TTC officers used cards police had scrapped over public accountability concerns; Portion of Kipling Avenue reopens ahead of schedule after bridge removal; New Scarborough waterfront trail may soon be cleared for construction; and more news:

TTC officers used cards police had scrapped over public accountability concerns (Toronto Star)

TTC’s use of ‘field information’ cards has been steadily increasing since 2012 (Toronto Star)

Portion of Kipling Avenue reopens ahead of schedule after bridge removal (CTV News)

New Scarborough waterfront trail may soon be cleared for construction (Toronto Star)

Construction underway for affordable senior housing in Leslieville (Toronto.com)

'This is big money': New cities promise a smarter, greener future but will reality match the pitch? (CBC News)

Global news from our sister site, SkyriseCities.com:

Jean Nouvel's Monad Terrace Tops Out in South Beach (Miami)

SWITCH|bloc Reaches Completion in Lower Mount Royal (Calgary)

Exciting New Renderings Released for Mackenzie Tower (Edmonton)

Newly Installed Floor Plate Lays Groundwork for 601 West Hastings (Vancouver)

Now over thirteen years into work on the five-phase revitalization of Toronto's Regent Park neighbourhood, only about 25% remains of what was a 1940s public housing experiment deemed to have failed. Now, about a half of the community has been replaced with a mix of market and public housing developments by a partnership of The Daniels Corporation and Toronto Community Housing Corporation (TCHC), while a third quarter is under reconstruction with the same mix. The remaining northern quarter, an area bounded by Parliament, Gerrard, River and Oak streets, offers the last window into the decayed 1940s-50s community of cul-de-sacs and few community facilities, and its days are now numbered.

Demolition for Block 1, Phase 3 in Regent Park, image by Forum contributor skycandy

Demolition recently began on buildings at the corner of Parliament and Gerrard, on a block indicated in red dashes on the map below, separated from the rest of the third phase which shown in light blue at the southeast side of the community. The inclusion of the block as part of Phase 3 was a response to community concerns that it be the first of the blocks along Gerrard Street to be redeveloped.

The Regent Park revitalization plan with Block 1 highlighted, click for a closer view, image via Toronto Community Housing

Following the relocation of tenants last year, the 3 and 6-storey affordable housing buildings at 365 Parliament and 295 Gerrard were fenced off in December, and the first signs of exterior demolition were evident by February. Now into March, large sections of 295 Gerrard have been taken down, and 365 Parliament awaits a similar fate to the south.

Demolition for Block 1, Phase 3 in Regent Park, image by Forum contributor skycandy

The ongoing teardown is offering a rare glimpse into the gutted interiors of the former apartments revealing eerie remnants of life like radiators , shelving, empty fluorescent light housings, and dangling hallway exit signs.

Demolition for Block 1, Phase 3 in Regent Park, image by Forum contributor skycandy

The ongoing teardown is offering a rare glimpse into the gutted interiors of the former apartments revealing eerie remnants of life like radiator heaters and familiar common areas like hallways with empty fluorescent light housings and dangling exit signs.

Demolition for Block 1, Phase 3 in Regent Park, image by Forum contributor skycandy

No plans for the new buildings on the Parliament ad Gerrard block have been submitted to the City yet, though according to the heights shown in the original Regent Park phasing map, the block is envisioned with mid-rises of 8 storeys fronting Parliament and Gerrard, a 20-storey tower element at the corner of Parliament and Oak, and 3-storey townhomes fronting a new north-south street called Dreamer's Way. It is likely that plans being submitted to the City will look for more density.

Work on Phase 3 is expected to wrap up in 2021.

Let us know what you think using the comments section provided below.

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Toronto's Exhibition Place has seen plenty of change in recent years. Several improvements over the last decade to the site's sports and convention facilities have included the recent construction of Hotel X, now open across from the Beanfield Centre and Enercare Centre convention spaces. To improve connectivity, and make moving between buildings easy in all weather conditions, a plan to construct a pedestrian bridge between the Beanfield Centre and Hotel X has been advancing through the planning process, most recently with an application seeking Site Plan Approval (SPA) received by the City at the start of this month.

Looking north to Exhibition Place pedestrian bridge, image via submission to City of Toronto

A pre-application design concept submitted by NORR Architects received a City response at the start of 2018, identifying key design features and heritage considerations which the City wanted to see incorporated. The plan then evolved into three design concepts, each with the same connection points and location, but with varying exterior expressions. Two favourites emerged in the second round of pre-application comments in August 2018, which were presented for comment the following month. A final round of pre-application comments from October resulted in a preferred option being selected, which is now being reviewed for SPA.

