504 Streetcar Time Schedule & Line Route
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Routing Changes - Junction Area Study Update
For Action Routing Changes - Junction Area Study Update Date: July 10, 2018 To: TTC Board From: Chief Customer Officer Summary The TTC bus network is very mature. In order to ensure that the network continues to reflect the way our customers travel across the city, staff has developed a program to review different segments of the city over time. This report provides an update on the status of the Junction Area Study. The objective of the study is to improve transit travel for customers by restructuring the bus route network in the Junction Area. In spring 2017, the TTC began the study with a customer survey to better understand customer travel patterns in the Junction Area. Feedback was also collected on existing services to identify key concerns for customers. Three key issues were identified: • No continuous transit service along Dundas Street West between Dundas West Station and Kipling Station; • No continuous transit service along St Clair Avenue West between Gunn's Loop (Weston Road) and Scarlett Road; and, • Need to extend the 80 Queensway from its current eastern terminus at Humber Loop to Keele Station via Parkside Drive in the late evening and on Sundays and holidays. Based on this feedback, staff prepared and proposed a preliminary transit network to reflect the data collected and address concerns raised by customers. The new transit network includes a number of service proposals that include restructuring and rationalizing existing services and improving periods of service on routes. In May 2018, the TTC held public information sessions at Runnymede, High Park, and Dundas West stations, and Gunn’s Loop to share the proposed transit network with customers and to collect feedback on the proposals. -
GARDINER EXPRESSWAY and LAKE SHORE BOULEVARD EAST RECONFIGURATION ENVIRONMENTAL ASSESSMENT Infrastructure Baseline Conditions Report - 2014
GARDINER EXPRESSWAY AND LAKE SHORE BOULEVARD EAST RECONFIGURATION ENVIRONMENTAL ASSESSMENT Infrastructure Baseline Conditions Report - 2014 1 Gardiner Expressway and Lake Shore Blvd East Reconfiguration Environmental Assessment Infrastructure Baseline Conditions Report 2014 TABLE OF CONTENTS Page 1.0 INTRODUCTION ............................................................................................................................... 1 1.1 Study Area ........................................................................................................................... 1 2.0 STUDY METHODOLOGY ................................................................................................................... 4 3.0 DESCRIPTION OF EXISTING BASELINE CONDITIONS ........................................................................ 5 3.1 Introduction ........................................................................................................................ 5 3.2 Road Infrastructure ............................................................................................................. 6 3.2.1 Gardiner Expressway Corridor ............................................................................... 6 3.2.2 Don Valley Parkway ............................................................................................. 15 3.2.3 Lake Shore Boulevard East Corridor .................................................................... 16 3.2.4 Roads and Streets ............................................................................................... -
370 King Street West
370 KING STREET WEST CBRE Limited, Real Estate Brokerage | 145 King Street West | Suite 1100 | Toronto, ON M5H 1J8 | 416 362 2244 | www.cbre.ca CORNER OF KING & PETER RETAIL FOR LEASE SIZE: 4,940 sq.Ō . AVAILABLE: Immediately NET RENT: TBN TMI: $19.77 per sq.Ō . (approx) • Unparalleled brand opportunity on one of the most prominent downtown corners- King & Peter Street • Interior entrance from hotel and street level access • Across the street from an entrance to the PATH network • Located directly on the King streetcar line and seconds from St. Andrew subway sta on THE LOCATION St. Andrews Condominium Under Construction Playground 370 KING ST WEST ADELAIDE STREET WEST Condo PORTLAND STREET PETER STREET BRANT STREET SPADINA AVENUE SPADINA WIDMER STREET JOHN STREET KING STREET WEST Future Condo BLUE JAYS WAY JAYS BLUE King Street West is Toronto’s most dynamic retail environment known for the city’s largest concentra on of restaurants, theatres and nightlife. King West has seen increasing WELLINGTON STREET WEST diversifi ca on of retail uses, leveraging one of the largest residen al development cycles in Canadian history. 370 King Street West is ideally located at the busy intersec on of King West and Peter Street, adjacent to the ff Bell Lightbox and nestled between two new condo developments which will bring 1,460 new units to the already densely populated area. Condo Developments In the Area Pre-Construction/Under Construction 370 King Street West 16 17 1 355 King Street West 2 357 King Street West 10 14 15 9 11 King Blue Condos Tux Condos -
Urban Redevelopment and Soil Movement in Toronto Prepared By
