New Track & Facilities TPAP –Final Draft Cultural Heritage Evaluation Report – Richmond Hill Rail Corridor , City of 8-Jul-2020

Prepared by:

Contract: QBS-2014-IEP-002 Revision: 00 Authorization

X X Lindsay Graves John Sleath Senior Project Manager, ASI Cultural Heritage Specialist, ASI

X X Amber Saltarelli Andrew Gillespie Task Lead Program Manager

REVISION HISTORY

Revision Date Purpose of Submittal Comments

00 08-Jul-2020 Final Draft submission to

This submission was completed and reviewed in accordance with the Quality Assurance Process for this project.

Revision 00 08-Jul-2020 Table of Contents

1 Introduction ...... 1 1.1 Historical Summary ...... 1 1.1.1 East (Structure 245)...... 1 1.1.2 East Bridge (Structure 042) ...... 1 1.1.3 East Bridge (Structure 244) ...... 2 1.2 Description of Properties ...... 2 1.2.1 Queen Street East Bridge (Structure 245)...... 3 1.2.2 Dundas Street East Bridge (Structure 042) ...... 4 1.2.3 Gerrard Street East Bridge (Structure 244) ...... 5 2 Methodology and Sources ...... 6 2.1 Legislation and Policy Context ...... 6 2.2 Approach to Cultural Heritage Evaluation Report ...... 6 2.3 List of Key Sources and Research Limitations ...... 7 2.3.1 Key Sources ...... 7 2.3.2 Research Limitations ...... 8 3 Heritage Recognitions ...... 9 3.1 Municipal ...... 9 3.2 Provincial ...... 9 3.3 Federal ...... 9 3.4 Adjacent Lands ...... 9 3.5 Summary of Archaeological Assessments ...... 10 4 Agency Data Collection ...... 11 5 Historical or Associative Value ...... 12 5.1 Historical Setting ...... 12 5.1.1 Indigenous Land Use and Settlement History ...... 12 5.1.2 Euro-Canadian Land Use: Township Survey ...... 14 5.1.3 ...... 15 5.1.4 Historic Map Review of the Subject Bridges ...... 16 5.2 Railway Transportation and Associated Infrastructure ...... 17 5.3 History of Pratt Truss, Open Spandrel Arch and Plate Girder Bridge Construction in ...... 17 5.3.1 Early Bridge Building in Ontario...... 17 5.3.2 Pratt Truss Construction ...... 18

Revision 00 08-Jul-2020 5.3.3 Open Spandrel Arch Construction ...... 18 5.3.4 Steel Plate Girder Construction ...... 19 5.4 Previous Bridges at the Subject Crossings ...... 19 5.4.1 Queen Street East Bridge (Structure 245)...... 19 5.4.2 Dundas Street East Bridge (Structure 042) ...... 19 5.4.3 Gerrard Street East Bridge (Structure 244) ...... 20 5.5 Builder/Engineer ...... 20 5.5.1 Queen Street East Bridge (Structure 245)...... 20 5.5.2 Dundas Street East Bridge (Structure 042) ...... 20 5.5.3 Gerrard Street East Bridge (Structure 244) ...... 21 5.6 Construction of the Subject Bridges ...... 21 5.6.1 Queen Street East Bridge (Structure 245)...... 21 5.6.2 Dundas Street East Bridge (Structure 042) ...... 21 5.6.3 Gerrard Street East Bridge (Structure 244) ...... 22 6 Design and Physical Value ...... 23 6.1 Queen Street East Bridge ...... 23 6.1.1 Physical Characteristics ...... 23 6.1.2 Comparative Analysis ...... 24 6.2 Dundas Street East Bridge ...... 25 6.2.1 Physical Characteristics ...... 25 6.2.2 Comparative Analysis ...... 27 6.3 Gerrard Street East Bridge ...... 28 6.3.1 Physical Characteristics ...... 28 6.3.2 Comparative Analysis ...... 29 7 Contextual Value ...... 31 7.1 Queen Street East Bridge ...... 31 7.1.1 Description of Setting and Character of the Property and Surroundings ...... 31 7.1.2 Community Landmark ...... 31 7.2 Dundas Street East Bridge ...... 32 7.2.1 Description of Setting and Character of the Property and Surroundings ...... 32 7.2.2 Community Landmark ...... 32 7.3 Gerrard Street East Bridge ...... 33 7.3.1 Description of Setting and Character of the Property and Surroundings ...... 33 7.3.2 Community Landmark ...... 33 8 Heritage Evaluation ...... 34

Revision 00 08-Jul-2020 8.1 Queen Street East Bridge ...... 34 8.2 Dundas Street East Bridge ...... 36 8.3 Gerrard Street East Bridge ...... 39 9 Draft Statement of Cultural Heritage Value...... 42 9.1 Queen Street East Bridge ...... 42 9.1.1 Description of Property ...... 42 9.1.2 Cultural Heritage Value or Interest ...... 42 9.1.3 Heritage Attributes ...... 43 9.2 Dundas Street East Bridge ...... 43 9.2.1 Description of Property ...... 43 9.2.2 Cultural Heritage Value or Interest ...... 43 9.2.3 Heritage Attributes ...... 44 9.3 Gerrard Street East Bridge ...... 44 9.3.1 Description of Property ...... 44 9.3.2 Cultural Heritage Value or Interest ...... 45 9.3.3 Heritage Attributes ...... 45 Historical Mapping ...... 55 Queen Street East Bridge Archival Photographs ...... 62 Queen Street East Bridge Photographs Plates ...... 66 Dundas Street East Bridge Archival Photographs ...... 71 Dundas Street East Bridge Photographs Plates ...... 72 Gerrard Street East Bridge Archival Photographs ...... 78 Gerrard Street East Bridge Photographs Plates ...... 84

Revision 00 08-Jul-2020 Tables

Table 4-1 Results of Agency Data Collection ...... 11 Table 8-1 Evaluation of the Queen Street East Bridge – Ontario Regulation 9/06 ...... 34 Table 8-2 Evaluation of the Queen Street East Bridge – Ontario Regulation 10/06 ...... 35 Table 8-3 Evaluation of the Dundas Street East Bridge – Ontario Regulation 9/06 ...... 37 Table 8-4 Evaluation of the Dundas Street East Bridge – Ontario Regulation 10/06 ...... 38 Table 8-5 Evaluation of the Gerrard Street East Bridge – Ontario Regulation 9/06 ...... 39 Table 8-6 Evaluation of the Gerrard Street East Bridge – Ontario Regulation 10/06 ...... 41 Figures

Figure 1-1 Location of the Subject Bridges in the City of Toronto, Ontario...... 2 Figure 1-2 West Portal of the Queen Street East Bridge (Structure 245), Looking East ...... 3 Figure 1-3 South Elevation of Dundas Street East Bridge (Structure 042), Looking Northwest ...... 4 Figure 1-4 North Elevation of Gerrard Street East Bridge (Structure 244), Looking Southeast ...... 5 Figure 9-1 Approximate Location of Former Bridges at the Subject Crossings Overlaid on the 1862 Browne’s Map Showing the Former Alignment of The Don River Prior to its Straightening. 55 Figure 9-2 Earlier Bridges Depicted in the 1893 Bird’s Eye View Illustration (Annotations By ASI)...... 56 Figure 9-3 Location of the Former Bridges at the Subject Crossings Overlaid on the 1903 Goad’s Map...... 57 Figure 9-4 Location of the Subject Bridges Overlaid on the 1924 Goad’s Map ...... 58 Figure 9-5 The Location of the Subject Bridges Overlaid on the 1947 Aerial Photograph ...... 59 Figure 9-6 The Location of the Subject Bridges Overlaid on the 1975 Aerial Photograph ...... 60 Figure 9-7 The Location of the Subject Bridges Overlaid on the 1992 Aerial Photograph ...... 61 Figure 9-8 Former Queen Street Bridge Over The Don River, 28 September 1910 () ...... 62 Figure 9-9 Former Queen Street Bridge Looking East, 28 September 1910 (City of Toronto 2018) ..... 62 Figure 9-10 Queen and - Don River Bridge, 21 November 1910 (City of Toronto 2018) ...... 63 Figure 9-11 Moving Old Queen St. Bridge (Don), 21 November 1910 (City of Toronto 2018) ...... 63 Figure 9-12 Don Flood, Queen Street Bridge, 26 February 1918 (City Of Toronto 2018) Note the Through Plate Girder Approach Span at Right and the Dundas Street East Bridge at Rear...... 64 Figure 9-13 Deck and West Approach of the Queen Street East Bridge, C. 1920-1926 (City of Toronto 2018) ...... 64 Figure 9-14 King Street-Queen Street Intersection Looking East to Don River Bridge, 19 May 1915 (City of Toronto 2018) ...... 65 Figure 9-15 North Elevation of the Queen Street East Bridge, Looking South...... 66 Figure 9-16 Oblique View of the East Portal of the Queen Street East Bridge, Looking Southwest...... 66 Figure 9-17 West Portal of the Queen Street East Bridge, Looking East...... 67 Figure 9-18 Details of Riveted Connection on the Southeast Corner of the Structure...... 67 Figure 9-19 Stamp on Girder That Reads ‘Frodingham Iron and Steel Co. Ltd, England...... 68 Figure 9-20 South Elevation of Main Truss Span Over The Don River, Looking North...... 68 Figure 9-21 Piers Supporting The Center Truss Span on the East Bank of the River, Looking East...... 69 Figure 9-22 Details of Floor Beams and Cantilevered Sidewalk Support Beam, Looking North...... 69 Figure 9-23 Soffit of the Center Truss Span, Looking East Across The Don River...... 70

Revision 00 08-Jul-2020 Figure 9-24 Soffit of the Western Approach Spans, Looking West Across the Rail Corridor and the Extension...... 70 Figure 9-25 Dundas Street East Bridge Construction Looking South, 25 October 1910 (City of Toronto 2018) ...... 71 Figure 9-26 South Elevation of the Main Span Of The Dundas Street East Bridge, Looking North...... 72 Figure 9-27 South Elevation of the Main Span And Eastern Approach Span of the Dundas Street East Bridge, Looking North...... 72 Figure 9-28 South Elevation of Main Span and the West Pier Supporting the Main Span, Looking North...... 73 Figure 9-29 East Abutment Supporting The Main Span and East Portion of Main Arch Span, Looking Northeast...... 73 Figure 9-30 Main Span Soffit and East Pier, Looking East Across The Don River...... 74 Figure 9-31 Detail Of Decorative Arch Columns on East Pier, Looking East...... 74 Figure 9-32 Oblique View of North Elevation of Main Span, Looking Southeast...... 75 Figure 9-33 North Elevation of Eastern Approach Span, Looking Southeast...... 75 Figure 9-34 East Abutment and Eastern Approach Span, Looking Northeast...... 76 Figure 9-35 Soffit, Pier, and West Abutment, Looking West From The Lower Don Recreational Trail to the West Approach Spans...... 76 Figure 9-36 Northwest Approach Parapet Wall With Date Plaque and Metal Lattice Railing, Looking South...... 77 Figure 9-37 West Approach and Deck of the Bridge, Looking East on Dundas Street East...... 77 Figure 9-38 Former Gerrard Street Bridge Over The Don River, 10 January 1922 (City of Toronto 2018) ...... 78 Figure 9-39 Former Gerrard Street Bridge- West Abutment and Approach, 4 July 1922 (City of Toronto 2018) ...... 78 Figure 9-40 Gerrard Bridge- Old Bridge Looking East, 27 July 1922 (City of Toronto 2018) ...... 79 Figure 9-41 Gerrard Bridge- Looking North At West Pier, 17 August 1922 (City of Toronto 2018) ...... 79 Figure 9-42 Disassembling Of Former Gerrard Bridge- Looking North, 21 August 1922 (City of Toronto 2018) ...... 80 Figure 9-43 Gerrard Street Bridge, Steel At Foundry, 13 April 1923 (City of Toronto 2018) ...... 80 Figure 9-44 Gerrard Street Bridge, Steel At Canada Foundry, 13 April 1923 (City of Toronto 2018) ...... 81 Figure 9-45 Gerrard Street Bridge, West Pier Skewback, 22 May 1923 (City Of Toronto 2018) ...... 81 Figure 9-46 Gerrard Street Bridge, Placing Western Steel Span, 18 June 1923 (City of Toronto 2018) . 82 Figure 9-47 Gerrard Street Bridge, Construction Of West Span, 13 June 1923 (City of Toronto 2018) .. 82 Figure 9-48 Gerrard Street Bridge, Construction Of West Span, 18 June 1923 (City of Toronto 2018) .. 83 Figure 9-49 Gerrard Street Bridge, Aligning North Rib Of West Span, 11 June 1923 (City of Toronto 2018) ...... 83 Figure 9-50 North Elevation of the East and Center Spans of the Gerrard Street East Bridge, Looking South...... 84 Figure 9-51 South Elevation of the East Span of the Gerrard Street East Bridge Over The , Looking Northeast...... 84 Figure 9-52 South Elevation of the West Span of the Gerrard Street East Bridge Over The Rail Corridor and the Bayview Avenue Extension, Looking North...... 85 Figure 9-53 North Elevation of the East Span of the Gerrard Street East Bridge Over The Don Valley Parkway, Looking South...... 85 Figure 9-54 Detail of the Western Open Spandrel Arch, Looking North...... 86 Figure 9-55 West Abutment and Soffit Of West Arch Span, Looking Northwest...... 86 Figure 9-56 Soffit of Cantilevered Concrete Sidewalk, Looking West...... 87 Figure 9-57 Soffit of Center Span at Apex Of Arch, Looking East...... 87 Figure 9-58 Soffit and West Face of East Pier, Looking East Across The Don River...... 88 Figure 9-59 Deck and Northern Sidewalk, Looking East on Gerrard Street East...... 88

Revision 00 08-Jul-2020 Figure 9-60 South Sidewalk and Metal Railing on Concrete Parapet Wall, Looking West. Note The Deck Drain...... 89 Figure 9-61 Decorative Steel Railing on the South Limit of West Approach Span, Looking South...... 89 Figure 9-62 Queen Street East Bridge, 2001 Rehabilitation General Arrangement Drawing ...... 93 Figure 9-63 Dundas Street East Bridge, 1961 Rehabilitation General Arrangement Drawing ...... 94 Figure 9-64 Dundas Street East Bridge, 2006 Rehabilitation General Arrangement Drawing ...... 95 Figure 9-65 Gerrard Street East Bridge, 2003 Rehabilitation General Arrangement Drawing ...... 96

Revision 00 08-Jul-2020 Appendices

APPENDIX A: Data Sheets APPENDIX B: Figures APPENDIX C: Comparative Bridge Information APPENDIX D: Structural Drawings APPENDIX E: Chronology of the Study Area APPENDIX F: Designation By-laws

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Documents

TABLE 0-1 REFERENCES AND SUPPORTING DOCUMENTS

Reference Title AECOM 2017 Cultural Heritage Evaluation Report Don River, M. 8.80 Bala Subdivision City of Toronto, Ontario. AHS Cultural Resource Management 2003. Spandrel Arch Bridges http://ahs-inc.biz/legacy/open-spandrel/. Andreae, C. 1997 Lines of Country: An Atlas of Railway and Waterway History in Canada. Boston Mills Press, Erin, Ontario. Archaeologix Inc. 2008 Heritage Assessment of the QEW and Credit River Bridges, November 2008. Archaeologix Inc. and Historical Research Ltd., Report on file at ASI. ASI, (Archaeological Services Inc.) 2006 Historical Overview and Assessment of Archaeological Potential Don River Watershed, City Of Toronto. ASI, (Archaeological Services Inc.) 2012 Stage 3 Archaeological Resource Assessment to Define the North Limits of the Skandatut Site (AlGv-193), Lot 24, Concession 7, Geographic Township of Vaughan, City of Vaughan, Ontario. ASI, (Archaeological Services Inc.) 2018 Cultural Heritage Resource Assessment: Built Heritage Resources and Cultural Heritage Landscapes Existing Conditions, Crossing Mobility Plan Study Environmental Assessment. ASI, (Archaeological Services Inc.) 2020a New Track & Facilities TPAP – FINAL DRAFT Stage 1 Archaeological Assessment Impact Assessment Report. Stage 1. Report on file at ASI. ASI, (Archaeological Services Inc.) 2020b New Track & Facilities TPAP – FINAL DRAFT Cultural Heritage Report.CHR Barclay, Clark and Co. 1893 Bird’s-Eye View, Looking n. From Harbour to n. of Bloor St. https://www.torontopubliclibrary.ca/detail.jsp?Entt=RDMDC- and Some Points beyond, from Humber R. on the West to PICTURES-R-6597&R=DC-PICTURES-R-6597. Victoria Park Ave. on the East, 1893. . Birch, J., and R. F. Williamson, 2013 The Mantle Site: An Archaeological History of an Ancestral Wendat Community. Rowman & Littlefield Publishers, Inc., Latham. Boles, Derek, 2017 Don Station-1896. Toronto Railway Historical Association. http://www.trha.ca/donstation2.html. Canadian Northern Railway (Toronto Railway Historical Canadian Northern Railway. Toronto Railway Historical Association), 2019 Association. http://www.trha.ca/trha/railways/canadian-northern-railway/.

Chapman, L.J., and F. Putnam, 1984 The Physiography of . Vol. 2. Ontario Geologic Survey, Special Volume. Ontario Ministry of Natural Resources, Toronto.

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Reference Title City of Toronto, 2018 Aerial Photographs 1947 to 1992. https://www.toronto.ca/city-government/accountability- operations-customer-service/access-city-information-or- records/city-of-toronto-archives/whats-online/maps/aerial- photographs/.

City of Toronto, 2020a Bridge Inspection Form: Queen Street East Bridge (Structure ID 245). OSIM. Report on file at ASI.

City of Toronto, 2020b Bridge Inspection Form: Dundas Street East Bridge (Structure 042), Toronto. OSIM. Report on file at ASI.

City of Toronto, 2020c Bridge Inspection Form: Gerrard Street East (Structure 244), Toronto. OSIM. Report on file at ASI.

City of Toronto, 2020d Bridge Inspection Form: Prince Edward (Structure 077), Toronto. OSIM. Report on file at ASI.

Comp, T.A., and D. Jackson, 1977 Bridge Truss Types: A Guide to Dating and Identifying. American Associated for Stage and Local History. Cuming, David, 1983 Discovering Heritage Bridges on Ontario’s Roads. The Boston Mills Press, Erin. Dodd, C. F., D. R. Poulton, P. A. Lennox, D. G. Smith, and The Middle Ontario Iroquoian Stage. In The Archaeology of G. A. Warrick, 1990 Southern Ontario to A.D. 1650, C. J. Ellis and N. Ferris, editors, pp. 321–360. Occasional Publication of the London Chapter OAS Number 5. Ontario Archaeological Society Inc., London. Edwards, T.W.D., and P. Fritz, 1988 Stable-Isotope Palaeoclimate Records from Southern Ontario, Canada: Comparison of Results from Marl and Wood. Canadian Journal of Earth Sciences 25:1397–1406. Ellis, C. J., and D. B. Deller, 1990 Paleo-Indians. In The Archaeology of Southern Ontario to A.D. 1650, C. J. Ellis and N. Ferris, editors, pp. 37–64. Occasional Publication of the London Chapter OAS Number 5. Ontario Archaeological Society Inc., London. Ellis, C. J., I. T. Kenyon, and M. W. Spence, 1990 The Archaic. In The Archaeology of Southern Ontario to A.D. 1650, C. J. Ellis and N. Ferris, editors, pp. 65–124. Occasional Publication of the London Chapter OAS Number 5. Ontario Archaeological Society Inc., London. Ellis, C. J., P. A. Timmins, and H. Martelle, 2009 At the Crossroads and Periphery: The Archaic Archaeological Record of Southern Ontario. In Archaic Societies: Diversity and Complexity across the Midcontinent., T. D. Emerson, D. L. McElrath, and A. C. Fortier, editors, pp. 787–837. State University of New York Press, Albany, New York. Environmental Assessment Act, Ontario Regulation 231/08 Ontario Regulation 231/08 – Transit Projects and Metrolinx (https://www.ontario.ca/laws/regulation/080231) Undertakings, July, 2015 Ferris, N., 2013 Place, Space, and Dwelling in the Late Woodland. In Before http://www.jstor.org/stable/j.ctt32b7n5.15. Ontario: The Archaeology of a Province, pp. 99–111. McGill- Queen’s University Press.

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Reference Title Finlayson, William D., A. Roger Byrne, and John A. Iroquoian Settlement and Subsistence Patterns Near McAndrews, 1973 Crawford Lake, Ontario. Bulletin (Canadian Archaeological Association)(5):134–136. Goad, C. E. 1903 Atlas of the City of Toronto and Suburbs... Founded on Registered Plans and Special Surveys, Showing Plan Numbers, Lots & Buildings. Toronto. Goad, C. E. 1924 Atlas of the City of Toronto and Suburbs... Founded on Registered Plans and Special Surveys, Showing Plan Numbers, Lots & Buildings. Toronto. Government of Ontario, 2020 News Release: Ontario Enacts Declaration of Emergency to https://news.ontario.ca/opo/en/2020/3/ontario-enacts- Protect the Public - Significantly Enhanced Measures Will declaration-of-emergency-to-protect-the-public.html. Help Contain Spread of COVID-19. Heritage Resource Centre, 2008 Heritage Bridges: Identification and Assessment Guide 1945-1965. Prepared for the MTO and the MCL. Holth, Nathan, 2020 Dickson Bridge Works Co, Campbellford, Ontario. https://historicbridges.org/b_a_listings.php?bitem=builder&bs Historicbridges.org. earchDickson+Bridge+Works+Company+of+Campbellford% 2C+Ontario. Johnston, D. 2004 Connecting People to Place: Great Lakes Aboriginal in http://www.attorneygeneral.jus.gov.on.ca/inquiries/ipperwash Cultural Context. Unpublished paper prepared for the /transcripts.pdf. Ipperwash Commission of Inquiry. Konrad, V.A. 1973 The Archaeological Resources of the Planning Area: Inventory and Prospect Department of Geography Discussion Paper No.10. Library and Archives Canada, 2014 The Canadian Northern Railway Company. https://www.collectionscanada.gc.ca/confederation/023001- 3010.11-e.html. Mayer, Pihl, Poulton and Associates Inc. 1986 Mitigative Investigations at Three Archaeological Sites on the Proposed Parkway Belt West Pipeline. Métis National Council n.d The Métis Nation . Métis National Council n.d Métis Historic Timeline. http://www.metisnation.org/culture-heritage/m%C3%A9tis- timeline/. Metrolinx 2019 Metrolinx Bridge Inventory. Data on file with ASI. Ministry of Culture and Ministry of Transportation, Ontario MTO Structural Inventory- Central Region. Report on file at (MTO), n.d. ASI.

