Infrastructure : Development News

A long-term plan to create wetland habitat on the Leslie Street Spit, also known as Tommy Thompson Park, hits a milestone this month, as contaminated materials on the site are capped by clean material that will provide a foundation for the plants and vegetation that provide home for a range of fish, birds and wildlife.
 
In 2007, a seven-hectare area called Cell 1 was completed and currently provides a habitat for marsh birds, including nesting common terns, turtles, amphibians, small mammals and native fish in areas that were used as confined disposal. Work on the area known as Cell 2, which is about nine hectares, started late last year. A layer of soil and clay is being created with about 21,500 truckloads of excavated material to make sure the underlying contaminated material is biologically unavailable.  Rock and wood will also shape the landscape.

One of the project’s challenges is making sure the layers of soil have the right elevation relative to the water levels of Lake Ontario. “The vegetation that is within the wetlands is driven by water,” says Karen McDonald, project manager with Restoration and Infrastructure Services at Toronto and Region Conservation Autority (TRCA). “Water levels within the Great Lakes are managed, and the management doesn’t necessarily facilitate the development of coastal wetlands. The lakes are managed for ships, not necessarily for habitat.”
 
While there is a detailed plan for how the wetlands should look, materials and site conditions will drive the work. Right now, dump trucks and bulldozers are the main tools for shaping the wetlands, with excavation continuing until things are frozen hard over the winter. In the spring, the living components of the wetlands will be added to the landscape.
 
“It’s basically gardening in water,” says McDonald. “We’ll be installing aquatic vegetation like potted plant material, native cattails, bulrushes and bur-reed into the completed area and then letting nature do the rest.”
 
One big surprise came in July when workers discovered Asian grass carp, an invasive species that’s not particularly welcome in the wetlands, in one of the contained ponds.
 
The Leslie spit’s job as a disposal site isn’t yet over. The final cell, called Cell 3, continues to be used for dredged materials, with approximately 30 to 40 years of capacity remaining.
 
Writer: Paul Gallant
Source: Karen McDonald

The City of Toronto budget committee has heard a proposal to boost the cycling infrastructure budget to $20 million, more than double the current $8 million Toronto now spends.
 
The proposal comes on the recommendation of the Toronto Board of Health and would implement a “minimum grid” of cycling infrastructure by 2018. Without making a decision on the spending proposal, the budget committee voted to refer the item to the City Manager and the General Manager of Transportation Services for consideration for the 2016 budget and 2017-2025 Capital Plan.
 
“Despite the many health benefits, people who walk and cycle are at increased risk of injury or death as a result of collisions with motor vehicles when compared to people travelling in cars or using public transit. Concerns about safety can result in people being less likely to travel using these modes of active transportation,” states the letter from the board. “Implementing measures to slow driver speeds is an essential way to improve safety. Reducing posted speed limits as well as changes to the built environment such as designing streets that include narrower and fewer travel lanes, medians, and other traffic calming measures are effective ways to reduce speeds and therefore prevent injuries and deaths. Increased education for pedestrians, cyclists, and motor vehicle drivers will also improve safety by improving knowledge and skills.”
 
While rates of collisions that have resulted in pedestrian or cyclist injury declined in Toronto between 2003 and 2012, the total number of cyclist injuries is increasing considerably due to increased numbers of cyclists each year. “In addition, there has been an increase in the number of pedestrian fatalities in the last two years," states the letter.
 
A survey submitted by the group Cycle Toronto states that 73 per cent of Torontonians say a lack of cycling infrastructure is holding them back from riding more often. “A grid of protected bike lanes on main streets supported by a network of bicycle boulevards on residential roadways is a vital way to get Torontonians moving. Ridership rises when biking is easy, safe and comfortable,” says the document.
 
Meanwhile, the city is extending the separated bike lanes, known as cycle tracks, along Richmond and Adelaide streets eastward from University Avenue. Both cycle tracks will now connect from Parliament Street in the east to Bathurst Street in the west. Peter Street will also get bicycle lanes from King Street to Queen Street.
 