Looking south to Exhibition Place pedestrian bridge, image via submission to City of Toronto

The bridge will run east-west on a slight angle across Newfoundland Road, linking the second floors of both Hotel X and the Beanfield Centre mid-block between Princes' Boulevard and Lake Shore Boulevard West. Architectural plans show a steel frame truss structure supported by a central concrete pier built on micropiles down to bedrock. The truss and pier would hold a composite metal deck with a concrete floor surface, which would be covered with carpeting.

Looking north to Exhibition Place pedestrian bridge, image via submission to City of Toronto

The structure of the bridge would also be a factor in both the interior and exterior appearance, with the visible steel frame of the bridge to be finished in architectural exposed steel. A floor to ceiling laminated insulated glass panel cladding would enclose the structure, featuring a three-colour interlayered film and 5mm dot bird-friendly ceramic frit pattern. The multicolour film would decrease the solar heat gain to under 50% of the levels of clear glazing.

Looking south to Exhibition Place pedestrian bridge, image via submission to City of Toronto

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out the associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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Tucked away on quiet streets a block from Spadina and Adelaide in Downtown Toronto, an exciting new boutique hotel is taking shape at 51 Camden Street. While rumours continue to swirl about the hotelier set to operate the new 13-storey building by the Alterra Group of Companies, Zinc Developments, and Prowinko, construction is progressing on the building's lower levels.

Looking southeast to 51 Camden Street, image by Forum contributor Red Mars

While we've already covered early progress on the ground floor—including the first sightings of the building's structural expressionist elements—ongoing work continues to realize key features of the project's design by architects Shim-Sutcliffe. Among these is the nearly-complete forming of the building's signature arches that will be the architectural focal point of the hotel's dramatic double-height lobby and restaurant area. A view from earlier in March offers another look at the row of arches, the voids mostly hidden behind hoarding.

Looking northeast to 51 Camden Street, image by Forum contributor Red Mars

The northernmost arch, along Camden Street, will serve as the building's main entrance as well as its main signature architectural identifier to the city. A view facing south across Camden Street to the entry arch captured early in March shows formwork being removed from it. The surrounding poured concrete north wall of the hotel is largely complete, eventually to be covered up by a mix of brick, weathering steel, and punched windows.

North arch along Camden Street, March 3rd, image by Forum contributor Red Mars

Above, a more recent shot shows that forming is underway for the second and third floors. As forming progresses on the repeating hotel suite floors above the structurally-unique ground floor, work will accelerate over the coming months.

Looking east to 51 Camden Street, image by Forum contributor Red Mars

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out our associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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A light rail transit (LRT) line to Toronto's eastern waterfront is very much in the news these days. The proposed line has become key to a proposal by Google sister-company Sidewalk Labs for Quayside, a major mixed-use project at Lake Shore and Parliament that it's developing with Waterfront Toronto.

City Council approved a network plan for waterfront transit in 2018, image City of Toronto

A major stumbling block for any waterfront LRT has been how to connect the line to Union Station. (Although an even bigger stumbling block is lack of funding to build… anything.)

A recent public meeting focused on the connection. The City of Toronto, the Toronto Transit Commission and Waterfront Toronto hosted members of the public Monday, March 4 to review several options, as part of the overall Waterfront Transit Reset Project. The team also revealed which option it preferred: maintaining an underground streetcar, but enlarging the loop at Union and Queens Quay Station.

A waterfront transit line may attract as many as 8,000 passengers during morning rush hours, image, City of Toronto

In 2018, City Council directed the Waterfront Transit Reset team to work with an external consultant to evaluate higher-order transit options to connect Union with current and future light rail transit lines east and west of Bay Street along Queens Quay.

The team considered both streetcars and automated people movers for the link, image, City of Toronto

The 540-metre-long tunnel for streetcars under Bay Street opened in 1990. This infrastructure links the central-western waterfront with downtown--and the TTC's Line 1 Yonge–University subway, GO Transit trains and buses and Union Pearson Express trains. The team has concluded that the streetcar loop at Union Station, only serving passengers to and from the west, is inadequate even for present service levels, because of its single, curved streetcar platform, on a single track, with insufficient space for present volumes of waiting and alighting passengers. Consequently, the loop would not function effectively or safely if the TTC added even more service to and from the east.

Streetcar versus APM: How Union Station loop might work, image, City of Toronto

Recently, the group narrowed down options for the link to a short list of technologies:

1. expanding the underground streetcar capacity at Union Station; or
2. "repurposing" the underground streetcar tunnel to use for a cable-pulled transit system, an "automated people-mover" or APM, similar to the LINK train at Toronto Pearson International Airport.

Streetcars at the future Union Station loop, image, City of Toronto

While the APM would have occupied the tunnel, streetcars would either have remained on the surface, operating east and west along Queens Quay or connected with APM trains underground at a new Queens Quay Interchange Station.