CORE Metadata, citation and similar papers at core.ac.uk Provided by YorkSpace Turning The Soil: Urban Redevelopment and Soil Movement In Toronto Prepared by: Nicolas Romeo Sabo Supervisors: Dr. Peter Mulvihill and Dr. Anders Sandberg July 1, 2017 A Major Paper submitted to the Faculty of Environmental Studies in partial fulfillment of the requirements for the degree of Master in Environmental Studies, York University, Toronto, Ontario, Canada Nicolas R. Sabo Peter Mulvihill and Anders Sandberg MES Candidate Supervising Professors Abstract The goal of this major paper is to determine whether Toronto’s soil remediation, transport and redevelopment regime is sustainable – or whether unforeseen and dispersed factors will someday combine to form a disaster for the city’s urban environment. In order to address this question, the paper first examines a history of the city’s brownfields: In Toronto, brownfields are broadly known as vacant or underused properties that may have been contaminated by past land use, but which show potential for redevelopment. They are also major producers of both contaminated and clean fill, and the paper examines the policies which have shaped their definition, usage, and disposal. Following an examination of the state of the art in brownfield sciences in Ontario, Canada, and globally, the focus turns to the study of disasters. Taking cues from Barry Turner’s seminal book in disaster studies Man-Made Disasters, a disaster is “an event, concentrated in time and space, which threatens a society or a relatively self-sufficient subdivision of a society with major unwanted consequences as a result of the collapse of precautions that had hitherto been culturally accepted as adequate.” A situation in which construction-related soil stockpiles are depleted to the point that cost-effectiveness of importation comes into question, or in which rising prices cause an exodus of Toronto’s building potential, can therefore be rightly termed disasters. -
General Manager Subway Construction Date
TORONTO TRANSIT COMMISSION REPORT NO. S7 Meeting Date June 4, 1968 From: General Manager Subway Construction Date: June 3, 1968 QUEEN STREET SUBWAY FOR STREETCAR OPERATION The Commission, at its meeting of February 8, 1966, approved advising the City of Toronto that it was prepared to co-operate in the study of a "transit facility in the downtown section of Queen Street" and approved advising the Metropolitan Council that the Commission proposes to undertake this study at a cost of $30,000.00, it being understood that the cost involved would form part of the capital cost of the project when approved. The General Secretary transmitted the above approval of the Commission to the City Clerk in a letter dated February 22, 1966, a copy of which is attached. In a letter dated November 2, 1966, a copy of which is attached, the Commission was advised by the Metropolitan Clerk that Metropolitan Council had adopted Clause No. 2 of Report No. 16 of the Transportation Committee, headed "Proposed Queen Street Subway", as amended. The recommendation of Clause No. 2 reads as follows, "It is recommended that the Metropolitan Council formally request the Toronto Transit Commission to complete their study of the physical aspects of the Queen Street tunnel as outlined in the Commission's letter of February 22, 1966, on the understanding that the required expenditure of $30,000.00 will form part of the capital cost of the project." The amendment to Clause No. 2 reads as follows, "The matter of the Queen Street tunnel being considered in relation to the question of the Queen-Greenwood Subway." In accordance with all the foregoing, plans were developed for a "transit facility in the downtown section on Queen Street", and in addition to this a preliminary examination was made of the downtown section in relation to it becoming part of the Queen-Greenwood Subway. -
Attachment 4 – Assessment of Ontario Line
EX9.1 Attachment 4 – Assessment of Ontario Line As directed by City Council in April 2019, City and TTC staff have assessed the Province’s proposed Ontario Line. The details of this assessment are provided in this attachment. 1. Project Summary 1.1. Project Description The Ontario Line was included as part of the 2019 Ontario Budget1 as a transit project that will cover similar study areas as the Relief Line South and North, as well as a western extension. The proposed project is a 15.5-kilometre higher-order transit line with 15 stations, connecting from Exhibition GO station to Line 5 at Don Mills Road and Eglinton Avenue East, near the Science Centre station, as shown in Figure 1. Figure 1. Ontario Line Proposal (source: Metrolinx IBC) Since April 2019, technical working groups comprising staff from the City, TTC, Metrolinx, Infrastructure Ontario and the Ministry of Transportation met regularly to understand alignment and station location options being considered for the Ontario 1 http://budget.ontario.ca/2019/contents.html Attachment 4 - Assessment of Ontario Line Page 1 of 20 Line. Discussions also considered fleet requirements, infrastructure design criteria, and travel demand modelling. Metrolinx prepared an Initial Business Case (IBC) that was publicly posted on July 25, 2019.2 The IBC compared the Ontario Line and Relief Line South projects against a Business As Usual scenario. The general findings by Metrolinx were that "both Relief Line South and Ontario Line offer significant improvements compared to a Business As Usual scenario, generating $3.4 billion and $7.4 billion worth of economic benefits, respectively. -