Writer: Paul Gallant
Source: City Clerk’s Office

After almost four years of construction and another year of paperwork, the Markham Stouffville Hospital (MSH) has received LEED Silver certification for its new 385,000-square-foot hospital expansion.
 
“I was jumping for joy,” says Suman Bahl, vice president, corporate services and capital development at MSH. “Overall we finished our project on time and under budget so this LEED Silver certification was like icing on the cake. Not that there was any doubt, but it’s a very tedious process. At one point we managed to get furniture that met the requirements of LEED and it was spreadsheets of every single item we ordered. There were thousands of line items for that one point.”
 
The LEED features, which are assessed and assigned points by the Canada Green Building Council after the building is complete, include a white roof membrane and green roof areas, exterior lighting designed to minimize light pollution and installation of low-flow fixtures to reduce water use. About 16 per cent of materials came from recycled content, while 31 per cent of material was manufactured and harvested within 800 kilometres of the project, or within 2,400 kilometres if shipped by rail or water.
 
In the year since the building was completed, hospital employees have gotten quite a bit of feedback, including compliments about the art. “It’s a calm, simple building without a lot of busy details,” says Bahl.
 
The expansion, which doubled the size of the hospital at a cost of about $400 million, makes MSH the first hospital in Ontario to build a central utility plant that supplies thermal energy, electricity and emergency power through Markham District Energy. Staff are still working on managing the new energy system to achieve maximum efficiency.
 
“The systems are all there and the technology is there to improve our energy usage, but we need to make a focused effort to get our usage down,” she says. “In some areas, you don’t have the same flexibility. An operating room runs 24/7 and even if it doesn’t run all night, you have to have the systems running in case there’s an emergency case. It’s not like we can just shut the lights off.”
 
Writer: Paul Gallant
Source: Suman Bahl

Not every structure has to last forever to provide citizens with delight.
 
In January, Toronto’s RAW Design hosted a competition (which we wrote about in February) to transform five lifeguard stations in Beaches Park into playful temporary shelters from the winter wind and cold, luring out Torontonians who would have otherwise stayed inside waiting for spring to come. The project was inspired by Winnipeg’s annual Warming Huts competition, and caught the attention of Yvonne Koscielak, the City of Mississauga’s public art coordinator, who was looking for a project to celebrate the Parapan Am Games.
 
The resulting collaboration, a temporary public art installation called Art of Sport: Fitness Follies, opened last week on the Mississauga waterfront and will close—likely—in just six weeks. The three brightly coloured pieces, called Synchronicity, Velocity and Colosseum, are “designed to engage the body in a different way, provoking participants to test their balance, agility and perception.” In Colosseum, for example, kids can weave around or climb on a circular field of wooden poles of different heights. A platform in the middle is meant to evoke a medal ceremony podium.
 
“It’s a fun thing to design because it’s ephemeral, not weighty. You don’t have to worry about it hanging around for a long time, which is not to say we don’t take it seriously,” says Roland Rom Colthoff, founder of RAW. “It takes us five years to do a building. This took us five months. The immediate impact and the pleasure of creation and seeing people use it right away is great for us.”
 
Although the location in Lakeside Park, at the bottom of Southdown Road on Mississauga’s waterfront trail, seems remote, it can be a busy, well-used recreational space.
 
“At the opening we saw people using it exactly how we thought they would be, climbing all over the telephone poles, sliding and running up and down Velocity and hopping from post to post on Colosseum,” says  Rom Colthoff.
 
At least two of the pieces are tough enough to find a permanent home somewhere, he says, when the six weeks are up.
 
Writer: Paul Gallant
Source: Roland Rom Colthoff

After years of debate, the TTC has filed for site plan approval for its new McNicoll bus garage near Steeles and Kennedy in Scarborough.