APM train at the future Union Station terminal, image, City of Toronto

Before the March 4 event, the team had already conducted a number of exercises to model the various options. They concluded that the people-mover concept with a surface-only streetcar was not appropriate for this location. The idea presented several challenges:

• Major transfer volumes increase potential for conflicts between pedestrians, cyclists, transit, and vehicular traffic at grade;
• Insufficient space within the roadway to fit streetcar platforms while maintaining access to Harbour Square; and
• A major transfer point without weather protection is undesirable.

Streetcar versus APM: How Queens Quay Station might work, image, City of Toronto

The team then compared the remaining two options: APM with underground streetcar or underground streetcar only, while expanding the infrastructure. They considered four key criteria in examining the two choices: passenger experience, costs, transportation and "constructability".

Although the APM-with-underground-streetcar proposal offered a shorter construction timeline and improved service for passengers travelling along Bay Street, it offered a longer trip for passengers heading further east or west through the waterfront area. It also required an extra transfer, while, with the direct streetcar option, riders would travel through the Union Station loop on most trips.

Streetcars at future Queens Quay Station, image, City of Toronto

The underground streetcar plan proposed a wider tunnel at the north end with two tracks. Streetcars would serve passengers at a larger loop, dropping them off on the east side and picking them up on the west. Both east and west sides would have room for two cars. Crossovers would allow moving streetcars to pass stationary cars on either side of the loop.

APM train at future Queens Quay Station, image, City of Toronto

On the other hand, APM trains would both drop off and pick up passengers at a single platform in the centre of the two tracks, reducing congestion as passengers walked between the APM vehicles and the TTC's Union subway station.

In depth evaluation of the two technologies, image, City of Toronto

At Queens Quay Station, the APM option would require room for the cable-pulling mechanism that pulls the trains back and forth through the tunnel. Passengers transferring from the APM to westbound streetcars would only have to walk across the platform to connect. Eastbound passengers would use an underground ramp to change between streetcar and APM.

The all-streetcar scheme would also expand Queens Quay Station so that two streetcars in each stop on one side at the same time. This would avoid a jam of eastbound cars clogging the ramp from the street as each car waits for passengers to board or exit. Underpasses would permit riders to safely walk from one side of the station to the other, without having to cross the tracks, as they do today.

A closer look at the design of the two stations, assuming streetcar operation, image, City of Toronto

The station would be extended to the north, and new underpasses would be provided both between the inbound and outbound platforms (replacing the existing pedestrian crosswalk over the tracks) and under Queens Quay to an exit near the south sidewalk primarily for the Ferry Docks.

The new station layout would also permit east-west through service on Queens Quay without the Union Station stop, if necessary.

Current, approved plans for the East Waterfront line included a portal east of Yonge Street, image, City of Toronto

Both scenarios would require the TTC to suspend streetcar service through the tunnel--possibly for as long as three to four years--during construction. Instead, the transit agency would have to operate buses throughout the waterfront area, during that time period.

Finally, the team is proposing relocating the eastern portal to and from Queens Quay Station from east of Yonge Street to west of Yonge Street. The city would work with the management of the Westin Harbour Castle Hotel to reorient its entrance to the east side of the building, reconfigure access to the Jack Layton Ferry Terminal and develop a new public space at Yonge Quay.

The team makes its recommendation for expanding the tunnel and maintaining streetcar service to the city's Executive Committee meeting on April 9. City Council will consider the staff's report and the Executive Committee's amendments (if any) April 16.

The new plan proposes a portal into Queens Quay Station west of Yonge, image, City of Toronto

However, the City has not yet secured funding for extending the line through the eastern waterfront, which would likely cost as much as $700 million. And, other transit projects, including the Scarborough subway extension and the Relief Line subway, may have higher priority for city politicians. However, at least one major waterfront player may be willing to help, but its offer has generated controversy. The Toronto Star recently obtained internal Sidewalk Labs documents that revealed that the company may be prepared to build the streetcar line and other light rail transit projects in the Port Lands—at a price.

An article by reporter Marco Chown Oved explains,

"Google’s futuristic development on the eastern waterfront, Quayside, is only the first step in an expansive and ambitious plan to build new neighbourhoods—and new transit—throughout the entire Port Lands...

"In return for its investment in this vision, Sidewalk Labs wants a share of the property taxes, development fees and increased value of city land that would normally go to city coffers.

"Internal documents obtained by the Star show Sidewalk Labs plans to make the case that it is 'entitled to … a share in the uptick in land value on the entire geography... a share of developer charges and incremental tax revenue on all land.'

"These future revenues, based on the anticipated increase in land value once homes and offices are built on the derelict Port Lands, are estimated to be $6 billion over the next 30 years. Even a small portion of this could amount to a large, recurring revenue stream diverted from the city into private hands."

