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Updates on Improvements to the Bike Lanes on Dundas Street East
IE14.12 ~TORONTO REPORT FOR ACTION Updates on Improvements to the Bike Lanes on Dundas Street East Date: June 24, 2020 To: Infrastructure and Environment Committee From: General Manager, Transportation Services Wards: Wards 13 and 14 SUMMARY On May 28, 2020, City Council adopted CC21.20 Cycling Network Plan Installations: Bloor West Bikeway Extension & ActiveTO Projects and requested Transportation Services to report to the July 9, 2020 meeting of the Infrastructure and Environment Committee on the status of previous requests to improve the bike lanes on Dundas Street East. The purpose of this report is to provide an update on these requests. Bicycle lanes on Dundas Street East have long provided a vital east/west cycling connection. In the 2001 Toronto Bike Plan, Dundas Street East was identified as a candidate for bicycle lanes from River Street to Kingston Road and in 2003, bicycle lanes were installed on the section of Dundas Street East from Broadview Avenue to Kingston Road. The Dundas Street East bicycle lanes are connected to the protected bicycle lanes on Woodbine Avenue via contra-flow bicycle lanes on Dixon Avenue. Transportation Services has installed a number of safety improvements along Dundas Street East including pavement marking enhancements along the corridor and intersection improvements at Dundas Street East and Jones Avenue. In June 2020, as part of the ActiveTO program, temporary protected bicycle lanes (cycle tracks) were installed to extend the Dundas Street East bicycle lanes by 1 kilometre (km) from their end point just east of Broadview, west to Sackville Street to provide a safe connection through the Broadview intersection and over the Don Valley Parkway bridge. -
3131 Lower Don River West Lower Don River West 4.0 DESCRIPTION
Lower Don River West Environmental Study Report Remedial Flood Protection Project 4.0 DESCRIPTION OF LOWER DON 4.1 The Don River Watershed The Don River is one of more than sixty rivers and streams flowing south from the Oak Ridges Moraine. The River is approximately 38 km long and outlets into the Keating Channel, which then conveys the flows into Toronto Harbour and Lake Historic Watershed Ontario. The entire drainage basin of the Don urbanization of the river's headwaters in York River is 360 km2. Figure 4.1 and Figure 4.2, on the Region began in the early 1980s and continues following pages, describe the existing and future today. land use conditions within the Don River Watershed. Hydrologic changes in the watershed began when settlers converted the forests to agricultural fields; For 200 years, the Don Watershed has been many streams were denuded even of bank side subject to intense pressures from human vegetation. Urban development then intensified settlement. These have fragmented the river the problems of warmer water temperatures, valley's natural branching pattern; degraded and erosion, and water pollution. Over the years often destroyed its once rich aquatic and during the three waves of urban expansion, the terrestrial wildlife habitat; and polluted its waters Don River mouth, originally an extensive delta with raw sewage, industrial/agricultural marsh, was filled in and the lower portion of the chemicals, metals and other assorted river was straightened. contaminants. Small Don River tributaries were piped and Land clearing, settlement, and urbanization have buried, wetlands were "reclaimed," and springs proceeded in three waves in the Don River were lost. -
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 ............................................................................................... -
General Clothing Merchants
ADVERTISEMENTS. West Corner Market Square, TORONTO, ONTARIO. IMPORTERS OF AND General Clothing Merchants, DEPARTMENTS: HOSIERY & GLOVES, DRESS GOODS, HABERDASHERY, MILLINERY, CLOTHING, MANTLES, PRINTS, SHAWLS, COTTONS. Goods sold at the lowest possible rates, one price and no humbug. JOHN BARRON, Manufacturer and Dealer in all kinds of BOOTS AND SHOES, A large and well assorted St<lck constantly on hand, which will be sold at the lowest remunerative prices . .llEirWork made to ordel'.~ No. 38 West Market Square, Toronto. ii ADVERTISEMENTS. Dudley & Burns, Book and Job Printers, Victoria Hall, Toronto. Newspapers, Magazines. Pamphlets, Reports, Circu lars, Bill-heads, Cards, &c., printed, hz the latest styles, alzd at reasonable rates. Special attention given to printing in colors, Bronze~, &c. &c. &c. WlVl. NASON, GENR'L MERCHANT, WESTON. ADVERTISEMENTS. iii CHAS. F. MILES, Provincial Land Surveyor, Valuator and Real Estate Agent, 38 Adelaide Street, Head of Toronto Street. ~QRQIr~Qe WAtlSWOllTlt «UNWtN; PROVINCIAL La1:ld Surve ors, VALUATORS, L31D14 @ltd, ~~R.