The $181-million facility will operate 24/7 and will have room for 250 buses, a traffic office, two service lines, an employee parking lot, a repair bay, bus cleaning facilities, a washing area, a body shop and other offices. About 50 per cent of building’s footprint will have a green roof and its energy use, stormwater retention and reuse, and waste management would meet the city’s green standards.

But the project, encompassing about 323,000 square feet, has ruffled a few feathers in its history, dating back to when the TTC started searching for a site in 2003. Over the last year, especially, the TTC received a barrage of complaints about the process and concerns about possible noise, dirt and other traffic and environmental impacts the garage might bring to the neighbourhood. Although the property is designated as heavy-industry employment lands, it is adjacent to the Scarborough Chinese Baptist Church, which launched a petition against the garage, and close to other more publicly oriented commercial properties.

Last winter, the TTC argued that the garage would improve transit service in the area, create jobs and provide a new customer base for local retailers and restaurants. It has also altered the design since its original proposal, improving the perimeter landscaping.

The deadline for comment on the Environmental Project Report (EPR) was last month and is now in the hands of the provincial Ministry of the Environment.

Writer: Paul Gallant
Source: TTC, City of Toronto legal documents

While Toronto’s HOV traffic lanes have attracted the most attention (and ire), they’re not the only temporary infrastructure the Pan/Parapan American Games are bring to Toronto this summer.

There’s the Athlete’s Village, which isn’t all that temporary since those units will eventually be condos and student residences, and CIBC Pan Am Park, which will scatter tents and other structures across Exhibition Place. But other venues not directly related to the Games are also springing up all over the city.

The Aboriginal Pavillion at Fort York’s Garrison Common will feature an Indigenous music and arts festival hosted by the 14 member ALP (Aboriginal Leadership Partners). One of the largest footprints of any Pan Am arts festival, the pavillion will also host sports events and food vendors.

Meanwhile, up in The Village, PrideHouse’s activities at The 519 and Barbara Hall Park will overflow onto the street during two weekends of the Games, with space for sporting activities and drinking (nice combination!) on Church Street.

But the brashest and most playful temporary structure will likely be the Ontario Tourism Marketing Partnership Corporation’s Celebration Zone at Toronto’s Harbourfront Centre. Designed by Hariri Pontarini and built by Tektoniks, a UK company founded by a Canadian, the two huge white inflatable arches on Queen’s Quay will host 38 days of arts and cultural programming. The larger of the two structures, about 50 feet high, can hold 1,400 people, while the smaller one, open on the front and looking out over the waterfront, can hold about 300 people. They’re made of a recyclable PVC textile and filled with Ontario air.

“It’s really going to dominate the landscape,” says Ronald Holgerson, president and CEO of OTMPC. “We’re really excited about it. We knew we wanted to create something that was complementary to the 2015 Games and also showcase artists early in their careers.

Holgerson describes the space as “a sponsorship free zone,” though it will showcase different regions of Ontario hoping to attract Pan Am visitors this summer—and beyond.

Writer: Paul Gallant
Source: Ronald Holgerson

If streets aren’t just for motorists, then who are they for? Pedestrians? Cyclists? Dog walkers? People in wheelchairs? Kids? Seniors? People hanging out on summer nights?
 
This month the city is currently seeking public input as it draws up its new Complete Streets guidelines, which would provide a more thoughtful process about how Toronto’s streets should look and feel. Rather than a one-size-fits-all approach, “complete streets” consider the many ways each street is used before making decisions on things like bike lanes, sidewalk cafés, street furniture, street trees, utilities, and stormwater management. More than 700 jurisdictions in Canada and the United States are adopting a complete streets approach.
 
“We’re trying to get feedback on the draft guiding principles and we’re trying to get an understanding from the public and stakeholders about what different types of streets Toronto has,” says Adam Popper, Complete Streets project manager. “The goal is to make streets safe and accessible for people of all ages and abilities, and to give people a range of transportation choices.”
 