Later comments by Sidewalk suggested it was backtracking from that idea, which the company said was only one of many proposals it was considering, as it mulls ways for its project to proceed.

Rendering of Sidewalk's proposal for Quayside, image, Sidewalk Toronto

More recently, however, Sidewalk chief executive officer, Dan Doctoroff, has mused publicly that "his firm won’t be proposing a smart city project without including plans calling for the extension of the LRT near the waterfront," according to another Star article by Donovan Vincent.

We will continue to update you as the project progresses. But what do you think of the latest plan for the East Waterfront LRT? And perhaps, more importantly, what do you think of Sidewalk Labs plans to possibly pay for the line? Leave your comments in the form below this page, or join the discussion in our dedicated Forum thread.

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Today's Photo of the Day features a view of the ongoing demolition of a multi-level parking garage in Toronto's Yorkville neighbourhood. Captured by Forum contributor 111, this shot shows the structure being taken down to make way for conjoined 64- and 42-storey condominium towers at 33 Yorkville Avenue. The 1 Yorkville condo tower can be seen nearing its final 58-storey height in the background.

Demolition for 33 Yorkville, image by Forum contributor 111

Want to see your work featured as Photo of the Day? Head over to the City Photos & Videos section of the Forum, or submit your images to our Instagram or UrbanToronto Flickr Pool for your chance to be featured on our Front Page. 

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A new push for housing density; Mississauga taxi drivers request $50,000 from city as Uber, Lyft decimate industry; The Evolution of TTC Ridership and Fares 2005-2018; and more news:

Ex-CEO files wrongful dismissal lawsuit against Toronto Community Housing (Toronto Star)

A new push for housing density (Globe and Mail)

Mississauga taxi drivers request $50,000 from city as Uber, Lyft decimate industry (Toronto Star)

LORINC: How to reframe Toronto’s 2020 budget debate (Spacing Toronto)

The Evolution of TTC Ridership and Fares 2005-2018 (Steve Munro)

TTC steps up efforts to catch fare evaders (CityNews)

Global news from our sister site, SkyriseCities.com:

Mat Pour Marks Construction Milestone for Houston's Texas Tower (Houston)

The Hat at 7th Ave Begins to Rise (Calgary)

Valley Line West LRT on Track as City Approves $30.5M Procurement Process (Edmonton)

Grayson Reaches Completion at King Edward and Cambie (Vancouver)

It is almost half-century since the University of Toronto’s Robarts Library was completed at Harbord and St. George. Designed by Mathers and Haldenby, it is considered a landmark example of Brutalist architecture and is one of the city’s most polarizing buildings. Now, an expansion is underway on west side of the building that will add a five-storey, glass-enclosed addition to be known Robarts Common. The addition will provide space for 1,200 badly needed new work and study carrels and tables for students.

Robarts Common, image via University of Toronto

Work on the Diamond Schmitt Architects-designed addition kicked off with a ground breaking ceremony in Summer 2017, and has been quietly progressing ever since. By the end of 2017, construction hoarding was in place and preparatory work was well underway, including clearing of the site footprint and construction of temporary structures. Most recently, photos of the site show that installation has begun for the 4,304 m² addition's structural steel skeleton.

Work underway on Robarts Library expansion, image by Forum contributor ProjectEnd

Steel erection is being conducted in two phases by general contractor Harbridge + Cross Limited, with work now underway on the north half of the addition, to take one month before work begins on the second phase of steel erection to the south. While the expansion will be connected to the library by bridges on floors two, three, four and five, the new structure will actually be free-standing and structurally independent of the existing building.

Work underway on Robarts Library expansion, image by Forum contributor ProjectEnd

The completed addition will increase Robarts Library's capacity to 6,000 seats across study spaces open 24/7 during peak times in the academic year. Originally intended to be complete in time for the Fall 2019 semester, an updated timeline shows that the project is now anticipated to wrap up construction in 2020.

Work underway on Robarts Library expansion, image by Forum contributor ProjectEnd

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out the associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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A pair of adjacent mid-rise residential proposals in Scarborough have been folded into a single, redesigned 9-storey condominium at 599–631 Kennedy Road. The consolidated site is retaining the planned branding of Options Development's Nahid on Kennedy, which was planned for the south half of the site prior to Options' acquisition of the north half as well.

The enlarged, redesigned plan appeared at the Local Planning Appeal Tribunal (LPAT) in November, and was resubmitted earlier this month for a Zoning By-law Amendment and Official Plan Amendment along with a first submission for Site Plan Approval. Now proposed at 9 storeys with a height of 31.62 metres, the new design retains Options Development's in-house Options Architects, though fully reimagined from the two earlier plans.