Ministry of the Environment, 1990 Environmental Assessment Act, R.S.O. Province of Ontario. Ministry of Heritage, Sport, Tourism and Culture Industries Guidelines on the Man-Made Component of Environmental (MHSTCI), 1980 Assessments, Prepared by Weiler. Historical Planning and Research Branch, Ontario Ministry of Culture and Recreation, Toronto, Ontario.

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Reference Title MHSTCI, 1990 Ontario Heritage Act, R.S.O. 1990, c. O.18 [as Amended in 2019]. MHSTCI, 1992 Guideline for Preparing the Cultural Heritage Resource Component of Environmental Assessments. MHSTCI, 2006 Ontario Heritage Tool Kit. http://www.mtc.gov.on.ca/en/heritage/heritage_toolkit.shtml. MHSTCI, 2010 Standards and Guidelines for Conservation of Provincial http://www.mtc.gov.on.ca/en/publications/Standards_Conser Heritage Properties. vation.pdf. MHSTCI, 2019 Ministry of Heritage, Sport, Tourism and Culture Industries Standards and Guidelines. Ministry of Municipal Affairs and Housing, 1990 Planning Act, R.S.O. 1990, c. P.13. Ministry of Municipal Affairs and Housing, 2020 Provincial Policy Statement. Toronto, Ontario. Mississauga of the New Credit First Nation, 2001 Specific Claim: Arriving at an Agreement. Hagersville. Mississauga of the New Credit First Nation, 2017 The Toronto Purchase Treaty No. 13 (1805). Mississaugas of http://mncfn.ca/torontopurchase/. the Credit First Nation. Noble, W. C. 1974 The Jackes (Eglinton) Site: Another Facet of Southern Huron Development in the Toronto Region. Ontario Archaeology 22:3–31. Parks Canada n.d. Directory of Federal Heritage Designations. https://www.pc.gc.ca/apps/dfhd/search-recherche_eng.aspx.

Parks Canada n.d. Canadian Register of Historic Places. https://www.historicplaces.ca/en/home-accueil.aspx. Region of Waterloo: Planning, Housing, and Community Spanning the Generations- Phase 3: Heritage Assessment of Services (PHCS)) 2007 Truss Bridges. Heritage Planning Advisory Committee.

Spence, M. W., R. H. Pihl, and C. Murphy, 1990 Cultural Complexes of the Early and Middle Woodland Periods. In The Archaeology of Southern Ontario to A.D. 1650, C. J. Ellis and N. Ferris, editors. Occasional Publication of the London Chapter OAS Number 5. Ontario Archaeological Society Inc., London. Stone, L.M., and D. Chaput, 1978 History of the Upper Great Lakes. In Handbook of North American Indians, Bruce G. Trigger, editor, pp. 602–609. Smithsonian Institution, Washington. Supreme Court of Canada, 2003 R. v. Powley. September 19. https://scc-csc.lexum.com/scc-csc/scc- csc/en/item/2076/index.do. Supreme Court of Canada, 2016 Daniels v. Canada (Indian Affairs and Northern https://scc-csc.lexum.com/scc-csc/scc- Development). April 14. csc/en/item/15858/index.do.

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Reference Title Toronto and Region Conservation Authority, n.d. Don River Watershed Features. https://trca.ca/conservation/watershed-management/don- river/watershed-features/.

Williamson, R. F. 1990 The Early Iroquoian Period of Southern Ontario. In The Archaeology of Southern Ontario to A.D. 1650, C. J. Ellis and N. Ferris, editors, pp. 291–320. Occasional Publication of the London Chapter OAS Number 5. Ontario Archaeological Society Inc., London. Williamson, R. F. 2008 Toronto: An Illustrated History of Its First 12,000 Years. James Lorimer & Co., Toronto. Williamson, R F., and S. Pfeiffer, 2003 Bones of the Ancestors: The Archaeology and Osteobiography of the Moatfield Ossuary. Archaeological Survey of Canada Mercury Series Paper 163. Canadian Museum of Civilization, Gatineau, Quebec.

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Executive Summary

ASI was contracted by Gannett Fleming on behalf of Metrolinx to conduct a Cultural Heritage Evaluation Report (CHER) for three bridges along the Richmond Hill rail corridor in the City of Toronto. These bridges include the Queen Street East Bridge (Structure 245), the Dundas Street East Bridge (Structure 042), and the Gerrard Street East Bridge (Structure 244), all of which carry municipal roadways over the Bayview Avenue Extension, the Richmond Hill rail corridor, the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. This report has been prepared to support the Transit Project Assessment Process (TPAP) under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for various new infrastructure requirements (i.e., new tracks, new layover facilities, etc.) along the , Lakeshore West, Kitchener, Barrie, Stouffville, Lakeshore East, and Richmond Hill Rail Corridors which require Environmental Assessment (EA) approval. This new infrastructure provides the basis for the scope of the New Track & Facilities (NT&F) TPAP. The electrification of the Richmond Hill Corridor will result in direct impacts to the subject bridges, identified as potential built heritage resources (BHRs) in the NT&F Cultural Heritage Report (CHR) (ASI 2020b). Potential impacts to the subject bridges were identified as the proposed attachment of wires to the structures, and the addition or modification of bridge protection barriers. The Cultural Heritage Report recommended “Should it be determined that there is no other technically feasible option other than to modify the bridge(s) to accommodate electrification, it is recommended that a CHER be undertaken to determine if the potential BHRs have cultural heritage value or interest.” This CHER satisfies this recommendation. Based on the results of this CHER, Queen Street East Bridge (Structure 245), the Dundas Street East Bridge (Structure 042), and the Gerrard Street East Bridge (Structure 244) all meet Ontario Regulation 9/06, and do not meet Ontario Regulation 10/06. The following provides a brief overview of each bridge and the results of this CHER. The Queen Street East Bridge (Structure 245) is located in the City of Toronto and is jointly owned and maintained by the City of Toronto (70%) and Metrolinx (30%). The nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span that was built in 1911 carries pedestrian and vehicular traffic in an east-west direction over the Canadian Northern Railway (later the Canadian National Railway, presently operates as the Richmond Hill rail corridor) and the Don River Valley. The structure measures 180.1 m in overall length, with a truss span length of 39.3 m and an overall width of 19.82 m. The Queen Street East Bridge (Structure 245) was evaluated using Ontario Regulations 9/06 and 10/06 of the Ontario Heritage Act. These evaluations were prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto and the Province of Ontario. This evaluation determined that the Queen Street East Bridge (Structure 245) meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, the Queen Street East Bridge (Structure 245) does not meet the criteria outlined in Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Queen Street East Bridge (Structure 245) should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance. The Dundas Street East Bridge (Structure 042) is located in the City of Toronto and is owned by the City of Toronto. The four-span structure features three steel deck plate girder spans and one open spandrel column steel plate girder arch span and was built in 1911 to carry pedestrian and vehicular traffic in an east-west direction over the Canadian Northern Railway (later the Canadian National Railway, presently operates as the Richmond Hill rail corridor) and the Don River Valley. The structure measures 115.8 m in

i Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto overall length, with an open spandrel arch span length of 42.6 m and an overall width of 17.98 m. Dundas Street East Bridge (Structure 042) was evaluated using Ontario Regulations 9/06 and 10/06 of the Ontario Heritage Act. These evaluations were prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto and the Province of Ontario. This evaluation determined that the Dundas Street East Bridge (Structure 042) meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, the Dundas Street East Bridge (Structure 042) does not meet the criteria outlined in Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Dundas Street East Bridge (Structure 042) should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance. Further, as the Dundas Street East Bridge is municipally-owned, it could be considered eligible for designation under Part IV of the Ontario Heritage Act by the City of Toronto. The Gerrard Street East Bridge (Structure 244) is located in the City of Toronto and is owned by the City of Toronto. The three-span open spandrel steel plate girder arch structure was built in 1923 to carry pedestrian and vehicular traffic in an east-west direction over the Canadian Northern Railway (later the Canadian National Railway, presently operates as the Richmond Hill rail corridor) and the Don River Valley. The structure measures 129.6 m in overall length, with a maximum span length of 43.6 m and an overall width of 20.42 m. The Gerrard Street East Bridge (Structure 244) was evaluated using Ontario Regulations 9/06 and 10/06 of the Ontario Heritage Act. These evaluations were prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto and the Province of Ontario. This evaluation determined that the Gerrard Street East Bridge (Structure 244) meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, the Gerrard Street East Bridge (Structure 244) does not meet the criteria outlined in Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Gerrard Street East Bridge (Structure 244) should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance. Further, as the Gerrard Street East Bridge is municipally-owned, it could be considered eligible for designation under Part IV of the Ontario Heritage Act by the City of Toronto. This CHER was conducted by John Sleath, MA, Cultural Heritage Specialist, under the project direction of Lindsay Graves, MA, CAHP, Senior Project Manager and Senior Cultural Heritage Specialist, both of ASI. The CHER provides a description of the potential built heritage resources, including a summary of historical and current context (Section 1), a description of methodology and sources (Section 2), existing heritage recognition of the resource (Section 3), a description of adjacent lands (Section 4), summary of previous archaeological assessment (Section 5), community input (Section 6), and discussion of cultural heritage value (Section 7 and 8). Section 9 provides a heritage evaluation using the criteria set out in Ontario Regulations 9/06 and 10/06. Data sheets are provided in Appendix A; historic mapping and current photographs are provided in Appendix B; an inventory of open spandrel steel plate girder arch bridges and Pratt truss bridges used for comparative purposes is provided in Appendix C; available structural drawings are provided in Appendix D; chronologies of the subject bridges are provided in Appendix E; and relevant designation by-laws are provided in Appendix F.

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1 Introduction

ASI was contracted by Gannett Fleming on behalf of Metrolinx to conduct a CHER for three bridges along the Richmond Hill rail corridor in the City of Toronto. These bridges include the Queen Street East Bridge (Structure 245), the Dundas Street East Bridge (Structure 042), and the Gerrard Street East Bridge (Structure 244), all of which carry municipal roadways over the Bayview Avenue Extension, the Richmond Hill rail corridor, the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. This report has been prepared to support the TPAP under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for various new infrastructure requirements (i.e., new tracks, new layover facilities, etc.) along the Lakeshore West, Kitchener, Barrie, Stouffville, Lakeshore East, and Richmond Hill Rail Corridors which require EA approval. This new infrastructure provides the basis for the scope of the NT&F TPAP. The electrification of the Richmond Hill Corridor will result in direct impacts to the subject bridges, identified as potential CHRs in the NT&F Cultural Heritage Report (ASI 2020b). Potential impacts to the subject bridges were identified as the proposed attachment of wires to the structures, and the addition or modification of bridge protection barriers. The Cultural Heritage Report recommended “Should it be determined that there is no other technically feasible option other than to modify the bridge(s) to accommodate electrification, it is recommended that a CHER be undertaken to determine if the potential BHR has cultural heritage value or interest.” This CHER satisfies this recommendation. 1.1 Historical Summary The three subject bridges are historically located in the City of Toronto, formerly in the County of York. The bridges were constructed between 1911 and 1922 to carry pedestrian and vehicular traffic in an east-west direction over the Canadian Northern Railway (CNoR, later the Canadian National Railway (CNR), presently operates as the Richmond Hill rail corridor) and the Don River Valley. The Queen Street East Bridge and the Gerrard Street East Bridge are not original structures to the crossings and replaced earlier truss bridges, however the Dundas Street Bridge is original to this location. Since their construction in the early twentieth century, the Bayview Avenue Extension and the Don Valley Parkway (constructed in 1961 through this area), the Lower Don River Trail, and various on ramps and driveways have since been constructed under the spans beneath the bridges. 1.1.1 Queen Street East Bridge (Structure 245) The Queen Street East Bridge (Structure 245) is a nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span that was built in 1911. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Cleveland Bridge and Engineering Company Limited, based in Darlington, England with a subsidiary office in , Canada, using steel girders manufactured by the Frodingham Iron & Steel Company Limited, England. According to available documentation, the Queen Street East Bridge (Structure 245) was constructed to replace an earlier, camelback Warren pony truss at this location. The current structure was rehabilitated in 2002 and likely in c.1961 with the construction of the Don Valley Parkway (City of Toronto 2020a). 1.1.2 Dundas Street East Bridge (Structure 042) The Dundas Street East Bridge (Structure 042) is a four-span structure constructed in 1911 that features three steel deck plate girder spans and one open spandrel column steel plate girder arch span. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Dickson Bridge Works Company

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Limited, based in Campbellford Ontario, and constructed by an unknown contractor. According to available documentation, the Dundas Street East Bridge (Structure 042) is an original construction at this crossing and was rehabilitated in 1961, 2003 and 2007 (City of Toronto 2020b). 1.1.3 Gerrard Street East Bridge (Structure 244) The Gerrard Street East Bridge (Structure 244) is a three-span open spandrel steel plate girder arch structure that was built in 1923. The bridge was designed by the City of Toronto Department of Works- Railway and Bridge Section, steel components were fabricated by the Canada Foundry, and it was constructed by an unknown contractor. According to available documentation, the Gerrard Street East Bridge (Structure 244) was constructed to replace an earlier structure featuring deck plate girder approach spans and a riveted steel plate Warren pony truss structure crossing the Don River in this location. The structure was rehabilitated in 1991 and 2003 (City of Toronto 2020c). 1.2 Description of Properties The three bridges under evaluation in this report are located above the Richmond Hill rail corridor in the City of Toronto. These bridges include the Queen Street East Bridge (Structure 245), the Dundas Street East Bridge (Structure 042), and the Gerrard Street East Bridge (Structure 244), all of which carry municipal roadways over the Bayview Avenue Extension, the Richmond Hill rail corridor, the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway (Figure 1-1).

Gerrard Street East Bridge

Dundas Street East Bridge

Queen Street East Bridge

(Source: (c) Open Street Map contributors, Creative Commons n.d.) FIGURE 1-1 LOCATION OF THE SUBJECT BRIDGES IN THE CITY OF TORONTO, ONTARIO.

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1.2.1 Queen Street East Bridge (Structure 245) The Queen Street East Bridge (Structure 245) connects the Riverside and Corktown neighbourhoods of the City of Toronto in a mixed commercial and residential context between River Street on the west and Davies Avenue on the east. A low-rise commercial structure is on the northwest of the bridge, a parkette is to the southwest, a mixed at-grade commercial retail and above-grade residential structure is to the southeast, and a low-rise commercial structure is to the northeast. King Street East intersects with Queen Street East immediately adjacent to the west approach of the bridge (Figure 1-1). The Queen Street East Bridge (Structure 245) is a nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span and was built in 1911. The structure measures 180.1m in overall length, with a truss span length of 39.3m and an overall width of 19.82m. The subject bridge carries Queen Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 1.98, the Lower Don River Trail, the Don River, and the Don Valley Parkway including an offramp to . The subject bridge is jointly owned by the City of Toronto (70%) and Metrolinx (30%) (Figure 1-2).

FIGURE 1-2 WEST PORTAL OF THE QUEEN STREET EAST BRIDGE (STRUCTURE 245), LOOKING EAST

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1.2.2 Dundas Street East Bridge (Structure 042) The Dundas Street East Bridge (Structure 042) connects the Riverside and neighbourhoods of the City of Toronto in a mixed commercial and residential context between River Street on the west and Carrol Street on the west. Car dealerships are located on the northwest, southwest, and southeast of the bridge and a low-rise City of Toronto Facilities Management building is to the northeast. An onramp to the Don Valley Parkway is located immediately northeast of the eastern approaches (Figure 1-1). The Dundas Street East Bridge (Structure 042) is a four-span structure and features three steel deck plate girder spans and one open spandrel column steel plate girder arch span and was built in 1911. The structure measures 115.8m in overall length, with an open spandrel arch span length of 42.6m and an overall width of 17.98m. The subject bridge carries Dundas Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 2.26, the Lower Don River Trail, the Don River, and the Don Valley Parkway. The subject bridge is 100% owned by the City of Toronto (Figure 1-3).

FIGURE 1-3 SOUTH ELEVATION OF DUNDAS STREET EAST BRIDGE (STRUCTURE 042), LOOKING NORTHWEST

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1.2.3 Gerrard Street East Bridge (Structure 244) The Gerrard Street East Bridge (Structure 244) is immediately southeast of the Cabbagetown neighbourhood of the City of Toronto in a mixed commercial and residential context between River Street on the west and St. Matthews Road on the east. A high-rise residential apartment building is on the southwest, a treed area adjacent to a church is on the northwest, a low-rise commercial structure is on the southeast, and lands associated with Bridgepoint Health are on the northeast of the bridge (Figure 1-1). The Gerrard Street East Bridge (Structure 244) is a three-span open spandrel steel plate girder arch structure that was built in 1922. The structure measures 129.6m in overall length, with a maximum span length of 43.6m and an overall width of 20.42m. The subject bridge carries Gerrard Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 2.45, the Lower Don River Trail, the Don River, and the Don Valley Parkway. The subject bridge is 100% owned by the City of Toronto (Figure 1-4).

FIGURE 1-4 NORTH ELEVATION OF GERRARD STREET EAST BRIDGE (STRUCTURE 244), LOOKING SOUTHEAST

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2 Methodology and Sources

2.1 Legislation and Policy Context This cultural heritage evaluation considers built heritage resources (BHR) in the context of improvements to specified areas, pursuant to the Ontario Environmental Assessment Act (EAA 1990). Pursuant to the Environmental Assessment Act, applicable infrastructure projects are subject to assessment to determine related impacts on above ground BHRs(MTO 2006). Infrastructure projects have the potential to impact BHRs and CHLs sin a variety of ways such as loss or displacement of resources through removal or demolition and the disruption of resources by introducing physical, visual, audible, or atmospheric elements that are not in keeping with the resources and/or their setting. The analysis used throughout the Cultural Heritage Evaluation Report addresses BHRs under other various pieces of legislation and their supporting guidelines: • Environmental Assessment Act (R.S.O. 1990, Chapter E.18): o Guideline for Preparing the Cultural Heritage Resource Component of Environmental Assessments (MCC – MOE 1992) o Guidelines on the Man-Made Heritage Component of Environmental Assessments (MCR – MOE 1981) • Ontario Heritage Act (R.S.O. 1990, Chapter O.18) and several guidelines and reference documents prepared by the Ministry of Heritage, Sport, Tourism, and Culture Industries (MHSTCI): o Standards and Guidelines for Conservation of Provincial Heritage Properties (MHSTCI 2010) o Ontario Heritage Tool Kit (MHSTCI 2006) • Planning Act (R.S.O. 1990, Chapter P.13) and the 2014 Provincial Policy Statement This assessment was also guided by the Ministry of Heritage, Sport, Tourism and Culture Industries Standards and Guidelines (MHSTCI 2019). 2.2 Approach to Cultural Heritage Evaluation Report The scope of a CHER is guided by the MHSTCI Ontario Heritage Toolkit (2006) and the Standards and Guidelines for the Conservation of Provincial Heritage Properties (2014) as well as the Ministry of Heritage, Sport, Tourism and Culture Industries Standards and Guidelines (MHSTCI 2019) Generally, CHERs include the following components: • A general description of the history of the study areas as well as detailed historical summaries of property ownership and building(s) development; • A description of the cultural heritage landscapes and built heritage resources; • Representative photographs of the exterior and interior of a building or structure, and character- defining architectural details; • A cultural heritage resource evaluation guided by the Ontario Heritage Act criteria; • A summary of heritage attributes; • Historical mapping, photographs; and

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• A location plan. A site visit to the subject bridges was conducted by John Sleath, Cultural Heritage Specialist, ASI, on April 3rd, 2020. The site visit included photographic documentation of the subject resources and adjacent lands. Using background information and data collected during the site visits, the BHRs were evaluated using criteria contained within Ontario Regulations 9/06 and 10/06 of the Ontario Heritage Act. The two criteria sets share a requirement to fully understand the history, design, and associations of all BHRs of the property. The following differences between the two sets of criteria should be noted (MHSTCI 2019): • Ontario Regulation 9/06 requires a consideration of the community context; and • Ontario Regulation 10/06 requires a consideration of the provincial context. 2.3 List of Key Sources and Research Limitations 2.3.1 Key Sources Background historical research, which includes consulting primary and secondary source documents, photos, and historic mapping, was undertaken to identify early settlement patterns and broad agents or themes of change in the study areas. In addition, archival research was undertaken at the following libraries and archives to build upon information gleaned from other primary and secondary materials: • City of Toronto Archives1 The Metrolinx Bridge Inventory (Metrolinx 2019) contains information such as bridge location, material, dimensions, and type under Metrolinx ownership, and was utilized for comparative analysis purposes. As the subject bridges carry municipal roadways, the MTO Bridge Inventory (Ministry of Transportation 2017), and City of Toronto Bridge and Structure Condition website2 was also consulted to provide information on comparative road bridges. Additional sources were considered for comparative analysis where relevant. Available federal, provincial, and municipal heritage inventories and databases were also consulted to obtain information about the property. These included: • The City of Toronto’s Heritage Register3 • The Ontario Heritage Trust’s databases available online: Ontario’s Places of Worship Inventory; Ontario Heritage Act Register (Part IV and Part V Designations); Plaque Database; and Conservation Easement Inventory4 • Parks Canada’s Directory of Federal Heritage Designations, an on-line database that identifies National Historic Sites, National Historic Events, National Historic People, Heritage Railway Stations, Federal Heritage Buildings, and Heritage Lighthouses (Parks Canada n.d.) • Parks Canada’s Historic Places website, an on-line register that provides information on historic places recognized for their heritage value at all government levels (Parks Canada n.d.)

