UrbanToronto

Riverview

Craig White — Fri, 19 Jun 2026 06:00:00 -0400

The Don River looks placid as it runs below bridges; the venerable Lakeshore East GO corridor bridge, and just beside it, the new Lower Don Crossing, being constructed for the new Ontario Line subway. Behind it all, light levels drop at the end of another day behind Toronto's Downtown skyline.

The Lower Don Crossing is gradually coming together to the east of Downtown Toronto, image by UrbanToronto Forum contributor kotsy

This image comes to us courtesy of UrbanToronto Forum contributor kotsy. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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UrbanToronto's research and data service, UTPro, provides comprehensive data on construction projects in the Greater Golden Horseshoe—from proposal through to completion. Other services include Instant Reports, downloadable snapshots based on location, and a daily subscription newsletter, New Development Insider, that tracks projects from initial application.

8 Elm Climbs Into Upper Floors as Cladding Advances in Downtown Toronto

Anthony Teles — Thu, 18 Jun 2026 16:26:35 -0400

Since UrbanToronto’s last update in February, 2026, 8 Elm has continued its ascent higher above Yonge and Elm streets in Downtown Toronto, with the building's bronze-coloured envelope also advancing. Designed by Arcadis for Reserve Properties and Capital Developments, with heritage restoration overseen by GBCA Architects, the 69-storey condominium tower is taking on an increasingly finished appearance.

In May, 2026, a close-up of the southeast corner highlights the facade’s defining elements: bronze-toned aluminum cladding wraps projecting balcony slabs and vertical I-eam type accents, creating a strong grid that contrasts with reflective glazing and transparent balcony guards. The corner's continuous stack of rounded balcony slabs forms a prominent curved edge, with bullnose soffit cladding.

A close-up view looking northwest to the bronze-toned cladding, image by UrbanToronto Forum contributor skycandy

This month, looking east along Elm Street, forming has advanced into the upper floors. The south elevation at right is dominated by the full-height construction hoist. Along the west elevation, glass balcony guards have reached the 30th floor, while bronze-toned panels extend tod the 39th floor. At street level, restored heritage masonry lines Elm Street, while cantilevered material-staging platforms project from the upper north and south elevations.

Looking east to the construction hoist and tower rising above the heritage base along Elm Street, image by UrbanToronto Forum contributor ProjectEnd

From across Yonge Street at Edward, the structure has risen to approximately the 50th floor. A white concrete boom pump arches across the top to the left of the crane. Just below the top, three cantilevered platforms provide place to store forming materials on the tight site.

Looking northwest from Yonge Street to the tower crane rising beside the east elevation, image by UrbanToronto Forum contributor Rascacielo

From the intersection of Yonge and Elm, the lower levels showcase the contemporary tower rising above its restored heritage podium. Seen behind the hoarding, retained masonry facades have been substantially uncovered since the previous update, revealing cleaned red brickwork, reconstructed window openings, and restored cornice detailing. Above, the the building steps back for several floors to provide prominence to the heritage structure before cantilevering out to form larger floor-plates.

Looking northwest to the heritage podium and contemporary tower above, image by UrbanToronto Forum contributor Rascacielo

A southwest-looking drone view captures 8 Elm rising behind Concord Sky. Concrete forming has advanced to the 52nd floor, where we see rows of perimeter formwork panels and wooden sideforms. Below, the building envelope has climbed to the 42nd floor. At the base, exposed concrete walls await cladding.

A drone view looking southwest to forming and cladding progress at the upper levels, image by UrbanToronto Forum contributor kotsy

Upon completion, 8 Elm will stand 218.2m and deliver 819 condominium units.

Looking northwest to 8 Elm Street, designed by Arcadis for Reserve Properties and Capital Developments

UrbanToronto will continue to follow progress on this development, but in the meantime, you can learn more about it from our Database file, linked below. If you'd like, you can join in on the conversation in the associated Project Forum thread or leave a comment in the space provided on this page.

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Revised 1230 The Queensway Grows, Shifts from Condos to Rental

Anthony Teles — Thu, 18 Jun 2026 12:06:13 -0400

In South Etobicoke's Queensway area, revised plans have shifted 1230 The Queensway from a condominium development into a purpose-built rental project. Designed by Turner Fleischer, the 14-storey proposal has been resubmitted to the City of Toronto by ELM Developments and Leader Lane Developments following the site’s 2025 rezoning approval under the previous ownership of Starbank Development Group. The updated plans increase the unit count while maintaining a similar height.

Looking northeast to 1230 The Queensway, designed by Turner Fleischer for Leader Lane Developments and ELM Developments

The proposal applies to a site at the northeast corner of The Queensway and Culnan Avenue, just east of Kipling Avenue. The site is currently occupied by a single-storey Bank of Montreal branch and its surface parking. The Queensway corridor has become a focal point for intensification, with a growing concentration of mid-rise and high-rise residential developments replacing older commercial properties.

Looking north to the current site, image retrieved from Google Maps

In October, 2024, Starbank Development Group submitted a Zoning By-law Amendment application for a 13-storey condominium building containing 150 units. That proposal subsequently received City Council approval. The latest submission advances the project into the Site Plan Approval stage under new proponents, while retaining Turner Fleischer as the project designer. The applicant has indicated that a future Minor Variance application will be required, as discussions with City staff continue regarding matters including building height and bicycle parking requirements.

Previous plan, designed by Turner Fleischer for Starbank Development Group

The revised proposal calls for a 48.15m tall mixed-use building, just centimetres shorter than the 49m previous design. While the applicant continues to describe the building as 13 storeys, UrbanToronto considers the rooftop amenity level to function as a 14th storey. The revised plan maintains the general form established through the rezoning process, although updated elevations indicate changes to the upper-storey massing and architectural expression, with larger floor-plates extending higher into the building profile.

Looking north to 1230 The Queensway, designed by Turner Fleischer for Leader Lane Developments and ELM Developments

The building would contain 175 purpose-built rental units, an increase of 25 suites over the previously approved 150-unit condominium proposal. The unit mix would consist of 18 studios, 64 one-bedrooms, 63 two-bedrooms, and 30 three-bedrooms. (The number of three-bedroom units doubling from 15 to 30.) Gross Floor Area rises from 11,522m² to 13,342m², with the Floor Space Index increased from 6.6 to 7.64 times coverage of the 1,754m² site. Residential floor area would now total 13,116m², while the ground-floor retail component was reduced from 499m² to 226m².

Site plan, designed by Turner Fleischer for Leader Lane Developments and ELM Developments

Residents would have access to 455m² of indoor amenity space and 245m² of outdoor amenity areas. Two elevators would serve the development, resulting in an elevator ratio of approximately one elevator for every 88 units, indicating generally short waits for service when both elevators are operating. The revised ground-floor layout introduces a larger leasing office and residential amenity presence along The Queensway frontage.

Ground floor plan, designed by Turner Fleischer for Leader Lane Developments and ELM Developments

Below grade, four levels of underground parking are proposed, containing 126 vehicular parking spaces, increased from 111, including 110 spaces for residents and 16 visitor spaces. Bicycle parking has decreased from 113 spaces to 67 spaces, consisting of 60 long-term and seven short-term spaces. The applicant is seeking relief from the City’s bicycle parking requirements through a future payment-in-lieu arrangement.

Looking northeast to the podium, designed by Turner Fleischer for Leader Lane Developments and ELM Developments

The site is approximately 220m east of Kipling Avenue and about 200m north of the Gardiner Expressway. TTC bus routes operating along The Queensway, Kipling Avenue, and Islington Avenue connect the area to Bloor Line 2, including Kipling station, approximately 2.5km to the northwest. The station offers connections to MiWay bus services and GO Transit rail service.

An aerial view of the site and surrounding area, image from submission to City of Toronto

The proposal joins a growing cluster of developments around the Queensway corridor. To the east, construction is underway on the 12-storey 1156 The Queensway, and the 12-storey Joya Condos is planned. To the southeast, proposals include the three-tower 2 St Lawrence ranging from 8 to 20 storeys, the 33-storey 18 Zorra, IQ Condos Phase 3 with three towers between 19 and 42 storeys, and 40-60 St Lawrence with three towers ranging from 26 to 43 storeys. To the west, applications at 1306 The Queensway and 1325 The Queensway envision tower clusters rising between 13 and 41 storeys and 11 and 46 storeys, respectively. To the south, the large-scale redevelopment proposed at 1255 The Queensway would introduce 15 towers ranging from 12 to 65 storeys.

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UTPro Dashboard Report: Hat-trick! Three Months in a Row of Increasing Pre-Con, Under Construction Projects in the GGH

Ash Navabi — Thu, 18 Jun 2026 09:45:00 -0400

As the World Cup takes hold of the city, new data from UTPro shows that construction and development plans for large-scale projects have both increased for the third straight month in the Greater Golden Horseshoe.

Our UTPro Public Dashboard is provides a snapshot of development activity in the Greater Golden Horseshoe at any given time. Each month, we highlight a snippet of what's going on: the scale of planned development, what’s actively being built, and how much residential vs. non-residential space is underway.

The UTPro Dashboard as of June 16, 2026.

The pipeline at a glance

As of June 16, 2026, in the 10 regions of the Greater Golden Horseshoe (Toronto, Durham, Halton, Peel, York, Hamilton, Simcoe, Waterloo, Wellington, and Niagara), there are 3,671 projects in pre-construction, an increase of 14 from the 3,657 last previous month. In total, there is about 1.468 billion square feet of Gross Floor Area in pre-construction (up 0.4% from 1.462 billion last month), of which 1.157 billion ft² is residential GFA (up 0.3% from last month's 1.153 billion ft²) for 1.805 million dwelling units (up 0.01% from 1.804 million units last month).

Under construction projects also increased to 705, up 20 from 685 last month. There is about 199.2 million ft² of Gross Floor Area under construction (up 2.1% from 195.2 million ft² last month), of 130.4 million ft² is residential GFA (up 2.6% from 127.0 million ft² last month) for 238,645 dwelling units (up 2.4% from 232,949 from last month).

Looking north to M4, M3, and M5; three new buildings under construction at M City in Mississauga, image by UrbanToronto Forum contributor ImmenselyMental

Get More Data By Subscribing to UTPro

UTPro subscribers get access to many more dashboards and our full data set of over 150 fields from which they can create custom reports and maps tracking development projects across the Greater Golden Horseshoe. Find out how to unlock all our data here.

News Roundup for June 18, 2026

UrbanToronto Staff — Thu, 18 Jun 2026 09:30:00 -0400

Waterfront Toronto takes a step toward first buildings for new Port Lands island community; Hamilton advances proposed data centre moratorium in city council; noise levels at Rogers Stadium still an issue for neighbouring residents; and other news.

Waterfront Toronto takes a step toward first buildings for new Port Lands island community (The Star)

Hamilton advances proposed data centre moratorium in city council (The Globe and Mail)

Noise levels at Rogers Stadium still an issue for neighbouring residents (CityNews)

Ghana supporters shut down Yonge and Dundas to celebrate win against Panama in World Cup group play (CTV News)

Online betting strongly favours one Toronto mayoral candidate. What do the odds tell us? (The Star)

Coveview

Craig White — Thu, 18 Jun 2026 06:00:00 -0400

Biidaasige Park in Toronto's Port Lands will be expanding to the west soon, giving Torontonians and visitors more space to enjoy a naturalized environment next to the harbour, and one where the Downtown skyline gets to show off. In front of it, as seen from the new mouth of the Don River, the reconstructed shoreline offers new shallow water habitat that has been quickly taken to by many species of wildlife. In the foreground, is that a stupid Canadian wolf bird?

A cove helps to naturalize the new mouth of the Don River on the west side of Biidaasige Park, image by UrbanToronto Forum contributor skycandy

This image comes to us courtesy of UrbanToronto Forum contributor skycandy. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Park Road's Exterior Nearing Completion in Bloor-Yorkville

Anthony Teles — Wed, 17 Jun 2026 15:54:33 -0400

Since UrbanToronto’s last update in October, 2025, the 28-storey Park Road condo in Toronto’s Bloor-Yorkville neighbourhood has topped off and seen its crane removed. Designed by Diamond Schmitt Architects for Capital Developments, the project occupies a compact triangular site bounded by Church Street, Collier Street, and Park Road, boasting a distinctive wedge-shaped massing with a sweeping curve for its south elevation.

By March, 2026, below, Park Road had reached its full height. The mechanical penthouse was fully formed but still unclad, with exposed concrete walls above the completed residential floors and glazing installed along portions of the upper enclosure. Gold-toned, pre-finished aluminum panels and reflective floor-to-ceiling glazing wrap nearly the entire facade, accented by projecting mullion caps and slender framing elements. The uppermost residential floor also remains unclad, while the construction hoist continues to rise along the north elevation.

Looking southeast to the topped-off tower and mechanical penthouse, image by UrbanToronto Forum contributor Tormick

In April, 2026, a massive Mammoet mobile crane occupied Church Street as crane dismantling was underway overhead, and as rooftop mechanical equipment was lifted into place. The fully deployed multi-axle Liebherr LTM 1650 is steadied by outriggers extending across the roadway, and substantial rear counterweights. Behind it, Park Road's west elevation highlights the tower’s wedge-shaped profile as floor plates narrow toward the north end of the site.

Looking east to crane removal operations and the west elevation, image by UrbanToronto Forum contributor Space Gary

In May, 2026, the crane was gone, and the gold-toned panel system extended across all residential floors while the construction hoist remained affixed to the north elevation. From this angle, we see Park Road's tapered west elevation and its series of stepped cantilevers and projecting balconies.

Looking southeast to Park Road’s completed facade and tapered wedge-shaped profile, image by UrbanToronto Forum contributor ImmenselyMental

Another shot from May, this one from a balcony near the top of One Bloor East, revealed the sweeping south elevation tracing Church Street below. Sections of the mechanical penthouse remain unfinished, while the tower's footprint is clearly legible from above, broadening toward the east and tapering toward the west. The rooftop mechanical enclosure occupies the wider eastern portion of the roof.

A high-angle view looking northeast to Park Road’s curved south elevation, image by UrbanToronto Forum contributor BloorMan

This month, we look up from across Church Street and Park Road toward the east elevation. Vertical fins articulate the first three storeys, while changes around the fourth floor create both a cantiliever and a step-back, transitioning between the lower levels and the tower above. Beginning at the 15th floor, balconies introduce depth to the otherwise flat elevation. At grade, temporary fencing and construction staging remain in place as finishing work progresses, while a mobile boom lift positions workers beneath the fourth-floor cantilever along the south elevation to complete soffit and exterior detailing.

Looking northwest from Church Street and Park Road to the east elevation, image by UrbanToronto Forum contributor NextBlockOver

With the lower levels' exterior is now largely complete, attention has shifted to the mechanical penthouse. Cladding now wraps most of the west face and the curving south elevation, while sections at the very top remain exposed and await final installations. White and orange tarps cover active work areas, above which a parapet wall traces the building’s profile, interrupted by an opening along the south side. At the tapered west end of the roof, materials and equipment remain staged as work advances toward completion.

A distant view looking east to progress on the mechanical penthouse , image by UrbanToronto Forum contributor Rascacielo

Park Road stands 97.43m tall and will deliver 303 condominium units.

Looking east to Park Road, designed by Diamond Schmitt Architects for Capital Developments

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Updated Quayside Plans Advance Rental-Focused First Phase

Anthony Teles — Wed, 17 Jun 2026 13:48:05 -0400

A new round of Site Plan Approval (SPA) resubmissions has been filed for Quayside Blocks 1B, 1C, and 2 in Toronto’s East Bayfront, advancing the first phase of the new high-rise neighbourhood's purpose-built rental and affordable housing program. The submissions refine the September, 2025 scheme through updated applications for Buildings 1B and 1C, a revised SPA for Building 2, and a Master SPA resubmission.

Looking northwest to Quayside, designed by architects—Alliance, Allies and Morrison, Henning Larsen Architects, and Teeple Architects for Dream Unlimited, Great Gulf, and Waterfront Toronto

The latest filings arrive as Waterfront Toronto's Quayside plan moves closer to construction, with demolition and site preparation beginning this month. The proposal has also been reshaped by a partnership restructuring, with Dream Unlimited now controlling the Phase 1 rental component and Great Gulf holding the condominium component separately. The updated plans maintain a rental-focused first phase while revising affordable housing, shifting community facilities between buildings, and adjusting heights and floor area.

Building 1B, designed by Henning Larsen Architects for Dream Unlimited

The applications apply to the western portion of Quayside, a 2.8-hectare development area within the broader 4.9-hectare masterplan. The lands comprise 257, 259, and 291 Lake Shore Boulevard East, 200 Queens Quay East, and 2 Small Street, occupying the block bounded by Lake Shore, Bonnycastle, Queens Quay, and Small Street. The site is currently occupied by low-rise commercial and office buildings. The surrounding area has transformed substantially over the past decade and continues to intensify with a mix of residential, commercial, institutional, and recreational uses.