Presentation 7:20 Questions of Clarification 7:30 Facilitated Open House 8:30 Adjourn
Waterfront Transit “Reset” Phase 2 Study Public Information & Consultation Meetings September 18 & 26, 2017 Agenda 6:00 Open House 6:30 Agenda Review, Opening Remarks and Introductions 6:40 Study Overview and Presentation 7:20 Questions of Clarification 7:30 Facilitated Open House 8:30 Adjourn 2 Project Study Team • A Partnership of: • The project study team is led by a joint City-TTC- Waterfront Toronto Executive Steering Committee • Metrolinx, City of Mississauga and MiWay have also provided input on relevant aspects of the study 3 What’s the Purpose of this Meeting? • Present the waterfront transit network travel demand considerations to 2041 • Present and gather feedback on options assessment for transit improvements in key areas of the network, including: – Union Station – Queens Quay Connection – Humber Bay Link – Bathurst - Fleet - Lake Shore – Queens Quay Intersection • Report the overall draft findings of the Phase 2 Study, priorities, and draft directions for further study prior to reporting to Executive Committee and Council 4 Study Timeline 5 Phase 1 Recap To view the Phase 1 Report and other background material, please visit the City’s website: www.toronto.ca/waterfronttransit 6 Vision Provide high quality transit that will integrate waterfront communities, jobs, and destinations and link the waterfront to the broader City and regional transportation network Objectives Connect waterfront communities locally and to Downtown with reliable and convenient transit service: • Promote and support residential and employment growth -
Rapid Transit in Toronto Levyrapidtransit.Ca TABLE of CONTENTS
The Neptis Foundation has collaborated with Edward J. Levy to publish this history of rapid transit proposals for the City of Toronto. Given Neptis’s focus on regional issues, we have supported Levy’s work because it demon- strates clearly that regional rapid transit cannot function eff ectively without a well-designed network at the core of the region. Toronto does not yet have such a network, as you will discover through the maps and historical photographs in this interactive web-book. We hope the material will contribute to ongoing debates on the need to create such a network. This web-book would not been produced without the vital eff orts of Philippa Campsie and Brent Gilliard, who have worked with Mr. Levy over two years to organize, edit, and present the volumes of text and illustrations. 1 Rapid Transit in Toronto levyrapidtransit.ca TABLE OF CONTENTS 6 INTRODUCTION 7 About this Book 9 Edward J. Levy 11 A Note from the Neptis Foundation 13 Author’s Note 16 Author’s Guiding Principle: The Need for a Network 18 Executive Summary 24 PART ONE: EARLY PLANNING FOR RAPID TRANSIT 1909 – 1945 CHAPTER 1: THE BEGINNING OF RAPID TRANSIT PLANNING IN TORONTO 25 1.0 Summary 26 1.1 The Story Begins 29 1.2 The First Subway Proposal 32 1.3 The Jacobs & Davies Report: Prescient but Premature 34 1.4 Putting the Proposal in Context CHAPTER 2: “The Rapid Transit System of the Future” and a Look Ahead, 1911 – 1913 36 2.0 Summary 37 2.1 The Evolving Vision, 1911 40 2.2 The Arnold Report: The Subway Alternative, 1912 44 2.3 Crossing the Valley CHAPTER 3: R.C. -
Public Consultation Strategy Report
R E V I S I O N R E C O R D I S S U E R E C O R D Public Consultation Strategy Report 53-55 Yonge Street Quadrangle Architects Limited 901 King Street West, Suite 701 Toronto, ON M5V 3H5 CITY OF TORONTO t 416 598 1240 www.bdpquadrangle.com 55 YONGE STREET PREPARED FOR Toronto, ON 53 Yonge Portfolio Inc. and for 55 Yonge Portfolio Inc. H&R REIT www.55yonge.ca 18060 N/A N/A March 2021 P R O J E C T S C A L E D R A W N R E V I E W E D [email protected] Renderings A472.S 1 A472.S - View of Lobby from Yonge Street & Melinda Street A472.S Note: This drawing is the property of the Architect and may not be reproduced or used without the expressed consent of the Architect. The Contractor is responsible for checking and verifying all levels and dimensions and shall report all discrepancies to the Architect and obtain clarification prior to commencing work. 2021-01-21 10:38:09 AM C:\Users\DGawel\Documents\QAL_AR_18060_55 Yonge_R2020_dgawel.rvt BOUSFIELDS INC. Job Number 18239 WWW.BOUSFIELDS.CA TORONTO OFFICE HAMILTON OFFICE URBAN PLANNING 3 CHURCH STREET, SUITE 200 1 MAIN STREET EAST, SUITE 200 URBAN DESIGN TORONTO, ON HAMILTON, ON COMMUNITY ENGAGEMENT M5E 1M2 L8N 1E7 T. 416.947.9744 T. 905.549.3005 F. 416.947.0781 TABLE OF CONTENTS 1 Introduction 1 2 What are the goals and outcomes? 2 3 What is the project? 4 4 Where are we engaging? 7 5 Who are you engaging? 9 6 What have we heard? 12 7 What will we be discussing? 13 8 How are we engaging? 16 9 How will we share feedback? 17 10 Conclusion 21 Appendix A: Full Demographic Chart 22 1 Introduction This Public Consultation Strategy Report has been prepared to describe the proposed consultation approach for the rezoning application by 53 Yonge Portfolio Inc. -
Bus Bridging Decision-Support Toolkit: Optimization Framework and Policy Analysis