1 Consulted 9 April 2020 at https://www.toronto.ca/city-government/accountability-operations-customer- service/access-city-information-or-records/city-of-toronto-archives/whats-online/digital-records/ 2 Consulted 9 April 2020 at https://www.toronto.ca/city-government/data-research-maps/maps/bridge-and-structure- condition/ 3 Consulted 9 April 2020 at: https://www.toronto.ca/city-government/planning-development/heritage- preservation/heritage-register/ 4 Consulted 9 April 2020 at: https://www.heritagetrust.on.ca/en/pages/tools/ 7 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto

Previous consultant reports associated with potential above-ground BHRs and archaeological resources within and/or adjacent to the subject bridge in the City of Toronto included the following: • New Track & Facilities TPAP – Final Draft Stage 1 Archaeological Assessment Impact Assessment Report – Task 2 (ASI 2020a) • New Track & Facilities TPAP – Final Draft Cultural Heritage Assessment Report (ASI 2020b) A full list of references consulted can be found in Table 0-1 of this report. 2.3.2 Research Limitations Measurements and other data were available for comparative purposes in the Metrolinx Bridge Inventory (Metrolinx 2019). However, this inventory may not be considered exhaustive. Not all information for every bridge in the inventory is included, therefore limiting the comparative analysis of the structures. Further, an inventory of municipal road bridges by structural type currently owned/maintained by the City of Toronto was not available for further comparison. Research for this report was conducted in April 2020, during the COVID-19 global pandemic. Research limitations resulted from mitigation measures recommended by federal, provincial, and local governments. Of particular impact were the restrictions resulting from the Provincial State of Emergency declared on 17 March 2020 (Government of Ontario 2020) that made all non-digitized archival material largely unavailable for review. Further, access to digital records retained by the City of Toronto was also impacted as municipal employees were not able to access digital files.

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3 Heritage Recognitions

3.1 Municipal The subject bridges are not listed on the City of Toronto’s Heritage Register or designated under Part IV or V of the Ontario Heritage Act by the City of Toronto. 3.2 Provincial The subject bridges are not subject to heritage recognition at the provincial level for the following reasons: • The subject resources are not Provincial Heritage Properties; and • The subject resources have not been commemorated by the Ontario Heritage Trust. 3.3 Federal The subject bridges are not subject to heritage recognition at the federal level for the following reasons: • The properties do not contain a Federal Heritage Building; and • The properties do not contain a National Historic Site. 3.4 Adjacent Lands The Queen Street East Bridge is directly adjacent5 to the west limit of the Queen Street East (Riverside) Heritage Conservation District (under study). At the time of report submission, this area was under study for designation under Part V of the Ontario Heritage Act, however, it does not yet have formal recognition. The Dundas Street East Bridge is not adjacent to any protected heritage properties, including those listed by the City of Toronto or designated under Part IV or Part V of the Ontario Heritage Act. The Gerrard Street East Bridge is directly adjacent to the southeast limit of the Cabbagetown (south) Heritage Conservation District (By-law 887-2005), designated under Part V6 of the Ontario Heritage Act. (See Appendix F for a copy of the designation bylaw).

5 The definition of “adjacent” contained in the City of Toronto Official Plan is: Adjacent: means those lands adjoining a property on the Heritage Register or lands that are directly across from and near to a property on the Heritage Register and separated by land used as a private or public road, , street, lane, trail, right-of-way, walkway, green space, park and/or easement, or an intersection of any of these; whose location has the potential to have an impact on a property on the heritage register; or as otherwise defined in a Heritage Conservation District Plan adopted by by-law. 6 The City of Toronto’s Official Plan Policy 3.1.5.14 directs that potential and existing properties of cultural heritage value or interest, including cultural heritage landscapes and Heritage Conservation Districts, will be identified and included in area planning studies and plans with recommendations for further study, evaluation and conservation (https://www.toronto.ca/city- government/planning-development/heritage-preservation/heritage-register/). As per Section 3.1.5 of the City of Toronto Official Plan, new development, construction or public works adjacent to a property on the heritage register must ensure that the adjacent property will be conserved and the integrity of the adjacent property’s cultural heritage value and attributes will be retained.

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3.5 Summary of Archaeological Assessments Please refer to the New Track & Facilities TPAP –Final Draft Stage 1 Archaeological Assessment Impact Assessment Report – Task 2 (ASI 2020a) which provides information about archaeological potential in the study area.

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4 Agency Data Collection

Agency data collection was undertaken as part of the NT&F Cultural Heritage Report(ASI 2020b). The communication process was initiated when Metrolinx sent out a letter during the week of June 10th, 2019 to municipalities and regional authorities impacted by this project, describing the scope of the project. Gannett Fleming sent out emails to follow up as required. In addition, the MHSTCI, and the Ontario Heritage Trust, were contacted to gather specific built heritage resource and cultural heritage landscapes data on properties within the Cultural Heritage Report Study Area. The communication approach was similar to the process undertaken to contact municipal and regional staff, in which an introductory letter was sent by Metrolinx to each respective agency, and Gannett Fleming sent out emails to follow up as required. An additional data request was sent to the City of Toronto by Gannett Fleming/Metrolinx regarding the subject bridges as part of this CHER. See Table 4-1 for a list of organizations contacted and a description of information received. No concerns regarding the heritage value or local community interest of the subject bridges were identified. This CHER should be submitted to Heritage Preservation Services at the City of Toronto for review and comment. TABLE 4-1 RESULTS OF AGENCY DATA COLLECTION

Date(s) of Contact Name/Position Description of Information Received Communications Julia Murnaghan June 2019 No response was received during the Cultural Heritage Report. Senior Project Manager, In March 2020, Gannett Fleming and Metrolinx sent a letter to Transit Expansion Office Julia Murnaghan at the City of Toronto to inquire about the March 12, 2020 City of Toronto heritage status of the bridges. In April 2020, the City of Toronto advised that “HPS is directing people to the online Heritage [email protected] database for all available information. If this information was not available online, I think we should go ahead and note this as a limitation in our reports at this point.”

Karla Barboza June 2019 Staff provided input for the Cultural Heritage Report, and in (A) Team Lead particular, indicated that the subject bridges and adjacent lands Heritage, Ministry of are not identified as provincial heritage property. No follow up Heritage, Sport, Tourism and was deemed necessary as part of the CHER. Culture [email protected] Kevin De Mille June 2019 Staff provided input for the Cultural Heritage Report and Heritage Planner, Ontario indicated that there are no heritage easements associated with Heritage Trust the subject bridge or adjacent lands. No follow up was deemed Kevin.demille@heritagetrust. necessary as part of the CHER. on.ca

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5 Historical or Associative Value

5.1 Historical Setting 5.1.1 Indigenous Land Use and Settlement History Southern Ontario has been occupied by human populations since the retreat of the Laurentide glacier approximately 13,000 years before present (BP) (Ferris 2013). Populations at this time would have been highly mobile, inhabiting a boreal-parkland similar to the modern sub-arctic. By approximately 10,000 BP, the environment had progressively warmed (Edwards and Fritz 1988) and populations now occupied less extensive territories (Ellis and Deller 1990). Between approximately 10,000-5,500 BP, the Great Lakes basins experienced low-water levels, and many sites which would have been located on those former shorelines are now submerged. This period produces the earliest evidence of heavy wood working tools, an indication of greater investment of labour in felling trees for fuel, to build shelter, and watercraft production. These activities suggest prolonged seasonal residency at occupation sites. Polished stone and native copper implements were being produced by approximately 8,000 BP; the latter was acquired from the north shore of Lake Superior, evidence of extensive exchange networks throughout the Great Lakes region. The earliest evidence for cemeteries dates to approximately 4,500-3,000 BP and is indicative of increased social organization, investment of labour into social infrastructure, and the establishment of socially prescribed territories (Ellis et al. 1990; Ellis et al. 2009; Brown 1995:13). Between 3,000-2,500 BP, populations continued to practice residential mobility and to harvest seasonally available resources, including spawning fish. The Woodland period begins around 2,500 BP and exchange and interaction networks broaden at this time (Spence et al. 1990:136, 138) and by approximately 2,000 BP, evidence exists for macro-band camps, focusing on the seasonal harvesting of resources (Spence et al. 1990:155, 164). By 1,500 BP there is macro botanical evidence for maize in southern Ontario, and it is thought that maize only supplemented people’s diet. There is earlier phytolithic evidence for maize in central New York State by 2,300 BP; it is likely that once similar analyses are conducted on Ontario ceramic vessels of the same period, the same evidence will be found (Birch and Williamson 2013:13–15). Bands likely retreated to interior camps during the winter. It is generally understood that these populations were Algonquian-speakers during these millennia of settlement and land use. From the beginning of the Late Woodland period at approximately 1,000 BP, lifeways became more similar to that described in early historical documents. Between approximately 1000-1300 Common Era (CE), the communal site is replaced by the village focused on horticulture. Seasonal disintegration of the community for the exploitation of a wider territory and more varied resource base was still practised (Williamson 1990:317). By 1300-1450 CE, this episodic community disintegration was no longer practised and populations now communally occupied sites throughout the year (Dodd et al. 1990:343). From 1450-1649 CE this process continued with the coalescence of these small villages into larger communities (Birch and Williamson 2013). Through this process, the socio-political organization of the First Nations, as described historically by the French and English explorers who first visited southern Ontario, was developed. By 1600 CE, the communities within Simcoe County had formed the Confederation of Nations encountered by the first European explorers and missionaries. In the 1640s, the traditional enmity between the Haudenosaunee and the Huron-Wendat (and their Algonquian allies such as the Nippissing and Odawa) led to the dispersal of the Huron-Wendat.

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The Don River watershed has been an area of human land use and settlement for millennia. Archaeological sites dating back thousands of years have been located within the Don River watershed, including a 6,700 year old campsite on Derrlick Creek (Williamson 2008:30). A Late Woodland ancestral Huron-Wendat settlement sequence has been posited for the Lower Don River watershed based on the identification of the Moatfield and Jackes sites (Noble 1974; Konrad 1973; Mayer, Pihl, Poulton and Associates Inc. 1986; Birch and Williamson 2013:31). The greater Don River watershed settlement sequence has documented occupation from the early fourteenth century (Williamson and Pfeiffer 2003) to the late fifteenth century (e.g. Keffer site) (Finlayson et al. 1973). This sequence has been difficult to reconstruct primarily because of intensive urban development. The Don River population are thought to have amalgamated with the populations occupying the Middle . This joint population appear to have abandoned the Toronto-area in the early seventeenth century (e.g. Skandatut site) and migrated northward to historic Wendake, between Lake Simcoe and Georgian Bay (ASI 2012; Birch and Williamson 2013:38). After the dispersal of the Huron-Wendat from southern Ontario, the Haudenosaunee established a series of settlements at strategic locations along the trade routes inland from the north shore of Lake Ontario, including Teiaiagon, near the mouth of the Humber River; and Ganestiquiagon, near the mouth of the . Their locations near the mouths of the Humber and Rouge Rivers, two branches of the Toronto Carrying Place, strategically linked these settlements with the upper Great Lakes through Lake Simcoe. The west branch of the Carrying Place followed the Humber River valley northward over the drainage divide, skirting the west end of the Oak Ridges Moraine, to the east branch of the Holland River. Another trail followed the Don River watershed. Due, in large part, to increased military pressure from the French upon their homelands south of Lake Ontario, the Haudenosaunee abandoned their north shore frontier settlements by the late 1680s, although they did not relinquish their interest in the resources of the area, as they continued to claim the north shore as part of their traditional hunting territory. The territory was immediately occupied or re- occupied by Anishinaabek groups, occupied the vast area extending from the east shore of Georgian Bay, and the north shore of Lake Huron, to the northeast shore of Lake Superior and into the upper peninsula of Michigan. Individual bands were politically autonomous and numbered several hundred people. Nevertheless, they shared common cultural traditions and relations with one another and the land. These groups were highly mobile, with a subsistence economy based on hunting, fishing, gathering of wild plants, and garden farming. Their movement southward also brought them into conflict with the Haudenosaunee. Peace was achieved between the Haudenosaunee and the Anishinaabek Nations in August of 1701 when representatives of more than twenty Anishinaabek Nations assembled in Montreal to participate in peace negotiations (Johnston 2004:10). During these negotiations, captives were exchanged and the Iroquois and Anishinaabek agreed to live together in peace. Peace between these nations was confirmed again at council held at Lake Superior when the Iroquois delivered a wampum belt to the Anishinaabek Nations. In 1763, following the fall of Quebec, New France was transferred to British control at the Treaty of Paris. The British government began to pursue major land purchases throughout Ontario in the early nineteenth century and entered into negotiations with various Nations for additional tracts of land as the need arose to facilitate European settlement. The eighteenth century saw the ethnogenesis in Ontario of the Métis, when Métis people began to identify as a separate group, rather than as extensions of their typically maternal First Nations and paternal European ancestry (Métis National Council n.d.). Métis populations were predominantly located north and west of Lake Superior, however, communities were located throughout Ontario (MNC n.d.; Stone and Chaput 1978:607,608). During the early nineteenth century, many Métis families moved

13 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto towards locales around southern Lake Huron and Georgian Bay, including Kincardine, Owen Sound, Penetanguishene, and Parry Sound (MNC n.d.). Recent decisions by the Supreme Court of Canada (Supreme Court of Canada 2003; Supreme Court of Canada 2016) have reaffirmed that Métis people have full rights as one of the Indigenous people of Canada under subsection 91(24) of the Constitution Act, 1867. The Richmond Hill Corridor Study Area is located within Treaty 13, or the Toronto Purchase. In the 1787, representatives of the Crown met with members of the Mississaugas at the Bay of Quinte to negotiate the sale of lands along the shore of Lake Ontario near the Town of York, the seat of the colonial government. Due to disputes over the boundaries, a new agreement was negotiated and the Toronto Purchase was signed on August 1, 1805, in which the Mississaugas ceded to the Crown 250,830 acres of land. Both the 1787 Purchase and its 1805 Indenture are known as Treaty 13. The Mississaugas claimed that the and other lands were not part of the purchase, and a land claim settlement was reached for these areas in 2010 (Mississaugas of the Credit First Nation 2017; Mississauga of the New Credit First Nation 2001). 5.1.2 Euro-Canadian Land Use: Township Survey The first Europeans to arrive in the area were transient merchants and traders from France and England, who followed Indigenous pathways and set up trading posts at strategic locations along the well-traveled river routes. All of these occupations occurred at sites that afforded both natural landfalls for Great Lakes traffic and convenient access, by means of the various waterways and overland trails, into the hinterlands. Early transportation routes followed existing Indigenous trails, both along the lakeshore and adjacent to various creeks and rivers (ASI 2006). York Township The history of York Township as a territorial division began in 1791 when Augustus Jones surveyed the township. The first land patents were granted in 1796 and by 1813 all of the township lands had been parcelled. By 1802, the township, bounded by the Humber River and Etobicoke Township to the west and sharing a border with Scarborough Township to the east, had a grist mill, two saw mills and two taverns. In 1801, the combined population of York, Etobicoke and Scarborough Townships and the Town of York numbered only 678 but by 1840 the population of York Township numbered more than 5,000 and an economic boom during the 1850s helped to triple the population. This required the growing urban area to stretch its northern limits from Queen Street to . Outside of the core of the city, especially north along , Yorkville (above Bloor) was a prosperous village and some Torontonians settled between Bloor and Eglinton as new street railway services improved suburban to urban access. In its first 30 years, York Township (as differentiated from the Town of York) was a rolling and well wooded countryside. The centre of the township was present day Yonge Street and or Eglinton Village. Eglinton Avenue, which was surveyed as the township’s baseline, was at that time known as Baseline Road, and the crossroads community had a number of services including four hotels and a Masonic Hall. Yonge Street was settled on both sides and one mile south of Eglinton Avenue, the Davis family ran a pottery business (in the community later known as Davisville). A large number of suburban residences were constructed along the Davenport Ridge, an early Aboriginal trail. Villages in the township and their years of incorporation included Yorkville (1884) and (Eglinton and Davisville combined, 1889). The villages of Riverdale, Rosedale, the Annex, Seaton Village and Sunnyside were all annexed directly to Toronto during the 1880s. The annexation of occurred in 1908.

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The evolution of the city continued at an even greater pace through the late nineteenth and early twentieth centuries, with the consolidation of rail systems and the growth of numerous industrial and commercial operations within the city limits and along the rail corridors. Urban planning became more coordinated in the twentieth century, and a move toward more spatial control was made in 1904 with legislation that controlled non-residential land use in the city. This was soon applied to residential areas, as municipal officials attempted to alleviate certain kinds of congestion and undesirable overlap. The development of internal urban transport also promoted a wider spread community and the establishment of discrete business and residential districts. Throughout the rest of the city, economic prosperity and urban opportunity drew people to various parts of the city to live and work. Industrial districts followed the railway lines, and new immigration and more land annexation, including North Toronto and Moore Park in 1912, resulted in strong population growth. The geographic area of the city doubled between 1891 and 1912, and the population grew from 181,000 to 378,000 during the same period. During the 1920s, a dramatic economic boom fueled the construction of new office towers – a total of 14 between 1922 and 1928. Increased automobile use necessitated improvements to local roads and crossings. Few new buildings were constructed during the 1930s depression, and unemployment remained high until the war economy lifted companies up and out of their downturns. Before the war ended, a post-war reconstruction plan was put together for the city, and this represented the first overall approach to urban planning since Governor Simcoe envisioned plans for York in 1793. Residential lots were divided and subdivided as the city’s density increased, new office buildings and manufacturing plants filled in open spaces, and public transportation networks were expanded. 5.1.3 Don River The study area is situated on the main branch of the Don River, in an area known as the Lower Don Valley. The Don River watershed, which follows a west and east branch from its headwaters on the Oak Ridges Moraine and drains into Lake Ontario in at the , an area of approximately 360 square kilometres (Toronto and Region Conservation Authority n.d.). The west and east branches intersect the old Lake Iroquois beach and transect the Peel Plain and South Slope physiographic regions with their confluence approximately at the intersection of Don Mills Road and the Don Valley Parkway (Chapman and Putnam 1984:103–104). The once lower water levels that immediately followed the draining of glacial Lake Iroquois, and the resulting lower erosional base levels, created the deeply entrenched valley of the Lower Don. This entrenchment is on the order of 30 metres below the surrounding upland in places, including along the study area. The higher base levels that have resulted from the re-filling of the Lake Ontario basin have caused the river to meander, widening the floodplain in the lower reaches to a maximum of around 750 metres. By the mid-late 1800s, proximity to the Don River served to organize land ownership patterns with a number of landowners buying contiguous lots along the Don River. The lots in the area were originally granted to Phillip De Grassi, John Ross, John P. Corey, George Taylor, Sarah Johnston, W. Hill, Anne Powell and Kings College. The Taylors owned contiguous lots on the Don from Yorkville to Eglinton (ASI 2018). In 1890, the Lower Don was channelized and artificially straightened to reduce flooding and create a navigable channel to facilitate shipping from Lake Ontario to industrial and railway facilities and the downtown core of the city. The ‘Don Improvement’ eliminated the natural meandering path of the waterway through the Don Valley. An historical plaque commemorating this is located on the approaches to the Queen Street East Bridge. Historically, the Don River has served as an important transportation corridor from the earliest habitation of the area, a function that continued into the nineteenth and twentieth centuries. In addition to the straightening of the watercourse, CPR completed a line down the Don Valley to Toronto harbour in 1887

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(Andreae 1997). The James Bay Railway, a subsidiary of the Canadian Northern Railway Company (CNoR), followed suit in 1906. More major transportation routes were constructed in the valley in the mid twentieth century with the construction of the Bayview Avenue Extension and the Don Valley Parkway. The Don Valley Parkway is a controlled-access expressway that generally carries six lanes of divided vehicular traffic within the Don River Valley between the in the south and Highway 401 in the north. The segment of the Don Valley Parkway in the vicinity of the subject bridges was constructed in c.1961 and required modifications to the existing Dundas Street East and Queen Street East bridges. 5.1.4 Historic Map Review of the Subject Bridges The area around the rail corridor was developed up to the Don Valley by the mid-nineteenth century. (Queen Street East, Don Street (Gerrard Street East) and Bloor Street East all crossed the Don Valley in 1860. The 1862 Browne’s Map (see Figure 9-1 in Appendix B) depicts Don River as a meandering watercourse, with bridges carrying Queen Street East, Don Street (Gerrard Street East) in an east-west orientation over the watercourse. No structure is located in the location of the Dundas Street East Bridge. A Bird’s Eye illustration from 1893 (see Figure 9-2 in Appendix B) depicts the Don River following the ‘Don Improvement’ that eliminated the meander and created a straight channel for navigation. Truss bridges are depicted in this illustration at Queen Street East and Gerrard Street East. By the twentieth century the Queen Street East and Gerrard Street bridges are depicted in their extant locations with the Don River and the rail line in their its present alignments. The truss bridges depicted in the nineteenth-century mapping may still be present at Queen and Gerrard Streets, however no bridge is depicted at the Dundas Street East crossing (labelled as Wilton Street) in the 1903 Fire Insurance Plan map (see Figure 9-3 in Appendix B).The 1903 mapping also illustrates the former location of the meandering Don River, with the old river depicted to the immediate west of the Gerrard Street East Bridge, east of the location of the extant Dundas Street Bridge, and in the same location as the Queen Street East Bridge. By 1924 all of the subject bridges are depicted in their extant locations, following the Gerrard Street East Bridge’s construction in 1923 (see Figure 9-4 in Appendix B). Early twentieth century mapping depicts the bridge locations in urban contexts in the core of the city, with significant industrial and commercial development in the vicinity of each bridge location. Mid and late twentieth-century mapping (see Figure 9-5 and Figure 9-6 in Appendix B) depicts the bridge locations and surrounding areas in a similar urban industrial context as earlier mapping. Major changes to the bridge locations are depicted in including the construction of the Don Valley Parkway and the Bayview Avenue Extension in the early-mid 1960s. The 1992 aerial photograph depicts the study area and The Don Valley, rail corridor, and municipal roadways in their extant alignments (see Figure 9-7 in Appendix B).