Street types could range from arterial roads, where the main goal may be to move traffic efficiently, to neighbourhood streets where a variety of uses, including children playing, might need to be accommodated. “You’ll treat a street differently if it’s in an employment area versus a park versus a residential area versus downtown versus centres in other parts of the city,” says Popper.
 
The city has 10 drafted guiding principles divided under the categories streets for people, streets as places, streets for prosperity. “We want to check in with the broader public to see if we’re on the right track with those because they’ll be used to guide street decision-making.”
 
A June 18 open house will be followed by June 20 events in North York and Etobicoke and then an online survey. The guidelines are expected to be ready by the end of 2015.
 
Toronto has about 5,600 kilometres of streets, covering almost one quarter of Toronto’s total land area.
 
Writer: Paul Gallant
Source: Adam Popper

Toronto City Council has accepted a compromise from Markham-based SiteLine Group that would provide light industrial space in proposed condo development to make up for the demolition of a Dufferin Street building where more than 150 people currently work.
 
As Yonge Street wrote earlier this month, SiteLine plans to erect a large mixed-use complex at 390-444 Dufferin Street, where a low-rise industrial space now provides a home to small enterprises like the Akin Collective, the Brockton Collective, Canadian Salvage Timer and Design Republic. The city had originally rejected the proposal because it turns designated employment lands into mostly residential lands.
 
Facing an Ontario Municipal Board (OMB) hearing this week, SiteLine offered a compromise that would dedicate about 18,000 square feet of the development to light industrial uses, with a separate loading dock, elevators and HVAC in the north section of the complex. That’s roughly equivalent to the amount of employment space in the existing building. A portion of that space would be part of a city-run small-business incubator providing below-market rents, a new concept from the city’s Economic Development department. The original incubator offer was for 10 years. The remainder of the proposed two-building, three-tower development would be comprised of 369 residential units.
 
That offer raised the ire of some attendees at a community meeting earlier this month. Residents said they were losing more than they were gaining, and worried that just 10 years of an incubator would not be enough to jumpstart businesses in the area. So the city continued to negotiate with SiteLine. Late last week the two parties struck a deal that would increase the lifespan of the incubator to 25 years.
 
“We’re not happy about how it’s ended, but there is a bit of a consolation prize in this incubator and that the city’s Economic Development department is keen to proceed with that,” says Charles Campbell, a member of the Active 18 Community Association, which was granted party status at the OMB hearings.
 
Active 18 had wanted SiteLine to at least double the amount of space dedicated to industrial employment because it was changing the official designation of the property, and because many of the existing tenants may not survive the transition.
 
“It’s not going to be as affordable as the old warehouse space and it’s going to be of a different sort,” says Campbell. “It’s not going to be dirty, messy, smelly kinds of work. It’ll be for more high-tech kinds of things. We’re losing jobs that we liked, but you have to figure into that that the city has no real ability to stop the developer from tearing down the existing building.”
 
SiteLine Group president Josh Silber said good compromises leave everyone a little unhappy, but is generally pleased with the outcome.

"We're excited to be partnering with the city to pioneer an incubator space that will help startups in Toronto," says Silber.

The company is now looking at options that will help take the project to market. Silber says it's too early to say when demolition and construction will begin. "We've got a lot of work we need to get done."
 
Writer: Paul Gallant
Source: Charles Campbell, Josh Silber

This week council considers two possible fates for the Gardiner Expressway east of Jarvis: removal at the long-term cost of $461 million or a so-called hybrid rebuild of the elevated roadway at a long-term cost of $919 million.
 
How did it come down to these two options? Toronto has debated what to do with the Gardiner since before it was built between 1955 and 1964. Back in the 1990s, it was the western section that was under more scrutiny and in 2000, the city seriously considered burying the section of the Gardiner between the Canadian National Exhibition grounds and Yonge Street. In 2006, it was estimated that it would have cost $1.5 billion to bury the whole thing—a bargain compared to the options council is now contemplating.
 