Nahid on Kennedy, facing southeast, image via submission to City of Toronto

The updated plan would meet Kennedy Road with 498 m² of retail space spread across four units. The ground floor also includes a lobby flanked by indoor amenity spaces at its north end, and a mix of indoor and outdoor amenities as well as condominium units to the south. In total, the project proposes 170 condominium units planned in a mix of 102 one-bedrooms with average sizes of 62 m², 61 two-bedrooms with average sizes of 87 m², and 7 three-bedrooms with average sizes of 115 m².

Nahid on Kennedy, facing northeast, image via submission to City of Toronto

Architectural plans offer insight into the range of materials that would be used for the exterior. The building will distinguish itself from the surrounding built form of brick single-family homes and concrete apartment blocks with finishes including copper-hued metal panels, a mix of dark and light precast concrete, and exposed raw concrete.

Adding to the perspectives offered by the renderings found in the latest planning submission, a video preview of the project provides a full 360-degree view of the building's architecture, while also including brief glimpses of the suite interiors and residential amenities.

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out the associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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After the construction of Tridel'sJames Cooper Mansion and MOD Developments'The Selby in recent years, City Planning has recommended the approval of Medallion's591 Sherbourne, which will bring 532 new residential units to the edge Toronto's densest neighbourhood, St. James Town. The project is a redevelopment of a number of low-rise buildings at the intersection of Sherbourne and Howard streets a block south of the subway station at Bloor.

Rendering of the 51 Storey 591 Sherbourne, image courtesy of Medallion Corporation

Designed by IBI Group, the 51-storey building employs a window-wall glass facade that is enveloped in part by a red brick-pattern precast grid. Some inset balconies will be housed within the precast grid, while others will project from the window-wall sides of the tower.

The building will have a unit mix comprising of 71 bachelor, 279 one-bedroom, 139 two-bedroom and 43 three-bedroom units, all of which will be rental apartments. 5,848 square metres of retail, including a retail terrace that can be used as a restaurant patio, will be housed on the ground floor. The heritage-designated 1902-built Thomas Cruttenden Building will be restored and retained in its entirety adjacent to the new development. This is the second iteration of the tower, a previous proposal called for the construction of a 58-storey, 640-unit building on the site.

591 Sherbourne at street level -viewed from the south, image courtesy of Medallion Corporation

City Planning recommends that Council give its approval conditional on a number of factors. Firstly, a Section 37 contribution of $2,278,000, half of which will be allocated towards local park and streetscape improvements, and half for the construction of affordable housing. Secondly, the Medallion-owned POPS (Privately Owned Public Space) known as St. James West Park will be redesigned and leased to the city for an additional 124 years. The preliminary designs of this park have not been updated since the original 2016 submission, so it is unclear exactly how the park will be reconfigured. Finally, the developer must provide an unencumbered 80.9 square metres of parkland space, which will be designated on the east side of the building along Howard Street.

Preliminary vision for St James Town West Park, image courtesy of Medallion Corporation

City Council will vote the approval on March 19th. To learn more about the project visit our database file and associated Forum thread, linked below.

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Digging is underway for the Crosstown LRT’s Eglinton Station at Yonge Street, the light rail line’s interchange station with the east leg of the TTC’s Line 1. Over the next several weeks, excavation will form the main station box of the LRT component of Eglinton Station, set to be the 19-kilometre light rail line's busiest.

Shoring is being conducted in multiple phases, those involving the station box now complete. Deep excavation to the bottom of the future station box, which will be approximately 22 metres deep at its lowest point, is underway and is expected to last approximately 6-8 weeks.

Looking east over Eglinton, February 22, image by Forum contributor drum118

Work is furthest along on the former TTC bus depot site on the south side of Eglinton, just west of Yonge Street. Views of this site from late February reveal a pair of excavated pits taking shape, marking the future location of the LRT platform's west end. During this process, excavated material is being hauled to the former TTC bus depot site at the southeast corner of Duplex Avenue and Eglinton Avenue West, and the Salvation Army site at the corner of Eglinton Avenue East and Cowbell Lane.

Excavation west of Yonge Street, February 22, image by Forum contributor drum118

East of the Yonge-Eglinton intersection, crews have removed the temporary traffic decking from the two restricted stretches of Eglinton Avenue East, which will allow work to continue on the east portion of the station box excavation.

Road deck removal, February 22, image by Forum contributor drum118

The next major phase in construction will be the underpinning of the TTC’s existing Line 1 Eglinton Station box, requiring a closure of the Yonge-Eglinton intersection's northwest corner. As part of the work, the Line 1 subway platform will soon be extended to the north to make connections easier between the two lines.

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out our associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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Today's Photo of the Day features an aerial view of growing urban density in Downtown Mississauga. Captured during a drone flight by Forum contributor Jasonzed, this dusk view faces east towards the rising Parkside Village: Block 9 development near Burnhamthorpe and Confederation Parkway. Off to the right, a crane marks the site of M1 and M2 at M City, the first pair of towers being built on the 15-acre site.