Building 1C, designed by Teeple Architects for Dream Unlimited

The broader redevelopment emerged in June, 2023, when Quayside Impact Limited Partnership (QILP), led by Dream Unlimited and Great Gulf in partnership with Waterfront Toronto, submitted plans for a mixed-use waterfront community spanning five development blocks. The original concept included five towers, a mass-timber mid-rise, affordable housing, community facilities, and a central Community Forest. In July, 2024, Toronto City Council approved zoning for the western portion of the site, permitting towers of 55, 64, and 70 storeys alongside a 12-storey mass-timber building, while planning approvals for the eastern blocks continued separately.

Building 2, designed by Allies and Morrison with architects—Alliance as Architect of Record for Dream Unlimited

A substantial redesign followed in September, 2025 as the development team reworked the project to accelerate rental and affordable housing delivery. The revised proposal split the approved 70-storey tower into two condominium towers, replaced the block-long mass-timber mid-rise with a series of conventional affordable rental buildings, and converted Building 2 from condominium tenure to purpose-built rental. Council approved the updated framework in December 2025, permitting four towers and three mid-rise buildings across the western portion of Quayside. More recently, a holding symbol removal application was submitted in February 2026.

September, 2025 design for Quayside, designed by architects—Alliance, Henning Larsen Architects, and Teeple Architects for Dream Unlimited, Great Gulf, and Waterfront Toronto

Building 1B, designed by Henning Larsen Architects with architects—Alliance as Architect of Record, would remain the tallest component of Phase 1. The purpose-built rental tower would rise 66 storeys and 225.05m, slightly shorter than the 231.4m version proposed in 2025. The building would contain 720 rental units, down from 729, comprising 553 market-rate and 167 affordable rental units. Seven elevators would serve the building, equating to approximately one elevator per 103 units. Gross Floor Area (GFA) has been refined from 52,700m² to 51,828m², including 51,160m² of residential space and 668m² of new institutional space accommodating a daycare use.

Previous plan for Building 1B, designed by Henning Larsen Architects for Dream Unlimited

The revised plans expand amenity space, increasing indoor amenities from 1,510m² to 1,874m², while outdoor amenities adjust slightly from 907m² to 853m². A 1,314m² POPS (Privately Owned Publicly-accessible Space) is proposed adjacent to the building, contributing to the larger Community Forest at the centre of the block. Below grade, Building 1B would share parking and service areas with Buildings 1C and 2. Parking increased modestly from 202 to 206 spaces, including 203 residential and three institutional spaces, while bicycle parking dropped from 570 to 402 spaces.

Ground floor plan, Building 1B, designed by Henning Larsen Architects for Dream Unlimited

Along Queens Quay East, Building 1C has continued to evolve from the affordable rental mid-rise concept introduced in 2025. Designed by Teeple Architects with architects—Alliance as Architect of Record, the project would consist of two connected 13-storey building volumes rising 49.9m and 53.91m. The affordable rental program grows from 377 to 396 units, including nine studios, 174 one-bedrooms, 146 two-bedrooms, and 67 three-bedroom-plus units. Four elevators would serve the building, yielding a ratio of approximately one cab per 99 units. Total GFA increases from 32,781m² to 34,212m², with residential floor area rising to 31,690m².

Previous plan for Building 1C, Toronto, designed by Teeple Architects for Dream Unlimited

The most significant changes involve the non-residential program. Retail space has been reduced from 1,583m² to 665m², while 1,857m² of institutional space has been introduced for community-oriented uses including a planned library and community hub component. Amenity space expands from 497m² to 1,196m² indoors and from 433m² to 515m² outdoors. Vehicular parking would include 12 resident spaces, while bicycle parking decreases from 512 to 321 spaces.

Ground floor plan, Building 1C, designed by Teeple Architects for Dream Unlimited

At the northeast corner of the site, Building 2 has undergone further refinement. Designed by Allies and Morrison with architects—Alliance as Architect of Record, the tower would rise 56 storeys and 185.5m, up from the previous 54-storey, 183.9m scheme. Residential GFA expands from 37,636m² to 40,384m², with total GFA adjusted slightly to 40,654m², and with the unit count growing from 576 to 618 market-rate rental units. Five elevators would serve the building, resulting in a ratio of roughly one cab per 124 units, indicating high speed motors would be required to provide adequate response times.

Previous design for Building 2 by architects—Alliance for Dream Unlimited

The building’s program has shifted as community uses have been redistributed elsewhere within the development. The 3,060m² Community Hub, proposed in 2025, has been removed, replaced by a 270m² office component intended for leasing and management functions. Amenity space increases from 1,076m² to 1,300m² indoors and from 875m² to 987m² outdoors. Parking rises from 149 to 165 spaces, including 156 resident and nine visitor spaces, while bicycle parking decreases from 372 to 345 spaces.

Ground floor plan, Building 2, designed by architects—Alliance for Dream Unlimited

Existing TTC bus service provides direct connections between the East Bayfront and Union Station via Queens Quay East, while additional routes connect northward to Line 2 stations. Looking ahead, the Waterfront East LRT, to begin construction in 2027, would run immediately south of the site along Queens Quay East. Waterfront Toronto is also advancing extensive public realm and cycling improvements throughout Quayside and the surrounding East Bayfront. A new mid-block pedestrian connection and a 1,700m² Community Forest are intended to strengthen public access throughout the site.

Looking northeast to equipment onsite as of June, 2026, image by UrbanToronto Forum contributor Diablo1983

Other development activity continues to reshape East Bayfront. To the east, proposals at 307 and 351 Lake Shore Boulevard East would introduce towers ranging from 41 to 49 storeys, while future phases of Quayside are planned to add four buildings across Blocks 3 and 4 ranging from 12 to 72 storeys. To the south, Tridel and Hines’ Bayside community includes the 13-storey Aqualina and Aquavista, the 14-storey Aquabella, and the 18-storey Aqualuna. West of the site, 180 Queens Quay East would add three towers between 15 and 22 storeys, while construction continues on Pinnacle Lakeside’s first phase, featuring towers from 15 to 54 storeys, with a 43-storey second phase planned.

UrbanToronto will continue to follow progress on these developments, but in the meantime, you can learn more about them from our Database files, linked below. If you'd like, you can join in on the conversations in the associated Project Forum threads or leave a comment in the space provided on this page.

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FastTrackTO: 10 Points For Speeding Up Our Streetcars, Part 3

Nolan Xuereb — Wed, 17 Jun 2026 11:27:11 -0400

Earlier this Spring, a new advocacy group called FastTrackTO proposed a bold 10-point plan to speed up Toronto's infamously and maddeningly slow streetcar network, to reduce travel times by as much as 40 per cent. Media coverage of the plan upon its release in March was decent, but UrbanToronto is digging more deeply into the plan across this last of three stories on the topic, putting it squarely front and centre in peoples' minds as anticipation for Toronto's 2026 municipal election this Fall begins to build. To help accomplish this, we are presenting the plan in depth, in three parts, looking at how for it to succeed fully, the City's agencies needs to address each of the points.

Our first week's coverage of the FastTrackTO plan explored their first three proposals for a better streetcar and light rail network:

One: Make Transit Signal Priority Work Better,
Two: Split the Crossing, Speed Up Signals, and
Three: Stop Slowing Down Streetcars That Could Safely Go Faster.

The initial items touched on some of the most straightforward, low-cost solutions to chronic issues plaguing Toronto's surface rail network.

Last week's coverage of the plan explored FastTrackTO's fourth, fifth and sixth proposals:

Four: Prevent Unnecessary Emergency Stops,
Five: Eliminate Left Turns Where They Don't Belong, and
Six: Stop Stopping at Every Switch.

These middle-of-the-pack items touched on fixes to operational and traffic systems that would be modest in cost but require a rethink of operational norms.

This week, the final four look deeper into decades of unquestioned practices, stretching from what kinds of streetcars we buy to the placement of the stops they serve. Speaking with UrbanToronto, FastTrackTO co-founder and respected transit expert Jonathan English explained that the city could revolutionize travel in the urban core if an active approach to improving and optimizing Toronto's legacy surface rail network were adopted.

Seven: Stop Installing Obsolete Switches

As touched on in last week's segment, Toronto has been installing outdated streetcar switches city-wide for almost as long as the TTC has been running the streetcar network. Known as single-blade switches, these archaic devices result in increased wear on track components, slower, rougher, jerkier rides for passengers, and more noise for nearby residents and businesses.

Luckily, a solution—straightforwardly known as double-point switches—has existed for the past century, and in fact have been installed recently on Eglinton Line 5, Finch West Line 6, and at the Leslie Barns. FastTrackTO proposes that the TTC adjust its procurement and maintenance standards to ensure that these new switches are installed every time a track intersection on the streetcar network is torn up for reconstruction. The switch would require a slight increase in the operational budget to purchase the double-blade switches, but English alleges it would "save countless staff-hours for each intersection upgraded, as streetcars would be able to travel faster and more safely across the city."

Looking across the intersection of King Street West and Dufferin Street, where a web of switches connect intersecting streetcar tracks, 2025, image by Nolan Xuereb

Eight: Optimize Stop Spacing Across Entire Routes, Not One Stop at a Time

Stop spacing has long stood as one of the single most contentious topics of operational reform eyed for application to the streetcar network. The current messy distribution of stops has been altered over decades of changing travel patterns and societal demands, never having been rationalized through a cohesive review of the stops as part of a broader transit network. FastTrackTO seeks to resolve this suboptimal arrangement through a line-by-line overhaul of the streetcar network's stops.

"It's no coincidence that Toronto operates one of the slowest and most stop-heavy streetcar networks in the world," says English. Examples of hyper-frequent stops are not hard to find, such as on Dundas Street West through Chinatown. For decades, over just 500 metres of roadway, the 505 Dundas streetcar stopped a jolting four times, with stop spacing never exceeding 200 metres. Only within the last two years did the TTC finally remove the stop at Huron Street, yielding at last to countless complaints from riders. However, this was a one-off removal, and by instead performing a comprehensive review and slimming down the streetcar network's stops, FastTrackTO asserts that riders will see an increase in speed and reliability while accessible stop spacing distances are maintained.

A string of closely spaced stops on the 505 Dundas Streetcar, averaging under 200m between each, between Spadina Avenue and McCaul Street, image courtesy of Google

Nine: Make Replacement Buses History with Modular Track Diversions

The entirety of Toronto's streetcar network is essentially never running all at once, with segments of at least one line routinely replaced by shuttle buses. Most frequently caused by the reconstruction and expansion of utilities or the reinstallation of streetcar tracks, this practice has come to be known as "bustitution." These haphazard arrangements often result in winding detours around the impacted corridor and poorly coordinated linear transfers between the disrupted portion of service and the uninterrupted portion of the line.

As impossible as it may sound today, this disruptive practice was not always the TTC's go-to method for managing construction zones. For most of its history, the commission relied on a far more rider-centric approach: laying temporary, short stretches of bypass tracks around the impacted segment of roadway. This allowed streetcars to simply skirt past the construction site and continue their routes uninterrupted, requiring only a slight reduction in speed to safely navigate the tighter track geometry. For reasons unknown, the TTC abandoned this standard procedure by the 1980s in favour of full-scale route closures. Meanwhile, international transit agencies across Europe and Asia continue to successfully deploy temporary bypass tracks to this day to minimize service impacts. FastTrackTO advocates for a return to this prior best practice, arguing that reviving it is essential to ending the incessant service disruptions that currently artificially lengthen trips and drive away frustrated riders.

A St. Clair Streetcar pulls onto the temporary bypass around the construction of St. Clair West station on University Line 1, 1977, image courtesy of Richard Glaze via the Transit Toronto Collection

Ten: Plan for Double-Ended Streetcars in the Next Procurement

Lastly, Plan for Double-Ended Streetcars in the Next Procurement seeks to introduce greater routing flexibility to the downtown network. The current single-ended fleet requires dedicated on-street or off-street loops to turn around. This limits routing potential and compromises network flexibility, as a single track blockage can bring an entire line to a standstill. FastTrackTO wants the TTC's next fleet procurement to prioritize double-ended streetcars, allowing for long-term infrastructure planning to accommodate the transition.

"Toronto's current streetcars need a loop to turn around, locking up valuable real estate and limiting routing choices," says English. "Our LRTs already use bidirectional vehicles with cabs at both ends for greater flexibility. Procuring double-ended vehicles for the streetcar network would free up loop sites and allow vehicles to turn around almost anywhere using a single crossover."

English suggests deploying them incrementally on lines like the new Waterfront East LRT. "Doors on both sides open up the possibility of island platforms for faster, safer boarding, and new cars could feature level boarding to improve accessibility. The decisions made in the next procurement will shape the network for decades."

A double-ended streetcar operating in Warsaw, Poland, 2015, image courtesy of Adrian Grycuk via https://commons.wikimedia.org/wiki/File:Pesa_Jazz_Plac_Wile%C5%84ski_w_Warszawie.JPG

This wraps up the last of FastTrackTO's proposals to overhaul the operation of Toronto's streetcar and light rail networks, and in the process, deliver a fundamentally more reliable and rapid means of getting across the city. With a mayoral election nearing and the field of candidates narrowing, Toronto's unending transportation crisis is bound to once again take centre stage. As the streetcar network's ridership and average speeds continue to flatline—if not outright decline—there may very well be political appetite to finally revamp the city's most neglected icon.

A TTC Flexity streetcar parked on King Street West at Shaw Street, image by UrbanToronto Forum contributor kotsy

This article is the third and final in a series of three examining FastTrackTO's "10-Point Plan to Fix Toronto’s Streetcars and LRT". UrbanToronto will continue to follow updates on Toronto's surface rail network, but in the meantime, you can learn more about our new Light Rail Transit lines from our Database files, linked below. If you'd like, you can join in on the conversation in the associated Forum threads, or leave a comment in the space provided on this page.

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EDITOR'S NOTE: This article has been republished with wording changes to clarify two points.

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UrbanToronto has a research service, UTPro, that provides comprehensive data on development projects in the Greater Golden Horseshoe — from proposal through to completion. We also offer Instant Reports, downloadable snapshots based on location, and a daily subscription newsletter, New Development Insider, that tracks projects from initial application.

News Roundup for June 17, 2026

UrbanToronto Staff — Wed, 17 Jun 2026 09:30:00 -0400

Luxury homebuyers are flocking to this Alberta city, as Toronto sales drop 17 per cent; Mayor says city not being told about Billy Bishop plans, port authority asked her to sign NDA; homeownership increased for recent immigrants in Canada and decreased for Canadian-born individuals, according to StatsCan; and other news.

Luxury homebuyers are flocking to this Alberta city, as Toronto sales drop 17 per cent (The Star)

Mayor says city not being told about Billy Bishop plans, port authority asked her to sign NDA (CBC)

Homeownership increased for recent immigrants in Canada and decreased for Canadian-born individuals: StatsCan (CityNews)

Toronto rolling out AI chatbot to help residents navigate 311 services (CBC)

Lassonde Art Trail in the newest addition to the Port Lands revitalization project (CityNews)

Do you like your soccer on land, on water, or in the water? Floating futsal billed as a Canadian first (The Star)

Dockview

Craig White — Wed, 17 Jun 2026 06:00:00 -0400

Colourful Muskoka Chairs, the stored Atlas Crane, and the Downtown Toronto skyline in the distance all make for a spectacular viewpoint from the Ookwemin Minising dock for the new east-west Toronto Harbour water taxi. The new service, just a pilot project at this point, will take people to and from this new park at the mouth of the Don River to the foot of Yonge Street, and over to Bathurst Quay.

The Ookwemin Minising dock for Toronto Harbour's new east-west water taxi service has some great views, image by UrbanToronto Forum contributor skycandy

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Construction Advances on 316 Junction on Campbell Avenue in the West End

Anthony Teles — Tue, 16 Jun 2026 15:52:31 -0400

A crane now stands over the future site of a building dubbed 316 Junction in Toronto’s Junction Triangle area. Developed by Marlin Spring Developments and Trolleybus Urban Development and designed by Jahan Mehr Architects, the 26-storey purpose-built rental building is advancing toward construction on Campbell Avenue north of Dupont Street, following months of excavation and shoring work that began last year.

In September, 2025, demolition and site clearing had been completed, leaving the development parcel largely levelled and prepared for excavation. Two large green drilling rigs are positioned near the north and south ends of the site, where crews are advancing the shoring system that will support the excavation required for the project’s two levels of underground parking. Nearby, excavators and compact earthmoving equipment work around stockpiled excavated earth at the northwest corner, while lengths of steel casing are staged at the south end. Temporary construction fencing encloses the property along Campbell Avenue and the surrounding laneways.

