s quality of life. While public-private partnerships can often be a useful tool, the delays to Park Lawn and Mimico make clear that the partnership model used in these cases can, if the partnership collapses, leave local residents in a less-than-ideal position. This is especially true for Humber Bay, where the new station was slated to serve not just anticipated but also existing demand — demand that left unmet will exacerbate the area’s infrastructure-development mismatch.

Previous Plan, Improvemetns to Mimico GO tied to an orphaned project, designed by SvN for VANDYK Group of Companies

At the same time, the saga of Park Lawn GO also underscores the importance of the MTSA policy as a tool for creating denser, transit-oriented communities around major hubs. The increased density, supply of housing and an overall more transit- oriented environment that this policy will create will be transformative for the Greater Toronto Area. Yet if it is to fully succeed, however, the reliance on the private sector to help ensure the desired outcomes must be reduced. Such reliance can leave projects susceptible to downturns in the real estate market, which in turn leaves vital infrastructure in limbo (as the delays to Park Lawn GO and Mimico GO demonstrate) after a major source of funding can be reduced or cut. Thus, it is clear that while private developers are essential to any plans involving MTSAs, any infrastructure improvements should be planned and implemented separately — especially in cases where doing so would improve connectivity for existing local residents.

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Thomas Bamonte is an urban planner with extensive experience in the real estate industry. He is based in Toronto and blogs at https://theurbanistfoodie.substack.com/

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