Michael Meschino, principal of Entuitive engineering firm, holds out hope that the city will eventually come around to the idea that going underground is the best option. In the last few weeks, he’s been trying to drum up support for a concept, a collaboration with Chicago-based architects Adrian Smith + Gordon Gill, that came out of a 2010 design competition by Waterfront Toronto.
 
“We’re talking about what to do with the Gardiner east of Jarvis, but the Gardiner runs across the entire city and everything east of Dufferin Street is elevated, so when you make a decision east of Jarvis, you’re going to affect what you can do west of Jarvis, which runs right through the city core,” says Meschino.
 
Entuitive’s proposal would put the Gardiner into an underground tunnel east of Jarvis. Traffic would come out of the tunnel east of Cherry Street and onto a bridge across the Don River to connect with the Don Valley Parkway. Lakeshore Boulevard would be moved north, up against the rail lands. The benefits, as Meschino sees it, are clearing a large amount of new space for new waterfront development, as well as maintaining a direct connection between the Gardiner and the DVP.
 
If you keep an elevated Gardiner, Meschino says, “you’re going to develop parcels of land but you’re not really going to develop a community. What we want to do is push all that northward and push Lakeshore Boulevard northward to make one community.”
 
The plan works best on the assumption that the downtown section of the Gardiner would eventually be moved underground. Critics don’t like the fact that the Gardiner is elevated downtown, goes into a tunnel for just two kilometres and is then elevated again to cross the Don, which is one of the reasons the idea was rejected. The price tag, estimated in 2010 to be about $1.6 billion, also makes it a harder sell, though Meschino says the freeing up of a large amount of quality development land could be used to offset the cost.
 
Writer: Paul Gallant
Source: Michael Meschino

With two-way traffic on Queens Quay finally opened this week, the downtown section of Waterfront Toronto’s pet project is about to be unveiled.
 
The ground broke on the revitalization of Queens Quay back in 2012, creating a mess of construction and detours along the waterfront for the last couple of summers. But the dust is about to clear to reveal new streetcar tracks and relocated roadways, as well as new bike lanes and snazzy pedestrian walkways. On June 19, the city will celebrate the official reopening of the stretch of Queens Quay between Bay Street and Spadina Avenue.
 
“We did a site walk with one of the [stakeholder] committees last week and it was overwhelming positive, people are excited about getting this street opened up and seeing this vision materialize,” says Mira Shenker, communications manager at Waterfront Toronto.
 
A few small fixes won’t be complete until after the Pan/Parapan Am Games. Toronto Hydro still has to install power cables into underground ducts. Until then, about 20 of the new 56 signature streetlights on Queens Quay will be temporarily replaced by aluminum poles and overhead powerlines, and six event power stations for the use by the Waterfront Business Improvement Area for events will be temporarily covered with boxes. Additional trees will get planted when Toronto Hydro is finished its work.
 
There’s even more good news for cyclists. The Martin Goodman Trail from Yo-Yo Ma’s Toronto Music Garden to Stadium Road, where cyclists can continue onto the existing trail through Coronation Park, will be open by the end of June.

Going east from Bay Street, Shenker says the Martin Goodman Trail along Queens Quay to Parliament should be open by early July, connecting to the existing trail that continues eastward.
 
“We just want to make sure that all the work at all the intersections is complete before we open the trail to traffic,” she says. “We’re addressing the lack of signage and potentially even fencing to indicate that the MGT is closed (for safety reasons) between Lower Sherbourne and Parliament until then.”
 
Writer: Paul Gallant
Source: Mira Shenker

The city is moving ahead with plans to reinvigorate an underloved neighbourhood close to the Wilson subway station.
 
The Tippett Road area, which runs from Allan Road to Wilson Heights Boulevard north of Wilson Avenue and from the Allan to Champlain Boulevard south of Wilson, is one of seven designated regeneration areas in the city. The plans would convert the area, about 12.6 hectares, from primarily employment lands to mixed use, including residential.
 