A high-angle view looking northwest to early shoring operations after demolition, image by UrbanToronto Forum contributor keeganUT

From the site’s southwest corner in February, 2026, excavation had advanced substantially, with the deepest portions of the dig extending toward the north and west property lines. Timber lagging was installed between soldier piles along the north shoring wall. Multiple excavators operate at different elevations throughout the excavation, while haulage and support equipment remain active at grade. Temporary fencing and guardrails secure the site perimeter.

Looking northeast across the deepening excavation, image by UrbanToronto Forum contributor AlbertC

In March, 2026, excavation for the project’s two-level underground garage was nearing completion, enclosed by shoring walls reinforced with tiebacks. A temporary earth ramp remains in place along the east side of the site, providing construction access between street level and the excavation floor, where a tracked excavator is positioned partway down the slope. At the base of the excavation, telehandlers, equipment, and construction materials are staged across the prepared subgrade.

Looking southeast into the below-grade excavation and dirt ramp, image by UrbanToronto Forum contributor ProjectEnd

Looking across the south end of the site in April, 2026, cylindrical steel rakers brace the excavation at the southwest and southeast corners, providing lateral support to the shoring system to resist pressure from the earth behind them along the perimeter walls. Excavators continue fine grading and earthmoving operations, with one machine working from grade and another positioned on a temporary soil bench within the excavation to bring materials to the surface to be hauled away. Near the lower-left corner, rebar has been installed as the first stage in the eventual forming of a circular column, while equipment and materials remain staged across the excavation floor.

Looking east across the excavation and rakers, image by UrbanToronto Forum contributor AlbertC

This month, looking northwest from Campbell Avenue, a newly erected crane now rises above the site. The crane stands near the east side of the property behind construction hoarding and fencing. In the foreground, a tracked excavator remains on site as below-grade work continues, while construction staging areas and site facilities occupy portions of the perimeter.

Looking northwest to the newly erected tower crane, image by UrbanToronto Forum contributor vic

Upon completion, 316 Junction will rise 88.35m while delivering 314 rental homes, including 63 affordable rental units alongside market-rate and rental replacement units.

Looking northwest to 316 Junction, designed by Jahan Mehr Architects for Marlin Spring Developments and Trolleybus Urban Development Inc

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5300 Yonge Rental Resubmission Adds Height, Drops Seniors Residence

Anthony Teles — Tue, 16 Jun 2026 12:18:48 -0400

A revised proposal has been submitted for 5300 Yonge Street in Toronto’s North York Centre area, where plans now call for a 48-storey mixed-use rental tower rising on the west side of Yonge between Ellerslie and Churchill avenues. Designed by Graziani + Corazza Architects for Mirabella Development Corporation, the new submission replaces a previously approved 40-storey scheme that incorporated a seniors' residence component, instead proposing a larger purpose-built rental development.

Looking northwest to 5300 Yonge Street, designed by Graziani + Corazza Architects for Mirabella Development Corporation

The proposal applies to the property municipally addressed to 5294 through 5306 Yonge Street. The site is currently occupied by a low-rise commercial plaza and related uses fronting Yonge Street. The surrounding area is characterized by a mix of newer high-rise residential towers, mixed-use developments, community facilities, and remaining low-rise commercial properties.

Looking west to the current site, image retrieved from Google Maps

An initial Official Plan Amendment and Zoning By-law Amendment application was submitted in 2017 for a 33-storey condominium tower containing 328 units and approximately 600m² of retail space. Subsequent revisions reduced the scale of the proposal before it advanced through Ontario Land Tribunal proceedings, culminating in site-specific zoning permissions enacted in 2022 and 2024. In the years that followed, the project underwent several further iterations, including a 43-storey redesign, a 48-storey version approved through minor variance applications, and a later 40-storey proposal incorporating a seniors' residence component. The current resubmission returns to a taller 48-storey form.

Previous plan from 2017, designed by Scott Shields Architects for Diamante Development

The new plans call for a mixed-use building rising to a height of 150.45m, a substantial increase over the previously approved 40-storey, 123m scheme. The project would achieve a Floor Space Index of 12.09 times coverage of the 2,551m² lot, up from 11.17 times in the prior proposal, with a Gross Floor Area of 30,841m².

Looking southwest to the podium, designed by Graziani + Corazza Architects for Mirabella Development Corporation

The development would contain 439 rental apartment units, an increase of 35 over the previous proposal, and 44 more units than the March, 2024 Site Plan submission. Of the total, 395 units are proposed as market-rate rentals and 44 as affordable rental units. Vertical circulation would be provided by four residential elevators, supplemented by two elevators connecting the parking levels to the lobby, resulting in approximately one residential elevator for every 110 units. The unit mix would include 18 studios, 229 one-bedrooms, 140 two-bedrooms, and 52 three-bedroom-and-larger units. Compared to the previous scheme, the latest plans reduce the number of studio apartments while increasing one-, two-, and three-bedroom units.

Site plan, designed by Graziani + Corazza Architects for Mirabella Development Corporation

Residential space would account for 30,588m² of the building’s floor area, while retail uses would occupy 253m² at grade. The retail component has been reduced from 435m² proposed in March, 2024. Residents would be served by 659m² of indoor and 659m² of outdoor amenities. The development would also incorporate a 264m² POPS (Privately Owned Publicly-accessible Space) and a 397m² parkland dedication.

Ground floor plan, designed by Graziani + Corazza Architects for Mirabella Development Corporation

Below grade, the proposal includes a four-level underground garage, reduced from the six levels contemplated in the approved previous scheme. A total of 156 vehicular parking spaces are proposed, consisting of 139 residential spaces, 15 visitor spaces, and two institutional or other spaces. This is a significant reduction from the previous 254 spaces. Bicycle parking would total 336 spaces, down from 396, including 299 long-term and 31 short-term residential spaces, along with one long-term and four short-term non-residential spaces.

The site is approximately 300m north of North York Centre station and about 1km south of Finch station on Yonge Line 1. Residents would also have access to TTC bus service along Yonge Street. The future Yonge Line 1 North Subway Extension will extend the subway north to Richmond Hill.

An aerial view of the site and surrounding area, image retrieved from Google Maps

The proposal is one of several proposed redevelopments in the corridor. To the south, the 31-storey Ellie Condos is close to Completion, while a 32-storey mixed-use development has been proposed at 5205 Yonge Street. To the north, redevelopment applications include the 27-storey proposal at 26 Hounslow Avenue, a 45-storey tower proposed at Yonge & Churchill, and the 45-storey proposal at 5400 Yonge Street.

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News Roundup for June 16, 2026

UrbanToronto Staff — Tue, 16 Jun 2026 09:30:00 -0400

May home sales down 5.1 per cent from year earlier, but CREA says momentum building; CMHC reports annual pace of housing starts down in May compared with April; Mississauga council considering proposal to rename park after Toronto officer shot and killed; and other news.

May home sales down 5.1 per cent from year earlier, but CREA says momentum building (CityNews)

CMHC reports annual pace of housing starts down in May compared with April (The Star)

Mississauga council considering proposal to rename park after Toronto officer shot and killed (CityNews)

Opinion: How can Toronto debate the Billy Bishop airport expansion plan? Doug Ford doesn’t have a plan (The Star)

Ontario housing starts dip in May after strong start to 2026 (Global News)

Brampton stepping up security measures for Canada Day event at Chinguacousy Park (CityNews)

Harbourview

Craig White — Tue, 16 Jun 2026 06:00:00 -0400

Despite remaining instantly recognizable, the views of Downtown Toronto from across the harbour are always changing. The anchor of course the is CN Tower, soon to celebrate its 50th anniversary. Around it, however, the skyline changes every year, and experts can pick out which year a photo has been taken by checking out the progress of the latest additions to the evermore crowded horizon. This photo is June, 2026 fresh.

The view of Downtown Toronto from the west side of the harbour is dominated by the CN Tower, image by UrbanToronto Forum contributor thecharioteer

This image comes to us courtesy of UrbanToronto Forum contributor thecharioteer. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Differing CMBA Responses to Interest Rate Decision: An Analysis

Guest Columnist, Thomas Bamonte — Mon, 15 Jun 2026 16:30:00 -0400

On June 10th, 2026, the Bank of Canada (BoC) announced that it would be holding interest rates steady at 2.25%. Citing the volatile backdrop of war in the Middle East, uncertainty regarding trade policy with the United States, and rising inflation, the BoC maintained a steady rate for the fifth decision in a row. This choice to do so produced two notably different responses from branches of the Canadian Mortgage Brokers Association (CMBA).

Representing the national branch of the organization, the CMBA in Ottawa acknowledged the potential benefits of interest rate stability while also reminding of ongoing housing affordability issues throughout the country. In a press release the day of the decision, CMBA president John Woods stated that “A cautious approach may be reassuring but fails to address the number one expense for Canadians, the cost of housing.” Woods also warned of the longer-term effect of higher rates, as a “prolonged period of high rates risks sidelining prospective home buyers, especially first-time buyers already struggling to enter the market”.

By contrast, the CMBA’s Ontario chapter offered a clear endorsement of the Bank of Canada’s decision. In their own press release, they praised the stability offered by holding interest rates steady. While affordability was a clear concern, CMBA Ontario president Michelle Campbell emphasized the benefits of interest rate stability, noting that the unchanged interest rates are a signal “that the Canadian housing market is a safe place for investment.” Compared to the national CMBA, a focus on rebuilding buyer and investor confidence was a common theme in the Ontario chapter’s release, with the interest rate decision framed in this context.

Looking southeast across Etobicoke from the 401 towards the distant Humber Bay Shores skyline, image by UrbanToronto Forum contributor steveve

Despite their differing opinions of the Bank of Canada’s decision itself, however, both the national and Ontario chapters of the CMBA share the belief that further policy initiatives are necessary to address issues in the housing market, with Campbell stating that “Ontarians demand a lot more action from all levels of government so that they can achieve the same level of prosperity as previous generations”. This sentiment was echoed in the national chapter’s release, which underscored the need for policies that were responsive to changing market conditions.

Why It Matters:

The reasoning behind these two differing responses stems from the ways in which the needs of the national CMBA and CMBA Ontario contrast with one another. While there still exists some overlap between the two (such as agreement on the need for further policy intervention), the main point of divergence between the two concerns the importance of providing what can be perceived as market stability. This value is in turn related to the ways that certain regional housing markets are more investor-driven than others - something that is especially relevant for Ontario.

Investors played a major role in fuelling Ontario’s recent housing boom (especially in the Greater Toronto Area), and the slowing of their rates of home purchases has contributed to lagging growth in recent years. Given the outsize effect that they have on the market, reassuring investors of market stability and encouraging them to feel comfortable investing once again would undoubtedly be a top priority in Ontario. Recognition of their importance is clear throughout CMBA Ontario’s statement, which highlights several times the value of raising investor confidence and ensuring that, in the face of continued global uncertainty, Canada continues to be seen as a safe haven for stable investments.

By contrast, the national CMBA’s statement makes virtually no reference to investors. Rather, it focuses on the issue of affordability, and addressing the challenges faced by prospective and first-time home buyers. This approach is demonstrative of its national role, and therefore its broader mandate in advocating for better conditions for buyers Canada-wide. The aforementioned statement reflects this nationwide focus, with it perceiving the BoC’s decision to hold rates steady as being detrimental to the goal of making housing more easily available to buyers throughout the country.

These contrasting perspectives not only demonstrate the ways that Canada’s overall housing market is not monolithic, but also that there are still housing-related issues that span provincial boundaries. Not all provinces have housing markets where investors play a large role, and therefore the stability offered by steady interest rates is less of a concern elsewhere than it would be in Ontario. At the same time, affordability remains a concern for both the Ontario and national housing markets, with the press releases from both CMBA branches emphasizing this need through calls for pro-homebuyer policy initiatives. Thus, while their responses to the Bank of Canada keeping interest rates steady differ, such differences are largely related to the specificities of the Ontario housing market, and are still accompanied by shared goals that aim to make housing more accessible to prospective homebuyers.

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Thomas Bamonte is an urban planner with extensive experience in the real estate industry. He is based in Toronto and blogs at https://theurbanistfoodie.substack.com/

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UrbanToronto's research and data service, UTPro, provides comprehensive data on construction projects in the Greater Golden Horseshoe—from proposal through to completion. Other services include Instant Reports, downloadable snapshots based on location, and a daily subscription newsletter, New Development Insider, that tracks projects from initial application.

New Etobicoke Civic Centre Rises Above Grade in Transforming Six Points

Anthony Teles — Mon, 15 Jun 2026 15:55:01 -0400

The new Etobicoke Civic Centre has emerged above grade. Designed by Henning Larsen Architects with Adamson Associates Architects as Architect of Record for CreateTO, the multi-volume civic complex is rising at the southeast corner of Bloor Street West and Kipling Avenue in the transforming Six Points district where there was once a mid-city interchange. The development will introduce centralized civic facilities for Toronto's western districts, comprising low-rise, 7-, 10-, 13-, and 16-storey volumes housing municipal offices, a recreation centre, and a library. Excavation began in the Spring of 2024.

The excavation pit for the new Etobicoke Civic Centre, November 2024, image by UrbanToronto Forum contributor Tim MacDonald

In May, 2025, progress was evident on the below-grade structure, with four cranes operating above the excavation. Reinforced concrete foundation walls had risen throughout the site alongside concrete columns, rebar projecting from them in anticipation of the next level of walls and columns to be formed above the concrete slab that would come next. Orange safety tarps line the perimeter shoring system, while a large CAT excavator works beside a smaller machine amid stockpiled material.

Looking northwest across the excavation and below-grade construction, image by UrbanToronto Forum contributor rdaner

Amid extensive redevelopment activity across Etobicoke Centre, work had advanced to grade level by October, 2025. In the foreground behind temporary edge protection, a substantial section of the ground-floor slab had been poured, creating a broad concrete deck punctuated by rebar. Across the remainder of the site, crews prepare for subsequent concrete pours within dense rebar assemblies, while formwork systems and stacks of materials were laid out. In the background, we see the rising towers of The Stella.

Looking southeast across newly reached grade-level construction, image by UrbanToronto Forum contributor A Torontonian Now

In a drone view from December, 2025, multiple portions of the complex are rising simultaneously. Along the north and west edges, work has advanced to the first and second levels, with extensive formwork, shoring, and slab decking assembled for the next forming. Further south and east, structural work progresses for the smaller structures. Orange weather-protection tarps and blue hoarding mark active work zones, while formwork stockpiles occupy the remaining open areas.

A drone view looking west over Etobicoke Civic Centre as above-grade construction advances, image by UrbanToronto Forum contributor Tim MacDonald

Looking southwest across Bloor Street in May, 2026, concrete construction advances across multiple building volumes. The east portion of the complex, the tallest 16-storey component, has risen to four storeys. Yellow shoring posts support recently cast slabs, while perimeter edge protection, formwork, and slab sideforms remain in place for the next concrete pour. To the east, additional sections continue to climb in stepped fashion for the successively lower buildings.

Looking southwest across Bloor Street West to the emerging concrete frame, image by UrbanToronto Forum contributor Lachlan Holmes

This month, looking southeast from across Bloor Street and Kipling Avenue, the future seven-storey component at the west end has risen to four storeys. Portions of the fifth floor have been formed, while slab decking and shoring support in place for the sixth-floor above. To the south along Kipling Avenue, concrete forming has progressed to roughly the third floor, with perimeter edge protection in place. Several columns are wrapped in weatherproofing ahead of cladding installation, while taller fifth-floor columns with projecting rebar rise high above. A red concrete boom pump is prominent above to the left.

Looking southeast from Bloor Street West and Kipling Avenue, image by UrbanToronto Forum contributor fanoftoronto

UrbanToronto’s previous update was in March, 2025. Upon completion, the complex will rise as high as 75.82m, and will replace the existing Etobicoke Civic Centre on The West Mall at Burnhamthorpe Road.

Looking northwest to the Etobicoke Civic Centre, designed by Henning Larsen and Adamson Associates Architects for CreateTO

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Tower Near Eglinton GO in Scarborough Revised to 49 Storeys

Anthony Teles — Mon, 15 Jun 2026 12:33:28 -0400

A revised proposal has been submitted to the City of Toronto for 2941 Eglinton Avenue East in Scarborough, where a Site Plan Approval resubmission seeks to advance a 49-storey mixed-use condominium tower planned beside Eglinton GO station. Designed by Kirkor Architects and Planners for Achille Developments, the latest plans increase the building’s storey count from the previously approved 46 storeys to 49 storeys, while slightly reducing its overall height.

Looking southwest to 2941 Eglinton East, designed by Kirkor Architects and Planners for Achille Developments

The proposal at 2939 and 2941 Eglinton Avenue East is located on Eglinton's south side just east of Torrance Road and, a two blocks east of McCowan Road. The site is currently occupied by a single-storey commercial building and associated surface parking. The surrounding area includes a mix of commercial, residential, institutional, and park uses, with a growing number of mid- and high-rise development proposals emerging.