Downtown Mississauga, image by Forum contributor Jasonzed

Want to see your work featured as Photo of the Day? Head over to the City Photos & Videos section of the Forum, or submit your images to our Instagram or UrbanToronto Flickr Pool for your chance to be featured on our Front Page. 

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Toronto considers ditching zoning rules that restrict homeless shelters; The Gaddafi condo: Redecorated at SNC-Lavalin’s expense, luxury Toronto suite sits unused amid UN inaction; Brampton to use part of budget surplus to boost parks, cycling; and more news:

Toronto considers ditching zoning rules that restrict homeless shelters (Toronto Star)

Police trying to clear up misconceptions about crosswalk timers (CityNews)

City staff removes makeshift homeless camp under Gardiner Expressway (Toronto Star)

The Gaddafi condo: Redecorated at SNC-Lavalin’s expense, luxury Toronto suite sits unused amid UN inaction (Global News)

Brampton to use part of budget surplus to boost parks, cycling (Toronto Star)

High-end buyers are looking for a win (Globe and Mail)

Global news from our sister site, SkyriseCities.com:

Construction Begins on OMA's Xinhu Hangzhou Prism (Hangzhou)

The Amazing Spider Site Rising Fast in South Calgary (Calgary)

City to Host Public Drop-In Session for Edmonton Motors Site (Edmonton)

RiverSky Approaching Structural Completion in New Westminster (Vancouver)

After taking a wider look at Toronto's skyline growth in last week's Throwback Thursday, we're narrowing our focus to a particular intersection for this week. The last few years of growth have made the Yonge and Bloor intersection the new height peak in the Bloor-Yorkville neighbourhood, anchored by the 76-storey One Bloor East condominium tower.

A view from the top of Uptown Condominiums on Balmuto Street from March 2014 shows an aerial view centred on the One Bloor East podium, seven floors tall and nearly structurally-complete, as work was about to begin on the first level of the slender point tower.

One Bloor East, March 2014, image by Forum contributor Benito

Exactly five years later, One Bloor East is complete, and construction has shifted to the west side of the Yonge where The One by Mizrahi Developments is under-construction. It will be Canada's new tallest building upon completion. 

One Bloor East, March 2019, image by Forum contributor Benito

Other minor changes can be spotted in the new photo, including an addition to the multi-level parking garage between Hayden and Charles Streets, and small slivers of the Casa II and Casa III condominium towers to the east of the garage.

We will return next week with another look at the changing face of Toronto.

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Over three years since a November 2015 ground breaking marked the start of construction for Great Gulf's 46-storey Yonge & Rich project, work is steadily progressing on the architectsAlliance and Graziani + Corazza Architects-designed tower at Richmond and Victoria streets in Downtown Toronto.

Looking southeast to Yonge & Rich, image by Ryan Debergh

The project's sizeable excavation bottomed out by May 2017, and by Summer 2018, forming of the site's seven-level underground garage had risen back up to grade. When we last checked in on construction at the end of January, the building’s four-storey podium had just reached structural completion, while the first signs of the recessed tower volume had begun to materialize above. At its tallest point, the structure now stands eight levels high, forming an L-shaped footprint wrapping around a pair of retained heritage buildings along Victoria and Lombard streets.

Looking northeast to Yonge & Rich, image by Ryan Debergh

The latest photo update also includes a first glimpse at the building’s exterior finishes along the podium’s Lombard Street frontage. While still covered in dust and construction residue, these precast concrete panels will take on a richer tone once cleaned. Vertical piers of this precast will be applied in a randomized pattern across the podium's second, third, and fourth levels.

Precast concrete on Yonge & Rich, image by Ryan Debergh

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out the associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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Changes are coming to the area around Toronto's Woodbine Subway Station. Choice Properties REIT, the real estate arm of Loblaws, is proposing to redevelop their Valu-Mart location at 985 Woodbine into a mixed-use complex consisting of two mid-rise residential towers with retail at grade.

An aerial overview of the site, image courtesy of Choice Properties REIT

Designed by Turner Fleischer Architects, the buildings rise 8 and 14 storeys, the taller of the two progressively stepping back on almost every level to achieve a 45-degree angular plane minimizing shadow and overlook on the low-rise neighbourhood to the north. White, black and grey-tinted cladding is used to break up and differentiate the stepped back volumes. Balconies are treated differently depending on the designed form of each section, alternating between inset, continuous rows and projecting forms. The unique floor plate is shaped to work around the main entrance and bus bay of Woodbine Station, as well as a number of two storey retail buildings typical of this part of the Danforth. As this is a re-zoning and official plan amendment application and not a site plan application yet, material selection has not yet been included.