“Maybe it makes sense to make this little pocket, right at a subway station, a mixed-use area rather than employment, because there aren’t employment uses there right now,” says senior planner Cathy Ferguson.
 
The effort was in part triggered by two development applications to build several high-rise residential developments on Tippett Road. Several new residential buildings have already gone up or are under construction in the area. Last week City Council voted to direct staff to begin discussions with landowners about the impact of new development in time to report back for the June 18 Growth Management Committee meeting. Planning staff are also meeting with Affordable Housing staff to develop a program to deliver as many as 200 affordable rental and ownership homes to the community as part of any regeneration.
 
If Tippett Road becomes more residential, it would call for a layout for new streets, parks and open spaces, a transportation strategy, planning to ensure an appropriate mix of uses and appropriate density. Height limits are also a concern because of the proximity to Downsview Airport.
 
Build Toronto, which owns the TTC commuter parking lots on the west side of Tippett, would also be a player in the regeneration.
 
After staff report back from their flurry of meetings, the city will hold a public hearing on the proposals. Ferguson says the regeneration may take 15 to 25 years to come to fruition.
 
Writer: Paul Gallant
Source: Cathie Ferguson

Slowly but surely, the city is making some progress on intensifying its cycling infrastructure.
 
This month city staff are expected to recommend that the separated cycle tracks on Richmond and Adelaide streets, installed last year, should be extended to Parliament, connecting them with the Sherbourne track that’s the main north-south route in the city’s downtown eastside. The Richmond and Adelaide tracks, still pilot projects, are two of the city’s most visible new routes, though they peter out when they hit the Financial District.
 
Further west, the Environmental Study Report for the extension of the West Toronto Railpath is expected soon, looking at how the path should be extended beyond its current southern terminus at Dundas West terminus to Queen and King streets. On the waterfront, the Queens Quay reconstruction will connect the Waterfront Trail across Toronto’s central waterfront area between Bathurst and Parliament streets.
 
Meanwhile, the city has launched a survey to help develop a new 10-year plan for Toronto’s cycling network.
 
“The survey lets Toronto residents provide input on the objectives and criteria for selecting the routes that will form the cycling network,” stated Councillor Jaye Robinson (Ward 25 Don Valley West), chair of the Public Works and Infrastructure Committee, in a news release this week.
 
The plan aims to connect gaps in the existing cycling network, expand the cycling network into new parts of the city and improve the quality of existing networks. The survey asks residents to rank priorities: create new routes or improve existing routes? Build bikeways that support practical trips like work commutes or build bikeways that support recreational cycling?
 
Writer: Paul Gallant
Source: Jaye Robinson

Last month’s Ontario budget contained another promise to build a new downtown courthouse that would consolidate as many as five locations into a single facility.
 
“The new facility will enable more effective and responsive delivery of justice services and increase access to social justice programs in the city,” states the budget document.
 
Brendan Crawley with the communications branch of the Ministry of the Attorney General told Yonge Street Media that the ministry and Infrastructure Ontario have “begun working with a consultant to conduct surveys, environmental assessments and soil testing on the site. At this point, decisions about which specific court locations will be included in the courthouse have not been made.”
 
The province is using Alternative Financing and Procurement (AFP) for the project which may give the contract to design, build, finance and maintain (DBFM) to a private firm, with the request for qualifications happening in summer 2016, followed by the selection of short-list bidders and a request for proposals. “While it’s too soon to give precise timelines, other similar Alternative Financing and Procurement (AFP) courthouses have taken five to seven years to build and become fully operational,” says Crawley.
 
One thing that’s pretty much certain is the location—a government-owned, 1.63-acre site bounded by Chestnut Street, Dundas Street West, Centre Avenue and Armoury Street. Currently a parking lot, it’s directly north of the Superior Court of Justice at 361 University Avenue. The judges, lawyers and other courthouse staff there will hardly have to adjust their commutes.
 