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5.2 Railway Transportation and Associated Infrastructure Significant rail development in Canada was underway by the mid-nineteenth century. In 1850 there were just 106 km of rail lines in Canada, but by 1860 there were over 3,523 km of track. The population of Canada doubled between 1851 and 1901 but the length of the rail laid increased exponentially from 256 to 29,441 kilometres (Andreae 1997). Early rail development centred around Toronto harbour during the mid-nineteenth century. The (CPR) completed its mainline from Montreal in 1884, but it stayed north of the Toronto harbour. CPR completed a line down the Don Valley to Toronto harbour in 1887 (Andreae 1997). The James Bay Railway, a subsidiary of the Canadian Northern Railway Company (CNoR), followed suit in 1906, and it was this latter line that is now used by Metrolinx for the Richmond Hill rail corridor. The CNoR was founded in 1899 by William Mackenzie and Donald Mann, two former Canadian Pacific Railway employees. In 1908, the rail line was completed between Toronto and Port Arthur (Thunder Bay) via Sudbury. The railway continued its expansion, and by 1915 the CNoR was a transcontinental line connecting the Quebec City to Vancouver with a total of 16,093 kilometres of track (Library and Archives Canada 2014; Peltenburg 2019). Strong competition with the Grand Trunk Railway (GTR) and the CPR led to the CNoR’s bankruptcy in 1918. In 1923 the CNoR was incorporated by the Canadian National Railways (CNR), with the former CNoR lines forming a major component of the CNR network. The GTR was also assumed by the CNR in 1923, and duplicate rail lines were eliminated where they existed. As the GTR’s line along the Lake Ontario waterfront was in better condition than the CNoR’s line that entered Toronto through the Don Valley, the CNoR line was eventually abandoned in places in favour of the GTR line (Library and Archives Canada 2014; Peltenburg 2019). Sections of the former CNoR line was converted to commuter traffic, and in 2009 Metrolinx acquired the track in the Toronto area which became the Richmond Hill rail corridor (AECOM 2017). 5.3 History of Pratt Truss, Open Spandrel Arch and Plate Girder Bridge Construction in Ontario 5.3.1 Early Bridge Building in Ontario Up until the 1890s, timber truss bridges were the most common bridge type built in southern Ontario. Stone and wrought iron materials were also employed, but due to their higher costs and a lack of skilled craftsman, these structures were generally restricted to market towns. By the 1890s, steel was becoming the material of choice when constructing bridges given that it was less expensive and more durable than its wood and wrought iron predecessors. Steel truss structures were very common by 1900, as were steel girder bridges. The use of concrete in constructing bridges was introduced at the beginning of the twentieth century, and by the 1930s it was challenging steel as the primary bridge construction material in Ontario (Heritage Resource Centre 2008:7–8). Factors impacting bridge design included increasing road allowances and clearance requirements, heavier traffic, higher speeds, safety standards, and most importantly, cost limitations (Cuming 1983:56). From the 1930s to the early 1950s, fewer bridges were constructed as a result of a steel shortage, and builders were challenged to develop more efficient ways to build structures with a heavier emphasis on concrete and minimal steel usage. Some of the stronger concrete bridges constructed in the 1930s formed part of the “Depression Era” Public Works Program that created work for the unemployed (Region of Waterloo: Planning, Housing, and Community Services (PHCS) 2007). Some of the new techniques developed included: pre-casting concrete components off site; “Hi-bond type” of reinforcing concrete; and pre-stressed concrete beam construction (Heritage Resource Centre 2008:9). The rigid

17 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto frame, hollow concrete box beam and post-tensioned voided slab are some of the bridge types to develop during this period. A more detailed discussion of specific bridge types as they relate to the bridges in this report are providing in the following sections: Pratt Truss (Queen Street East Bridge); Open Spandrel Arch (Dundas Street East Bridge (Structure 042) and Gerrard Street East Bridge (Structure 244)); and Steel Plate Girder (Queen Street East Bridge (Structure 245) and Dundas Street East Bridge (Structure 042)). 5.3.2 Pratt Truss Construction Steel truss structures were very common by 1900, as were steel girder bridges. After WWI the increase in personal vehicles meant that stronger bridges were necessary. The Pratt truss and the Warren truss dominated the early twentieth century and were typically used for spans up to 400 feet (Comp and Jackson 1977). Early truss bridges were commonly made from a series of straight steel bars. In general, most steel truss bridges were constructed at the turn of the twentieth century. The Pratt truss was first developed in 1844 under patent of Thomas and Caleb Pratt. The Pratt truss was the reverse design from the Howe truss, patented by William Howe in 1840. The Pratt has diagonals and verticals in tension. The Pratt trusses prevalent from the 1840s through to the early twentieth century were initially manufactured as a combination wood and iron but were later constructed as iron only. The Pratt type successfully survived the transition to iron construction and the second transition to steel. The Pratt truss inspired a large number of variations and modified subtypes during the nineteenth and early twentieth centuries. 5.3.3 Open Spandrel Arch Construction Concrete arch bridges were first used on North America’s roads in the first decades of the twentieth century. Soon after the introduction of concrete in slab and rigid-frame bridge construction, engineers realized the strength of the material under compression made it ideal for use in arch designs. Early arch designs were filled or closed arches, where a solid arch was created by pouring concrete over a metal framework of thin, cylindrical steel members. The first of these concrete arch structures built in Ontario was completed in 1906 (Archaeologix Inc. 2008:13). Open spandrel arch bridges were the pinnacle of early twentieth-century bridge engineering, and generally marked the end of concrete arch construction in North America (AHS Cultural Resource Management 2003). The open spandrel design was both aesthetically pleasing and economical for longer spans as the material used was drastically reduced. The first open spandrel arch bridge in Ontario was the Wadsworth Bridge across the Humber River at Weston, built in 1910 (Archaeologix Inc. 2008:13). Over the next decade similar bridges were built in Guelph (Heffernan Street Bridge, 1914), Peterborough (Ashburnham Bridge, 1921), and Brantford (Lorne Bridge, 1924). The development of precast, prestressed technology in the mid-twentieth century, coupled with changing perceptions on the importance of aesthetics in bridge construction, resulted in the end of open spandrel arch bridge construction in the province by the 1950s. While commonly constructed in concrete, open spandrel arches were also constructed using steel plate girders. Steel plate girders were commonly used to carry simple deck and through plate structures on municipal roadways and railways throughout the twentieth century. However, the benefits of using steel plate girders in more complex structures that were assembled on-site with rivets was an advantage as it eliminated the need for the often complex and time-consuming formwork construction required in cast-in- place concrete construction. Further, the modular nature of plate girders allowed for placement in a sequential manner over longer spans that were required for wide river crossings from the deck of the bridge using cranes, eliminating the need to construct staging platforms in the river. A notable example of steel plate girder open spandrel arch construction is the (also known as the Bloor

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Street Viaduct) spanning the Don Valley in the City of Toronto. The eight-span open spandrel steel plate girder arch structure, constructed in 1918, measures 476 metres in overall length and is a prominent landmark in the Don Valley within the urban centre of the City of Toronto (City of Toronto 2020d). The Prince Edward Viaduct is one of several open spandrel steel plate girder structure on the Lower Don River in the City of Toronto, with other examples at Gerrard Street East and Dundas Street East. This family of open spandrel arch bridges add an element of aesthetic appeal and compliment the riverine setting of the Don Valley. 5.3.4 Steel Plate Girder Construction Beam or girder technology was commonly used for bridge construction in Ontario. This bridge type is comprised of girders, members placed perpendicular to the ford, supported by abutments and piers, when necessary. Simple girder bridges were constructed in the nineteenth century out of wood to support rail, pedestrian, and vehicular traffic primarily across water obstacles. At the turn of the twentieth century, steel beams were introduced and were supported by stone and then concrete abutments and piers. However, the large, rolled steel girders were difficult to transport and thus more costly. Plate girders afforded an economic and logistical solution as they consisted of smaller steel segments that could be welded and riveted together on site. These plate girder bridges proliferated and were commonly used to support railways in both urban and rural settings throughout the twentieth century (Cleary 2007: 50). 5.4 Previous Bridges at the Subject Crossings 5.4.1 Queen Street East Bridge (Structure 245) The Queen Street East Bridge (Structure 245) is a nine-span structure built in 1911 with eight steel deck- plate girder spans and one Pratt through truss span. According to available documentation and an examination of archival photographs, the extant Queen Street East Bridge (Structure 245) was constructed to replace an earlier camelback Warren pony truss bridge immediately adjacent to the subject crossing. This former camelback structure featured ornate stone or brick corner posts with decorative three globe streetlamps on both sides of the roadway on the east and west approach. The former bridge carried two lanes of vehicular traffic and two street railway lines on the interior of the truss, with a pedestrian sidewalk on both the north and south limits of the structure on the exterior of the truss with steel lattice railing. This camelback truss bridge was adjacent to the at-grade crossing between Queen Street East and the rail tracks, which was eliminated in favour of a grade-separated crossing in 1911 following the death of three citizens in a collision with a GTR freight train on Queen Street East several blocks away (Boles 2017). According to information on a historical plaque on the subject bridge, the camelback Warren pony truss structure was predated by a 100 foot long wooden suspension bridge designed by William Berczy in 1803. No additional information on this 1803 structure was available at the time of report preparation. In addition to the former bridges at the crossing, archival imagery also depicts the CPR Don Station to the immediate southwest of the crossing. This station operated as a passenger and freight stop for the CPR, CNoR, and later the CNR and operated between 1896 and 1967 (Boles 2017). Archival images also depict the timber pilings used to stabilize the straightened banks of the Don River following its straightening in 1890. 5.4.2 Dundas Street East Bridge (Structure 042) The Dundas Street East Bridge (Structure 042) is a four-span structure constructed in 1911 that features three steel deck plate girder spans and one open spandrel column steel plate girder arch span.

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According to available documentation, the Dundas Street East Bridge (Structure 042) is the first bridge to be built at this crossing. 5.4.3 Gerrard Street East Bridge (Structure 244) The Gerrard Street East Bridge (Structure 244) is a three-span open spandrel steel plate girder arch structure built in 1923. According to available documentation, the Gerrard Street East Bridge (Structure 244) was constructed to replace an earlier structure featuring deck plate girder approach spans and a riveted steel plate Warren pony truss structure crossing the Don River in this location. The main Warren pony truss span rested on stone masonry piers and the approach spans were supported by steel girder bents and stone masonry abutments (see Figure 9-8 and Figure 9-9 in Appendix B). The deck of the previous structure appears to have features a wooden deck and carried two lanes of vehicular traffic and two tracks of a street railway on the interior of the truss. A pedestrian sidewalk with wooden decking bound by steel lattice railings were on the north and south limits of the bridge on the exterior of the truss. The Warren pony truss was disassembled in August 1922 (see Figure 9-10 and Figure 9-11 in Appendix B), after which time the extant bridge was constructed. 5.5 Builder/Engineer 5.5.1 Queen Street East Bridge (Structure 245) No information regarding the builder or engineer responsible for the design of the Queen Street East Bridge was available at the time of report submission. However, it is suspected that the structure was designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section. The Queen Street East Bridge was constructed by the Cleveland Bridge and Engineering Company of Darlington, England, with steel primarily produced by the Frodingham Iron & Steel Co. Ltd, England (along with other steel producers according to information on www.historicbridges.org). The Cleveland Bridge Company was a renowned engineering company that was founded in the late nineteenth century and designed many significant bridges domestically in England and internationally. Notable examples include the Ramsey Harbour Swing Bridge (constructed in 1892 on the Isle of Man), the Victoria Falls Bridge (constructed in 1905 over the Zambezi River between Zimbabwe and Zambia), and the Waibaidu (Garden) Bridge (constructed in 1906 in Shanghai, China). According to available documentation, the Queen Street Bridge is the only known example of the work of the Cleveland Bridge and Engineering Company in Canada. 5.5.2 Dundas Street East Bridge (Structure 042) No information regarding the builder or engineer responsible for the design of the Dundas Street East Bridge was available at the time of report submission. However, it is suspected that the structure was designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section. According to information obtained from the original drawings (drawing S-363) provided by the City of Toronto (providing the entire original structural drawings for review was not possible due to access limitations in response to the COVID-19 Pandemic, see Section 2.3 of this report for further details), the Dundas Street East Bridge was constructed by the Dickson Bridge Works Co. Ltd, based in Campbellford Ont. According to information on historicbridges.org, the Dickson Bridge Works Co. Ltd. was also responsible for the construction of several other steel bridges in Ontario: the Keene Station Bridge (carries Base Line over the Indian River in Peterborough); the Sideroad 25 Bridge (carries Sideroad 25 over the North Saugeen River in Bruce County); and the Wright Island Bridge (carries Wright Island Road over the Trent River in Northumberland County) (Holth 2020). These bridges are all examples of Warren truss

20 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto structures, which makes the steel plate girder arch span of the Dundas Street Bridge the only known example of this type of construction for the small Campbellford, Ontario-based firm. No additional information was available regarding the Dickson Bridge Works Co. Ltd. at the time of report submission. 5.5.3 Gerrard Street East Bridge (Structure 244) According to information obtained from the original drawings (drawing S-2015-3, C-12-58 prepared March 1922) provided by the City of Toronto (providing the entire original structural drawings for review was not possible due to access limitations imposed by the Government of Ontario and the City of Toronto in response to the COVID-19 Pandemic, see Section 2.3 for details), the Gerrard Street East Bridge was designed by the City of Toronto Department of Works - Railway and Bridge Section in 1922. The excerpt from the original structural drawing features the signatures indicating the approval of designs by the following individuals: J.S. Burgoyne, Designing Engineer of Bridges; Thomas Taylor, Supervising Engineer of Bridges; GT McCarthy (or similar, signature on except of original drawing is difficult to read), Engineer of Railways and Bridges; and G.G. Powell, Deputy City Engineer. As original structural drawings were not available for review, no additional information regarding the individuals involved in the design of the bridge was available. Prominent Toronto City Commissioner, Rowland Caldwell (RC) Harris was influential in the approval and construction of many municipal bridges in his tenure between 1912- 1945. As the Gerrard Street East bridge was constructed during this time it is likely that Harris would have overseen the design, tendering, and construction of this bridge. 5.6 Construction of the Subject Bridges 5.6.1 Queen Street East Bridge (Structure 245) The Queen Street East Bridge (Structure 245) is a nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span that was built in 1911. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Cleveland Bridge and Engineering Company Limited, based in Darlington, England with a subsidiary office in Montreal, Canada, using steel girders manufactured by the Frodingham Iron & Steel Co. Ltd, England (Information provided by the City of Toronto). According to available documentation, the Queen Street East Bridge (Structure 245) was constructed to replace an earlier, camelback Warren pony truss at this location, and was rehabilitated in 2002 (City of Toronto 2020a). It was also suspected to have been modified in c. 1961 when the Don Valley Parkway was constructed. The 1961 intervention may have involved the removal of the through plate girder east approach span depicted in archival photography with the deck girder approach span that was encountered during field review. Archival photographs of the earlier camelback truss structure and the construction of the extant bridge are provided in Appendix B (see Figure 9-8 to Figure 9-14 ). 5.6.2 Dundas Street East Bridge (Structure 042) The Dundas Street East Bridge is a four-span structure constructed in 1911 that features three steel deck plate girder spans and one open spandrel column steel plate girder arch span. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Dickson Bridge Works Co. Ltd, based in Campbellford Ont. (information provided by the City of Toronto), and constructed by an unknown contractor. According to available documentation, the Dundas Street East Bridge is an original construction at this crossing and was rehabilitated in 1961, 2003 and 2007 (City of Toronto 2020b)(see Figure 9-63 in Appendix B).

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According to archival photographs of the subject bridge, steel arch ribs were constructed off-site and then hoisted into position over the river by cranes on the approach spans. Similar to the nearby Gerrard Street East Bridge, the steel arch ribs would have been placed on steel skewbacks on the cast-in-place concrete piers. An archival photograph of the construction of the extant bridge are provided in Appendix B (see Figure 9-25). 5.6.3 Gerrard Street East Bridge (Structure 244) The Gerrard Street East Bridge is a three-span open spandrel steel plate girder arch structure was built in 1923. The bridge was designed by the City of Toronto Department of Works- Railway and Bridge Section (information provided by the City of Toronto), steel components were fabricated by the Canada Foundry, and constructed by an unknown contractor. According to available documentation, the Gerrard Street East Bridge was constructed to replace an earlier structure featuring deck plate girder approach spans and a riveted steel plate Warren pony truss structure crossing the Don River in this location. The structure was rehabilitated in 1991 and 2003 (City of Toronto 2020c). According to available documentation, the Gerrard Street East Bridge was not modified to accommodate the construction of the Don Valley Parkway in 1961. Archival photographs demonstrate that the riveted steel plate arch ribs, skewbacks, and other steel components were constructed at the Canada Foundry shop and transported to the bridge site. Once at the bridge site, the steel arch ribs were attached to the concrete piers with steel skewbacks, a type of angled bearing that facilitated minor movements in the elements. Steel components were hoisted by cranes and installed onto the cast-in-place concrete piers and riveted in place to form the arches. Archival photographs of the earlier Warren pony truss structure and the construction of the extant bridge are provided in Appendix B (see Figure 9-38 to Figure 9-49).

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6 Design and Physical Value

6.1 Queen Street East Bridge 6.1.1 Physical Characteristics Rehabilitation drawings, archival photographs, and the 2020 OSIM report (City of Toronto 2020a) of the subject bridge were reviewed as part of this assessment. The following description of the construction including the dates of the interventions is based on a combination of the results of the field review and historical background research on the subject bridge. The 2001 rehabilitation drawings are provided in Appendix D. The Queen Street East Bridge is a nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span that was built in 1911. The structure measures 180.1m in overall length, with a truss span length of 39.3m and an overall width of 19.82m. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Cleveland Bridge and Engineering Company Limited, based in Darlington, England with a subsidiary office in Montreal, Canada, using steel girders manufactured by the Frodingham Iron & Steel Co. Ltd, England. According to available documentation, the Queen Street East Bridge was constructed to replace an earlier, camelback Warren pony truss at this location. The structure was modified in 1996 with the installation of ‘Time and a Clock’, a public art piece, and was rehabilitated in 2002 (City of Toronto 2020a). It is also suspected to have been rehabilitated in c.1961 when the Don Valley Parkway was constructed which included the replacement of an original steel through plate girder eastern approach span depicted in archival imagery (see Figure 9-12 in Appendix B) with the extant deck girder span. To allow for ease of description, the central Pratt through truss span over the Don River will be described as the main span and the deck plate girder spans will be described as the east and west approach spans, as appropriate. The superstructure of the main span over the Don River is a seven-panel steel Pratt through truss with riveted connections that measures 39.46m in length. The top chords are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The second, third, fifth, and sixth truss panels feature a diagonal member connecting the top chord to the bottom, inclined towards the centre of the truss. The fourth (centre) panel features crossed supports. The verticals in the truss feature riveted lacing. The west portal strut features a public art installation called ‘Time and a Clock’ that is integrated in a sympathetic manner using similar materials and colours. The struts that connect the north truss to the south truss carry overhead electrical wires for the TTC streetcars that operate on Queen Street East. The southwest corner of the centre span also features a metal staircase that leads down to the Lower Don Recreational Trail that passes under the bridge between the river and the rail corridor. The centre span rests on steel piers with concrete footings that also support the deck plate girder approach spans. The western approaches to the main truss span features six deck plate girder spans that rest on steel piers/bents with concrete footings and the cast-in-place concrete west abutment. The deck plate girders feature riveted connections. The western approach spans carry Queen Street East over the Humane Society Driveway (second span), the Bayview Avenue Extension (fifth span) and the Richmond Hill rail corridor and CPR tracks (sixth span). The westernmost four spans measure 10.98m in length, the fifth span is 14.63m, and the sixth span is 20.75m in length. The eastern approaches to the main truss span features two deck girder spans that rest on a cast-in- place concrete piers and the cast-in-place concrete east abutment. The easternmost span is 30.67m in

23 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto length and carries Queen Street East over six lanes of divided Don Valley Parkway vehicular traffic. The second span from east that is adjacent to the centre span carries the roadway over the Richmond Street East off-ramp from the Don Valley Parkway and is 9.35m in length. The eastern approach spans are assumed to date to the c.1961 construction of the Don Valley Parkway. The substructure of the Queen Street East Bridge features cast-in-place concrete abutments on both sides integrated with earthen embankments and a concrete retaining wall parallel to Queen Street East on the west and a concrete retaining wall parallel to the Don Valley Parkway on the east. The concrete retaining wall on the east supports the original grade of the area east of the Don Valley where the Don Valley Parkway was excavated. The centre span rests on steel piers with concrete footings that also support the deck plate girder approach spans. The substructure supporting the western approach spans features steel girder piers/bents resting on concrete footings. The eastern approach spans are supported by cast-in-place concrete piers with four cylindrical columns and a pier cap each. The deck of the bridge is cast-in-place concrete with an asphalt wearing surface inside the truss and concrete on the cantilevered sidewalk. The concrete deck is supported by the floor beams on the soffit of the truss. The bridge carries four lanes of vehicular traffic with two TTC streetcar tracks shared with the centre vehicular lanes. Cantilevered pedestrian sidewalks are located on the north and south limits of the structure and are bound by metal lattice railings on concrete parapets. In the center truss span, the roadway is located inside the truss while the cantilevered sidewalks are outside the truss line. Historical plaques commemorating the Scadding Cabin and the Don River Bridge, 1803, are featured on the concrete parapet wall on the southeast corner of the structure. A plaque commemorating the straightening of the Don River is on the northeast corner. The Don River flows in a southern direction under the main span and is bound by corrugated metal sheeting. This sheeting replaced the original timber piles that were installed following the straightening of the Lower Don River c.1890. According to available documentation, the Queen Street East bridge was rehabilitated in 2002 and is assumed to have been rehabilitated in c.1961 when the Don Valley Parkway was constructed. Rehabilitation drawings for the nearby Dundas Street Bridge from 1961 show that the eastern approach spans were modified to allow for the newly constructed Don Valley Parkway to pass beneath (see Figure 9-63 in Appendix B). The Queen Street East Bridge is assumed to have undergone similar rehabilitation c.1961 as the piers on the eastern approach spans are cast-in-place concrete while the piers on the west approaches feature riveted steel plate girder construction as the rest of the early nineteenth century structure. The 2002 rehabilitations appear to consist of substructure repairs to several elements including the west abutments footings, the footings of the east pier supporting the main truss span on the east bank of the Don River, the footings of the eastern pier, and the footings of the east abutment. This information is provided in the General Arrangement Bridge Rehabilitation Drawing (see Figure 9-62 in Appendix B), however no other sheets depicting the work in greater detail was available at the time of report submission. 6.1.2 Comparative Analysis The overall structure as well as the Pratt through truss centre span was compared with similar structures found in the Metrolinx Bridge Inventory (Metrolinx 2019), MTO Central Region Structural Inventory (Ministry of Transportation n.d.), the Ontario Heritage Bridge List (Ministry of Culture and Ministry of Transportation, Ontario (MTO) 2008), and the historical bridge inventory on Historicbridges.org. According to this comparative sample, there are three known through truss span structures in the City of Toronto (see list of comparative bridges in Appendix C). Other comparative structures within the City of Toronto are Warren Truss of Truss, however no other examples of Pratt through truss bridges were uncovered. Comparable through truss structures in the City of Toronto include:

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• Bathurst St Bridge (, designated under Part IV of the Ontario Heritage Act and recognized as a PHP by Metrolinx): Constructed in 1903 and relocated to its present location in 1916, this Warren through truss structure carries Bathurst Street over the Union Station rail corridor with a main truss span that measures approximately 63m in length and an overall length of approximately 124m (historicbridges.org). • Eastern Avenue Bridge: Constructed in 1933, Baltimore through truss bridge carries the abandoned alignment of Eastern Avenue over the Don River and measures 45.1m in length (historicbridges.org). The Queen Street East Bridge, constructed in 1911, is the second oldest example of a through truss structure in the comparative sample. The Bathurst Street Bridge, originally constructed over the Humber River in 1903 and relocated to Bathurst Street in 1916, is the oldest. However, all steel truss bridges in this sample are considered to be significant in terms of age due to their early twentieth century construction date. The subject bridge is considered to be a significant example of an early twentieth century through truss structure and the only example of a Pratt truss in the City of Toronto. While significant in the local context, other examples of Pratt through truss structures are available in the Province of Ontario. Other excellent examples that are recognized as heritage structures in the province include the Hartman Bridge over the Nith River in New Hamburg (constructed in 1936, designated under Part IV of the Ontario Heritage Act) and the Black Bridge over the Speed River in Cambridge (constructed in 1916, designated under Part IV of the Ontario Heritage Act). The Queen Street East Bridge is a nine-span structure with an overall length of 180.1m and a Pratt through truss main span that measures 39.3m in length. The main span of the subject bridge is the shortest in this comparative sample, however the overall structural length with the approach spans considered is the longest in the sample. While the length of the main span is not significant, the overall length of the structure contributes to its significance in terms of size7 at the subject crossing in the City of Toronto. Steel plate girder bridges with cast-in-place concrete abutments were commonly constructed to carry both railways and roadways due to their low cost, ease of construction, and readily-available construction materials. Through plate girder, deck plate girder, and steel beam structures are considered ubiquitous on rail lines that were operating through the twentieth century as they were commonly used to replace aging nineteenth-century structures. This is evident within the Metrolinx system where these types of structures make up 26% of the bridges within the system, ahead of reinforced concrete slab bridges (21%) and beam span bridges (17%). As such, the steel plate girder approach spans on the subject bridge are not considered rare examples of their type, expression, material or construction method. 6.2 Dundas Street East Bridge 6.2.1 Physical Characteristics Rehabilitation drawings, archival photographs, and the 2020 OSIM report (City of Toronto 2020b) of the subject bridge were reviewed as part of this assessment. The following description of the construction including the dates of the interventions is based on a combination of the results of the field review and historical background research on the subject bridge. A selection of available rehabilitation drawings is provided in Appendix D.