Southern elevation on Strathmore Blvd, image courtesy of Choice Properties REIT

In terms of unit mix, the buildings' 402 condo units are comprised of 58 bachelor, 223 one bedroom, 107 two bedroom and 14 three bedroom suites. Additionally, 14 rental units are provided as replacement for the existing onsite units lost in demolition. The City of Toronto’s rental replacement policy requires that these units be of the same bedroom type and roughly the same size as the units currently found onsite. On the Strathmore Boulevard frontage, 6 two-storey town homes will be constructed. 

Northern elevation along Danforth Ave, image courtesy of Choice Properties REIT

At the corner of Danforth and Woodbine, a 2,098 square metre retail space has been designated as a replacement grocery store for the neighbourhood (there is currently a Valu-Mart grocery store beside the subway station entrance). An additional 240 square metre space lies just west of this to articulate the building's frontage on the Danforth.

We will keep you updated as this project progresses through the planning process. In the meantime, check out the associated database file and Forum thread to learn more.

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While work presses on for Mizrahi Developments' flagship 'The One' condo tower at Yonge and Bloor, a smaller-scaled project from the developer is underway at the other end of Toronto's Bloor-Yorkville neighbourhood. Following on the heels of Mizrahi's mid-rise developments at 133 Hazleton and 181 Davenport immediately to the east, the company is building another similarly styled mid-rise condo on Davenport at 128 Hazleton Avenue.

128 Hazelton rising across from 133 Hazelton, image by Forum contributor Downtown Toronto

We last checked in on the 9-storey boutique condominium development early on in construction back in June 2018, when excavation was underway and a final application for Site Plan Approval had just been submitted. 9 months later, excavation and forming for the building’s three-level underground garage have been completed, and the structure now rises five levels above the Hazelton and Davenport intersection.

128 Hazelton rising, image by Forum contributor Downtown Toronto

The project's design by AUDAX architecture features a massing similar to its neighbours to the east while taking a departing from the more traditional styled exteriors on the first two buildings, reinterpreting the typology with a more modern look. The curved corner can be easily made out (above) where crews are forming the sixth level slab.

128 Hazelton, image via submission to City of Toronto

Once construction wraps up, the building will introduce 370 m² of at-grade retail space to the intersection. Above, just 18 spacious condominium suites will be found, in a mix of 5 one-bedroom, 8 two-bedroom, and 5 three-bedroom units.

Additional information and images can be found in our database file for the project, linked below. Want to get involved in the discussion? Check out our associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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Plans for a new 64-storey, 169,781 square metre tower on the Commerce Court site in Toronto's Financial Core have been revised and resubmitted to the City by design architect Hariri Pontarini and architect of record Adamson Associates on behalf of owner, the QuadReal Property Group.

Looking northeast to the revised submission for Commerce Court 3 by Hariri Pontarini and Adamson Associates

Commerce Court 3 (CC3) was first submitted for zoning bylaw amendment consideration by the City in December 2017, as a 64-storey tower proposed to replace the International Style 5-storey Commerce Court South (CCS) and 13-storey Commerce Court East (CCE) buildings which were designed by I.M. Pei and constructed in 1972. Commerce Court is dominated by the 57-storey Commerce Court West (CCW), a stainless steel-clad 57-storey Modernist tower also designed by I.M. Pei (and also completed in 1972), and Commerce Court North (CCN), a 34-storey Art Deco tower designed by New York-based York & Sawyer and Toronto-based Darling and Pearson Architects that was completed in 1931.

Looking northeast to the initial submission for Commerce Court 3 by Hariri Pontarini and DIALOG

Both Commerce Court North and Commerce Court West held the record for a time as the tallest buildings in Canada. The first version of Commerce Court 3 was proposed at essentially the exact same height as the Bank of Montreal Tower at First Canadian Place—298.1 metres—which would have made the two co-recordholders of tallest office tower in Canada had the first version of Commerce Court 3 been approved and built . (The Bank of Montreal is the current tallest building in Canada, but The One, a primarily residential mixed-use tower now under construction at Bloor and Yonge, will be several metres taller when it is completed.) The 2.0 version of Commerce Court 3 has been significantly redesigned from the initial submission, and is now slightly taller, at 299.447 metres to the top of a glazed screen extending across the west face of the building, as measured from the ground floor at courtyard level.

Looking down on CC3 to the northeast, by evening, image by Hariri Pontarini and Adamson Associates

Measuring Contest

That 299 metre number will be significant for those who check for whether a skyscraper has supertall status, which according to the Council for Tall Buildings and Urban Habitat, kicks in at 300 metres. As the land drops across the site, the south face of the tower along Wellington Street is about 2 metres lower than the courtyard, and on that face, the south edge of the glazed screen will rise over 301 metres from ground level. Either way, the actual roof of the tower is approximately 15 metres lower than the top of the screen, far below 300 metres and supertall glory. Height fetishists will have one more arrow in their quiver, however: a nearly 90-metre-high architectural spire is planned to rise from the roof. It is proposed to top out at 373.9 metres, which if you're happy to allow such items in these contests, would make it incontestably the tallest building in the country, and a clear locker room champ over the 312 metre height of the twin spires of The HUB, another current proposal a couple of blocks to the south.