Writer: Paul Gallant
Source: Brendan Crawley

Sometimes you have to go indoors to radically reimagine what can be done with the outdoors.
 
The Gladstone Hotel’s Grow Op, which opens Thursday for a four-day run, invites landscapers, gardeners, students, artists and place-makers of all sorts to explore how design can enhance the sustainability and the enjoyability of our outdoor urban spaces.
 
Certainly there’s increasing pressure to push the limits. Yards in newer urban developments are smaller, if they exist at all. Parks and other exterior spaces are getting squeezed amidst more and more intensive downtown development. So using the confines of hotels-sized lobbies and corridors to propose landscaping solutions and experiments is not such a farfetched idea.
 
“It’s an important challenge for designers of outdoor spaces,” says Victoria Taylor, who has curated this year’s exhibitions with Graham Teeple and the help of Britt Welter-Nolan. Principal at VTLA, Taylor one of the event’s cofounders. “Especially in Canada, we think we have so much outdoor space, we don’t do anything with it. But we should still consider the aesthetics, the ecology and even the economy of our outdoor spaces.”
 
Many artists who have shown during Grow Op’s three-year history have spread their wings beyond the confines of the hotel. The group Play the Walk, which advocate for exploring neighbourhoods with childlike delight, has hosted expeditions through different city spaces since Grow Op 2013. “They’re an alternative to Jane’s Walk that’s more ad hoc,” says Taylor.
 
This year, a group of students with the University of Toronto Master’s of Landscape program will exhibit bee-nest boxes they’ve designed for several specific species of bees. After the show, the boxes will go into community gardens across the city. “Then the science will start and the students will see if their designs will attract the bees they’ve designed it for,” says Taylor.
 
Writer: Paul Gallant
Source: Victoria Taylor

When the University of Toronto’s iconic John P. Robarts Library was completed in 1973, two pavilions flanked the enormous main building: the Thomas Fisher Rare Book Library and the Claude T. Bissell Building.
 
But on the Huron Street side, there was supposed to have been a third pavilion, which was never built.
 
When Diamond Schmitt Architects studied Robarts for the first phase of a $65-million renovation of Robarts—a phase which maximized the study space inside the triangle-shaped library and brought in more light—they uncovered breakout panels that were intended to connect to the unbuilt third pavilion on the loading dock side of the building.
 
“There is no plan that anybody can find anywhere, but there is a diagram in the opening-book brochure that shows a dotted line where that third pavilion was supposed to be,” says Gary McCluskie, a principal at Diamond Schmitt. “As part of that renovation work we started working on a plan for what could be built on that west side of the building.”
 
The discovery turned into an idea. The development application for the new Robarts Common expansion, about 56,000 square feet over five storeys, was filed earlier this month. And so more than 40 years later, Robarts will finally get its third pavilion.
 
But while original plan was for a 500-seat classroom/special events room, the new building will instead provide 1,222 seats of study space. The free-standing structure, which will connect to the main building via bridges over the loading dock, also shuns the brutal concrete architectural style that has made the original building so famous—or infamous, as the case may be. The five storeys will have a much more contemporary look that recognizes Robarts dramatic style without replicating it. Metal facets will mimic the metal on the existing building. There will be lots of glass, but blinds and fretting on the glass will reduce the amount of light that comes out of the building.
 
“What was really engaging about this project was finding the ways we could be similar so it fits in but is of our time today building for something that’s serving a new purpose,” says McCluskie.
 
Rest assured, since the new build is on the Huron Street side, the building’s striking resemblance to a turkey or peacock, when seen from the George Street side, won’t be affected.
 
If everything goes according to plan, construction could start next winter with an opening two years after that.
 
Writer: Paul Gallant
Sources: Gary McCluskie and Larry Alford
Photo Credit: University of Toronto