~1?311• .&~~~t~~ OFFIOE: No. 42, Adelaide St. East, opposite the Court House, Busincss Transacted with the Crown Lands Dcpartment. ~ All orders by Mail will receive prompt attention. "Q WM. BROWN, A TaJ (0) ~ Jr 0 N B E) Jl~ Etobicocke Post Office. iv ADVERTISEMENT!!. H. R. CORSON, Publisher of the M~.M..~M IIC~N~MISr, Markham, Onto J. & J LUGSDIN, IMPORTERS AND DEALERS IN HATS, CAPS, FURS, AND GENTLEMEN'S FURNlSHING GOODS, No. 101 YONGE STREET, TORONTO, A few Doors South of Ad~laide Street. Lugsdin & Barnett, (Sign of the Golden Horse.) ladtltt, ~~Utlt~~ nnd ~tunk ~nnufnduttt~, 115 Yonge St., Toronto. -
Railway Investigation Report R07d0111 Crossing Collision
RAILWAY INVESTIGATION REPORT R07D0111 CROSSING COLLISION VIA RAIL CANADA INC. PASSENGER TRAIN NUMBER 35 MILE 23.57, CANADIAN NATIONAL KINGSTON SUBDIVISION PINCOURT/TERRASSE-VAUDREUIL, QUEBEC 17 DECEMBER 2007 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Crossing Collision VIA Rail Canada Inc. Passenger Train Number 35 Mile 23.57, Canadian National Kingston Subdivision Pincourt/Terrasse-Vaudreuil, Quebec 17 December 2007 Report Number R07D0111 Synopsis On 17 December 2007, at approximately 1549 eastern standard time, VIA Rail Canada Inc. passenger train No. 35, travelling westward at 62 mph on the south main track of Canadian National’s Kingston Subdivision, struck an empty tractor-trailer that was immobilized on the 3e Avenue level public crossing located at Mile 23.57, near Pincourt/Terrasse-Vaudreuil, Quebec. The tractor-trailer was destroyed; the locomotive was damaged and was unable to continue. Subsequently, 76 passengers were transferred to another VIA Rail Canada Inc. train and rail traffic was delayed for up to 3 ½ hours. The truck driver sustained minor injuries. There was no derailment and no track damage. Ce rapport est également disponible en français. © Minister of Public Works and Government Services Canada 2009 Cat. No. TU3-6/07-1E ISBN 978-1-100-12406-3 TABLE OF CONTENTS 1.0 Factual Information ....................................................................... -
“Toronto Has No History!”: Indigeneity, Settler Colonialism, and Historical Memory in Canada’S Largest City
Document généré le 2 oct. 2021 00:00 Urban History Review Revue d'histoire urbaine “Toronto Has No History!” Indigeneity, Settler Colonialism, and Historical Memory in Canada’s Largest City Victoria Freeman Encounters, Contests, and Communities: New Histories of Race and Résumé de l'article Ethnicity in the Canadian City En 1884, au cours d’une semaine complète d’événements commémorant le 50e Volume 38, numéro 2, printemps 2010 anniversaire de l’incorporation de Toronto en 1834, des dizaines de milliers de gens fêtent l’histoire de Toronto et sa relation avec le colonialisme et URI : https://id.erudit.org/iderudit/039672ar l’impérialisme britannique. Une analyse des fresques historiques du défilé de DOI : https://doi.org/10.7202/039672ar la première journée des célébrations et de discours prononcés par Daniel Wilson, président de l’University College, et par le chef de Samson Green des Mohawks de Tyendinaga dévoile de divergentes approches relatives à la Aller au sommaire du numéro commémoration comme « politique par d’autres moyens » : d’une part, le camouflage du passé indigène de la région et la célébration de son avenir européen, de l’autre, une vision idéalisée du partenariat passé entre peuples Éditeur(s) autochtones et colons qui ignore la rôle de ces derniers dans la dépossession des Indiens de Mississauga. La commémoration de 1884 marque la transition Urban History Review / Revue d'histoire urbaine entre la fondation du village en 1793 et l’incorporation de la ville en 1834 comme « moment fondateur » et symbole de la supposée « autochtonie » des ISSN colons immigrants. Le titre de propriété acquis des Mississaugas lors de l’achat 0703-0428 (imprimé) de Toronto en 1787 est jugé sans importance, tandis que la Loi d’incorporation 1918-5138 (numérique) de 1834 devient l’acte symbolique de la modernité de Toronto. -
Heritage Property Research and Evaluation Report