7 Age and size of structures are indicators of whether a structure is early, rare or unique within its structure type.

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The Dundas Street East Bridge is a four-span structure constructed in 1911 that features three steel deck plate girder spans and one open spandrel column steel plate girder arch span. The structure measures 115.8m in overall length, with an open spandrel arch span length of 42.6m and an overall width of 17.98m. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Dickson Bridge Works Company. Ltd, based in Campbellford Ont., and constructed by an unknown contractor. According to available documentation, the Dundas Street East Bridge is an original construction at this crossing and was rehabilitated in 1961, 2003, and 2007 (City of Toronto 2020b). For the sake of ease of description, the central open spandrel steel plate girder arch span over the Don River will be described as the main span and the deck plate girder spans will be described as the east and west approach spans, as appropriate. The main span of the bridge features an open spandrel steel plate girder arch with a length of 42.6m. The lower chords and other main structural elements are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The lower chord of the arch features four steel plate girders that are integrated with struts and bracings and each rests on skewback bearings on the cast-in-place concrete piers. A total of 13 vertical spandrel columns, each featuring four individual columns, connect the lower chord to the plate girders that support the deck. Plate girders rest on elastomeric pad bearings. The western approaches to the main truss span features two deck plate girder spans that rest on steel piers/bents with concrete footings and the cast-in-place concrete west abutment. The western approach spans carry Dundas Street East over the Bayview Avenue Extension with a span length of 14.6m (westernmost span adjacent to the abutment) and the Richmond Hill rail corridor and CPR tracks with a span length on 21.4m. The west approach spans rest on elastomeric pad bearings. The eastern approaches to the main truss span features a single plate girder span that rest on a cast-in- place concrete pier it shares with the main span and the cast-in-place concrete east abutment. The easternmost span is 32m in length and carries Dundas Street East over six lanes of divided Don Valley Parkway vehicular traffic. The 1961 rehabilitation drawing (see Figure 9-63 in Appendix B) demonstrates that the structure originally two deck plate girder spans on the eastern approaches, but this was eliminated and a new longer single deck plate girder span was constructed to facilitate the Don Valley Parkway construction. The east approach spans rest on elastomeric pad bearings. The substructure of the Dundas Street East Bridge features cast-in-place concrete abutments on both sides, with the addition of concrete wingwalls on the east abutment that supports the original grade of the area east of the Don Valley where the Don Valley Parkway was excavated. The substructure supporting the western approach spans features a single steel girder bent resting on concrete footings. The main open spandrel arch span is supported by decorative cast-in-place concrete piers that feature four arched columns. These arched columns are only visible when viewed from the underside of the structure and are sympathetic to the design of the main arch span. The western pier of the main span is painted on all sides to increase the aesthetic of the bridge for users of the Lower Don Recreational Trail. The deck of the bridge is cast-in-place concrete with an asphalt wearing surface. The bridge carries four lanes of vehicular traffic with two TTC streetcar tracks shared with the centre vehicular lanes. Sidewalks are located on the north and south limits of the structure and are bound by metal lattice railings on concrete parapets. The Don River flows in a southern direction under the main span and is bound by corrugated metal sheeting in places and timber piles in other, however the banks of the waterway were overgrown with vegetation in the immediate vicinity of the bridge.

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According to available documentation, the Dundas Street East bridge was rehabilitated in 1961, 2003 and 2007 (City of Toronto 2020b). The 1961 rehabilitation drawings for the Dundas Street Bridge show that the eastern approach spans were modified to allow for the newly constructed Don Valley Parkway to pass beneath (see Figure 9-63 in Appendix B). According to these drawings, the 1961 rehabilitation included removed the original two eastern approach deck plate girder spans and a supporting pier and replacing them with a single deck plate girder approach span. The 2003 rehabilitations featured repairs to expansion joints, concrete patch repair, and concrete refacing on the west abutment and wingwalls and piers (City of Toronto 2020b). 2007 rehabilitations included a deck replacement (City of Toronto 2020b). 6.2.2 Comparative Analysis The overall structure as well as the open spandrel steel plate girder arch centre span was compared with similar road bridges found in the Metrolinx Bridge Inventory (Metrolinx 2019), MTO Central Region Structural Inventory (Ministry of Transportation n.d.), the Ontario Heritage Bridge List (Ministry of Culture and Ministry of Transportation, Ontario (MTO) 2008), and the historical bridge inventory on Historicbridges.org. According to this comparative sample, there are seven known open spandrel steel plate girder arch structures in the City of Toronto (see list of comparative bridges in Appendix C). There are several additional examples of concrete open spandrel arch structures in the City of Toronto. For the sake of this comparison, only steel plate girder open spandrel arches are examined, with other structures in the City of Toronto including: • Gerrard Street East Bridge: Constructed in 1923, this three-span open spandrel steel arch structure carries Gerrard Street East over the Don Valley, Richmond Hill rail corridor, the Bayview Avenue Extension, and the Don Valley Parkway with an overall length of 129.6m. • Prince Edward Viaduct (Bloor Street East Bridge, designated under Part IV of the Ontario Heritage Act): Built in 1918, this six-span structure features five open spandrel steel arch spans and carries Bloor Avenue East over the Don Valley with an overall length of 494m (historicbridges.org). • Bloor Street Humber River Bridge: Built in 1923, this six-span open spandrel steel arch bridge carries Bloor Street over the Humber River with a length of 228m (historicbridges.org). • Bloor Street Rosedale Valley Bridge: Built in 1917, this two-span structure features an open spandrel steel arch min span and carries Bloor Street over the Rosedale Valley with a length of 58m (historicbridges.org). • Glen Road Bridge: Built in 1927, this seven-span bridge features an open spandrel steel arch main span and carries Glen Road over with an overall length of 197m (historicbridges.org). • St. Clair Viaduct (Vale of Avoca): Built in 1925, this three-span structure features an open spandrel steel arch main span and carries St. Clair Avenue over Yellow Creek (Avoca Ravine) with an overall length of 155m (historicbridges.org). The Dundas Street East Bridge, constructed in 1911, is the oldest bridge in this comparative sample. However, all of these bridges were constructed between 1911 and 1927, a period of only 16 years. The tight temporal distribution of these bridges demonstrates their popularity at river crossings in the City of Toronto in the early twentieth century, and suggests they were the favoured type of the City of Toronto Public Works Department at this time. The subject bridge is an early example of this bridge type and is significant in terms of age. Further, the tight temporal distribution of these relatively rare structures makes each example a significant example of early twentieth century engineering in the City of Toronto.

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While significant in the local context, the subject bridge is not considered to be an outstanding example of this bridge type at the provincial-level, as there are more significant examples (such as the Prince Edward Viaduct) that hold greater significance to the engineering history of the Province of Ontario. The Dundas Street East Bridge is a four-span structure with a single open spandrel steel arch centre span and an overall length of 115.8m. The Prince Edward Viaduct at five spans and measuring 494m in overall length is the longest example in the comparative sample. At 115.8m in overall length, the subject bridge is still an imposing structure in the riverine context, however it is not significant in terms of size in the local context. Steel plate girder bridges with cast-in-place concrete abutments were commonly constructed to carry both railways and roadways due to their low cost, ease of construction, and readily-available construction materials. Through plate girder, deck plate girder, and steel beam structures are considered ubiquitous on rail lines that were operating through the twentieth century as they were commonly used to replace aging nineteenth-century structures. This is evident within the Metrolinx system where these types of structures make up 26% of the bridges within the system, ahead of reinforced concrete slab bridges (21%) and beam span bridges (17%). As such, the steel plate girder approach spans on the subject bridge are not considered rare examples of their type, expression, material or construction method. 6.3 Gerrard Street East Bridge 6.3.1 Physical Characteristics Rehabilitation drawings, archival photographs, and the 2020 OSIM report (City of Toronto 2020c) of the subject bridge were reviewed as part of this assessment. The following description of the construction including the dates of the interventions is based on a combination of the results of the field review and historical background research on the subject bridge. A rehabilitation drawing is provided in Appendix D. The Gerrard Street East Bridge is a three-span open spandrel steel plate girder arch structure was built in 1923. The structure measures 129.6m in overall length, with a maximum span length of 43.6m and an overall width of 20.42m. The bridge was designed by the City of Toronto Department of Works- Railway and Bridge Section, steel components were fabricated by the Canada Foundry, and it was constructed by an unknown contractor. According to available documentation, the Gerrard Street East Bridge was constructed to replace an earlier structure featuring deck plate girder approach spans and a riveted steel plate Warren pony truss main span crossing the Don River in this location. The structure was rehabilitated in 1991 and 2003 (City of Toronto 2020c). The three-span open spandrel arch structure measures 129.6m in overall length with the western span measuring 42.9m in length, the centre span measuring 43.6m in length, and the eastern span measuring 42.9 m in length. The western span carries Gerrard Street East over the Bayview Avenue Extension and the rail tracks, the centre span carries the roadway over the Don River and the Lower Don Recreational Trail, and the eastern span carries the roadway over six lanes of divided north and southbound Don Valley parkway vehicular traffic. The lower chords and other main structural elements are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The lower chord of the arch features four steel plate girders that are integrated with struts and bracings and each rest on skewback bearings on the cast-in-place concrete piers. Plate girders support the deck of the bridge and rest on skewback bearings. The substructure of the Gerrard Street East Bridge features cast-in-place concrete abutments with arched recesses to accommodate the skewback bearings that support the lower chord of the arch. The

28 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto arch is also supported by decorative cast-in-place concrete piers that feature five arched columns. These arched columns are only visible when viewed from the underside of the structure and are sympathetic to the design of the main arch span. The deck of the bridge is cast-in-place concrete with an asphalt wearing surface. The bridge carries four lanes of vehicular traffic with two TTC streetcar tracks shared with the centre vehicular lanes. Cantilevered concrete sidewalks are located on the north and south limits of the structure and are bound by metal post railings on concrete parapets. The southern sidewalk on the west approach span also features decorative metal railings that are suspected to be original to the 1923 construction. According to available documentation the structure was rehabilitated in 1991 with included a deck replacement, partial replacement of deck stringers, floor beams and braces, replacement of stringer bearings, ballast walls, and approach slabs, reinforcement to the arches and sidewalk stringers, and painting of structural steel. The 2003 rehabilitations included unspecified substructure repair (City of Toronto 2020c). 6.3.2 Comparative Analysis The overall structure as well as the open spandrel steel plate girder arch centre span was compared with similar structures found in the Metrolinx Bridge Inventory (Metrolinx 2019), MTO Central Region Structural Inventory (Ministry of Transportation n.d.), the Ontario Heritage Bridge List (Ministry of Culture and Ministry of Transportation, Ontario (MTO) 2008), and the historical bridge inventory on Historicbridges.org. According to this comparative sample, there are seven known open spandrel steel plate girder arch structures in the City of Toronto (see list of comparative bridges in Appendix C). No other examples of steel plate girder open spandrel arch bridges were uncovered, however, there are several examples of concrete open spandrel arch structures. For the sake of this comparison, only steel plate girder open spandrel arches are examined, with other structures in the City of Toronto including: • Dundas Street East Bridge: Constructed in 1911, this four span structure features an open spandrel steel arch centre span that carries Dundas Street East over the Don Valley, Richmond Hill rail corridor, the Bayview Avenue Extension, and the Don Valley Parkway with an overall length of 115.8m. • Prince Edward Viaduct (Bloor Street East Bridge, designated under Part IV of the Ontario Heritage Act): Built in 1918, this six-span structure features five open spandrel steel arch spans and carries Bloor Avenue East over the Don Valley with an overall length of 494m (historicbridges.org). • Bloor Street Humber River Bridge: Built in 1923, this six-span open spandrel steel arch bridge carries Bloor Street over the Humber River with a length of 228m (historicbridges.org). • Bloor Street Rosedale Valley Bridge: Built in 1917, this two span structure features an open spandrel steel arch min span and carries Bloor Street over the Rosedale Valley with a length of 58m (historicbridges.org). • Glen Road Bridge: Built in 1927, this seven span bridge features an open spandrel steel arch main span and carries Glen Road over Yellow Creek with an overall length of 197m (historicbridges.org). • St. Clair Viaduct (Vale of Avoca): Built in 1925, this three-span structure features an open spandrel steel arch main span and carries St. Clair Avenue over Yellow Creek (Avoca Ravine) with an overall length of 155m (historicbridges.org).

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The Gerrard Street East Bridge, constructed in 1923, is the fourth oldest bridge in this comparative sample. The Dundas Street East Bridge, constructed in 1911, being the oldest. However, all of these bridges were constructed between 1911 and 1927, a period of only 16 years. The tight temporal distribution of these bridges demonstrates their popularity at river crossings in the City of Toronto in the early twentieth century, and suggests they were the favoured type of the City of Toronto Public Works Department at this time. While the subject bridge is not significant in terms of age when compared to other structures in this sample, the tight temporal distribution of these relatively rare structures makes each example a significant example of early twentieth century engineering in the City of Toronto. The Gerrard Street East Bridge is a three-span open spandrel steel arch structure with an overall length of 129.6m. The Prince Edward Viaduct at five spans and measuring 494m in overall length is the longest example in the comparative sample. At 129.6m in overall length, the subject bridge is still an imposing structure in the riverine context, however it is not significant in terms of size in the local context.

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7 Contextual Value

7.1 Queen Street East Bridge 7.1.1 Description of Setting and Character of the Property and Surroundings The Queen Street East Bridge connects the Riverside and Corktown neighbourhoods of the City of Toronto in a mixed commercial and residential context between River Street on the west and Davies Avenue on the east. A low-rise commercial structure is on the northwest of the bridge, a parkette is to the southwest, a mixed at-grade commercial retail and above-grade residential structure is to the southeast, and a low-rise commercial structure is to the northeast. King Street East intersects with Queen Street East immediately adjacent to the west approach of the bridge. The subject bridge carries Queen Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 1.98, the Lower Don River Trail, the Don River, and the Don Valley Parkway including an offramp to Eastern Avenue. The nearest east-west vehicular and pedestrian crossings over these obstructions are the Eastern Avenue Bridge approximately 170m south and the Dundas Street East Bridge 430m north. The subject bridge connects the Riverside neighbourhood (on the east) to the Corktown neighbourhood (on the west). According to the historical mapping consulted for the purposes of this report (see Appendix B) and a historical plaque on the bridge, there has been a crossing over the Don River at this location since the mid nineteenth century. Residents of both Riverside and Corktown have historically relied on bridges at this crossing for local transportation and the movement of people and supplies. The reliance on this river, road, and rail crossing continues to the present. The historical function of the structure as well as the theme of time in general is commemorated on the bridge with an art installation called “Time and A Clock” by artist Eldon Garnet. The Queen Street East Bridge is directly adjacent to the west limit of the Queen Street East (Riverside) Heritage Conservation District (under study). At the time of report submission, this area was under study for designation under Part V of the Ontario Heritage Act, however, it does not yet have formal recognition. 7.1.2 Community Landmark The Queen Street East bridge is a prominent crossing in the local area and provides automotive, TTC Streetcar, and pedestrian/cycling traffic over the Don River and Don Valley Parkway, among others. The river and Don Valley Parkway, a divided six-lane access-controlled freeway in this location present two significant obstructions to circulation patterns in the area. The subject bridge carries local Queen Street East traffic across these features, a function that has been important to local residents in the Riverside and Corktown neighbourhoods since the nineteenth century. The installation of the public art installation “Time and a Clock” by artist Eldon Garnet on the west portal commemorates the temporal and historical association of this crossing. In addition to the emphasis on visual appeal at street level, the subject bridge also serves as a prominent visual landmark over the Lower Don River to users of the Lower Don River Trail and to motorists on the Don Valley Parkway. Further, the Queen Street East Bridge also features a staircase to access the Lower Don River Trail and is the southernmost access to the grade- separated portion of the trail. As a result of the historical significance, importance as a local crossing, visual prominence, and the commemoration with an art installation, the subject bridge is considered an important local community landmark.

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7.2 Dundas Street East Bridge 7.2.1 Description of Setting and Character of the Property and Surroundings The Dundas Street East Bridge (Structure 042) connects the Riverside and Regent Park neighbourhoods of the City of Toronto in a mixed commercial and residential context between River Street on the west and Carrol Street on the west. Car dealerships are located on the northwest, southwest, and southeast of the bridge and a low-rise City of Toronto Facilities Management building is to the northeast. An onramp to the Don Valley Parkway is located immediately northeast of the eastern approaches. The subject bridge carries Dundas Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 2.26, the Lower Don River Trail, the Don River, and the Don Valley Parkway. The nearest east-west vehicular and pedestrian crossings over these obstructions are the Queen Street East Bridge approximately 430m south, and the Gerrard Street East Bridge 320m north. The subject bridge connects the Riverside neighbourhood (on the east) to the Regent Park neighbourhood (on the west). According to the historical mapping consulted for the purposes of this report (see Appendix B), there has been a crossing over the Don River at this location since the early twentieth century. Residents of both Riverside and Regent Park have historically relied on bridges at this crossing for local transportation and the movement of people and supplies. The reliance on this river, road, and rail crossing continues to the present. The open spandrel steel plate girder arch center span of the Dundas Street East bridge is one of several similar open spandrel arch bridges on the Lower Don River that all represent a family of comparable structures over the watercourse. Open spandrel steel arch bridges in the comparative sample (see Section 6.2.2) indicate that this type of bridge is only known to have been constructed during a brief period between 1911-1927 over watercourses in the City of Toronto. Other examples include the nearby Gerrard Street East Bridge and the Prince Edward Viaduct (Bloor Street East Bridge). Arch bridges in general and open spandrel arches in particular contribute to the aesthetic of a riverine setting by incorporating curved structural elements that are sympathetic to the meandering path of a watercourse. Further, the open spandrels contribute to this aesthetic by reducing the visual impact of a structure and introducing open elements that adds a sense of lightness to the structure. The subject bridge is an example of this family of open spandrel arch bridges on the Lower Don River. The Dundas Street East Bridge is not adjacent to any protected heritage properties, including those listed by the City of Toronto or designated under Part IV or Part V of the Ontario Heritage Act. 7.2.2 Community Landmark The Dundas Street East bridge is a prominent crossing in the local area and provides automotive, TTC Streetcar, and pedestrian/cycling traffic over the Don River and Don Valley Parkway, among others. The river and Don Valley Parkway, a divided six-lane access-controlled freeway in this location present two significant obstructions to circulation patterns in the area. The subject bridge carries local Dundas Street East traffic across these features, a function that has been important to local residents in the Riverside and Regent Park neighbourhoods since the early twentieth century. The open spandrel steel plate girder arch span over the Don River complements the riverine setting and serves as a prominent visual landmark over the Lower Don River to users of the Lower Don River Trail and to motorists on the Don Valley Parkway. As a result of the historical significance, importance as a road local crossing, and visual prominence over the Lower Don River, the subject bridge is considered an important local community landmark.