Referencing the Site's History

While height may be what the fanboys care about, there are other changes that other groups will care more about. Two groups that lamented some aspects of the 1.0 plan were the City's Heritage Preservation Services and the Design Review Panel. Both wanted to see an acknowledgement of the Commerce Court West and South buildings that CC3 would replace, so 2.0 incorporates some of CCE's 13-storey limestone-clad walls, and eschews the faceted exteriors that marked the 1.0 design for a rectilinear design throughout. Whereas 1.0 presented angled walls and roofs in a new pavilion and connecting structures, 2.0 presents elegantly proportioned and detailed glass boxes which better reference I.M. Pei's lauded CCW without carbon copying it.

Looking northeast to the Wellington frontage of CC3 and the pavilion, image by Hariri Pontarini and Adamson Associates 

Looking up from the corner of Yonge and Wellington to CC3, image by Hariri Pontarini and Adamson Associates

Looking west from the corner of Yonge and Wellington to CC3, image by Hariri Pontarini and Adamson Associates

Another change is made to the courtyard between the two main towers. Where there was a proposed 36.3 metre separation distance between CCW and CC3, there is now slightly more space between the two, now at a separation distance of 38.3 metres. The courtyard would include the fountain that currently sits amongst the buildings, relocated to be central in the reconfigured space.

Looking south through the courtyard to the CC3 pavilion, image by Hariri Pontarini and Adamson Associates

The 2 metre increase in separation distance will make a slight improvement in the visibility for Commerce Court North, another concern of the Design Review Panel. While the 34-storey CCN has long lost its dominance on the Toronto skyline, its elaborate top remains a jewel of the city's past, marked by enormous carved heads looking out from a 32nd floor observation terrace. While providing a little more breathing space, the 2.0 plan also places amenities and a sky lobby on the 33rd and 34th floors respectively, both with prime views of the Art Deco stonework. As part of the plan, QuadReal plans to change the use of the 31st floor of CCN into a restaurant, and plans to make internal changes to the 32nd floor that would allow them to open the observation terrace to the public for such events as Doors Open Toronto. A nighttime lighting plan for the stone figures by Mulvey & Banani is also in the works.

Looking from the carved heads of Commerce Court North to the SkyLobby of CC3, image by Hariri Pontarini and Adamson Associates

There are more details of the plan to come, which we will delve into once we receive higher resolution renderings of the development. In the meantime, there are more renderings, albeit low-resolution ones of the 2.0 plan, plus high-resolution ones of the 1.0 plan in our database file for the project, linked below. Want to get involved in the discussion? Check out our associated Forum thread, or leave a comment in the field provided at the bottom of this page.

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Today's Photo of the Day features a view of 411 Church, a new 38-storey condominium under construction in Downtown Toronto. This shot by Forum contributor skycandy highlights the IBI Group-designed building's honeycomb balcony pattern.

Balconies at 411 Church, image by Forum contributor skycandy

Want to see your work featured as Photo of the Day? Head over to the City Photos & Videos section of the Forum, or submit your images to our Instagram or UrbanToronto Flickr Pool for your chance to be featured on our Front Page. 

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UrbanToronto now has a new way you can track projects through the planning process on a daily basis. Sign up for a free trial of our New Development Insider here.

TTC suspends use of forms used to document riders’ personal information; Etobicoke to get affordable 259-unit apartment building under federal loan program; Toronto Zoo seeks $5 million loan from city for ‘outdoor lighting experience’; and more news:

TTC suspends use of forms used to document riders’ personal information after Star investigation (Toronto Star)

John Lingwood, the Waterloo Region’s prolific Modernist (Globe and Mail)

Etobicoke to get affordable 259-unit apartment building under federal loan program (Toronto Star)

Eager for a rental, a Torontonian is selling himself as the 'Best Tenant Ever'(CBC News)

Classes in session at new $85M Seneca College addition in North York (Toronto.com)

Toronto Zoo seeks $5 million loan from city for ‘outdoor lighting experience’ (Toronto Star)

Global news from our sister site, SkyriseCities.com:

Kohn Pedersen Fox-Designed Office Tower Completes in Shanghai (Shanghai)

Glass Continues to Rise at AVLI on Atlantic (Calgary)

Encore Tower Standing Tall in Downtown Edmonton (Edmonton)

Sun Towers at Metrotown on the Rise (Vancouver)