ATTACHMENT NO. 10 HERITAGE PROPERTY RESEARCH AND EVALUATION REPORT WILLIAM ROBINSON BUILDING 832 YONGE STREET, TORONTO Prepared by: Heritage Preservation Services City Planning Division City of Toronto December 2015 1. DESCRIPTION Above: view of the west side of Yonge Street, north of Cumberland Street and showing the property at 832 Yonge near the south end of the block; cover: east elevation of the William Robinson Building (Heritage Preservation Services, 2014) 832 Yonge Street: William Robinson Building ADDRESS 832 Yonge Street (west side between Cumberland Street and Yorkville Avenue) WARD Ward 27 (Toronto Centre-Rosedale) LEGAL DESCRIPTION Concession C, Lot 21 NEIGHBOURHOOD/COMMUNITY Yorkville HISTORICAL NAME William Robinson Building1 CONSTRUCTION DATE 1875 (completed) ORIGINAL OWNER Sleigh Estate ORIGINAL USE Commercial CURRENT USE* Commercial * This does not refer to permitted use(s) as defined by the Zoning By-law ARCHITECT/BUILDER/DESIGNER None identified2 DESIGN/CONSTRUCTION Brick cladding with brick, stone and wood detailing ARCHITECTURAL STYLE See Section 2.iii ADDITIONS/ALTERATIONS See Section 2. iii CRITERIA Design/Physical, Historical/Associative & Contextual HERITAGE STATUS Listed on City of Toronto's Heritage Register RECORDER Heritage Preservation Services: Kathryn Anderson REPORT DATE December 2015 1 The building is named for the original and long-term tenant. Archival records indicate that the property, along with the adjoining site to the south was developed by the trustees of John Sleigh's estate 2 No architect or building is identified at the time of the writing of this report. Building permits do not survive for this period and no reference to the property was found in the Globe's tender calls 2. -
Municipal Class Environmental Assessment On
Attachment 4 IE19.11 Part 2 Gerrard Street to Edward Street Gerrard Street to Walton Street — Recommended Design Concept from One-Way Driving Access Northbound Elm Street to Gould Street Walton Street to Elm Street — Pedestrian Priority Elm Street to Edward Street — Elm Street One-Way Driving Access Southbound Gerrard Street West Gerrard Street East Future Future Development Development Walton Street O’Keefe Lane O’Keefe Gould Street Ryerson Student Centre Typical cross section between Gerrard Elm Street Street and Edward Street P Gould Street Ryerson Pedestrian Zone Future Development Edward Street P N Legend: Street furniture/Greenery Pedestrian / Cycle only Curbside Activity Direction of travel Loading bay No right turn P Parking garage No left turn P Parking garage (private) No straight through Pedestrian zone Traffc signals Gate Cycle Track Pedestrian only No Entry Sharrow 19 Gerrard Street to Edward Street Gerrard Street to Walton Street One-Way Driving Access — Northbound local access has been added to the recommendation for this block during the day to provide more support for deliveries and ride hailing on Walton Street and Yonge Street. The volume and speed of vehicles using this block would be very low to support a pedestrian friendly atmosphere. The character of this section would be similar to the pedestrian priority zones. The southbound lane won’t have any Mariahilfer Strasse, Vienna cars or trucks during the day and can be used for cycling. Wide sidewalks and furnishing zones to support cafés, planting, and seating remain. Artist rendering of Yonge Street between Walton Street and Elm Street looking north. -
Environmental Guidelines for Access Roads and Water Crossings
Environmental Guidelines For Access Roads and Water Crossings Cette publication est également disponible en français. Ministry of Natural Resources Ontario Lyn McLeod Minister ©1990, Queen's Printer for Ontario Printed in Ontario, Canada Single copies of this publication are available for $5.25 from the address noted below. Current publications of the Ontario Ministry of Natural Resources, and price lists, are obtainable through the Ministry of Natural Resources Public Information Centre, Room 1640, Whitney Block, 99 Wellesley St. West, Toronto, Ontario M7A IW3 (personal shopping and mail orders). Telephone inquiries about ministry programs and services should be directed to the Public Information Centres: Fisheries/Fishing Licence Sales (416) 965-7883 Wildlife/Hunting Licence Sales 965-4251 Provincial Parks 965-3081 Forestry/Lands 965-9751 Aerial Photographs 965-1123 Maps 965-6511 Minerals 965-1348 Cheques or money orders should be made payable to the Treasurer of Ontario, and payment must accompany order. Other government publications are available from Publications Ontario, Main Floor, 880 Bay St., Toronto. For mail orders write MGS Publications Services Section, 5th Floor, 880 Bay St., Toronto, Ontario M7A IN8. Cover Photo - The Brightsand River bridge, built by Canadian Pacific Forest Products Limited near Thunder Bay, illustrates the use of good design and construction practices to minimize environmental changes. This paper contains recycled materials Contents 1 1.0 Preface .....................................2 2.0 Introduction -
Toronto Has No History!’