Looking south to the current site, image from submission to City of Toronto

The project has undergone several rounds of revisions since its initial submission in 2022, when Achille Developments proposed a 44-storey tower containing 555 residential units.

2022 plan, looking southeast, designed by Kirkor Architects and Planners for Achille Developments

After the application was appealed to the Ontario Land Tribunal (OLT) in 2023, City staff raised concerns related to built form, unit mix, and supporting technical studies. Settlement discussions subsequently led to a revised proposal that increased the approved height and density, with the OLT ratifying the settlement in 2024.

Looking southwest to the previous plan, designed by Kirkor Architects and Planners for Achille Developments

The revised proposal retains the overall tower-and-podium configuration established through the settlement, with a tower rising to 49 storeys from a mixed-use, six-storey base. While the building’s storey count has increased from 46 to 49, its overall height has been slightly reduced from 156.55m to 155.91m. The overall floor area has increased substantially from the approximately 37,419m² proposed in 2022. The building would deliver 45,234m² of Gross Floor Area at a Floor Space Index of 10.54 times coverage of the 4,645m² site, including 44,734m² of residential space and 500m² of ground-floor retail uses. Retail and lobby space at grade would animate the Eglinton Avenue frontage.

Looking south to the podium, designed by Kirkor Architects and Planners for Achille Developments

The development would contain 528 condominium units, a reduction from the 578 units proposed in the previous submission and below the 555 units contemplated in the original 2022 application. The revised unit mix eliminates studio apartments while increasing the share of larger homes, now comprising 328 one-bedroom units, 108 two-bedroom units, and 92 three-bedroom units. Compared to the previous proposal, the number of three-bedroom units has increased by 34, while one- and two-bedroom units have been reduced.

The building would be served by six elevators, two of which serve only the underground garage and podium levels, while four elevators begin at ground level, and serve podium and tower levels, making them the primary elevators for about 480 of the building's 528 suites. This equates to one elevator for every 120 residential units, indicating that high speed motors will be required to provide adequate response times when all elevators are operating.

Ground floor plan, designed by Kirkor Architects and Planners for Achille Developments

A single underground parking level would accommodate 42 motor vehicles, while parking in three levels of the podium contain another 92 spaces. The podium level parking spaces are hidden to the south of residential suites that face Eglinton Avenue. Of the total 134 motor vehicle parking spaces, 106 are resident spaces and are 28 visitor spaces, down from 157 spaces in the previous submission, and less than half of the 278 spaces proposed in 2022.

Residents would have access to a total of 2,332m² of amenity space, including 1,220m² of indoor amenities and 1,112m² of outdoor amenity areas. Bicycle parking has similarly been reduced from 477 spots, with the current plans providing 417 spaces, including 370 long-term spaces, 37 short-term spaces, and 10 publicly accessible short-term spaces.

Site plan, designed by Kirkor Architects and Planners for Achille Developments

Located within the planned Eglinton GO Station Protected Major Transit Station Area, the development would place residents within a short walk of GO Transit service providing connections to Downtown Toronto and Durham Region. TTC bus routes ply Eglinton Avenue East.

An aerial view of the site and surrounding context, image from submission to City of Toronto

The proposal is one of several high-rise developments planned in the area. To the southwest, 320 McCowan Road proposes 25 and 29 storeys. Across Eglinton Avenue East to the north, 2956 Eglinton Avenue East would introduce three towers ranging from 25 to 37 storeys, while further northeast, a proposal at 123 Bellamy Road North calls for three buildings rising between 10 and 39 storeys.

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News Roundup for June 15, 2026

UrbanToronto Staff — Mon, 15 Jun 2026 09:30:00 -0400

A look at how the largest private donation in the City of Toronto’s history could reshape a ‘green oasis’; key Ajax support hub to close as Durham's homeless population jumps 77% in 8 months; World Cup economic impact takes shape as fans flood Toronto streets; and other news.

How the largest private donation in the City of Toronto’s history could reshape a ‘green oasis’ (The Star)

Key Ajax support hub to close as Durham's homeless population jumps 77% in 8 months (CBC)

World Cup economic impact takes shape as fans flood Toronto streets (Global News)

Toronto Port Authority says Billy Bishop expansion would be self-funded. Some experts are skeptical (CBC)

Lakeview

Craig White — Mon, 15 Jun 2026 06:00:00 -0400

Late on an early June day, the sun cast long shadows as this drone captured construction in Mississauga's Lakeview Village area. Being constructed on the cleaned-up site of a former coal power plant, the first of many buildings to be is now rising in a future neighbourhood where Lake Ontario views are a major selling point. On the horizon to the left, Downtown Toronto's skyscrapers are clustered in the distance.

The sun casts long shadows on a late day shot of construction in Mississauga's Lakeview Village area on the shores of Lake Ontario, image by UrbanToronto Forum contributor Tim MacDonald

This image comes to us courtesy of UrbanToronto Forum contributor Tim MacDonald. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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One Delisle Tops Off on Yonge at St Clair

Anthony Teles — Fri, 12 Jun 2026 16:54:00 -0400

One Delisle has topped off in Toronto’s Deer Park neighbourhood. The 44-storey condominium tower at the northeast corner of Yonge Street and Delisle Avenue, designed by Studio Gang with WZMH Architects as Architect of Record, has become one of the city’s most distinctive high-rise developments. Studio Gang’s first Canadian commission is defined by a series of rotating eight-storey volumetric modules that gradually transform the building from a rectilinear podium into a near-cylindrical tower. UrbanToronto last did a feature story on the Slate Asset Management development at the time of a construction tour in October, 2025.

From the Beltline Bridge in May, 2026, One Delisle had climbed to its full architectural height, with forming activity then started for the mechanical penthouse around the central core, while a concrete boom pump extends above the structure and the crane remains active overhead. Below, forming work has finished on the penthouse levels. The north elevation continues to host the construction hoist, creating a temporary interruption in the facade installation, while curtain wall glazing and cladding have advanced to approximately the 37th floor.

Looking southwest from the Beltline Bridge to One Delisle’s topped-off structure, image by UrbanToronto Forum contributor JohnnyAu

From grade, the tower’s modules and sculptural massing clearly expressed from podium to crown, gradually morphing from a rectilinear base to a rounded crown. White powder-coated aluminum cladding wraps the exterior in a lattice-like arrangement of fluted piers and faceted framing elements, contrasting with dark glazing and balcony guards behind. The chamfering of window sections and balcony openings makes each floor-plate unique, with no two levels configured exactly alike.

Looking west to the sculptural facade and rotating massing, image by UrbanToronto Forum contributor steveve

Looking south along Yonge Street in late May, the concrete pouring for the mechanical penthouse is now complete, with a compact, cube-like crown atop the residential tower. In the background, One Bloor West is visible in the distance below its crane.

Looking south along Yonge Street to the newly poured crown, image by UrbanToronto Forum contributor JohnnyAu

This close-up view from this month highlights the complexity of the facade system, with panels framing the shifting modules as they rise. Modules alternate between floor-to-ceiling glazing and recessed balcony bays, adding depth to the exterior.

Looking up at the facade detailing, image by UrbanToronto Forum contributor reia

From west of Avenue Road on St Clair, One Delisle dominates the view, its white cladding contrasting with dark glazing, installed on two fluted facade sections up to the 38th floor. Above, the uppermost floors await enclosure, including the mechanical penthouse's raw concrete above.

Looking east along St Clair Avenue West to One Delisle’s mechanical penthouse and upper facade progress, image by UrbanToronto Forum contributor CharmAlarm

One Delisle stands 155m and will house 371 condominium units.

Looking south to One Delisle, designed by Studio Gang Architects and WZMH Architects for Slate Asset Management

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35-Storey Rentals Planned on Hurontario Across from Mississauga Hospital

Anthony Teles — Fri, 12 Jun 2026 12:38:14 -0400

An infill proposal has been submitted for 2233 and 2235 Hurontario Street in Mississauga’s Downtown Hospital Growth Centre, where plans call for a pair of 35-storey purpose-built rental towers rising along the future Hurontario-Main Line 10 LRT. Designed by BDP Quadrangle for Starlight Investments, the development would be constructed on underused area while retaining the site’s existing rental apartment buildings.

Looking west to 2233-2235 Hurontario Street, designed by BDP Quadrangle for Starlight Investments

The proposal applies to the 2.19-hectare property located within the Queensway Protected Major Transit Station Area on the east side of Hurontario Street, one building south of The Queensway, and directly across from Mississauga Hospital. The site is currently occupied by two rental apartment buildings rising 12 and 13 storeys, a one-storey retail pavilion, surface parking areas, and associated underground parking facilities. The surrounding area is characterized by a mix of residential, commercial, institutional, and open space uses, including high-rise apartment buildings along the Hurontario corridor and commercial plazas clustered around the Hurontario-Queensway intersection.

Looking northeast to the current site from Hurontario Street, image retrieved from Google Maps

Sajecki Planning has submitted a Zoning By-law Amendment application to the City of Mississauga on behalf of the developer. The redevelopment would be concentrated on a 5,659m² parcel occupying the southwest corner of the larger property, replacing the existing retail pavilion and a portion of the surface parking areas. Rising from a shared podium ranging from six storeys along the west side to seven storeys toward the east, the proposed towers would each reach 35 storeys and a height of 123.84m. Together, the buildings would contain 52,433m² of Gross Floor Area, including 52,008m² devoted to residential uses and 425m² of ground-floor commercial space, resulting in a Floor Space Index of 9.3 times coverage of the parcel.

Site plan, designed by BDP Quadrangle for Starlight Investments

The development would introduce 698 rental apartments, comprising 78 studio units, 347 one-bedroom units, 203 two-bedroom units, and 70 three-bedroom units. Retail space would line portions of the Hurontario Street frontage. The overall layout is designed to accommodate a future severance of the redevelopment parcel if pursued.

Looking northwest to the massing for 2233-2235 Hurontario Street, designed by BDP Quadrangle for Starlight Investments

The two towers would each have floor-plates of approximately 750m². A minimum 25m separation would be provided between the new towers, while approximately 25m and 26.6m would separate them from the existing 13- and 12-storey apartment buildings, respectively. Vertical circulation would be supported by eight residential elevators, four per tower, along with a dedicated retail elevator, equating to roughly one residential elevator for every 87 units across the development, indicating reasonable response times.

Ground floor plan, designed by BDP Quadrangle for Starlight Investments

Residents would have access to 1,432m² of indoor and 671m² of outdoor amenity areas distributed between the ground floor, podium rooftops, upper levels, and tower crowns. At the heart of the site, a landscaped courtyard would replace existing asphalt surfaces. Three levels of underground parking would accommodate 347 vehicle spaces, including 300 resident spaces, 43 visitor spaces, and four retail spaces. Bicycle facilities would total 246 spaces, comprising 35 short-term spaces at grade and 211 long-term spaces located within the building.

An aerial view of the site and surrounding area, image from submission to City of Mississauga

The future Queensway stop on the LRT is approximately 200m north of the property. MiWay bus routes operate nearby, with stops located within a short walk of the site and connections to both Port Credit and Cooksville GO stations. The area is served by cycling infrastructure along Queensway and Camilla Road, while the ongoing Hurontario reconstruction associated with the LRT will introduce new boulevard cycling facilities along the site’s frontage.

The proposal joins a growing pipeline of development activity surrounding the Queensway-Hurontario area. To the northwest, a 26-storey tower is proposed at 2444 Hurontario Street. To the southeast, 49 South Service Road is proposed at 26 storeys, and the Gordon Woods Condominiums would add 26- and 29-storey towers. To the west, construction is advancing on the Peter Gilgan Mississauga Hospital expansion, which will introduce new 8- and 22-storey towers, while a 40-storey mixed-use tower has been proposed at 2300 Confederation Parkway.

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News Roundup for June 12, 2026

UrbanToronto Staff — Fri, 12 Jun 2026 09:30:00 -0400

TTC unveils temporary hub to handle FIFA crowds; Toronto’s FIFA human rights action plan is out, but advocates say it falls short for unhoused people; Ford government signs $200M contract to build 5-storey parking garage at Ontario Place; and other news.

TTC unveils temporary hub to handle FIFA crowds (CityNews)

Toronto’s FIFA human rights action plan is out, but advocates say it falls short for unhoused people (CBC)

Ford government signs $200M contract to build 5-storey parking garage at Ontario Place (Global News)

The FIFA World Cup is here and Toronto may still be short millions in funding (The Star)

Taste of the Danforth returning to Toronto after 2-year hiatus (CBC)

Multiple weekend road closures in Toronto for events, including Taste of Little Italy (CP24)

Dobrodošli u Toronto

Craig White — Fri, 12 Jun 2026 06:00:00 -0400

The World Cup 2026 kicks off at 3 PM today at Toronto Stadium with a match between Canada and Bosnia-Herzegovina. While seats for the games might cost the equivalent of your most precious internal organs, and a premium paid Fan Festival is on at The Bentway and adjacent Fort York grounds, fans without spare kidney money can find other ways to celebrate the games at places like Nathan Phillips Square, where the reflecting pool has been transformed into some soccer pitches.

Nathan Phillips Square transformed for FIFA World Cup 2026 in Toronto, image by UrbanToronto Forum contributor AlbertC

This image comes to us courtesy of UrbanToronto Forum contributor AlbertC. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Topped Off No. 31 Condos Nears Exterior Completion in the Distillery District

Anthony Teles — Thu, 11 Jun 2026 17:16:24 -0400

Five months after UrbanToronto’s previous update, construction continues on No. 31 Condos at the west edge of Toronto’s Distillery District. Rising at 31 Parliament Street, the 41-storey condominium tower designed by Arquitectonica, with Arcadis as Architect of Record, is being developed by Lanterra Developments and Westdale Properties. Since our January, 2026 look at the project, work at No. 31 has shifted increasingly toward exterior enclosure while the neighbouring 32-storey Goode Condos has reached completion.

Looking across Parliament Street in May, 2026, No. 31 Condos is topped off at its full 41-storey height, its stepped massing clearly expressed along the west elevation as the tower recedes toward the upper floors. Brick-pattern precast cladding now wraps much of the west and south faces, while extensive window wall glazing and dark spandrel panels enclose the lower and mid-rise levels. At grade, exposed cast-in-place concrete walls and structural columns remain visible behind construction fencing, with sections of blue weatherproofing applied around column bases and several window openings still temporarily boarded with plywood. The tower’s prominent south-side crash wall remains exposed above the street and next to the Union Station Rail Corridor.

Looking northeast from Parliament Street to No. 31 Condos, image by UrbanToronto Forum contributor zuzivalente

In a distant view from Lake Shore Boulevard at Cherry Street, the tower's slim profile is featured in its narrow east elevation. Precast cladding has advanced nearly to the top of the building, stopping just below the mechanical penthouse, while the crane remains in place above the roofline.

A distant view looking west to the east elevation and crane, image by UrbanToronto Forum contributor zuzivalente

Looking north to the south elevation this month, No. 31 Condos appears largely enclosed, with brick-pattern precast cladding now extending continuously to the top of the tower, where we see sections of bare concrete at the mechanical penthouse. The building’s stacked massing is emphasized by a series of prominent step-backs, where fully glazed levels create horizontal breaks within the precast-clad facade. Black glass balcony guards have been installed to approximately the 17th floor, while the residential levels above continue to show exposed concrete balcony slabs and soffits awaiting railing installation.

Looking north to ongoing balcony and facade work, image by UrbanToronto Forum contributor zuzivalente

Looking southwest from the base of the tower, a close-up view highlights the precast cladding. Along the east elevation in the foreground, window wall installation continues behind the precast frame, with mullions, glazing panels, and louvred sections at varying stages of completion. Several openings remain unfinished, exposing insulation and temporary backing panels where glazing has yet to be installed. Above, on the east face, precast installation has progressed to within several storeys of the mechanical penthouse.

A close-up view looking southwest to facade and glazing installation, image by UrbanToronto Forum contributor xmyth_2

No. 31 Condos stands 153.63m and will house 467 condominium units.

Looking northeast to the previous design for No. 31 Condos, designed by Arquitectonica for Lanterra Developments and Westdale Properties, with Arcadis Architect of Record

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EDITOR'S NOTE: This story was republished to reflect that the building was only built to 41 storeys, not the 46 storeys that the developers were approved to build to.

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Heritage Yonge Street Canadian Tire Redevelopment Reworked

Anthony TelesCraig White — Thu, 11 Jun 2026 12:13:36 -0400

Plans for one of Toronto’s oldest Canadian Tire locations would bring a redesigned mixed-use condominium development to 835 Yonge Street in Yorkville. Designed by Adamson Associates Architects for CT REIT, the development arm of the Canadian Tire Corporation, the proposal retains the previously submitted 41- and 49-storey towers while revising the massing and architectural expression above the retained heritage facade of the old store at the northeast corner of Yonge and Church streets.