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7.3 Gerrard Street East Bridge 7.3.1 Description of Setting and Character of the Property and Surroundings The Gerrard Street East Bridge (Structure 244) is immediately southeast of the Cabbagetown neighbourhood of the City of Toronto in a mixed commercial and residential context between River Street on the west and St. Matthews Road on the east. A high-rise residential apartment building is on the southwest, a treed area adjacent to a church is on the northwest, a low-rise commercial structure is on the southeast, and lands associated with Bridgepoint Health are on the northeast of the bridge. The subject bridge carries Gerrard Street East over the Bayview Avenue Extension, the Richmond Hill rail corridor at Mile 2.45, the Lower Don River Trail, the Don River, and the Don Valley Parkway. The nearest east-west vehicular and pedestrian crossings over these obstructions are the Dundas Street East Bridge approximately 320m south, and the Riverdale Pedestrian Bridge (pedestrian traffic only) 360m north and the Prince Edward Viaduct (Bloor Street East Bridge- pedestrian and vehicular traffic) 1.3km north. The subject bridge connects the Riverside neighbourhood (on the east) to the Cabbagetown neighbourhood (on the west). According to the historical mapping consulted for the purposes of this report (see Appendix B), there has been a crossing over the Don River at this general location since the mid-nineteenth century. Residents of both Riverside and Cabbagetown have historically relied on bridges at this crossing for local transportation and the movement of people and supplies. The reliance on this river, road, and rail crossing continues to the present. The open spandrel steel plate girder arch Gerrard Street East bridge is one of several similar open spandrel arch bridges on the Lower Don River that all represent a family of comparable structures over the watercourse. Open spandrel steel arch bridges in the comparative sample (see Section 6.3.2) indicate that this type of bridge is only known to have been constructed during a brief period between 1911-1927 over watercourses in the City of Toronto. Other examples include the nearby Dundas Street East Bridge and the Prince Edward Viaduct (Bloor Street East Bridge). Arch bridges in general and open spandrel arches in particular contribute to the aesthetic of a riverine setting by incorporating curved structural elements that are sympathetic to the meandering path of a watercourse. Further, the open spandrels contribute to this aesthetic by reducing the visual impact of a structure and introducing open elements that adds a sense of lightness to the structure. The subject bridge is an example of this family of open spandrel arch bridges on the Lower Don River. The Gerrard Street East Bridge is directly adjacent to the southeast limit of the Cabbagetown (south) Heritage Conservation District (By-law 887-2005), designated under Part V of the Ontario Heritage Act (see Appendix F). 7.3.2 Community Landmark The Gerrard Street East bridge is a prominent crossing in the local area and provides automotive, TTC Streetcar, and pedestrian/cycling traffic over the Don River and Don Valley Parkway, among others. The river and Don Valley Parkway, a divided seven-lane access-controlled freeway in this location present two significant obstructions to circulation patterns in the area. The subject bridge carries local Dundas Street East traffic across these features, a function that has been important to local residents in the Riverside and Regent Park neighbourhoods since the nineteenth century. The open spandrel steel plate girder arch span over the Don River complements the riverine setting and serves as a prominent visual landmark over the Lower Don River to users of the Lower Don River Trail and to motorists on the Don Valley Parkway. As a result of the historical significance, importance as a road local crossing, and visual prominence over the Lower Don River, the subject bridge is considered an important local community landmark.

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8 Heritage Evaluation

8.1 Queen Street East Bridge The evaluation of the Queen Street East Bridge using the criteria set out in Ontario Regulations 9/06 and 10/06 are presented in the following sections (see Table 8-1 and Table 8-2 respectively). The following evaluations have been prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto. TABLE 8-1 EVALUATION OF THE QUEEN STREET EAST BRIDGE – ONTARIO REGULATION 9/06

1. The property has design value or physical value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is a rare, unique, representative or Y The Queen Street East Bridge (Structure 245) is a nine-span early example of a style, type, structure with eight steel deck-plate girder spans and one Pratt expression, material or construction through truss span that was built in 1911. The structure measures method; 180.1 m in overall length, with a truss span length of 39.3 m and an overall width of 19.82 m. The subject bridge is considered to be an early example of through truss structure and the only known example of a Pratt truss carrying a municipal roadway in the City of Toronto. The subject bridge is an early, rare example of this early twentieth-century bridge type in the local context and as such, meets this criterion.

ii. displays a high degree of N The subject bridge was built and designed according to craftsmanship or artistic merit; or specifications set out by the City of Toronto’s Department of Public Works. The structural steel elements do not display a greater than industry standard for the time in their material, tooling, or assembly. Accordingly, there is no evidence of exemplary craftsmanship or artistic merit in the design or construction of this structure. The installation of the public art piece ‘Time and a Clock’ adds to the overall aesthetic of the structure, however as it was added in 1996 it is not associated with the historical construction of the bridge. The subject bridge does not meet this criterion. iii. demonstrates a high degree of N Following review of secondary source material and comparing this technical or scientific achievement. bridge to other similar comparative structures, it was determined that this structure does not demonstrate a high degree of technical or scientific achievement. 2. The property has historical value or associative value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. has direct associations with a Y The bridge is historically associated with the Queen Street East, theme, event, belief, person, activity, the Don River Valley, and railway history in the City of Toronto in organization or institution that is the early twentieth century. The bridge was constructed in 1911, significant to a community; replacing earlier bridges on this location The construction of this bridge was important in continuing the historical transportation and settlement patterns in the City of Toronto, and would have been

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instrumental in supporting the early growth and development of the commercial and industrial sectors of the City and the residential and commercial development of the Corktown and Riverside neighbourhoods. Therefore, the subject bridge meets this criterion. ii. yields, or has the potential to yield, N The subject bridge does not have the potential to yield information information that contributes to an that contributes to an understanding of a community or culture. understanding of a community or culture; or iii. demonstrates or reflects the work N The subject bridge was designed by unknown engineer(s) at the or ideas of an architect, artist, City of Toronto’s Department of Public Works. While it is the only builder, designer, or theorist who is known example of a structure in Canada built by the Cleveland significant to a community. Bridge and Engineering Co. Ltd, a prominent bridge-building company based in Darlington, England, the bridge is not of a calibre that would be reflective of their more prominent civil engineering projects. The subject bridge does not meet this criterion. 3. The property has contextual value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is important in defining, Y The Queen Street East Bridge is an important crossing that is maintaining or supporting the significant to defining, maintaining or supporting the historical character of an area; character of the mixed residential and commercial surroundings. The subject bridge meets this criterion. ii. is physically, functionally, visually Y The Queen Street East Bridge is physically, functionally, and or historically linked to its historically linked to the Don River Valley and the rail corridor surroundings; or within the City of Toronto, and is the site of one of the earliest crossings of the Don River in the downtown core of the City beginning c. 1803 with a wooden bridge. The subject bridge meets this criterion. iii. is a landmark. Y The subject bridge is not municipally recognized as a heritage structure. However, the bridge is highly visible and significant views are available to motorists, public transit users, and pedestrians on Queen Street East and to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Significant views of the Don Valley and the City of Toronto are also available from the bridge. Further, the subject bridge is considered to connect the Corktown and Riverside neighbourhoods in the City of Toronto, and as such, is considered a gateway structure. The subject bridge meets this criterion.

TABLE 8-2 EVALUATION OF THE QUEEN STREET EAST BRIDGE – ONTARIO REGULATION 10/06

Ontario Heritage Act Criteria Response (Y/N) Analysis i. The property represents or N The subject bridge is associated with twentieth-century demonstrates a theme or pattern in municipal road development and improvements along the Ontario’s history; Don Valley in the City of Toronto. However, the bridge does not strongly or overtly evoke this theme at the provincial level.

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Ontario Heritage Act Criteria Response (Y/N) Analysis ii. The property yields, or has the potential N The subject bridge does not have the potential to yield to yield, information that contributes to an information that contributes to an understanding of Ontario’s understanding of Ontario’s history; history. iii. The property demonstrates an N The subject bridge does not demonstrate an uncommon, uncommon, rare or unique aspect of rare, or unique aspect of Ontario’s cultural heritage. Many of Ontario’s cultural heritage; these road bridges were built, and many are suspected remain in the province. iv. The property is of aesthetic, visual or N The bridge does not demonstrate any elements which may contextual importance to the province; be considered of aesthetic, visual, or contextual importance to the province. v. The property demonstrates a high N The subject bridge does not meet this criterion. Based on degree of excellence or creative, technical the available data, the bridge does not demonstrate a high or scientific achievement at a provincial degree of excellence or creative, technical or scientific level in a given period; achievement at a provincial level. vi. The property has a strong or special N The bridge does not retain a strong or special association association with the entire province or with with the entire province or with a specific community a community that is found in more than throughout the province. The subject bridge does not meet one part of the province. The association this criterion. exists for historic, social, or cultural reasons or because of traditional use; vii. The property has a strong or special N The bridge is associated with the City of Toronto, the Don association with the life or work of a Valley, and the CPR, CNoR, and CNR. However, these person, group or organization of associations are not considered to be strong or special. The importance to the province or with an subject bridge does not meet this criterion. event of importance to the province; and viii. The property is located in unorganized N The bridge is located within the City of Toronto (an territory and the Minister (MHSTCI) incorporated municipality), therefore, Criterion 8 does not determines that there is a provincial apply. interest in the protection of the property.

The Queen Street East Bridge meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, it does not meet the criteria within Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Queen Street East Bridge should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance. 8.2 Dundas Street East Bridge The evaluation of the Dundas Street East Bridge using the criteria set out in Ontario Regulations 9/06 and 10/06 are presented in the following sections (see Table 8-3 and Table 8-4 respectively). The following evaluations have been prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto.

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TABLE 8-3 EVALUATION OF THE DUNDAS STREET EAST BRIDGE – ONTARIO REGULATION 9/06

1. The property has design value or physical value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is a rare, unique, representative or Y The Dundas Street East Bridge (Structure 042) is a four-span early example of a style, type, structure constructed in 1911 that features three steel deck plate expression, material or construction girder spans and one open spandrel column steel plate girder arch method; span. The structure measures 115.8 m in overall length, with an open spandrel arch span length of 42.6 m and an overall width of 17.98 m. The Dundas Street East Bridge is the oldest open spandrel steel girder arch bridge in the comparative sample, and as such, is an early example of this bridge type. Other comparative structures in the City of Toronto were constructed between 1911 and 1927, a period of only 16 years. The subject bridge is an early and representative example of an open spandrel steel plate girder arch bridge and is part of a family of early twentieth century bridges that are significant to the engineering history of the City of Toronto. The subject bridge meets this criterion. ii. displays a high degree of Y The design of the open spandrel arch main span places an craftsmanship or artistic merit; or increased emphasis on the aesthetic and compliments the riverine setting of the Don River Valley. The arched columns on the concrete piers that bound the central arch span provide an additional element of aesthetic appeal to the structure. Accordingly, the subject bridge displays a high degree of artistic merit.

iii. demonstrates a high degree of N Following review of secondary source material and comparing this technical or scientific achievement. bridge to other similar comparative structures, it was determined that this structure does not demonstrate a high degree of technical or scientific achievement. 2. The property has historical value or associative value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. has direct associations with a Y The bridge is historically associated with Dundas Street East, the theme, event, belief, person, activity, Don River Valley, and railway history in the City of Toronto in the organization or institution that is early twentieth century. The bridge was constructed in 1911, and significant to a community; is the first bridge to be built at this location The construction of this bridge was important in establishing the historical transportation and settlement patterns in this part of City of Toronto, and would have been instrumental in supporting the early twentieth century growth and development of the Regent Park and Riverside neighbourhoods in the City of Toronto. Therefore, the subject bridge meets this criterion. ii. yields, or has the potential to yield, N The subject bridge does not have the potential to yield information information that contributes to an that contributes to an understanding of a community or culture. understanding of a community or culture; or iii. demonstrates or reflects the work N The subject bridge was designed by unknown engineer(s) at the or ideas of an architect, artist, City of Toronto’s Department of Public Works and was fabricated

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builder, designer, or theorist who is by the Dickson Bridge Works Company, a small firm based in significant to a community. Campbellford, Ontario. The subject bridge is not an exceptional example of the designs or construction of the Dickson Bridge Works Company or City of Toronto engineers, and as such, the subject bridge does not meet this criterion. 3. The property has contextual value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is important in defining, Y The Dundas Street East Bridge is an important structure that is maintaining or supporting the significant to defining, maintaining and supporting the historical character of an area; character of the mixed residential and commercial surroundings in Regent Park and Riverside. The subject bridge meets this criterion. ii. is physically, functionally, visually Y The Dundas Street East Bridge is physically, functionally, and or historically linked to its historically linked to the Don River Valley and the rail corridor surroundings; or within the City of Toronto and is an original crossing in this location. The subject bridge meets this criterion. iii. is a landmark. Y The subject bridge is not municipally recognized as a heritage structure. However, the bridge is highly visible and significant views are available to motorists, public transit users, and pedestrians on Queen Street East and to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Significant views of the Don Valley and the City of Toronto are also available from the bridge. The subject bridge meets this criterion.

TABLE 8-4 EVALUATION OF THE DUNDAS STREET EAST BRIDGE – ONTARIO REGULATION 10/06

Ontario Heritage Act Criteria Response (Y/N) Analysis i. The property represents or N The subject bridge is associated with twentieth-century demonstrates a theme or pattern in municipal road development and improvements along the Ontario’s history; Don Valley in the City of Toronto. However, the bridge does not strongly or overtly evoke this theme at the provincial level. ii. The property yields, or has the potential N The subject bridge does not have the potential to yield to yield, information that contributes to an information that contributes to an understanding of Ontario’s understanding of Ontario’s history; history. iii. The property demonstrates an N The subject bridge does not demonstrate an uncommon, uncommon, rare or unique aspect of rare, or unique aspect of Ontario’s cultural heritage. Many of Ontario’s cultural heritage; these road bridges were likely built, and many are suspected remain in the province. iv. The property is of aesthetic, visual or N The bridge does not demonstrate any elements which may contextual importance to the province; be considered of aesthetic, visual, or contextual importance to the province. v. The property demonstrates a high N The subject bridge does not meet this criterion. Based on degree of excellence or creative, technical the available data, the bridge does not demonstrate a high or scientific achievement at a provincial degree of excellence or creative, technical or scientific level in a given period; achievement at a provincial level. vi. The property has a strong or special N The bridge does not retain a strong or special association association with the entire province or with with the entire province or with a specific community

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Ontario Heritage Act Criteria Response (Y/N) Analysis a community that is found in more than throughout the province. The subject bridge does not meet one part of the province. The association this criterion. exists for historic, social, or cultural reasons or because of traditional use; vii. The property has a strong or special N The bridge is associated with the City of Toronto, the Don association with the life or work of a Valley, and the CPR, CNoR, and CNR. However, these person, group or organization of associations are not considered to be strong or special at importance to the province or with an the provincial level. The subject bridge does not meet this event of importance to the province; and criterion. viii. The property is located in unorganized N The bridge is located within the City of Toronto (an territory and the Minister (MHSTCI) incorporated municipality), therefore, Criterion 8 does not determines that there is a provincial apply. interest in the protection of the property.

The Dundas Street East Bridge meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, it does not meet the criteria within Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Dundas Street East Bridge should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance. 8.3 Gerrard Street East Bridge The evaluation of the Gerrard Street East Bridge using the criteria set out in Ontario Regulations 9/06 and 10/06 are presented in the following sections (see Table 8-5 and Table 8-6 respectively). The following evaluations have been prepared in consideration of data regarding the design, historical/associative, and contextual values in the City of Toronto. TABLE 8-5 EVALUATION OF THE GERRARD STREET EAST BRIDGE – ONTARIO REGULATION 9/06

1. The property has design value or physical value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is a rare, unique, representative or Y The Gerrard Street East Bridge (Structure 244) is a three-span early example of a style, type, open spandrel steel plate girder arch structure that was built in expression, material or construction 1923. The structure measures 129.6 m in overall length, with a method; maximum span length of 43.6 m and an overall width of 20.42 m. The subject bridge is a representative example of an open spandrel steel plate girder arch bridge and is part of a family of early twentieth century bridges constructed between 1911 and 1927 that are significant to the engineering history of the City of Toronto. The subject bridge meets this criterion. ii. displays a high degree of Y The design of the open spandrel arch spans places an increased craftsmanship or artistic merit; or emphasis on the aesthetic and compliments the riverine setting of the Don River Valley. The arched columns on the concrete piers that bound the central arch span provide an additional element of aesthetic appeal to the structure. Accordingly, the subject bridge displays a high degree of artistic merit.

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iii. demonstrates a high degree of N Following review of secondary source material and comparing this technical or scientific achievement. bridge to other similar comparative structures, it was determined that this structure does not demonstrate a high degree of technical or scientific achievement. 2. The property has historical value or associative value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. has direct associations with a Y The bridge is historically associated with Gerrard Street East, the theme, event, belief, person, activity, Don River Valley, and railway history in the City of Toronto in the organization or institution that is early twentieth century. The bridge was constructed in 1923, significant to a community; replacing an earlier bridge at this location. The construction of this bridge was important in continuing the historical transportation and settlement patterns in the City of Toronto, and would have been instrumental in supporting the early twentieth century growth and development of the Riverside and Cabbagetown neighbourhoods of the City of Toronto. Therefore, the subject bridge meets this criterion. ii. yields, or has the potential to yield, N The subject bridge does not have the potential to yield information information that contributes to an that contributes to an understanding of a community or culture. understanding of a community or culture; or iii. demonstrates or reflects the work N The subject bridge was designed J.S. Burgoyne, Designing or ideas of an architect, artist, Engineer of Bridges; Thomas Taylor, Supervising Engineer of builder, designer, or theorist who is Bridges; and GT McCarthy (or similar, signature illegible), significant to a community. Engineer of Railways and Bridges. The structure was approved by G.G. Powell, Deputy City Engineer, and likely overseen by the prominent Toronto City Commissioner, R.C. Harris. While the association with these individuals in general and Harris in particular is notable, the bridge is not of a calibre that would be reflective of their more prominent civil engineering projects such as the Prince Edward Viaduct. The subject bridge does not meet this criterion. 3. The property has contextual value because it: Ontario Heritage Act Criteria Response (Y/N) Analysis i. is important in defining, Y The Gerrard Street East Bridge is significant to defining, maintaining or supporting the maintaining and supporting the historical character of the mixed character of an area; residential and commercial surroundings of Cabbagetown and Riverside. The subject bridge meets this criterion. ii. is physically, functionally, visually Y The Gerrard Street East Bridge is physically, functionally, and or historically linked to its historically linked to the Don River Valley and the rail corridor surroundings; or within the City of Toronto. The subject bridge has served as an important historical crossing for people and goods and has linked both Riverside and Cabbagetown since its construction. The subject bridge meets this criterion. iii. is a landmark. Y The subject bridge is not municipally recognized as a heritage structure. However, the bridge is highly visible to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Further, the subject bridge is considered to connect the Cabbagetown and Riverside neighbourhoods in the City of

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Toronto, and as such, is considered a gateway structure. The subject bridge meets this criterion.

TABLE 8-6 EVALUATION OF THE GERRARD STREET EAST BRIDGE – ONTARIO REGULATION 10/06

Ontario Heritage Act Criteria Response (Y/N) Analysis i. The property represents or N The subject bridge is associated with twentieth-century demonstrates a theme or pattern in municipal road development and improvements along the Ontario’s history; Don Valley in the City of Toronto. However, the bridge does not strongly or overtly evoke this theme at the provincial level. ii. The property yields, or has the potential N The subject bridge does not have the potential to yield to yield, information that contributes to an information that contributes to an understanding of Ontario’s understanding of Ontario’s history; history. iii. The property demonstrates an N The subject bridge does not demonstrate an uncommon, uncommon, rare or unique aspect of rare, or unique aspect of Ontario’s cultural heritage. Many of Ontario’s cultural heritage; these road bridges were likely built, and many are suspected remain in the province. iv. The property is of aesthetic, visual or N The bridge does not demonstrate any elements which may contextual importance to the province; be considered of aesthetic, visual, or contextual importance to the province. v. The property demonstrates a high N The subject bridge does not meet this criterion. Based on degree of excellence or creative, technical the available data, the bridge does not demonstrate a high or scientific achievement at a provincial degree of excellence or creative, technical or scientific level in a given period; achievement at a provincial level. vi. The property has a strong or special N The bridge does not retain a strong or special association association with the entire province or with with the entire province or with a specific community a community that is found in more than throughout the province. The subject bridge does not meet one part of the province. The association this criterion. exists for historic, social, or cultural reasons or because of traditional use; vii. The property has a strong or special N The bridge is associated with the City of Toronto, the Don association with the life or work of a Valley, and the CPR, CNoR, and CNR. However, these person, group or organization of associations are not considered to be strong or special. The importance to the province or with an subject bridge does not meet this criterion. event of importance to the province; and viii. The property is located in unorganized N The bridge is located within the City of Toronto (an territory and the Minister (MHSTCI) incorporated municipality), therefore, Criterion 8 does not determines that there is a provincial apply. interest in the protection of the property.

The Gerrard Street East Bridge meets the criteria outlined in Ontario Regulation 9/06, which considers the subject structure within the community context. However, it does not meet the criteria within Ontario Regulation 10/06, which considers the subject bridge within the provincial context. As such, the Gerrard Street East Bridge should be considered a Provincial Heritage Property but not a Provincial Heritage Property of Provincial Significance.