‘TORONTO HAS NO HISTORY!’ INDIGENEITY, SETTLER COLONIALISM AND HISTORICAL MEMORY IN CANADA’S LARGEST CITY By Victoria Jane Freeman A thesis submitted in conformity with the requirements for the degree of Doctor of Philosophy Department of History University of Toronto ©Copyright by Victoria Jane Freeman 2010 ABSTRACT ‘TORONTO HAS NO HISTORY!’ ABSTRACT ‘TORONTO HAS NO HISTORY!’ INDIGENEITY, SETTLER COLONIALISM AND HISTORICAL MEMORY IN CANADA’S LARGEST CITY Doctor of Philosophy 2010 Victoria Jane Freeman Graduate Department of History University of Toronto The Indigenous past is largely absent from settler representations of the history of the city of Toronto, Canada. Nineteenth and twentieth century historical chroniclers often downplayed the historic presence of the Mississaugas and their Indigenous predecessors by drawing on doctrines of terra nullius , ignoring the significance of the Toronto Purchase, and changing the city’s foundational story from the establishment of York in 1793 to the incorporation of the City of Toronto in 1834. These chroniclers usually assumed that “real Indians” and urban life were inimical. Often their representations implied that local Indigenous peoples had no significant history and thus the region had little or no history before the arrival of Europeans. Alternatively, narratives of ethical settler indigenization positioned the Indigenous past as the uncivilized starting point in a monological European theory of historical development. i i iii In many civic discourses, the city stood in for the nation as a symbol of its future, and national history stood in for the region’s local history. The national replaced ‘the Indigenous’ in an ideological process that peaked between the 1880s and the 1930s. -
AECOM Report 1.Dot
Environmental Assessment chapter 3. description of the potentially affected environment 3. Description of the Potentially Affected Environment This chapter is divided into four different sections which describe different components of the baseline or existing environmental conditions. The first section describes the river characteristics which will influence the development of alternatives. This information has been separated from the remaining description of the natural environment such that some emphasis can be given to those aspects of the existing environment that are driving the development of alternatives for the DMNP. The second section describes the remaining components of the natural environment: fish and fish habitat, terrestrial vegetation, and wildlife. The third section addresses components related to soils and groundwater contamination. The final section describes socio-economic components: land use, air quality and noise, archaeology, aboriginal interests, and built heritage. 3.1 River Characteristics in the Project and Impact Assessment Study Areas The Don Watershed possesses a dendretic drainage pattern that flows southward for 38 kilometres (as the crow flies) from the Oak Ridges Moraine (ORM) to the Inner Harbour of Toronto. The Don possesses two major branches (the East and West Don), each consisting of many smaller sub-watershed systems, such as but not limited to Taylor Massey Creek, Wilket Creek, Patterson Creek and Pomona Creek. The confluence of the East and West Branches occurs approximately 6 kilometres upstream of the Impact Assessment Study Area. Downstream from the confluence, the sub-watershed is known as the Lower Don and includes all of the Don Narrows until reaching the Keating Channel. The entire watershed area or drainage basin of the Don River is approximately 360 square kilometres (Figure 3−1). -
Essex Windsor Regional Transportation Master Plan
ESSEX-WINDSOR REGIONAL TRANSPORTATION MASTER PLAN Technical Report IBI Group With October, 2005 Paradigm Transportation Solutions Essex-Windsor Regional Transportation Master Plan MAJOR STUDY FINDINGS & EXECUTIVE SUMMARY PART 1: MAJOR STUDY FINDINGS Official Plan policies of both the County of Essex and the City of Windsor acknowledge that comprehensive regional transportation policies and implementation strategies are needed to effectively address regional transportation needs now through to 2021. This is needed because during this time period, the City and County combined are expected to grow by about 92,000 more residents and 53,000 jobs. The location and form of this growth will have a significant impact on the capability of the existing transportation system, and specifically the major roadway system, to serve the added travel needs. Coupled with this is the overall background growth in trip-making throughout the Essex-Windsor region, and the amount of cross-border traffic moving through the region. This is why the regional transportation plan has taken a very integrated transportation/land use planning approach, with as much emphasis on demand-side issues such as trip-making characteristics and travel mode choice, as on the more traditional supply-side alternatives dealing with major roadway widenings and extensions. The transportation planning approach used in this study emphasizes the integration of land use and transportation planning in Essex-Windsor region. Continued regional growth will put pressure on strategic parts of the transportation system, reducing its ability to move people and goods safely and efficiently in these parts of the region. Other transportation system needs will continue to grow in response to growth in international cross-border traffic, and are addressed more specifically in the Lets Get Windsor-Essex Moving initiatives, the Detroit River International Crossing Study and the Windsor Gateway Report prepared for the City of Windsor by Sam Schwartz Engineering PLLC and released in January 2005.