Looking northeast to 835 Yonge, designed by Adamson Associates Architects for CT REIT

The proposal applies to a site comprising 835, 837, and 839 Yonge Street, a few blocks north of Bloor Street. The property is currently occupied by a Canadian Tire store, a Canadian Tire gas bar, a ServiceOntario office, and associated surface parking areas, while retaining a heritage-designated facade dating to 1935 along the Yonge Street frontage. Situated at the northern edge of Downtown Toronto where Yorkville transitions into Rosedale, the site is surrounded by a mix of retail, office, institutional, and residential uses.

Looking northeast to the current site, image retrieved from Google Maps

Plans to redevelop the property first emerged in 2022, when CT REIT submitted a Zoning By-law Amendment application proposing a pair of mixed-use towers above a shared podium while retaining the heritage-designated Yonge Street facade that had been preserved during the previous expansion of the Canadian Tire store.

Previous design, 835 Yonge, Toronto, designed by Adamson Associates Architects for CT REIT

The revised proposal retains the overall framework of the 2022 submission, with a pair of mixed-use towers rising from a shared podium across the site. A 49-storey tower reaching 160.2m would occupy the Yonge Street frontage, while a second tower to the southeast would rise 41 storeys, or 136m. Together, the buildings would contain 95,536m² of Gross Floor Area with a Floor Space Index of 8.8 times coverage of the 10,910m² site. Residential uses would account for 82,634m², complemented by significant retail space. Numbers for it are not finalized at this time pending an SPA submission expected late thus month, but it appears it may be reduced from the 17,663m² identified in the 2022 proposal to 16,957m², though that number could be further reduced. Plans are to accommodate a replacement Canadian Tire store along with potential other retailers.

Site plan, designed by Adamson Associates Architects for CT REIT

The resubmission introduces notable revisions to the building massing, site organization, and architectural style. The revised massing places greater emphasis on the podium and heritage base. Most significantly, the towers have been pulled farther back from the retained Yonge Street heritage facades, with work overseen by ERA Architects, creating greater visual separation between the historic structures and the new construction, while the exterior expression has been completely revamped; no longer reading as modern, bright-white staggered frames running to the sky, both the podiums and the towers are now clad as if they were carved out of a sedimentary rock cliff face. Canadian Tire logo shapes appear as windows at a couple corners, while the logo has also been incised into the masonry in places, all suggestive of Canadian Tire's place in Canadian life as being bedrock or foundational in nature.

Looking northeast to the podium, designed by Adamson Associates Architects for CT REIT

The development's latest residential numbers are that it would deliver 922 condominium units, down from the total 950 proposed in 2022. The suite mix includes 553 one-bedroom units (60%), 272 two-bedroom units (29.5%), and 97 three-bedroom-and-larger units (10.5%). Vertical transportation would be provided through four elevators serving the 49-storey tower and three serving the 41-storey tower, equating to roughly one elevator for every 132 residential units, indicating particularly high-speed motors would be required to provide acceptable wait times when all elevators are operating. Three further elevators would serve the retail component, connecting the garage levels with the Canadian Tire store.

Green space at the south end of the site, image from submission to City of Toronto

Residents would have access to 1,908m² of indoor amenity space and 1,900m² of outdoor amenity space, figures unchanged from the earlier proposal. Three levels of underground parking would contain 361 vehicular spaces, including 138 residential spaces and 223 visitor and commercial spaces, matching the previous parking supply. Bicycle parking has decread slightly from 1,096 spaces to 1,020 spaces, including 820 resident spaces, 100 residential visitor spaces, 40 retail long-term spaces, and 60 retail short-term spaces.

Ground floor plan, designed by Adamson Associates Architects for CT REIT

The site is located approximately 400m north of Bloor–Yonge station in lines 1 and 2 and roughly 450m south of Rosedale station on Yonge Line 1. TTC buses also ply Yonge Street. Cycling infrastructure includes the Yonge Street bikeway north of Bloor Street, nearby connections to the Church Street cycling corridor, and Bloor Street cycle tracks.

An aerial view of the site and surrounding area, image from 835Yonge.com

The proposal is surrounded by high-rise development projects and proposals. To the southeast, 28-storey Park Road is under construction, while proposals at 38-50 Park Road and Clear Hotel would rise 31 and 42 storeys respectively. West of the site, 906 Yonge Street would rise 23 and 40 storeys. To the southwest, the 41-storey 50 Scollard is completing construction alongside proposals for a 50-storey tower at Yonge and Scollard and a 63-storey tower at 30 Scollard. To the south, the 26-storey Adagio is under construction, while the proposed Cumberland Square would introduce three towers ranging from 51 to 75 storeys.

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The Spoke Welcomes Residents to the Junction Triangle

Anthony Teles — Thu, 11 Jun 2026 11:20:00 -0400

Construction at The Spoke is all but complete, with the project reaching a major occupancy milestone as its first residents began moved in this May. Located in Toronto’s Junction Triangle, the purpose-built rental community by Tricon Living brings 398 new rental homes to one of the city’s most vibrant west-end neighbourhoods. Rising 8 and 23 storeys on the west side of Symington Avenue, just north of Dupont Street, The Spoke brings together Tricon’s model of design excellence, signature amenities, elevated services, and resident-focused community programming. Designed by TACT Architecture with Graziani + Corazza Architects as Architect of Record, the development marks a significant addition to the area’s growing rental supply.

The Spoke, designed TACT Architecture and Graziani + Corazza Architects for Tricon

The Junction Triangle has undergone a notable transition from its industrial roots into a mixed-use urban district. The site offers convenient access to nearby West End neighbourhoods including Wallace-Emerson, Geary Avenue, Corso Italia, and Bloordale Village, while the West Toronto Railpath runs close by. Together with nearby transit connections and a growing concentration of independent cafés, breweries, creative studios, and local businesses, the location places residents within a well-connected and increasingly active urban environment.

The Sanctuary sky lounge, image courtesy of Tricon

Comprising mid- and high-rise volumes, The Spoke introduces a both ground-hugging and contemporary skyline living to the area. The complex's form and material expression draw on the area’s industrial past, while presenting a distinctly modern residential profile along Symington Avenue. Landscape design by Site/C Landscape Architecture Inc. features a series of terraces, pathways, and planted edges through the site, softening the massing and creating visual and physical connections from the project to the surrounding streets and the broader neighbourhood.

The Cove Spa, image courtesy of Tricon

A substantial amenity program supports daily life at The Spoke, with more than 26,000 ft² of shared indoor and outdoor spaces. Indoor amenities include Club Apex, a commercial-grade fitness centre paired with a dedicated studio for yoga and spin bikes, along with co-working lounges, entertainment spaces, a theatre, family-oriented rooms, wellness facilities featuring a sauna and cold plunge in the Cove Spa, and pet-focused amenities.

Club Apex gym, image courtesy of Tricon

Interior amenity spaces, designed by Johnson Chou Inc., will draw on the area’s industrial roots while incorporating a warm 1970s-inspired palette. Exposed concrete and hot-rolled metal screens are balanced with walnut wood, textured finishes, and earthy tones throughout the common areas. The entrance is defined by a sunken lounge with a glazed fireplace and a circular sofa. Custom elements include a spoke-inspired ceiling sculpture and a commissioned wall piece by Toronto artist Adrian Forrow.

Lobby lounge, image courtesy of Tricon

A sports lounge with a pool table and vintage arcade games provides a more informal gathering space, along with The Node, providing a co-working lounge. The 23rd-floor Sanctuary features tiered green carpeted seating with views over the Toronto skyline. Custom lighting details, locally made furniture, and works by Toronto artists complete the interiors.

Outdoors, residents will have access to landscaped terraces, social gathering areas, and Tricon’s signature pool, The Cove.

Outdoor Cove Pool and terrace, image courtesy of Tricon

The Vault will serve as a bike hub equipped with repair and wash facilities.

The Vault bicycle storage and repair facility, image courtesy of Tricon

The residential component comprises 398 rental homes, including one-, two-, and three-bedroom suites. Select plans feature dens, garden walkouts, and flexible living areas. Interiors are finished with Trevisana kitchens, kitchen islands, stainless steel appliances (including wine fridges), in-suite laundry, and smart-home features such as keyless entry and programmable thermostats, with the option for furnished suites.

A high-angle view of The Spoke, designed by TACT Architecture and Graziani + Corazza Architects for Tricon

With construction at its final stages, The Spoke will soon be an active and vibrant residential community in the Junction Triangle.

The Spoke, designed TACT Architecture and Graziani + Corazza Architects for Tricon

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News Roundup for June 11, 2026

UrbanToronto Staff — Thu, 11 Jun 2026 09:30:00 -0400

As Bank of Canada holds key rate, expert says housing may be at an ‘affordability bottom’; accessibility gaps at Eglinton Crosstown stations are limiting some riders, advocates say; a new home is urgently needed for Margaret's community drop-in centre; and other news.

As Bank of Canada holds key rate, expert says housing may be at an ‘affordability bottom’ (The Star)

Accessibility gaps at Eglinton Crosstown stations are limiting some riders, advocates say (CBC)

A new home is urgently needed for Margaret's community drop-in centre (CityNews)

‘Bigger and better’: Ontario, City of Toronto investing $400K to bring back Taste of the Danforth (CTV News)

Push to close Church-Wellesley park overnight fails after emotional pleas to committee (The Star)

TTC updates its safety app for subway station response (Global News)

The FIFA World Cup is here and Toronto may still be short millions in funding (The Star)

Hungry Hungry Raft Slab

Craig White — Thu, 11 Jun 2026 06:00:00 -0400

When it is time to pour a raft slab foundation, concrete mixer trucks and pumps are brought in to feed the waiting, hungry mat of rebar that needs to be fed until it is full: fresh concrete has to keep coming, not allowing portions to go solid, until all of it is ready to cure as one solid mass. That happened recently at this site in Scarborough, where a tower called Alta will take shape over the remainder of this year and throughout 2027.

Multiple concrete mixer trucks feed three pumps at the Scarborough construction site of Alta, image by UrbanToronto Forum contributor Mr. Greedy

This image comes to us courtesy of UrbanToronto Forum contributor Mr. Greedy. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Exterior Finishes Covering Groove Urban Condos on Vaughan Road

Anthony Teles — Wed, 10 Jun 2026 16:40:00 -0400

Since UrbanToronto's previous update, Groove Urban Condominiums has topped off, with cladding largely completed on Vaughan Road in Toronto's Humewood-Cedarvale neighbourhood. Designed by RAW Design for Block Developments, the 15-storey condominium is situated within a short walk of St Clair West station and the shops and restaurants of the area.

By April, 2026, we see the building fully topped out, and the crane removed. White powder-coated aluminum panel cladding now wraps the stepped-back upper storeys and mechanical penthouse, while windows are arranged in an irregular pattern across the north elevation. Below, brick cladding and dark accent panels define the lower and middle storeys, while a series of terraces descend towards neighbouring buildings.

Looking south to the completed upper-storey cladding and mechanical penthouse, image by UrbanToronto Forum contributor AlbertC

Looking northwest, the south and east elevations are nearing completion. The construction hoist remains attached to the south facade, extending to the mechanical penthouse level. Along the east elevation, the project's snaking brick-panelled frames the balconies, with glazing and dark spandrel-panel bands behind, while three vertical strips of windows articulate the building's rear face. Glass balcony guards have been installed across most of the tower, while work continues around the entrance areas and underground garage access to the right.

Looking northwest to the south and east elevations with the construction hoist on the south elevation, image by UrbanToronto Forum contributor AlbertC

Along Vaughan Road, the lower eight storeys are defined by brick-framed volumes that create the project's signature facade. Above, the building transitions into a series of stepped-back upper floors culminating in the narrow mechanical penthouse. Dark cladding bands, expansive glazing, and glass balcony guards emphasize the contrast between the masonry lower levels and the lighter contemporary treatment above.

Looking northeast along Vaughan Road to the fully topped-off structure, image by UrbanToronto Forum contributor SaugeenJunction

This month, the west elevation is substantially complete, with deep brick-clad frames wrapping around recessed balconies. Extensive glazing spans the floors behind. The construction hoist remains attached to the south elevation for use during interior fit-out and finishing work. At grade, construction fencing remains in place as streetscape and frontage work progresses toward completion.

Looking southeast to the completed west elevation and stepped upper-storey massing, image by UrbanToronto Forum contributor CLT

Groove Urban Condominiums stands 46.29m and will deliver 153 condominium units.

Looking northeast to Groove Urban Condominiums, designed by RAW Design for Block Developments

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Four-Tower Redevelopment Proposed for Wilshire Plaza in Vaughan

Anthony Teles — Wed, 10 Jun 2026 14:24:47 -0400

A redevelopment proposal has been submitted for Wilshire Plaza in Vaughan's Beverley Glen neighbourhood, where plans call for a four-building mixed-use community rising to 35 storeys at 8000 Bathurst Street north of Centre Street. Designed by Kirkor Architects and Planners for Baif Developments, the proposal would replace the existing commercial plaza at the southwest corner of Bathurst Street and New Westminster Drive, located within the Protected Major Transit Station Area surrounding the Atkinson Viva Orange Bus Rapid Transit stop.

Looking southwest to 8000 Bathurst Street, designed by Kirkor Architects and Planners for Baif Developments

The site is currently occupied by Wilshire Plaza, a suburban-style commercial centre comprising three low-rise retail buildings surrounded by a large surface parking lot. The site is within a mixed urban context that includes schools, community facilities, parks, recently completed mid- and high-rise mixed-use developments, and established low-rise residential neighbourhoods.

Looking west to the current site, image from submission to City of Vaughan

Goldberg Group has submitted Official Plan and Zoning By-law Amendment applications to the City of Vaughan on behalf of the developer. The redevelopment is envisioned as a two-phase mixed-use community organized around four buildings connected by a series of podium elements. Phase 1 would introduce 18- and 32-storey towers rising from a podium ranging from one to six storeys along New Westminster Drive and Bathurst Street. Phase 2 would add a 35-storey tower at the southeast corner of the site and a six-storey residential building toward the southwest corner, linked by a one- to three-storey podium. Across the development, building heights would range from 26.66m to 114.21m, with the tallest elements concentrated along the Bathurst Street frontage.

Site plan, designed by Kirkor Architects and Planners for Baif Developments

The proposal would deliver 1,157 homes within 84,624m² of Gross Floor Area, including 82,396m² dedicated to residential uses and 2,229m² of retail and commercial space. The resulting Floor Space Index would be 4.53 times coverage of the 18,691m² property. Unit types would consist primarily of one-bedroom suites, accounting for 749 homes, alongside 377 two-bedroom units and 31 three-bedroom units. Retail space would animate the Bathurst Street frontage while wrapping around the corner onto New Westminster Drive.

Looking northwest to 8000 Bathurst Street, designed by Kirkor Architects and Planners for Baif Developments

Tower floor-plates would range from approximately 775m² to 801m², while most tower separations would measure 25m. The closest condition occurs between the 18- and 32-storey towers, where a 20.7m corner-to-corner relationship is proposed without directly facing windows. There would be 2,305m² of indoor and 3,847m² of outdoor amenities. Vertical circulation would be provided by 13 elevators across the four buildings, resulting in roughly one elevator for every 89 and 90 residential units in Phases 1 and 2, respectively, indicating reasonable response times when all elevators are operating.

Ground floor plan, designed by Kirkor Architects and Planners for Baif Developments

A new public realm strategy would replace the existing surface parking with landscaped open spaces, pedestrian routes, and a woonerf-style internal drive court. Below grade, two levels of underground parking would accommodate 768 vehicles, with 527 resident spaces and 241 shared visitor and retail spaces, supplemented by approximately 10 surface pick-up and drop-off spaces. Bicycle facilities would comprise 771 spaces in total, including 650 long-term and 121 short-term spaces.

Looking southeast to 8000 Bathurst Street, designed by Kirkor Architects and Planners for Baif Developments

The property is directly beside frequent Viva Bus Rapid Transit services operating along the Bathurst Street and Centre Street corridors, with stops immediately adjacent to the site. Additional York Region Transit and TTC routes provide connections to destinations including Promenade Terminal, Finch GO Bus Terminal, Wilson station, and Vaughan Metropolitan Centre. Protected bike lanes are in place along Bathurst Street, Centre Street, and portions of New Westminster Drive, supplemented by signed cycling routes on nearby local streets.