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9 Draft Statement of Cultural Heritage Value

9.1 Queen Street East Bridge 9.1.1 Description of Property Name: Queen Street East Bridge (Structure 245) The Queen Street East Bridge is a nine-span structure with eight steel deck-plate girder spans and one Pratt through truss span that was built in 1911. The structure measures 180.1m in overall length, with a truss span length of 39.3m and an overall width of 19.82m. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Cleveland Bridge and Engineering Company Limited, based in Darlington, England with a subsidiary office in Montreal, Canada, using steel girders manufactured by the Frodingham Iron & Steel Co. Ltd, England. According to available documentation, the Queen Street East Bridge (Structure 245) was constructed to replace an earlier, camelback Warren pony truss at this location. The structure was modified in 1996 with the installation of ‘Time and a Clock’, a public art piece, and was rehabilitated in 2002 (City of Toronto 2020a). The eastern approach spans are also suspected to have been replaced in c.1961 when the Don Valley Parkway was constructed. The bridge is jointly owned and maintained by the City of Toronto (70%) and Metrolinx (30%). The superstructure of the main span over the Don River is a seven-panel steel Pratt through truss with riveted connections that measures 39.46m in length. The top chords are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The second, third, fifth, and sixth truss panels feature a diagonal member connecting the top chord to the bottom, inclined towards the centre of the truss. The fourth (centre) panel features crossed supports. The verticals in the truss feature riveted lacing. The west portal strut features a public art installation called ‘Time and a Clock’ that is integrated in a sympathetic manner using similar materials and colours. The struts that connect the north truss to the south truss carry overhead electrical wires for the TTC streetcars that operate on Queen Street East. The southwest corner of the centre span also features a metal staircase that leads down to the Lower Don Recreational Trail that passes under the bridge between the river and the rail corridor. The centre span rests on cast-in-place concrete piers that also support the deck plate girder approach spans. 9.1.2 Cultural Heritage Value or Interest The Queen Street East Bridge in general and the center open spandrel arch span in particular retains design and physical value as it is considered to be an early example of a through truss structure and the only known example of a Pratt truss carrying a municipal roadway in the City of Toronto. The Queen Street East Bridge retains historical or associative value due to its association with Queen Street East, the Don River Valley, and the railway history of the City of Toronto in the early twentieth century. The bridge was constructed in 1911, replacing earlier bridges on this location. The construction of this bridge was important in continuing the historical transportation and settlement patterns in the City of Toronto, and would have been instrumental in supporting the early growth and development of the commercial and industrial sectors of the City and the residential and commercial establishment of the Corktown and Riverside neighbourhoods. The Queen Street East Bridge retains contextual value as an important crossing that is significant to defining, maintaining and supporting the historical character of the mixed residential and commercial

42 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto surroundings. The Queen Street East Bridge is also physically, functionally, and historically linked to the Don River Valley and the rail corridor within the City of Toronto, and is the site of one of the earliest crossings of the Don River in the downtown core of the City beginning c. 1803 with a wooden bridge. Finally, the subject bridge is highly visible and significant views are available to motorists, public transit users, and pedestrians on Queen Street East and to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Significant views of the Don Valley and the City of Toronto are also available from the bridge. As such, the subject bridge is considered a landmark. 9.1.3 Heritage Attributes Key heritage attributes that embody the heritage value of the subject bridge in the local context include: • Main Pratt through truss span over the Don River constructed in 1911; • Riveted plate girder main structural elements and rolled steel girder secondary support element in the truss span; • Riveted connections in the truss span; • Cantilevered concrete pedestrian sidewalks with metal lattice railing at deck level; • Historical plaques commemorating the history of the crossing and local area on the bridge deck; • All substructure elements that support the main Pratt truss span; • Deck plate girders and structural elements on the 1911 western approach spans; • Substructure supporting 1911 western approach spans; and • Location as an early bridging point over the Don River in the City of Toronto. 9.2 Dundas Street East Bridge 9.2.1 Description of Property Name: Dundas Street East Bridge (Structure 042) The Dundas Street East Bridge is a four-span structure constructed in 1911 that features three steel deck plate girder spans and one open spandrel column steel plate girder arch span. The structure measures 115.8m in overall length, with an open spandrel arch span length of 42.6m and an overall width of 17.98m. The bridge is suspected to have been designed in-house by members of the City of Toronto’s Department of Public Works Railway and Bridge Section, was fabricated by the Dickson Bridge Works Company. Ltd, based in Campbellford Ont., and constructed by an unknown contractor. According to available documentation, the Dundas Street East Bridge is an original construction at this crossing and was rehabilitated in 1961, 2003, and 2007 (City of Toronto 2020b). The subject bridge is owned and maintained by the City of Toronto. The main span of the bridge features an open spandrel steel plate girder arch with a length of 42.6m. The lower chords and other main structural elements are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The lower chord of the arch features four steel plate girders that are integrated with struts and bracings and each rests on skewback bearings on the cast-in-place concrete piers. 9.2.2 Cultural Heritage Value or Interest The Dundas Street East Bridge in general and the center open spandrel arch span in particular retains design and physical value as it is an early and representative example of an open spandrel steel plate

43 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto girder arch bridge and is part of a family of early twentieth century bridges over rivers valleys that are significant to the engineering history of the City of Toronto. The bridge also demonstrates a high degree of artistic merit as the open spandrel arch design and arched columns on the concrete piers that bound the central arch span place an increased emphasis on the aesthetic and compliments the natural riverine setting of the Don River Valley. The Dundas Street East Bridge retains historical or associative value due to its association with Dundas Street East, the Don River Valley, and the railway history of the City of Toronto in the early twentieth century. The bridge was constructed in 1911 and is an original structure at this location. The construction of this bridge was important in continuing the historical transportation and settlement patterns in the City of Toronto, and would have been instrumental in supporting the early growth and development of the commercial and industrial sectors of the City and the residential and commercial establishment of the Corktown and Riverside neighbourhoods. The Dundas Street East Bridge retains contextual value as an important crossing that is significant to defining, maintaining and supporting the historical character of the mixed residential and commercial surroundings. The Dundas Street East Bridge is also physically, functionally, and historically linked to the Don River Valley and the rail corridor within the City of Toronto. Finally, the subject bridge is highly visible and significant views are available to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Significant views of the Don Valley and the City of Toronto are also available from the bridge. As such, the subject bridge is considered a landmark. 9.2.3 Heritage Attributes Key heritage attributes that embody the heritage value of the subject bridge in the local context include: • Main open spandrel steel plate girder arch span over the Don River; • Riveted plate girder main structural elements and rolled steel girder secondary support element in the open spandrel arch span; • Riveted connections in the arch span; • Metal lattice railings at deck level; • Decorative concrete piers with arched columns that support the main open spandrel arch span; • Deck plate girders and structural elements on the 1911 western approach spans; • Substructure supporting 1911 western approach spans; and • Location as an early bridging point over the Don River in the City of Toronto. 9.3 Gerrard Street East Bridge 9.3.1 Description of Property Name: Gerrard Street East Bridge (Structure 244) The Gerrard Street East Bridge is a three-span open spandrel steel plate girder arch structure was built in 1923. The structure measures 129.6m in overall length, with a maximum span length of 43.6m and an overall width of 20.42m. The bridge was designed by the City of Toronto Department of Works- Railway and Bridge Section, steel components were fabricated by the Canada Foundry, and it was constructed by an unknown contractor. According to available documentation, the Gerrard Street East Bridge was constructed to replace an earlier structure featuring deck plate girder approach spans and a riveted steel plate Warren pony truss main span crossing the Don River in this location. The structure was

44 Revision 00 08-Jul-2020 Metrolinx New Track & Facilities TPAP Final Draft CHER - Richmond Hill Rail Corridor Bridges, City of Toronto rehabilitated in 1991 and 2003 (City of Toronto 2020c). The subject bridge is owned and maintained by the City of Toronto. The three-span open spandrel arch structure measures 129.6m in overall length with the western span measuring 42.9m in length, the centre span measuring 43.6m in length, and the eastern span measuring 42.9 m in length. The western span carries Gerrard Street East over the Bayview Avenue Extension and the rail tracks, the centre span carries the roadway over the Don River and the Lower Don Recreational Trail, and the eastern span carries the roadway over six lanes of divided north and southbound Don Valley parkway vehicular traffic. The lower chords and other main structural elements are riveted plate girders while the smaller secondary support elements are a combination of riveted plate girders and rolled plate girders. All connections between structural members appear to be riveted. The lower chord of the arch features four steel plate girders that are integrated with struts and bracings and each rests on skewback bearings on the cast-in-place concrete piers that feature decorative arched columns. 9.3.2 Cultural Heritage Value or Interest The Gerrard Street East Bridge retains design and physical value as it is a representative example of an open spandrel steel plate girder arch bridge and is part of a family of early twentieth century bridges over rivers valleys that are significant to the engineering history of the City of Toronto. The bridge also demonstrates a high degree of artistic merit as the open spandrel arch design and arched columns on the concrete piers that bound the central arch span place an increased emphasis on the aesthetic and compliments the natural riverine setting of the Don River Valley. The Gerrard Street East Bridge retains historical or associative value due to its association with Gerrard Street East, the Don River Valley, and the railway history of the City of Toronto in the early twentieth century. The bridge was constructed in 1923 to replace an earlier structure at this location. The construction of this bridge was important in continuing the historical transportation and settlement patterns in the City of Toronto, and would have been instrumental in supporting the early growth and development of the commercial and industrial sectors of the City and the residential and commercial establishment of the Cabbagetown and Riverside neighbourhoods. The Gerrard Street East Bridge retains contextual value as an important crossing that is significant to defining, maintaining and supporting the historical character of the mixed residential and commercial surroundings. The Gerrard Street East Bridge is also physically, functionally, and historically linked to the Don River Valley and the rail corridor within the City of Toronto. Finally, the subject bridge is highly visible and significant views are available to users of the Lower Don Recreational Trail, the Don River, and the Don Valley Parkway. Significant views of the Don Valley and the City of Toronto are also available from the bridge. As such, the subject bridge is considered a landmark. 9.3.3 Heritage Attributes Key heritage attributes that embody the heritage value of the subject bridge in the local context include: • Three open spandrel steel plate girder arch spans over the Don River; • Riveted plate girder main structural elements and rolled steel girder secondary support element in the open spandrel arch span; • Riveted connections in the arch spans; • Original decorative steel railing on deck level of bridge approach spans; • Decorative concrete piers with arched columns that support the open spandrel arch spans;

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• Cast-in-place concrete abutments; and • Location as an early bridging point over the Don River in the City of Toronto.

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APPENDIX A: Data Sheets

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Queen Street East Bridge (Structure 245)

FIELD PROPERTY DATA

Aerial photograph indicating location of resource:

Current photograph of resource:

Property Name: Queen Street East Bridge (Structure 245)

Municipal Address: n/a

Location and Datum: 43.657894, -79.354318

Municipality: City of Toronto

Metrolinx/GO Transit Rail Corridor: Richmond Hill

PIN: Unknown

Ownership: City of Toronto (70%) Metrolinx (30%)

Date of Construction: 1911

Date of Significant Alterations: c.1961, 2002

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FIELD PROPERTY DATA

Architect/Designer/Builder: Unknown engineer(s) at the City of Toronto’s Department of Public Works; built by the Cleveland Bridge and Engineering Company, Darlington, England.

Previous Owner(s)/Occupant(s): n/a

Current Function: Road bridge

Previous Function(s) n/a

Heritage Recognition/Protection: None identified

Local Heritage Interest: None identified

Adjacent Lands: Adjacent to the west limit of the Queen Street East (Riverside) Heritage Conservation District (under study for Part V designation).

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Dundas Street East Bridge (Structure 042) FIELD PROPERTY DATA

Aerial photograph indicating location of resource:

Current photograph of resource:

Property Name: Dundas Street East Bridge (Structure 042)

Municipal Address: n/a

Location and Datum: 43.661743,-79.355453

Municipality: City of Toronto

Metrolinx/GO Transit Rail Corridor: Richmond Hill

PIN: Unknown

Ownership: City of Toronto

Date of Construction: 1911

Date of Significant Alterations: c.1961, 2003, and 2007.

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FIELD PROPERTY DATA

Architect/Designer/Builder: Unknown engineer(s) at the City of Toronto’s Department of Public Works; built by the Dickson Bridge Works Co. Ltd from Campbellford, Ontario.

Previous Owner(s)/Occupant(s): n/a

Current Function: Road bridge

Previous Function(s) n/a

Heritage Recognition/Protection: None identified

Local Heritage Interest: None identified

Adjacent Lands: No adjacent protected heritage properties

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Gerrard Street East Bridge (Structure 244) FIELD PROPERTY DATA

Aerial photograph indicating location of resource:

Current photograph of resource:

Property Name: Gerrard Street East Bridge (Structure 244)

Municipal Address: n/a

Location and Datum: 43.664542, -79.356307

Municipality: City of Toronto

Metrolinx/GO Transit Rail Corridor: Richmond Hill

PIN: Unknown

Ownership: City of Toronto

Date of Construction: 1923

Date of Significant Alterations: 1991, 2003

Architect/Designer/Builder: Engineered by J.S. Burgoyne and T. Taylor at the City of Toronto’s Department of Public Works; steel

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FIELD PROPERTY DATA

elements built by Canada Foundry; contractor unknown.

Previous Owner(s)/Occupant(s): n/a

Current Function: Road bridge

Previous Function(s) n/a

Heritage Recognition/Protection: None identified

Local Heritage Interest: None identified

Adjacent Lands: Adjacent to the southeast limit of the Cabbagetown (south) Heritage Conservation District (By-law 887- 2005),

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APPENDIX B: Figures

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Historical Mapping

Former Gerrard Street East Bridge

Former Queen Street East Bridge

Source: (Browne 1862) FIGURE 9-1 APPROXIMATE LOCATION OF FORMER BRIDGES AT THE SUBJECT CROSSINGS OVERLAID ON THE 1862 BROWNE’S MAP SHOWING THE FORMER ALIGNMENT OF THE DON RIVER PRIOR TO ITS STRAIGHTENING.

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Bridge at Gerrard Street East

Bridge at Queen Street East

Source: (Barclay, Clark and Co. 1893) FIGURE 9-2 EARLIER BRIDGES DEPICTED IN THE 1893 BIRD’S EYE VIEW ILLUSTRATION (ANNOTATIONS BY ASI).

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Former Gerrard Street East Bridge

Former Queen Street East Bridge

Source: (Goad 1903) FIGURE 9-3 LOCATION OF THE FORMER BRIDGES AT THE SUBJECT CROSSINGS OVERLAID ON THE 1903 GOAD’S MAP. Note that no bridge is depicted in the location of the existing Dundas Street East bridge.

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Gerrard Street East Bridge

Dundas Street East Bridge

Queen Street East Bridge

Source: (Goad 1924) FIGURE 9-4 LOCATION OF THE SUBJECT BRIDGES OVERLAID ON THE 1924 GOAD’S MAP

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Gerrard Street East Bridge

Dundas Street East Bridge

Queen Street East Bridge

Source: (City of Toronto 2018) FIGURE 9-5 THE LOCATION OF THE SUBJECT BRIDGES OVERLAID ON THE 1947 AERIAL PHOTOGRAPH

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Gerrard Street East Bridge

Dundas Street East Bridge

Queen Street East Bridge

Source: (City of Toronto 2018) FIGURE 9-6 THE LOCATION OF THE SUBJECT BRIDGES OVERLAID ON THE 1975 AERIAL PHOTOGRAPH

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Gerrard Street East Bridge

Dundas Street East Bridge

Queen Street East Bridge

Source: (City of Toronto 2018) FIGURE 9-7 THE LOCATION OF THE SUBJECT BRIDGES OVERLAID ON THE 1992 AERIAL PHOTOGRAPH

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Queen Street East Bridge Archival Photographs

FIGURE 9-8 FORMER QUEEN STREET BRIDGE OVER THE DON RIVER, 28 SEPTEMBER 1910 (CITY OF TORONTO ARCHIVES)

FIGURE 9-9 FORMER QUEEN STREET BRIDGE LOOKING EAST, 28 SEPTEMBER 1910 (CITY OF TORONTO 2018)

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FIGURE 9-10 QUEEN AND KING STREET- DON RIVER BRIDGE, 21 NOVEMBER 1910 (CITY OF TORONTO 2018)

FIGURE 9-11 MOVING OLD QUEEN ST. BRIDGE (DON), 21 NOVEMBER 1910 (CITY OF TORONTO 2018)

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FIGURE 9-12 DON FLOOD, QUEEN STREET BRIDGE, 26 FEBRUARY 1918 (CITY OF TORONTO 2018) NOTE THE THROUGH PLATE GIRDER APPROACH SPAN AT RIGHT AND THE DUNDAS STREET EAST BRIDGE AT REAR.

FIGURE 9-13 DECK AND WEST APPROACH OF THE QUEEN STREET EAST BRIDGE, C. 1920- 1926 (CITY OF TORONTO 2018)

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FIGURE 9-14 KING STREET-QUEEN STREET INTERSECTION LOOKING EAST TO DON RIVER BRIDGE, 19 MAY 1915 (CITY OF TORONTO 2018)

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Queen Street East Bridge Photographs Plates

FIGURE 9-15 NORTH ELEVATION OF THE QUEEN STREET EAST BRIDGE, LOOKING SOUTH.

FIGURE 9-16 OBLIQUE VIEW OF THE EAST PORTAL OF THE QUEEN STREET EAST BRIDGE, LOOKING SOUTHWEST. Note the expansion joint in the foreground and sidewalk at right.

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FIGURE 9-17 WEST PORTAL OF THE QUEEN STREET EAST BRIDGE, LOOKING EAST.

FIGURE 9-18 DETAILS OF RIVETED CONNECTION ON THE SOUTHEAST CORNER OF THE STRUCTURE.

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FIGURE 9-19 STAMP ON GIRDER THAT READS ‘FRODINGHAM IRON AND STEEL CO. LTD, ENGLAND.

FIGURE 9-20 SOUTH ELEVATION OF MAIN TRUSS SPAN OVER THE DON RIVER, LOOKING NORTH.

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FIGURE 9-21 PIERS SUPPORTING THE CENTER TRUSS SPAN ON THE EAST BANK OF THE RIVER, LOOKING EAST.

FIGURE 9-22 DETAILS OF FLOOR BEAMS AND CANTILEVERED SIDEWALK SUPPORT BEAM, LOOKING NORTH.

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FIGURE 9-23 SOFFIT OF THE CENTER TRUSS SPAN, LOOKING EAST ACROSS THE DON RIVER.

FIGURE 9-24 SOFFIT OF THE WESTERN APPROACH SPANS, LOOKING WEST ACROSS THE RAIL CORRIDOR AND THE BAYVIEW AVENUE EXTENSION.

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Dundas Street East Bridge Archival Photographs

FIGURE 9-25: DUNDAS STREET EAST BRIDGE CONSTRUCTION LOOKING SOUTH, 25 OCTOBER 1910 (CITY OF TORONTO 2018)

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Dundas Street East Bridge Photographs Plates

FIGURE 9-26 SOUTH ELEVATION OF THE MAIN SPAN OF THE DUNDAS STREET EAST BRIDGE, LOOKING NORTH.

FIGURE 9-27 SOUTH ELEVATION OF THE MAIN SPAN AND EASTERN APPROACH SPAN OF THE DUNDAS STREET EAST BRIDGE, LOOKING NORTH.

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FIGURE 9-28 SOUTH ELEVATION OF MAIN SPAN AND THE WEST PIER SUPPORTING THE MAIN SPAN, LOOKING NORTH.

FIGURE 9-29 EAST ABUTMENT SUPPORTING THE MAIN SPAN AND EAST PORTION OF MAIN ARCH SPAN, LOOKING NORTHEAST.

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FIGURE 9-30 MAIN SPAN SOFFIT AND EAST PIER, LOOKING EAST ACROSS THE DON RIVER.

FIGURE 9-31 DETAIL OF DECORATIVE ARCH COLUMNS ON EAST PIER, LOOKING EAST.

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FIGURE 9-32 OBLIQUE VIEW OF NORTH ELEVATION OF MAIN SPAN, LOOKING SOUTHEAST.

FIGURE 9-33 NORTH ELEVATION OF EASTERN APPROACH SPAN, LOOKING SOUTHEAST.

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FIGURE 9-34 EAST ABUTMENT AND EASTERN APPROACH SPAN, LOOKING NORTHEAST.

FIGURE 9-35 SOFFIT, PIER, AND WEST ABUTMENT, LOOKING WEST FROM THE LOWER DON RECREATIONAL TRAIL TO THE WEST APPROACH SPANS.

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FIGURE 9-36 NORTHWEST APPROACH PARAPET WALL WITH DATE PLAQUE AND METAL LATTICE RAILING, LOOKING SOUTH.

FIGURE 9-37 WEST APPROACH AND DECK OF THE BRIDGE, LOOKING EAST ON DUNDAS STREET EAST.

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Gerrard Street East Bridge Archival Photographs

FIGURE 9-38: FORMER GERRARD STREET BRIDGE OVER THE DON RIVER, 10 JANUARY 1922 (CITY OF TORONTO 2018)

FIGURE 9-39: FORMER GERRARD STREET BRIDGE- WEST ABUTMENT AND APPROACH, 4 JULY 1922 (CITY OF TORONTO 2018)

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FIGURE 9-40: GERRARD BRIDGE- OLD BRIDGE LOOKING EAST, 27 JULY 1922 (CITY OF TORONTO 2018)

FIGURE 9-41: GERRARD BRIDGE- LOOKING NORTH AT WEST PIER, 17 AUGUST 1922 (CITY OF TORONTO 2018)

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FIGURE 9-42: DISASSEMBLING OF FORMER GERRARD BRIDGE- LOOKING NORTH, 21 AUGUST 1922 (CITY OF TORONTO 2018)

FIGURE 9-43: GERRARD STREET BRIDGE, STEEL AT CANADA FOUNDRY, 13 APRIL 1923 (CITY OF TORONTO 2018)

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FIGURE 9-44: GERRARD STREET BRIDGE, STEEL AT CANADA FOUNDRY, 13 APRIL 1923 (CITY OF TORONTO 2018)

FIGURE 9-45: GERRARD STREET BRIDGE, WEST PIER SKEWBACK, 22 MAY 1923 (CITY OF TORONTO 2018)

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FIGURE 9-46: GERRARD STREET BRIDGE, PLACING WESTERN STEEL SPAN, 18 JUNE 1923 (CITY OF TORONTO 2018)

FIGURE 9-47: GERRARD STREET BRIDGE, CONSTRUCTION OF WEST SPAN, 13 JUNE 1923 (CITY OF TORONTO 2018)

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FIGURE 9-48: GERRARD STREET BRIDGE, CONSTRUCTION OF WEST SPAN, 18 JUNE 1923 (CITY OF TORONTO 2018)

FIGURE 9-49: GERRARD STREET BRIDGE, ALIGNING NORTH RIB OF WEST SPAN, 11 JUNE 1923 (CITY OF TORONTO 2018)

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Gerrard Street East Bridge Photographs Plates

FIGURE 9-50 NORTH ELEVATION OF THE EAST AND CENTER SPANS OF THE GERRARD STREET EAST BRIDGE, LOOKING SOUTH.

FIGURE 9-51 SOUTH ELEVATION OF THE EAST SPAN OF THE GERRARD STREET EAST BRIDGE OVER THE DON VALLEY PARKWAY, LOOKING NORTHEAST.

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FIGURE 9-52 SOUTH ELEVATION OF THE WEST SPAN OF THE GERRARD STREET EAST BRIDGE OVER THE RAIL CORRIDOR AND THE BAYVIEW AVENUE EXTENSION, LOOKING NORTH.

FIGURE 9-53 NORTH ELEVATION OF THE EAST SPAN OF THE GERRARD STREET EAST BRIDGE OVER THE DON VALLEY PARKWAY, LOOKING SOUTH.