Bus Bridging Decision-Support Toolkit: Optimization Framework and Policy Analysis by Alaa Itani A thesis submitted in conformity with the requirements for the degree of Master of Applied Science Department of Civil and Mineral Engineering University of Toronto © Copyright by Alaa Itani 2019 Bus Bridging Decision-Support Toolkit: Optimization Framework and Policy Analysis Alaa Itani Master of Applied Science Department of Civil and Mineral Engineering University of Toronto 2019 Abstract Bus Bridging is the strategy most commonly applied in responding to rail service interruptions in North America and Europe. In determining the required number of buses and source routes, most transit agencies rely on ad-hoc approaches based on operational experience and constraints, which can lead to extensive delays and queue build-ups at affected stations. This thesis developed an optimization model, to determine the optimal number of shuttle buses and route allocation which minimize the overall subway and bus riders delay. The generated optimal solutions are sensitive to bus bay capacity constraints along the shuttle service corridor. The optimization model is integrated with a previously developed simulation tool that tracks the evolution of system queues and delays throughout the bus bridging process. A set of bus bridging policy guidelines were developed based on further analysis of the optimization model outputs using a Classification and Regression Tree (CART) model. ii Acknowledgments First, I would like to thank my parents and for their continuous support and trust in my abilities. Although they were thousands of miles away, they were always supportive, I couldn’t have made it here without their presence. -
Mobility Hubs December 2008
Mobility Hubs December 2008 1. Introduction This is one in a series of backgrounders that have been produced by Metrolinx to provide further explanation and clarification on the policies and directions of the Regional Transportation Plan (RTP). The RTP is available for downloading at www.metrolinx.com. This backgrounder should be read as an accompaniment to Strategy 7 of the RTP. It is intended to provide additional detail on the mobility hub policies of the RTP and clarification of the terms and definitions used in the RTP with respect to mobility hubs. Metrolinx wishes to acknowledge the invaluable contribution of Urban Strategies Inc. and IBI Group to the preparation of this backgrounder. 2. What is a Mobility Hub? The mobility hub policies of the RTP build on the overall policy framework established in the Growth Plan for the Greater Golden Horseshoe, particularly those related to major transit station areas. The Growth Plan defines major transit station areas as the area within a 500m radius (10 minute walk) of any existing or planned higher order transit station within a settlement area or around a major bus depot in an urban core. Major transit station areas that are particularly significant for the regional rapid transit system are recognized as mobility hubs in the RTP. Mobility hubs are major transit station areas with significant levels of transit service planned for them in the RTP, high development potential, and a critical function in the regional transportation system as major trip generators. They are places of connectivity where different modes of transportation — from walking to high- speed rail — come together seamlessly and where there is an intensive concentration of employment, living, shopping and/or recreation. -
Don Valley Hills & Dales
GETTING THERE AND BACK Explore the scenic hills and dales of the Don 2 RIVERDALE FARM You can reach the suggested starting point on River Valley. Discover panoramic views, This farm, which is operated as it would in the 19th public transit by taking the BLOOR/DANFORTH an urban farm and the splendid park-like century, has resident staff who garden, milk cows subway to Broadview Station. The same atmosphere of Toronto’s oldest cemetery. and gather eggs daily. Resident animals include subway line serves two suggested tour end horses, pigs, sheep, goats, chickens and ducks. points, Broadview and Castle Frank stations. THE ROUTES Visit heritage structures including an 1858 barn moved to this site. DON VALLEY HILLS AND DALES DISCOVERY WALK This Discovery Walk consists of a variety 3 TORONTO NECROPOLIS of loops running around and through the Necropolis is Greek for “city of the dead”. This Don Valley. Although you can begin your historic cemetery is the resting place of many early Don Valley journey from any point along the walk, a good pioneers and Toronto’s rst mayor, William Lyon starting point is Broadview Subway Station. Mackenzie. Enjoy the peaceful park-like grounds Experience scenic views from the Prince Edward which include an impressive collection of trees. Hills & Dales Viaduct, Riverdale Farm, and the Toronto Necropolis. Side trips adjacent to this walk are One in a series of self-guided walks Cabbagetown and Rosedale neighbourhoods. 4 PRINCE EDWARD VIADUCT ACCESSIBLE DISCOVERY WALK Enjoy the panoramic view of the river valley from the Viaduct, one of Toronto’s most impressive Working in compliance with AODA human-made structures, built across the Don (Accessibility for Ontarians with Valley in the late 1910s.