An axonometric view looking southwest to the site and surrounding area, image from submission to City of Vaughan

The proposal joins a growing number of high-density projects in the surroundings. South of the site, 784 Centre Street proposes 26 and 29 storeys, while 7700 Bathurst Street would introduce a pair of 28- and 30-storey buildings. Nearby, plans for 700 Centre Street call for 22- and 31-storey towers. Further south, the large-scale revitalization of Promenade Mall has begun its multi-phase construction, eventually to bring five buildings ranging from 6 to 35 storeys.

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FastTrackTO: 10 Points For Speeding Up Our Streetcars, Part 2

Nolan Xuereb — Wed, 10 Jun 2026 10:00:00 -0400

Earlier this Spring, a new advocacy group called FastTrackTO proposed a bold 10-point plan to speed up Toronto's infamously and maddeningly slow streetcar network, to reduce travel times by as much as 40 per cent. Media coverage of the plan upon its release in March was decent, but UrbanToronto is digging more deeply into the plan across this second of three stories on the topic, putting it squarely front and centre in peoples' minds as anticipation for Toronto's 2026 municipal election this Fall begins to build. To help accomplish this, we are presenting the plan in depth, in three parts, looking at how for it to succeed fully, the City's agencies needs to address each of the points.

Last week's coverage of FastTrackTO's plan explored their first three proposals for a better streetcar and light rail network:

One: Make Transit Signal Priority Work Better,
Two: Split the Crossing, Speed Up Signals, and
Three: Stop Slowing Down Streetcars That Could Safely Go Faster.

These initial items touched on some of the most straightforward, low-cost solutions to chronic issues plaguing Toronto's surface rail network. The next three, however, cut deeper into long-held operational norms at both the TTC and the City of Toronto's Transportation Services department. Speaking with UrbanToronto, FastTrackTO co-founder and respected transit expert Jonathan English explained that the city could unlock vast improvements in streetcar speeds and reliability if these operational norms were shifted to better align with international best practices.

Four: Prevent Unnecessary Emergency Stops

On Toronto's recently built LRT lines along Finch and Eglinton Avenues, a web of onerous "safety" protocols regulating vehicle operations has come under fire for dramatically slowing down transit. While City Hall and the TTC have promised to review these operational norms, FastTrackTO has highlighted suboptimal emergency stop software as a major culprit. Currently, the system triggers a sudden, violent emergency stop if a vehicle operator goes even a few kilometres per hour over the prescribed speed limit. English told us, "These harsh stops can be dangerous for standing passengers, and necessitate operators to constantly check their speed and take their eyes off the road."

To resolve this, FastTrackTO proposes a simple solution: alter the vehicle software to automatically cap acceleration once maximum speeds are reached. This would allow operators to comfortably drive at the maximum permitted speed and focus fully on the tracks ahead, without the constant anxiety of accidentally triggering a disruptive, traffic-halting manoeuvre. Beyond the hours required for the TTC and likely its P3 partner to rewrite a few lines of code, this fix would be virtually free to implement, and it is all but guaranteed to speed up general traffic flow while improving the ride quality for transit users.

A 501 Queen Streetcar crosses the Queen Street East bridge over the Don River, 2025, image courtesy of TTC

Five: Eliminate Left Turns Where They Don't Belong

Across the hundreds of major intersections throughout Toronto, including those where streetcar or LRT services operate, left turns are near-universally permitted—regardless of how much congestion they cause. On narrower streets like Queen or Dundas, streetcars regularly waste entire signal cycles waiting for a single motorist to complete an unprotected left turn. Meanwhile, on wider avenues like Eglinton and St Clair, transit vehicles in dedicated rights-of-way sit idling because the lengthy light cycles required to facilitate dedicated left-turn signals hold up all other traffic, delaying transit riders and private motorists alike.

FastTrackTO proposes eliminating these left turns where possible and instead shifting left-turning traffic movements onto adjacent side streets. English points to the intersection of Dundas Street West and Spadina Avenue as a prime example: "The 510 Spadina streetcar frequently sits through multi-minute signal cycles, which are elongated by motorists trying to turn westbound onto Dundas Street West from northbound Spadina Avenue. Removing this left turn and directing motorists along one-way Grange Avenue and Huron Street to reach Dundas Street West instead would drastically shorten intersection wait times, speeding up travel on both Spadina and Dundas—two chronically congested downtown arterials."

Looking north-east across the intersection Dundas Street West and Spadina Avenue, 2006, image courtesy of Leslie Mateus via Wikimedia https://commons.wikimedia.org/wiki/File:Spadina_Avenue.jpg

Six: Stop Stopping at Every Switch

Any Torontonian who spends time south of Bloor Street will quickly become familiar with the seemingly inexplicable sight of a streetcar coming to a complete stop right before entering an intersection during a green light. This transit-slowing and congestion-inducing practice stems from the TTC's failure to install automatic track switch detectors—a technology that is nearly a century old. These devices allow a streetcar to verify well ahead of time whether an upcoming track switch is aligned in the correct direction. Because these internationally widespread systems are not in place anywhere on the network's on-street tracks, streetcar operators must halt, request the switch position, and visually confirm it is set correctly before proceeding. If a switch happens to be misaligned, the operator is forced to step out into live traffic and use a three-foot tool to manually wrench the switch into place.

Fortunately, an off-the-shelf solution is readily available and has been successfully implemented on street railways across the globe for decades. Unlike the multi-billion-dollar, tri-government light rail extensions the City of Toronto is pursuing for the Port Lands and Eglinton Avenue East, funding for this specific fix could easily be absorbed by the City's annual capital budget. In English's words, implementing it would be "an easy win for the TTC and riders, and one that is nearly a century overdue."

A TTC streetcar driver manually alters a track switch on Queen Street East near Greenwood Avenue, 2016, image courtesy of Can Pac Swire via flickr https://www.flickr.com/photos/18378305@N00/33772329071/in/photostream/

This second trio of proposed solutions to long-standing issues within Toronto's streetcar and LRT network requires a comprehensive rethink of how the systems regulating mobility in Toronto operate—from the physical configuration of our streets to the very code on which transit vehicles run. Opposition is all but guaranteed, whether it stems from concerns over increasing TTC expenses during a budget crunch or the friction of shifting traffic onto smaller side streets. However, English asserts that "the improvements in operational efficiency and the reduction in congestion would more than pay for themselves" if implemented as part of the comprehensive plan his organization has advanced. "Remember, these improvements compound; the benefits of one enhance the benefits of the others, for example, more reliable journey times make Transit Signal Priority more effective, and so on."

A westbound 507 Long Branch Streetcar picks up passengers at the intersection of Lake Shore Blvd West and Third Street in New Toronto, 2025, image courtesy of Transportfan70 via Wikimedia https://commons.wikimedia.org/w/index.php?curid=175529258

This article is the second in a series of three examining FastTrackTO's "10-Point Plan to Fix Toronto’s Streetcars and LRT". UrbanToronto will continue to follow updates on Toronto's surface rail network, but in the meantime, you can learn more about our new Light Rail Transit lines from our Database files, linked below. If you'd like, you can join in on the conversation in the associated Forum threads, or leave a comment in the space provided on this page.

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News Roundup for June 10, 2026

UrbanToronto Staff — Wed, 10 Jun 2026 09:30:00 -0400

Rents fall as new completions surge and demand slows, but rebound expected, according to CMHC; tenants returning home after being displaced by flooding in TCHC building; TTC rolls out new navigation enhancements ahead of the FIFA World Cup; and other news.

Rents fall as new completions surge and demand slows, but rebound expected: CMHC (The Star)

Tenants returning home after being displaced by flooding in TCHC building (CBC)

TTC rolls out new navigation enhancements ahead of the FIFA World Cup (CityNews)

Toronto’s bike share program preparing for starring role in World Cup logistics (Global News)

Developer unveils vision for Toronto rail deck community at site once envisioned as a giant park (The Star)

Road closures, transit updates and more: your World Cup guide to getting around Toronto (CBC)

5 indie Liberty Village eateries to fuel up at during the World Cup — no chains among them (The Star)

Bank of Canada set to make interest rate decision amid economic turbulence (CityNews)

Spyware? Aliens? Mysterious metal devices near Woodbine TTC station have locals baffled (The Star)

Glow of the TV

Craig White — Wed, 10 Jun 2026 06:00:00 -0400

Television City, which was quietly in the background of yesterday's Daily Photo, gets a glow-up today in this image captured on a recent May evening. This close-up of the twin condo towers rising in Hamilton makes a virtue of the varied temperatures of the light bulbs glowing on each level at the building's construction hoist landings. Uniformity will be the name of the game when the suite interiors are kitted out later in the process, but for now, the site is a reminder of the cool, neutral, and warm tones that "white" lights can produce, depending on which packages were scooped up by the contractor.

Light temperature varies by floor where temporary bulbs hang during construction of Television City in Hamilton, image by UrbanToronto Forum contributor vistaway

This image comes to us courtesy of UrbanToronto Forum contributor vistaway. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Demolition Advances at Toronto Coach Terminal Redevelopment Site

Anthony Teles — Tue, 09 Jun 2026 17:44:16 -0400

Demolition continues at the old Toronto Coach Terminal site in Downtown Toronto, where crews have spent much of 2026 dismantling the city's previous intercity bus terminal while beginning excavation and site preparation for its replacement. Located at 610 Bay Street and 130 Elizabeth Street a couple blocks north of City Hall, the redevelopment by Kilmer Group, Tricon, and CreateTO will transform the vacant property into a mixed-use community featuring 16- and 44-storey rental buildings.

With 610 Bay designed by Studio Gang Architects and 130 Elizabeth designed by architects—Alliance, the project will retain and restore some of the historic 1931 Charles Dolphin-designed Coach Terminal while introducing new residential, institutional, and retail uses. Heritage work is being overseen by ERA Architects. Demolition began in earnest around January, 2026, with excavation and shoring work commencing more recently.

Looking west across the 130 Elizabeth parcel in February, 2026, large piles of sorted masonry rubble, concrete block, and structural debris occupy the centre of the site, while an excavator works among the stockpiled material. Portions of the former GO terminal remain standing at right, stripped of cladding and interior finishes to expose the steel frame beneath, while temporary facilities and staging areas are seen to the left.

Looking west across demolition works on the western development parcel, image by UrbanToronto Forum contributor GenerationLee

Looking southwest across the 130 Elizabeth parcel this month, the project has advanced into active excavation and site preparation. Multiple excavators are progressing bulk excavation for the future below-grade levels, with stockpiled soil visible at the west end of the property. Perimeter shoring walls define the excavation limits, while construction materials and temporary equipment are staged throughout the site.

Looking southwest across excavation and site preparation works on the western development parcel, image by UrbanToronto Forum contributor AlbertC

From across Edward Street, the north elevation illustrates the extent of work completed to date on the 610 Bay parcel. Behind blue construction fencing, exterior cladding and wall assemblies have been removed to reveal the gutted interior, while a flatbed truck and site personnel support ongoing operations.

Looking southeast to the north elevation of the terminal building during demolition, image by UrbanToronto Forum contributor AlbertC

Looking south into the former coach terminal, seating, glazing, ductwork, ceiling assemblies, and portions of the skylights have been removed, exposing the underlying steel and concrete structure. Bricks are stacked and palletized in advance of cleaning offsite, prior to their reuse in the future.

Bricks from the former Toronto Coach Terminal are being saved for reuse, image by UrbanToronto Forum contributor GameOnBrad

Construction schedules anticipate excavation and shoring activities continuing through October, 2026. Rendered below, the art deco front building of the old terminal will remain prominent in the redevelopment, its roof becoming an amenity terrace. Upon completion, the development will deliver 827 rental homes, including 210 affordable units, in buildings rising 55.45m and 147.7m spread across Studio Gang's 610 Bay Street and architects—Alliance's 130 Elizabeth Street.

Looking southwest to the Toronto Coach Terminal Redevelopment, designed by Studio Gang Architects and architects—Alliance for Kilmer Group, Tricon, and CreateTO

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EDITOR's NOTE: This story has been republished to reflect greater detail regarding the architects behind each of the two buildings.

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TCHC Moves Swansea Mews Redevelopment Into Site Plan Approval

Anthony Teles — Tue, 09 Jun 2026 14:15:25 -0400

Toronto Community Housing Corporation (TCHC) has advanced its Swansea Mews redevelopment into the Site Plan Approval stage, submitting refined plans for the replacement of the shuttered low-rise community. Designed by KPMB Architects, the proposal will transform the 2.12ha site in Toronto’s Swansea neighbourhood with a pair of much denser purpose-built rental buildings rising 20 and 35 storeys. This follows City Council’s approval of the project’s planning applications earlier this year.

Looking west to the Swansea Mews Redevelopment, Toronto, designed by KPMB Architects for the Toronto Community Housing Corporation

The proposal applies to a property addressed to 21 Windermere Avenue and 1–154 Swansea Mews, occupying the northeast corner of The Queensway and Windermere Avenue. The site is currently occupied by the vacant Swansea Mews complex, a collection of nine four-storey stacked townhouse buildings. The surrounding area includes mid-century apartment towers to the west, low-rise residential neighbourhoods to the north and east, and a growing concentration of taller residential buildings along The Queensway corridor.

Looking northeast to the current site from The Queensway and Windermere Avenue, image retrieved from Google Maps

Swansea Mews served for decades as a rent-geared-to-income housing community before being abruptly vacated in 2022 following a ceiling collapse. Subsequent engineering investigations determined that the aging buildings were structurally unsafe, prompting TCHC to relocate all 154 households and close the complex. Redevelopment plans were submitted in 2025 and approved by City Council in March, 2026. Now, Bousfields has submitted the Site Plan Approval application to the City of Toronto on behalf of TCHC.

Looking southwest to the 2025 plans for the Swansea Mews Redevelopment, designed by KPMB Architects for the Toronto Community Housing Corporation

The approved site layout remains largely unchanged from the rezoning application. A 35-storey tower rising 118.92m will anchor the southwest portion of the site at The Queensway and Windermere Avenue, while a 20-storey tower rising 72.05m will be integrated into a larger inverted U-shaped building occupying the northern portion of the property.

Site plan, designed by KPMB Architects for the Toronto Community Housing Corporation

The north building will incorporate 5- and 8-storey mid-rise wings framing a central courtyard, while the south building will contain the project’s retail and community uses at grade. Together, the buildings will deliver 73,519m² of Gross Floor Area, including 72,089m² of residential space, 805m² of retail space, and 625m² of community space, resulting in a Floor Space Index of 3.46 times coverage of the 21,221m² site. Since the rezoning submission, retail space has increased by approximately 258m², while community space has been reduced. Retail uses within the south building are currently envisioned to include a grocery store.

Looking south to the north building, designed by KPMB Architects for the Toronto Community Housing Corporation

Across both buildings, the proposal has been refined to contain 639 rental homes, down slightly from the 649 units proposed through the 2025 rezoning process. Of the total, 154 units would replace the site’s former social housing homes, while the remaining units would operate as market rental housing under TCHC ownership. The unit mix consists of 197 one-bedroom units, 203 two-bedroom units, and 239 three-bedroom-and-larger units. The south building would contain 308 units, while the north building would contain 331 units. The south building will be served by five elevators, with six serving the north building, equating to one elevator for every 62 units in the south building and one for every 55 units in the north building, indicating short wait times.

Looking northwest to the south building, designed by KPMB Architects for the Toronto Community Housing Corporation

A network of landscaped open spaces is planned throughout the redevelopment, including a publicly accessible open space at the southeast corner of the property and a series of outdoor amenity areas for residents. The north building’s U-shaped configuration would create a large central courtyard. Plans entail approximately 4,879m² of outdoor and 666m² of indoor amenity space.

Looking south to the Swansea Mews Redevelopment, Toronto, designed by KPMB Architects for the Toronto Community Housing Corporation

Vehicular parking would be accommodated within an enclosed at-grade parking facility in the north building. A total of 169 parking spaces are proposed, including 135 resident spaces and 34 spaces for visitors and non-residential users, an increase of 48 resident spaces compared to the rezoning submission. Bicycle parking would include 582 long-term and 128 short-term spots.

Ground floor plan, designed by KPMB Architects for the Toronto Community Housing Corporation

Stops for the 501 Queen (and rush hour 508 Lake Shore) streetcars are located at The Queensway Windermere intersection, while the 77 Swansea bus provides connections north to Runnymede station on Bloor Line. The 80 Queensway bus further links the area with Keele Station and Sherway Gardens. Looking ahead, the planned Waterfront West LRT would extend higher-order transit service along the waterfront corridor, while the planned Park Lawn GO station, approximately 1.8km west of the site, would add regional rail access. For cyclists, dedicated bike lanes on The Queensway connect to the Humber Trail, High Park’s trail network, and the Martin Goodman Trail along the waterfront, providing links across Toronto’s west end and lakeshore.

An aerial view of the site and surrounding area, image from submission to City of Toronto

Some high-rise activity is seen in the area alongside low-rise development. West of the site, 34 Southport is under construction with towers at 26 and 32 storeys. To the southwest, 2002 Lake Shore Boulevard West calls for a pair of mixed-use towers rising 20 and 36 storeys.