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FIGURE 9-54 DETAIL OF THE WESTERN OPEN SPANDREL ARCH, LOOKING NORTH.

FIGURE 9-55 WEST ABUTMENT AND SOFFIT OF WEST ARCH SPAN, LOOKING NORTHWEST.

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FIGURE 9-56 SOFFIT OF CANTILEVERED CONCRETE SIDEWALK, LOOKING WEST.

FIGURE 9-57 SOFFIT OF CENTER SPAN AT APEX OF ARCH, LOOKING EAST.

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FIGURE 9-58 SOFFIT AND WEST FACE OF EAST PIER, LOOKING EAST ACROSS THE DON RIVER.

FIGURE 9-59 DECK AND NORTHERN SIDEWALK, LOOKING EAST ON GERRARD STREET EAST.

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FIGURE 9-60 SOUTH SIDEWALK AND METAL RAILING ON CONCRETE PARAPET WALL, LOOKING WEST. NOTE THE DECK DRAIN.

FIGURE 9-61 DECORATIVE STEEL RAILING ON THE SOUTH LIMIT OF WEST APPROACH SPAN, LOOKING SOUTH.

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APPENDIX C: Comparative Bridge Information

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The subject bridges were compared with similar structures found in the Metrolinx Bridge Inventory (Metrolinx 2019), MTO Central Region Structural Inventory (Ministry of Transportation n.d.), the Ontario Heritage Bridge List (Ministry of Culture and Ministry of Transportation, Ontario (MTO) 2008), and the historical bridge inventory on Historicbridges.org. Summary information of known steel through truss arch bridges in the City of Toronto include:

• Queen Street East Bridge: Constructed in 1911, this Pratt though truss structure carries Queen Street East over the Don Valley, Richmond Hill rail corridor, the Bayview Avenue Extension, and the Don Valley Parkway with an overall length (main truss span and approach spans) of 180.1m • Bathurst St Bridge (Sir Isaac Brock Bridge): Constructed in 1903 and relocated to its present location in 1916, this Warren through truss structure carries Bathurst Street over the Union Station rail corridor with a main truss span that measures approximately 63m in length and an overall length (main truss span and approach spans) of approximately 124m (historicbridges.org). • Eastern Avenue Bridge: Constructed in 1933, Baltimore through truss bridge carries the abandoned alignment of Eastern Avenue over the Don River and measures 45.1m in length (historicbridges.org). Summary information of known open spandrel steel arch bridges in the City of Toronto include:

• Gerrard Street East Bridge: Constructed in 1923, this three-span open spandrel steel arch structure carries Gerrard Street East over the Don Valley, Richmond Hill rail corridor, the Bayview Avenue Extension, and the Don Valley Parkway with an overall length of 129.6m. • Dundas Street East Bridge: Constructed in 1911, this four span structure features an open spandrel steel arch centre span that carries Dundas Street East over the Don Valley, Richmond Hill rail corridor, the Bayview Avenue Extension, and the Don Valley Parkway with an overall length of 115.8m. • Prince Edward Viaduct (Bloor Street East Bridge): Built in 1918, this six-span structure features five open spandrel steel arch spans and carries Bloor Avenue East over the Don Valley with an overall length of 494m (historicbridges.org). • Bloor Street Humber River Bridge: Built in 1923, this six-span open spandrel steel arch bridge carries Bloor Street over the Humber River with a length of 228m (historicbridges.org). • Bloor Street Rosedale Valley Bridge: Built in 1917, this two span structure features an open spandrel steel arch min span and carries Bloor Street over the Rosedale Valley with a length of 58m (historicbridges.org). • Glen Road Bridge: Built in 1927, this seven span bridge features an open spandrel steel arch main span and carries Glen Road over Yellow Creek with an overall length of 197m (historicbridges.org). • St. Clair Viaduct (Vale of Avoca): Built in 1925, this three-span structure features an open spandrel steel arch main span and carries St. Clair Avenue over Yellow Creek (Avoca Ravine) with an overall length of 155m (historicbridges.org).

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APPENDIX D: Structural Drawings

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FIGURE 9-62 QUEEN STREET EAST BRIDGE, 2001 REHABILITATION GENERAL ARRANGEMENT DRAWING

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FIGURE 9-63 DUNDAS STREET EAST BRIDGE, 1961 REHABILITATION GENERAL ARRANGEMENT DRAWING

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FIGURE 9-64 DUNDAS STREET EAST BRIDGE, 2006 REHABILITATION GENERAL ARRANGEMENT DRAWING

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FIGURE 9-65 GERRARD STREET EAST BRIDGE, 2003 REHABILITATION GENERAL ARRANGEMENT DRAWING

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APPENDIX E: Chronology of the Study Area

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Date Event Reference c.1803 First known crossing at Queen Street East Historical plaque on subject bridge 1904 The James Bay Railway / CNoR begins construction of the Bala Subdivision (AECOM 2017) through the Don Valley. 1911 Queen Street East Bridge is constructed. City of Toronto 2020a 1911 Dundas Street Bridge is constructed City of Toronto 2020b 1923 CNR take over ownership of the rail corridor (AECOM 2017) 1923 Gerrard Street Bridge is constructed. City of Toronto 2020c 1961 The Don Valley Parkway and Bayview Avenue Extension are constructed, east Original Structural Drawing spans of the Queen Street East and Dundas Street East bridges are modified

1991 Gerrard Street East Bridge rehabilitated City of Toronto 2020c 2002 Queen Street East Bridge rehabilitated City of Toronto 2020a 2003 Dundas Street East Bridge rehabilitated City of Toronto 2020b 2003 Gerrard Street East Bridge rehabilitated City of Toronto 2020c 2007 Dundas Street East Bridge rehabilitated City of Toronto 2020b 2009 Metrolinx acquires Bala Subdivision from CNR. (AECOM 2017)

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APPENDIX F: Designation By-laws

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2.0 HERITAGE CONSERVATION inventory of all buildings in the three DISTRICT DESIGNATION Districts. The volunteer group researched the dates of building construction and the 2.1 Heritage Character Statement ownership of the properties, contributing to a comprehensive documented record of the Introduction significance of the area. The Association's inventory includes a photograph of each The proposed Cabbagetown South Heritage structure and a survey of trees on private Conservation District is framed on the north property. The inventory is the principal by the previously-designated Heritage resource from which the collective Conservation Districts of Cabbagetown- significance of the Districts has been Metcalfe and Cabbagetown North-East. developed.

The Cabbagetown South District (referred to District Character in this Statement as the "District") extends from the rear of buildings on Parliament The City of Toronto is distinctive in having Street, on the west, to Bayview Avenue, on its downtown surrounded by a number of the east, and from the south side of buildings beautiful residential neighbourhoods. fronting on Carlton Street, to the north, to Cabbagetown is one of them. Gerrard Street East, on the south, completing the designation of the area of The history, form and arrangement of the Cabbagetown from east of Parliament to the physical components of Cabbagetown Don, and from the westerly and northerly combine to form a context which helps boundaries of St. James Cemetery, and the define the quality of life which it provides. easterly boundaries of Wellesley Park, Necropolis Cemetery and , at Cabbagetown is recognized as one of the Bayview Avenue, south to Gerrard Street most vibrant residential communities in East. Toronto. The "Victorian" character of the area is visible in the relatively unchanged References in this Statement to streetscapes, many surviving examples of "Cabbagetown" are to the area defined row housing, and single-family residences above, not that south of Gerrard Street, displaying late 19th century architectural which included the original area referred to styles and an integrity of form. Landscape by that name through the second half of the characteristics include the long narrow lots, 19th century and much of the 20th century as small front yard gardens and backstreet well. lanes. Residents' strong sense of pride and commitment to this community are Cabbagetown and its surrounding area and exhibited in the restoration and conservation context is well-illustrated and discussed in of many residences, individual front-yard Cabbagetown Remembered by George Rust- garden landscaping and the preservation of D'Eye and documented through the efforts the tree-lined streetscape. of the local Cabbagetown Preservation Association and their publication Touring As a result, people find Cabbagetown Old Cabbagetown. Research of the area has attractive. This enjoyment of the physical been undertaken by the Association's environment has allowed the area to build volunteers, who have completed an on its positive attributes and produce a well-

City of Toronto June 2005 Heritage Preservation Services Cabbagetown South Page 4 Heritage Conservation District known and celebrated vibrancy and high The land was located west of the Don River level of neighbourhood activity. to Parliament Street and southward from the present Bloor Street to Carlton Street. The Those who know Cabbagetown well are land granted was located in one of two Park attracted to and enjoy its narrow houses Lots east of Parliament Street. The Park Lots standing cheek-by-jowl in virtually were originally established as a government unbroken streetscapes; the general absence reserve. At this time the Town of York was of garages, front yard parking and wide developing predominantly to the west, south driveways; the picturesque back lanes; the of the current Queen Street. small front yards and back yards, many boasting attractive gardens and landscaping The initial residential development in the lavished upon them by their owners; the present Cabbagetown area started in the proximity of houses to streets; the large 1850s. Significant housing development beautiful trees which in some cases provide began in the 1870s and 1880s. Most of the a complete canopy over streets and yards; houses built in that period are still visible in the inter-relationship of all of the various the area today. Development would continue elements of the neighbourhood, including to the beginning of the twentieth century, fencing and street furniture; and generally establishing the late Victorian character in the sense of "village" produced by the area the neighbourhood. as a whole. By the early 20th century the population of The layout of streets in Cabbagetown is an what is now called Cabbagetown included extension of the "grid plan" originally laid labourers, employed in local businesses and out by the Simcoe administration soon after industries and more prosperous people who the founding of the Town of York in 1793, lived in the large residences. Occupations in which almost all streets run north and and incomes groups varied. The mix of south or west and east, meeting at right occupations of early residents ranged from angles. store managers and carpenters to businesspersons, accountants, clerks, The only exception to this rule in the District doctors, salespersons, cutters, church occurs where Spruce Street curves into ministers, artists and butchers. Residents River Street, which meets the ramp from also included business proprietors, nurses, Bayview Avenue, and goes south, between messengers, brewery, gas and soap workers, small stranded rows of Victorian houses. stevedores and railway employees. After WWI, the demographics changed, resulting Historic Character in a decline in the condition of the building stock that lasted until the 1960s when a new The historical growth and development of generation of residents began to move into the area is intimately related to the City of Cabbagetown. By the 1970s urban renewal Toronto's 18th century origins and 19th would play a significant role in the rebirth of century development. The lands within the older downtown neighbourhoods in Toronto. District are associated with Lieutenant Governor John Graves Simcoe, who The Cabbagetown area participated in the received a Crown Grant for two hundred renewal. It had the benefit of a "sense of acres in the name of King George II for his place" derived from its past social young son, Francis Graves Simcoe, in 1795. conditions, land development history,

City of Toronto June 2005 Heritage Preservation Services Cabbagetown South Page 5 Heritage Conservation District pedestrian-oriented streetscapes and a While the core north-south streets of defined architectural tradition. Sackville and Sumach extend the full length of Cabbagetown north of Gerrard, many of Among the large number of Cabbagetown the houses in the district are built on smaller South properties on the City of Toronto's streets, with the houses packed very closely Inventory of Heritage Properties (listed together or in long attached rows, echoing individually) are: Gerrard St. Pharmacy, the tightly packed streets of houses which 434-436 Gerrard Street East (1890-1); existed in the original Cabbagetown, to the Richard Stapells House, 54 Spruce Street south. The front yards generally contain (1882); Spruce Court Apartments (1913), small lawn areas and planting beds, 74-108 Spruce Street. The full list is surrounding a walkway through one side of contained in Appendix D. the lot leading to a porch, upon which opens the front door. Landscape Character An unusual feature for Cabbagetown is the The overall landscape character of the fact that many of the 1920s houses south of Cabbagetown South Heritage Conservation Spruce Street have narrow driveways, District is the result of a number of testifying to the width of the automobiles individual landscape features. These include which were available during that period. a significant pedestrian scale to the public open space created by the generally narrow As with other parts of Cabbagetown, the setbacks of the houses from the sidewalks, area is well served with back lanes, excellent and the many small landscaped front yards for strolling, and for peeping at the extensive defined by ornamental metal or wood renovations made to the rear of many of the fencing or hedges. Also prominent are homes. wooden utility poles supporting overhead wires, and the large deciduous trees located To the east boundary of the District is the within front yards. picturesque Riverdale Park West, with a grand view across the Don flats and River, Within the Cabbagetown area there are to Riverdale Park East and the old (1865) upwards of 200 trees representing over thirty Don Jail, on the other side. different species. Many of the deciduous trees are mature, with wide canopies which The historic Spruce Court Housing overhang the streets, creating a sheltered and Development, constructed by the Toronto shady pedestrian environment. Housing Company (1913-1926), not only incorporates a beautiful and picturesque There are 460 properties situated in the residential style of architecture, designed by Cabbagetown South District. one of the great architects of the day, Eden Smith, but also features the English "Garden Since development proceeded from south to City" ideal, with visual and physical access north, many of the Victorian houses in the from the housing units to well-kept gardens District tend to be somewhat older and and large grassy courtyards. smaller than many in parts of Cabbagetown to the north. The District contains some more modern institutional uses, such as Spruce Court School, and large multi-residential and other

City of Toronto June 2005 Heritage Preservation Services Cabbagetown South Page 6 Heritage Conservation District buildings on the north side of Gerrard Street The former presence of the hospital site East between Sackville and Parliament. accounts for the fact that the houses on the These areas involve significant open space east side of Sackville Street, all of the around buildings which, if developed further houses on both Gifford Street and Nasmith in the future, will require careful Avenue, which were laid out south of consideration of how any new development Spruce after the hospital was gone, and could best contribute to the heritage those on the west side of Sumach Street, are characteristics of the rest of the District, representative of Toronto architecture of the through consistency and compatibility with 1920s, unlike the predominantly Victorian the neighbourhood, in accordance with the structures to be seen in the rest of Heritage Conservation Principles and Cabbagetown. Guidelines contained in this Plan.

Of Particular Importance in Cabbagetown South: The

By far the most important building influencing the development of the District was the Toronto General Hospital, actually a collection of buildings. The main hospital building, designed by William Hay, architect, was a huge four-storey "castle" with five imposing towers along its 175-foot façade. The central tower was 100 feet high. That building stood in the middle of the block on the north side of Gerrard Street East between Sackville Street and Sumach Street, south of Spruce Street, from 1856 until its destruction in 1922.

Associated with the hospital were: a fever hospital; the Mercer Eye and Ear Infirmary; a dispensary for women; the Burnside Lying-In Hospital for maternity cases; a resort for convalescence patients; a mortuary; and, by 1881, a school of nursing, only the second in Canada.

Also associated with the hospital were two significant buildings which stand to this day, the Ontario Medical Hospital for Women, at 289 Sumach Street, erected in 1890, and the Trinity College Medical School, at 41 Spruce Street, built in 1871. Both of these buildings are now in residential use.

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Figure 2. Map 1884 Plate 28.

Figure 3. Map 1890 Plate 28.

Goad, Charles E. The Mapping of Victorian Toronto. 1984.

Figure 4. Map 1923 Plate 27.

Goad’s Atlas of the City of Toronto, 1923

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Architecture Although many of the houses appear to be of brick construction, in fact most are pine Most of the small houses on Spruce Street, balloon-frame structures, with a protective Sackville Street, Sumach Street, Geneva and decorative, non-supporting brick façade Avenue and Sword Street have been there facing the street; side and rear walls are since at least 1890, representing the small, often stuccoed or covered with a variety of builder-constructed balloon frame Victorian siding materials. residential architecture of the 1870s and 1880s. The mix of residential buildings includes As in the case of the other Heritage large numbers of cottages and two and a half Conservation Districts of Cabbagetown, the storey "bay 'n' gable" houses set back with District boasts a number of properties narrow fenced front yards. Row housing is designated individually under the Ontario the principal character-defining form of Heritage Act: 434 Gerrard Street East residential type in the District. The integrity (Gerrard Street Pharmacy, later the Avion of unbroken rows of Victorian housing, Hotel) (1890-91); 436-448 Gerrard Street emphasizing verticality, the alternate play of East (1885-8); 377 Sackville Street (a light and shadow, and the steep peaked unique house, constructed by Bryce & gables, define the significant features of the Hagon for Francis Shields) (1876); 35 District's architecture. Individual detached Spruce Street (Charles MacKay House) homes and a few low-rise apartment (1860-1); 41 Spruce Street (Trinity College buildings are also present. Brick, along with Medical School) (1871); 54 Spruce Street frame buildings covered in wood and (1882); 56 Spruce Street (1872); 74-84 synthetic siding, are found in the District. Spruce Street (Spruce Court by Eden Smith) Stucco-rendered properties are represented (1913); Mathers & Hallenby (1926); 119- in both brick and frame structures. 133 Spruce Street (Thomas Brice, Builder) (1887); 289 Sumach Street (Ontario The predominant characteristics associated Women's Medical College) (1890). with the "Victorian" row house buildings are represented by the tall, narrow houses with The area features a number of "worker's bay windows and tall gables, decorative cottages", relatively small centre-hall plan woodwork in the gables ("gingerbread"), buildings, typically with on window on each stained glass, and where extant, decorative side of a central door surmounted by a steep wooden porches often added on to the house peaked gable. in the twentieth century. The brickwork is often a mix of red and buff brick or red brick The area features a few handsome combined with shaped decorative brick, Romanesque buildings (the Avion Hotel, stone voussoirs or a stone base course. Buff Women's Medical College, 58 and 60 brick buildings are also represented in the Spruce); mansarded Second Empire, both District. Even the small, one-storey cottages large-scale (373-377 Sackville Street) and display architectural attributes, in many small-scale (119-133 Spruce Street); a bit of cases similar to those of their larger late-flowering Georgian (35 Spruce Street); neighbours. and a large number of small Gothic vernacular Victorian houses, many featuring Roofing material was originally either slate polychromatic brick-work. or wooden shingle. Some slate remains, but

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asphalt shingle roofing is now the · utilization of new, improved building predominant roofing material. materials, sanitary conveniences, fire and safety measures and other Windows vary in shape from flat-head to developments of their period; segmental to semi-circular. Original glazing still exists in many residences, and many · no-nonsense practicality, reflected by fine stained-glass windows are present. the functional and frank use of Some original doors exist to complement the materials; original period of design. · platform frame, as opposed to The interplay between architecture and the balloon frame, construction, solid various landscape elements of the District is brick walls and low ceilings; important to its overall character. Many blocks have almost unbroken rows of · characteristic horizontal orientation closely spaced, late 19th century/early 20th of house facades, wide dormers, century residential buildings of a similar rectangles, heavy porches supported height and fenestration set back in a by solid round columns; and consistent manner with small front yards. Street trees in the public boulevard provide a · spatial changes due to driveways for canopy over sidewalks and roads. motor vehicles.

Although the area is comprised principally While the houses on Gifford and Nasmith of heritage buildings, more recent represent an historical departure from architecture is also represented in the previous Victorian architecture in other parts District, as well as a number of significantly of Cabbagetown, that makes them no less renovated buildings that display a mixture of interesting from an architectural and social old and new building approaches and styles. point of view, nor does it depart from the Some, unfortunately, display an insensitivity charm and comfort of the houses to the predominant character of the area. individually, representative of their period, or from the pleasant, welcoming and low- Of interest, however, are the two "new" scale street-life amenities which the streets streets in the area, Gifford Street and reflect. Nasmith Avenue, both laid out, south of Spruce Street, following the removal of the Conservation Intent Toronto General Hospital buildings, in the 1920s. The conservation intent within the Cabbagetown South Heritage Conservation The small, comfortable houses on these District is to maintain the existing stock of streets, while maintaining the small-scale residential and institutional heritage and high density approach of their Victorian buildings and the scale and character of the predecessors, reflect a number of neighbourhood. It is recognized that the characteristics which differentiate these new heritage building stock is in various states of homes from Cabbagetown houses which had repair and maintenance. It is not the intent gone up before: within the Cabbagetown South Heritage · the trend away from flamboyance Conservation District to force property and ornamentation; owners to restore their property or prevent

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them from making changes, so long as the properties fronting on Parliament Street on changes are consistent with the conservation the west. intent, which seeks to ensure, when change is considered which may affect the external The boundaries of the proposed District appearance of a property, that heritage form an identifiable and distinct area. The buildings and their defining features and/or east boundary is a prominent topographic materials are protected as part of the process feature, the base of a valley at Bayview of change and development. Avenue. The north boundary is the Cabbagetown-Metcalfe and Cabbagetown It is also important to the conservation of the North Heritage Conservation Districts. The, heritage of the District as a whole, Within west boundary is the rear of properties that the District, there are some non-heritage front on to Parliament Street. The south buildings that do not contribute to the limit, formed by the properties fronting on District’s heritage character. It is the intent Gerrard Street East. of this Plan that all new or replacement development respects the height, scale and heritage integrity of the neighbourhood as a 2.3 Individual designations under Part whole and that alterations to non-heritage IV of the Ontario Heritage Act buildings not adversely impact the heritage character of the District. Within the District, four (4) properties are designated under Part IV of the Ontario This intent becomes of particular Heritage Act and nineteen (19) properties significance in view of the impending are listed on the City of Toronto's Inventory redevelopment of Regent Park to the south, of Heritage Properties (See Appendix D). It the impacts which those changes cause to is the intent of this Plan that those the South Cabbagetown area, and potential individually-designated properties be guided pressures for development of some of the by the principals stated in this document and large properties in the District in the future. the reasons for designation specified in the municipal by-laws designating the The heritage character of the District open individual properties under Part IV. Copies space areas (Chapter 8, pages 54 to 61) is an of these individual designation reports are integral part of the Cabbagetown South available from the City of Toronto. Heritage Character Statement.

2.2 District boundary 2.4 Purpose of principles, objectives and goals in the review of potential The Cabbagetown South Heritage construction activities in the District Conservation District boundary, which is shown on Figure 3, lies immediately south The principles, objectives and goals of the existing Cabbagetown-Metcalfe and contained in Section 3.0 will be used as a Cabbagetown North Heritage Conservation mechanism in the review of the following: Districts. The District boundary consists of Carlton Street and the Riverdale Park on the Ÿ all construction activity affecting the north, Bayview Avenue on the east, Gerrard exterior of heritage resources whether it Street East on the south and the rear of is repair, restoration or additions;

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