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Explore UTPro at Our June 16th Live Webinar

Anthony Teles, Toronto — Tue, 09 Jun 2026 10:55:55 -0400

UrbanToronto invites you to join us for a live UTPro webinar on Tuesday, June 16 at 1 PM, where we’ll demonstrate how companies are using our real estate data and mapping platform to identify new project opportunities, build prospect lists, and connect with potential customers.

Designed for suppliers, manufacturers, trades, proptech companies, consultants, and service providers selling products and services to developers, the session will highlight how UTPro can help teams get in front of opportunities sooner and support business development efforts across the Greater Golden Horseshoe. RSVP today to reserve your spot.

UTPro combines municipal planning data, advanced mapping tools, and detailed project information to help professionals track development activity, identify potential clients, and make informed business decisions. With coverage spanning more than 6,343 projects and 5,710 companies across 73 municipalities, the platform provides access to the data needed to monitor growth and uncover opportunities.

Key benefits of UTPro include:

Generate targeted prospect lists of developers, architects, consultants, and project stakeholders
Identify new sales opportunities before projects reach tender or construction
Find new projects before your competitors do
Connect with decision-makers across thousands of active developments
Prospect smarter with project, company, and stakeholder intelligence
Build a more predictable sales pipeline with daily development intelligence

UTPro Reports

During the webinar, our team will provide a live demonstration of the platform’s core features and show how businesses are using UTPro to support prospecting and business development efforts. Attendees will learn how to:

Build custom reports tailored to specific sites, projects, and data categories
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Access detailed project information, planning documents, and historical files

RSVP here to receive your link for the webinar. Whether your goal is identifying new project opportunities, building prospect lists, or connecting with potential customers, this session will provide a practical look at how UTPro can support your business development efforts. We look forward to seeing you on June 16 at 1 PM for this live presentation of UTPro!

News Roundup for June 9, 2026

UrbanToronto Staff — Tue, 09 Jun 2026 09:30:00 -0400

Ontario is putting up to $178 million into a stalled Toronto rental project; Federal government starts public consultation on future of Toronto's island airport; disability advocate calls out Metrolinx for inaccessibility on new Eglinton Crosstown; and other news.

Ontario is putting up to $178 million into a stalled Toronto rental project. Is it a good investment or ‘bailout’? (The Star)

Federal government starts public consultation on future of Toronto's island airport (CBC)

‘Bungled design work’: Disability advocate calls out Metrolinx for inaccessibility on new Eglinton Crosstown (CP24)

10 per cent of Toronto mortgage holders could have trouble refinancing. Experts say its a ‘death spiral’ for many (CTV News)

Toronto hotels expecting ‘uneven’ bookings in June thanks to World Cup (Global News)

World Cup host cities urge residents to ditch cars during tournament (The Globe and Mail)

Beaver sculptures welcome tourists in downtown Toronto ahead of World Cup (CityNews)

York Region Transit fares to increase July 1 (The Star)

FIFA World Cup in Toronto: Guide to the best watch parties and free events (The Star)

Sailboat City

Craig White — Tue, 09 Jun 2026 06:00:00 -0400

Looking south from Pier 4 Park, masts rise high above the sailboats of the Hamilton Bay Sailing Club on a recent evening in May. Behind the enveloping woods, residential towers of central Hamilton punctuate the horizon, with the two latest additions of Television City about two thirds of the way through their eventual rise to 32 storeys each.

Sailboats of the Hamilton Bay Sailing Club crowd the foreground, while tall buildings climb above the trees in behind, image by UrbanToronto Forum contributor IamNotaRobot

This image comes to us courtesy of UrbanToronto Forum contributor IamNotaRobot. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Two Towers Stand, Third Under Way at Design District in Hamilton

Anthony Teles — Mon, 08 Jun 2026 16:40:06 -0400

When UrbanToronto last checked in on Hamilton’s The Design District 41 in October, 2023, Emblem Developments had recently broken ground on the ambitious three-tower project at an August, 2023 ceremony. Designed by Arcadis, the development is transforming a former surface parking lot and underused properties at the northeast corner of Wilson Street and Hughson Street North in Hamilton's Beasley neighbourhood.

The project incorporates podium facades inspired by surrounding historic buildings while preserving a prominent church on the site, maintaining views of its spire. Nearly three years later, the first two 31-storey towers now stand substantially complete, while construction of the third tower has begun to rise above the podium.

By February, 2024, the site transitioned from excavation into above-grade construction, with three cranes installed across the block and podium construction advancing beneath them. This view captures extensive formwork, shoring, and reinforced concrete work underway, including newly poured columns, shear walls, and floor slabs that will support the three 31-storey towers. White weather protection tarps enclose portions of the south and east podium elevations.

Looking north to early podium construction and three tower cranes, image by UrbanToronto Forum contributor FF407

Viewed from Wilson Street in November, 2024, the south portion shows the six-storey podium substantially formed and the first tower beginning its ascent above. Two residential levels are completed above the podium roof, while formwork, shoring posts, and edge protection systems are in place. A construction hoist extends several storeys along the podium. On the second floor, we see the first sections of the building envelope appearing through installed glazing, dark-framed window systems, and louvres.

Looking northeast to the south podium and first tower rising above grade, image by UrbanToronto Forum contributor Chris R.

This view from the corner of Wilson Street and John Street North in April, 2025 captures the south tower climbing to approximately 22 storeys and the north tower reaching roughly 18 storeys. Across the lower floors, the envelope is rapidly taking shape through the installation of glazing sections and dark metal cladding, while exposed white weatherproofing marks areas awaiting final exterior finishes. Another construction hoist is mounted to the east elevation of the north tower.

Looking northwest from Wilson Street and John Street North to advancing construction on the two towers, image by UrbanToronto Forum contributor innsertnamehere

In September, 2025, both towers stood topped off. The mechanical penthouses were still exposed in unfinished concrete. The south tower’s dark glazing and cladding systems nearly reached the roofline, with only limited sections of the uppermost floors remaining incomplete, while the north tower remained distinguished by its contrasting white vertical fins and dark curtain wall installation, with cladding two storeys short of the top floor. At podium level, a crane remained in place above the lower-rise structure, where the third tower will rise.

Looking west to mostly completed exterior cladding and the south tower crane removed, image by UrbanToronto Forum contributor ProjectEnd

Two months later, the first two towers stood largely complete. The south tower’s crane had been removed, the multi-storey podium is substantially enclosed, buff-toned cladding panels, glazing, and storefront framing advancing across its elevations, beginning to define the project’s street-wall along Wilson Street.

Looking east to topped-out towers and podium construction, image by UrbanToronto Forum contributor innsertnamehere

In May, 2026, the start of construction on the third and final 31-storey tower is underway. Looking east across the site, the first tower floor has begun to emerge above the completed podium, with newly formed concrete walls and columns extending upward and vertical rebar projecting in preparation for subsequent pours. Below, the podium features brick-faced street-wall elements that reference the heritage character of the surrounding neighbourhood, while the retained church remains a featured presence.

Looking east to the start of vertical construction on the third tower, image by UrbanToronto Forum contributor innsertnamehere

Upon completion, Design District 41’s three 31-storey towers will contain a total of 931 condominium units.

Looking east to The Design District 41, designed by Arcadis for Emblem Developments

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Tall Rental Infill Towers Proposed at Bathurst-Steeles Tower-in-the-Park Site

Anthony Teles — Mon, 08 Jun 2026 12:38:56 -0400

A major apartment infill proposal has been submitted for 6200 Bathurst Street near and Steeles Avenue West in North York's Westminster neighbourhood. Plans submitted to the City of Toronto call for a pair of purpose-built rental towers rising 39 and 43 storeys beside an existing 14-storey rental building on a Tower-in-the-Park site. Designed by Wallman Architects for Cromwell Property Management, the plans are significantly taller and denser than surrounding proposals.

Looking west to 6200 Bathurst Street, designed by Wallman Architects for Cromwell Property Management

The proposal applies to a property at the northwest corner of Bathurst Street and Fisherville Road, just south of Steeles and the Toronto-Vaughan city limits. The site is currently occupied by a 14-storey rental apartment building with 181 units, alongside surface parking and landscaped areas. The site is surrounded by a concentration of mid- and high-rise apartment buildings along Bathurst Street and Steeles Avenue West, while lower-rise residential areas occupy nearby local streets.

A high-angle view looking northwest to the current site, image from submission to City of Toronto

The Firm Developments has submitted Official Plan and Zoning By-law Amendment applications to the City on behalf of the developer. The redevelopment would concentrate new construction on the treed portion of the property facing Bathurst Street, while retaining the existing apartment building on the western portion. Two new residential towers are proposed, with the south tower rising 39 storeys (132.52m) and north tower rising 43 storeys (144.12m). Each tower would sit atop a six-storey podium. Together, the towers would contain 62,067m² of residential Gross Floor Area, producing a Floor Space Index of 13.3 times coverage of the 4,679m² site.

Site plan, designed by Wallman Architects for Cromwell Property Management

The project would introduce 1,021 purpose-built rental units, with 483 in the south tower and 538 in the north tower. The proposed unit mix includes 65 studio units, 648 one-bedroom units, 208 two-bedroom units, and 100 three-bedroom units. Both towers would be served by four elevators, resulting in approximately one elevator for every 121 units in the shorter tower and 135 units in the taller tower. High and particularly high-speed motors would be required for the buildings respectively to ensure acceptable wait times.

Ground floor plan, designed by Wallman Architects for Cromwell Property Management

Tower floor-plates would measure approximately 811m² in the north tower and 810m² in the south. A 25m separation distance is proposed between the two new towers, while the north tower would maintain a 25m setback from the existing apartment building to the west. The south tower would sit 15m from the retained building through a corner-to-corner relationship. Indoor and outdoor amenity facilities would be distributed between the ground-floor and seventh-floor amenity levels, including 1,855m² indoors and 1,917m² outdoors. The landscape plan would also introduce a POPS (Privately Owned Publicly-accessible Space) spanning 467m² along the Bathurst Street and Fisherville Road frontages.

Below grade, two underground parking levels would provide 125 parking spaces, including 72 resident spaces and 53 visitor spaces. Bicycle facilities would include 384 spaces, consisting of 348 long-term and 36 short-term spaces.

Looking east to 6200 Bathurst Street, designed by Wallman Architects for Cromwell Property Management

The site is served by multiple surface TTC routes providing connections to Finch, Pioneer Village, Wilson, and Forest Hill stations. The site is positioned approximately 2.5km west of the future Steeles station on the Yonge Line 1 North Subway Extension and near the planned Steeles Avenue West Bus Rapid Transit corridor. While dedicated cycling infrastructure in the immediate area remains limited today, there are planned cycling facilities along Bathurst Street and future cycling improvements on Steeles Avenue West.

An aerial view of the site in blue and surrounding area, image from submission to City of Toronto

The application adds to a growing cluster of redevelopment proposals around Bathurst and Steeles. Nearby proposals to the southwest include 25 Fisherville Road, where 12- and 21-storey towers are planned, a 26-storey tower at 6020 Bathurst Street, and a three-tower development ranging from 16 to 29 storeys at 6040 Bathurst Street. To the south, 6035 Bathurst Street is proposed at 15 storeys, while sites east of Bathurst Street include the 10-storey Marcher Towers proposal, 12- and 15-storey buildings at 150 Cactus Avenue, and a 29-storey development proposed at 765 Steeles Avenue West.

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News Roundup for June 8, 2026

UrbanToronto Staff — Mon, 08 Jun 2026 09:30:00 -0400

Toronto has a new rating system for rental buildings, with a look at how many got a passing grade; a look inside Toronto’s FIFA transit preparations for high-stakes matches; fifth straight rate hold expected as Bank of Canada meets Wednesday; and other news.

Toronto has a new rating system for rental buildings. Here’s how many got a passing grade (CBC)

World Cup legacy: Inside Toronto’s FIFA transit preparations for high-stakes matches (Global News)

Fifth straight rate hold expected as Bank of Canada meets Wednesday (CTV News)

Why this downtown Toronto intersection is being closed to cars and opened to bikes (CBC)

Why World Cup-focused events outside Toronto’s downtown core can’t say ‘FIFA’ (The Star)

A loophole in Toronto's zoning rules has one resident building a 'mammoth' house, upsetting neighbours (CBC)

Lakebow

Craig White — Mon, 08 Jun 2026 06:00:00 -0400

Dramatic clouds over Lake Ontario give way to a rainbow just to the south of Downtown Toronto.

Looking south over Downtown Toronto to dramatic skies, rainbown included, over Lake Ontario, image by UrbanToronto Forum contributor hawc

This image comes to us courtesy of UrbanToronto Forum contributor hawc. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Quirkiness & Hiaton: In Conversation With The Ookwemin Minising Design Team

Julian Mirabelli — Fri, 05 Jun 2026 15:35:16 -0400

It is a very rare opportunity to be able to build a brand new neighbourhood on a brand new island on prime waterfront property near the heart of Canada's largest metropolis, but that is precisely the opportunity that presented itself to the design team of the Ookwemin Minising Concept Plan. Recently approved by City Council, the concept plan is full of unique and innovative features not yet seen in the city, including a fully pedestrianized main artery, a natural and diverse public realm, flexible and heterogeneous built form, and an Indigenous-inspired concept that fully harmonizes all components of the plan.

A high-angle view looking north to Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO

We covered the details of the concept plan in a previous article here, and we had the rare opportunity to sit down together with the design team to discuss their innovative approach to the concept plan, and what sets it apart from many others in the city. Below is a transcript of our engrossing interview with Chris Glaisek, Chief Planning & Design Officer at Waterfront Toronto; Rasmus Astrup, Partner and Design Principal at SLA; Terence Radford, Principal Landscape Architect at Trophic Design; and Alfredo Caraballo, Partner at Allies & Morrison. This interview has been edited for length and clarity.

Axonometric view looking northeast to Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO

Julian Mirabelli (JM): I'd like to start at the very beginning; the naturalization of the Don River created this new island, an initial precinct plan was put in place, and then you were given this almost blank slate to work with. So how did you approach this site to begin with? What ideas did you pick up on?

Chris Glaisek (CG): Well, it wasn't entirely blank. The site is a post-industrial site, but it does have some existing roads on it, two of which have already been rebuilt as part of the Biidaasige Park and Port Lands flood protection project. The park, since it opened, I think has proven to be a regional attraction and a really fantastic piece of landscape architecture that has informed a lot of the work that has come after.

When we started the process of them designing the public streets and thinking about densities and new buildings, one of the principles was we wanted the quality and the approach to nature that had been established in the park to be reflected within the development of the blocks, so that we didn't want typical-looking city streets. We wanted city streets to kind of extend that attitude towards nature co-existing with urbanism. And that's where I think this team has done an amazing job of taking that idea and really running with it.

Rasmus Astrup (RA): We had an overall task which was to use the existing plan as a base layer. And on top of that, we were also hired to increase the density with up to 30%, which ended up at 27%. It was also to enhance the quality and contribute to the need of housing in Toronto. We dove into it and I would say that the logic behind our approach was to constantly try to push the boundaries of how you can gain an urban quality of space out of the street, converting them into a positive contributor to daily life. It was all a big collaboration between Trophic and us and Allies and GHD.

Alfredo Caraballo (AC): Yes, we achieved the 27% [increase in density] and the fundamental thing when we talk about density is that density immediately links the mind to, 'okay this means more tall buildings'. We want to disassociate this, that density is not just tall buildings. We call it virtuous density because more density implies more people, more people implies more activities, more activities imply more active places and more active places bring more people. And this circle of our virtuous density creates cherished places.

So it's actually, at the end of the day, more homes in what is one of the top three best sites in the whole of North America. There is a civic duty to make the most out of it, and to create the best conditions possible for living there. So it's not density for the city's sake, it's density to create a density of experiences and a diversity of experience that is, in a sense, what we feel that the current plan has achieved.

Centre Commons, Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO

JM: You talk about very lively neighbourhoods, a lot of density, bringing people in, and making it a very vibrant community, but the concept plan also really revolves around nature, and I know here in Toronto, those two things don't always coexist with each other. How did you merge the idea of nature, and then these dense, vibrant communities together into this concept plan?

RA: What we always push is what we call, funny enough, city nature. It's not real nature, it's in the city, and it's not competing with Biidaasige Park, which I actually think may be the only park in the world that deserves to be called real nature. That's how good it is. But it's driven by a fundamental belief that nature is what links all of us, but also this belief in that human need of being close to nature and sharing it. We felt that it was the right thing from the very beginning to enhance the quality of life and basically make some of the streets perform almost like a park, but it's also the legacy of Biidaasige Park, that we need to make a synergy with that park.

Terence Radford (TR): We talked right from the beginning, as we were kind of developing our proposal for the project, about how do you build a community, especially over time, knowing that this wasn't going to happen right away. As a part of that we talked about this concept of hiaton, which is a Wendat word which is often used to refer to a trail, but it's also aligned with their word for writing. We had a lot of discussions about this idea that pathways and roadways conceptually for the Wendat are very much aligned with this story that you write on the land, and we had these discussions about what is the story we want to write on the land with this new public realm that we're designing as part of Ookwemin Minising. What is the legacy that we want to leave for the next generation? What is this story we want to tell?

As an Indigenous firm, we are very much aligned with SLA, it was very much a nature-forward approach to it and the importance of access to land, to plants, and to trees in building community, and providing a public realm that becomes beloved. How do you grow a hundred-year-old tree in the street? That is something that we are trying to meet head on and say we can grow a 100-year-old tree, we can grow a great big oak in a gathering space for community as part of a streetscape.

Sketch of Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO.

JM: I want to come back to the concept you mentioned of growing streets, because that's a central idea to this neighbourhood, and one that's sort of new to Toronto. Could you elaborate a bit more on what that is?

RA: Growing streets have a character where it physically grows a tree, but it's also a community that grows there. It's your childhood memories. It's all of the amazing activities, all the diversity of people that grow relationships and social synergies, so the responsibility of the street is not just to bring a car from A to B.

AC: The framework [of the Precinct Plan] creates ways of crossing, a series of streets that then we manipulated together, creating, with something that might look like a slightly straight road, a series of experiences that then can create a diverse typology. That is one of the most fundamental aspects of the plan. You have this compression and expansion: you have a plaza that opens up toward the sunrise, then you have a point of compression, then the expanse again because there is a heritage building, then there is a tall building that then goes down to a three-storey building that goes down to a mid-rise building. There is literally a choreography of massing, space, and landscape. That is the beauty of how the team have worked together, that you cannot split apart one from another. And that you have that diversity of choice, the way in which we have composed and shaped this growing street provides that diversity.

Centre Commons, Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO

JM: In the concept plan, there is a section about a kit of parts, where you have this range of building typologies from small scale buildings up to towers. It's a much more fine-grained approach than I think we've seen in a lot of the masterplans here in Toronto. How did you develop that kit of parts?

AC: Because we're coming from London, that is a very heterogeneous city. You have tall things next to small things next to large things, and this is part of the richness we have there, it comes from that diversity, that they introduce a diversity of choice. We felt it was very important that this new place have that diversity almost in every block. It was one of a few rules that were brought in the plan, that each of these blocks needs to provide diversity because each block will be a phase. So, in every phase, you provide diversity.

What is fixed is the public realm, but the massing needs to have a degree of flexibility. Hence, there's a kit of parts that each developer and each architect will be working with in the lifetime of this deliverable process. These pieces can go like that, but it could be like that, or like that, as long as you provide a diversity of spaces and a diversity of buildings. And also the gaps in between buildings are super important because they bring daylight to the courtyards and the public realm, but also allow views across different blocks depending on this porosity that we feel is going to be remarkable.

RA: What we are trying to do here is to foster creativity within a certain set of rules while still having enough flexibility for the developer, which we believe is actually an asset. There is a waterfront, there is a high street, there is a a centre spine that is for the community that will feel almost like a park, and then there's a frontage next to Biidaasage Park. That's what you need in a city, you need richness and diversity. And then not to forget, there is a whole Indigenous layer that's another asset and another history.

Sketch of Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO.

CG: We haven't talked that much about the two really big moves. One of them is to make Centre Street into a central common and have it be for pedestrians and bikes only, not for cars other than emergency vehicle access. Which is a pretty big change from some of the earlier thinking, and I think a very exciting evolution in the plan. And then the other is Ookwemin Street and the idea of the Sandbar Trail, which is to try to bring back some of the pre-colonial historical elements into view for people.

TR: That is exactly what I was going to speak to. As an Indigenous practice, we always talk about that the land isn't devoid of meaning. It is deeply embedded with history of the First Peoples of Canada, and this site is as well. We have a sacred bundle that we were gifted when we started this project, and that included Biidaasige Park, that included all the work that's been done on the island today, that includes the industrial buildings and the remnants of that colonial history and the industrialization of Toronto's waterfront.

Part of that story is the sandbar that stretches from the Scarborough Bluffs out to the Toronto Islands that formed over thousands of years, as well as a sandbar that sat at the division between the Ashbridges Bay wetland, one of the largest freshwater wetlands in North America, and Lake Ontario, that formed our beloved inner harbour. The richness of that landscape is what drew First Nations peoples to this area. Ashbridges Bay was filled with wild rice, fish, birds, it was incredibly productive and abundant hunting grounds. That trail provided access to all that, as well as access out to the Toronto Islands, which were connected by the sandbars and were an incredibly important spiritual place, a place for healing, a place where births happened. So this land is embedded with that deep meaning for First Nations.

And the reason Toronto exists is because it built off the importance of those landscape features, of those land relations that existed. It provided a safe harbour for ships, and it allowed for the growth of the biggest metropolitan city in Canada. The development of the Port Lands fuelled that industry that was provided by the St. Lawrence waterway and allowed for that connection back to Europe for trade, and that really spurred the development of the country from that point. And so we see this land as being just embedded with a deep, deep history and a lot of meaning that we're trying to reveal through Ookwemin Street as this heritage corridor, where we're trying to reveal the history of that Sandbar Trail and tell that story of First Nations land and the development of city and the country.

Ookwemin Street at Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO

JM: I wanted to touch on the concept of quirkiness that you've included as a defining feature, and maybe you can elaborate a bit more on that and how it's reflected in the concept plan.

RA: We like cities to be a place you can explore, a place where you can meet someone and say, hey, let's meet at the fountain. It's never to say, let's meet 200 metres down the straight line. Quirkiness is not just to make things quirky, it's to make them more spatially intriguing, and thereby more qualitative, because the quirkiness is also driven by sun, by view corridors, and by physical elements, so we have an approach of quirkiness for the diversity of spaces.

AC: This is something that we have been doing in our practice for decades. That actually comes from a landscape tradition, we call it urban picturesque. It's the composition of compressions and expansions that create a journey of discovery that you find in cities that are not gridded. There is a balance between rationality that makes something deliverable, but at the same time delight, because it gives you some surprises.

RA: I also want to say that from [the Indigenous collaboration], it's part of the entire design approach, which is also about the flow, the flow of water, the flow of people, the flow of nature. So there's a different hierarchy in this plan that actually also creates that quirkiness. We are now making decisions that would influence the next hundred years. So, we need to make the right ones. And we are trying to consider other values than just the rational behind a squared plot.

Sketch of Ookwemin Minising, image courtesy of Waterfront Toronto and CreateTO.

Ookwemin Minising is now moving on through the next phases of the planning and design process, and UrbanToronto will continue to follow progress on these developments. In the meantime, you can learn more about it from our Database file, linked below. If you'd like, you can join in on the conversation in the associated Project Forum thread or leave a comment in the space provided on this page.

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East-West Water Shuttle Pilot Launches in Toronto Harbour

Anthony Teles — Fri, 05 Jun 2026 15:33:49 -0400

Toronto’s waterfront gained a new transportation option this week as officials gathered yesterday at the Ookwemin Minising dock beside Biidaasige Park to launch the East-West Water Shuttle Pilot. Representatives from Waterfront Toronto, the City of Toronto, the Toronto Port Authority, and operator York Bay Marine Services marked the start of the seasonal service, which began public operations today.

Project partners aboard the East-West Water Shuttle during the launch event, image via twitter.com/WaterfrontTO

The pilot links three docks along a four-kilometre route across Toronto’s Inner Harbour: Portland Slip near Billy Bishop Toronto City Airport, Yonge Street Slip in the central waterfront, and Ookwemin Minising in the Port Lands, providing direct access to Biidaasige Park. Operating daily from 11 AM to 7 PM through September, the service uses vessels carrying up to 12 passengers, with trips taking approximately 15 minutes between stops and roughly 30 minutes end to end. Regular fares are $15 plus tax, while discounted $5 fares and extended evening service will be offered during FIFA World Cup match days and weekends between June 12 and July 2.

Route map showing the East-West Water Shuttle Pilot and its three stops across Toronto’s Inner Harbour, image courtesy of Waterfront Toronto

“For the first time, Waterfront Toronto is connecting key points along the Inner Harbour by water,” said Mayor Olivia Chow. “Toronto’s waterfront has always been one of our greatest assets, and today we make it a little easier to enjoy.”

Mayor Olivia Chow addressing the crowd, image by Anthony Teles

The pilot stems from a broader effort to expand transportation options along Toronto’s waterfront. Waterfront Toronto, the City of Toronto, the Toronto Port Authority, and other partners identified marine transportation as a priority through the 2020 Marine Use Strategy, while a subsequent feasibility study recommended testing east-west harbour transit through a pilot program. The service is intended to gather information on performance, ridership, operational requirements, and long-term viability as waterfront neighbourhoods continue to grow.

“It is a first step towards what we hope will eventually grow into a more robust sea bus system that connects into the greater transit system in the city, and we think the potential for that is really significant,” said Chris Glaisek, Waterfront Toronto’s Chief Planning and Design Officer.

The East-West Water Shuttle, image courtesy of Waterfront Toronto

The launch comes as redevelopment continues across Toronto’s waterfront, particularly in the eastern precincts where new parks, housing, employment districts, and public infrastructure are reshaping former industrial lands. Officials noted that projects in East Bayfront, Quayside, the Port Lands, and East Harbour are expected to bring tens of thousands of residents and jobs to the area in the coming years, increasing demand for additional transportation options.

“This water shuttle is part of that connection to communities; it connects destinations,” shared George Zegarac, President and Chief Executive Officer of Waterfront Toronto, “and it reconnects us to the lake itself. It’s another step in our evolution from being a city by the water to truly becoming a city on the water.”

Waterfront Toronto President and CEO George Zegarac addresses attendees, image by Anthony Teles

The three-year program is intended to evaluate whether expanded marine transportation could play a larger role in Toronto’s transportation network. Ridership, operational performance, and customer feedback will be monitored throughout the pilot, with the ability to add vessels if demand exceeds the capacity of the initial boat.

“This pilot is about more than just a new service; it’s about learning, it’s about testing, and it’s about gathering the insights that we need to shape the future of waterfront mobility,” noted RJ Steenstra, President and CEO of the Toronto Port Authority.

Project partners pose beside the East-West Water Shuttle, image by Anthony Teles

York Bay Marine Services was selected to operate the pilot following a competitive procurement process announced earlier this year. The company has more than two decades of experience in Toronto Harbour and manages several waterfront facilities, including the Yonge Street Slip Kiss n’ Sail dock, Toronto Island Marina, and Island Yacht Club.

“The East-West shuttle will connect more people across our harbour, opening up new destinations and new experiences to explore that make our waterfront even better every single day, and especially in the summer season,” said Deputy Mayor Ausma Malik.

Deputy Mayor Ausma Malik speaking to attendees, image by Anthony Teles

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Two-Tower Proposal Replaces Single Tower Plan Near Bessarion Station

Anthony Teles — Fri, 05 Jun 2026 12:13:00 -0400

A major increase in density is being proposed for 680 Sheppard Avenue East in Toronto’s Bayview Village, where a new application seeks to replace a previously approved 22-storey settlement with a pair of taller mixed-use towers rising 28 and 37 storeys. Designed by KIRKOR Architects Planners for Tribute Communities and Greybrook Realty Partners, the proposal is a short walk from Bessarion station on Sheppard Line 4, within its Protected Major Transit Station Area.

Looking northwest to 680 Sheppard East, designed by KIRKOR Architects and Planners for Tribute Communities and Greybrook Realty Partners

The proposal applies to an assembly of 680 and 688 Sheppard Avenue East on its north side, west of Burbank Drive. The site was previously occupied by two low-rise apartment buildings, with 680 Sheppard already demolished, but with 688 Sheppard still occupied as rental housing. Low- and mid-rise residential buildings line much of the surrounding area, while larger apartment complexes, commercial plazas, and mixed-use developments are found along nearby sections of Sheppard Avenue.

Looking north to the current site in July, 2025, image retrieved from Google Maps

A 24-storey tower was proposed for the site in 2019. In 2022, City Council approved a settlement for a single 22-storey tower containing replacement rental housing along with new condominium units. Since then, planning policy for the area has evolved, with the site now within a Protected Major Transit Station Area where the Province encourages greater density. Cassels Brock & Blackwell LLP has resubmitted Official Plan and Zoning By-law Amendment applications to the City of Toronto on behalf of the developers.

Looking northeast to the previous plan, designed by KIRKOR Architects and Planners for Tribute Communities and Greybrook Realty Partners

The new proposal calls for a 28-storey north tower (89.25m) and 37-storey south tower (114.75m) rising from a shared six-storey podium. Together, the towers would deliver 56,890m² of Gross Floor Area at a Floor Space Index of 7.50 times coverage of the 7,593m² assembly, a notable increase over the approximately 37,000m² and 4.88 times coverage approved in the earlier settlement.

Looking northeast to 680 Sheppard East, designed by KIRKOR Architects and Planners for Tribute Communities and Greybrook Realty Partners

The development would contain 789 residential units, increased from 484, including 742 condominium units and 47 rental replacement units. The unit mix would comprise 16 studio units, 444 one-bedroom units, 253 two-bedroom units, and 76 three-bedroom units, providing 329 family-sized units. Vertical circulation would be provided through three elevators serving the north tower's 367 units (one elevator for roughly every 122 units, requiring particularly high speed motors to minimize wait times when all elevators are operating) and four elevators serving the south tower's 422 units (one elevator for every 106 units, requiring high speed motors to minimize wait times).

Site plan, designed by KIRKOR Architects and Planners for Tribute Communities and Greybrook Realty Partners

Residential amenity space would total approximately 2,216m², including 1,184m² of indoor amenity space and 1,032m² of outdoor amenity space. At grade, the proposal retains many of the public realm elements secured through the earlier settlement process. A 759m² public park would occupy the northeastern portion of the site, while a 1,000m² POPS (Privately Owned Publicly-accessible Space) would remain part of a mid-block pedestrian connection extending north-south through the development. There would be 70m² of retail space at the southwest corner of the site.

Ground floor plan, designed by KIRKOR Architects and Planners for Tribute Communities and Greybrook Realty Partners

Parking and servicing would be accommodated below grade within a three-level underground garage. The proposal includes 288 vehicular parking spots with no visitor parking, reduced from 315 previously. There would be 550 long-term and 68 short-term bicycle parking spots, increased from the previous total of 376.

Bessarion station on Sheppard Line 4 is located approximately 250m to the east, while Bayview station is roughly 675m away to the west. TTC bus service is available along Sheppard Avenue East. For cyclists, the area is served by cycling facilities along nearby sections of Sheppard Avenue and the broader North York cycling network.

A map of the site and surrounding area, image from submission to City of Toronto

The proposal joins higher-density projects emerging around Bessarion and Bayview stations. To the west, the Bayview Village North Block is under construction with three buildings ranging from 8 to 21 storeys. To the south, plans have been filed for a 30-storey tower at 635 Sheppard Avenue East, while the Burbank Heights proposal to the east would introduce a pair of 28- and 32-storey towers. Further east, Concord Adex's Park Place community continues to intensify around Bessarion station, where King's Landing is completing construction with three towers ranging from 19 to 31 storeys. Additional applications within the community include Block 9, proposed at 39 and 44 storeys, and Block 7, proposed at 46 and 49 storeys.

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News Roundup for June 5, 2026

UrbanToronto Staff — Fri, 05 Jun 2026 09:30:00 -0400

Some Toronto condos are selling for less than 2017 prices; 3-storey build prompts questions over Toronto's zoning rules; Carney says he hasn’t ‘formed an opinion’ on Billy Bishop airport expansion, promises consultations; and other news.

Some Toronto condos are selling for less than 2017 prices. Has the market hit a new low? (The Star)

Duplex or single-family home? 3-storey build prompts questions over Toronto's zoning rules (CBC)

Carney says he hasn’t ‘formed an opinion’ on Billy Bishop airport expansion, promises consultations (The Globe and Mail)

T&T Supermarket to open 40,000-square-foot store at Sherway Gardens (CityNews)

Ford government will officially take control of DVP, Gardiner in 2027 (Global News)

Are Billy Bishop airport terminal lobbyists breaking city rules? Citizen watchdogs believe so (The Star)

The worst road in Ontario? CAA says it's Hamilton's Barton Street, with 4 Toronto streets also on list (CBC)

Weekend need-to-know: Do West Fest takes over Dundas Street (CityNews)

Crane Dismantling

Craig White — Fri, 05 Jun 2026 06:00:00 -0400

Some months ago, workers were captured while secured to the boom of a crane high over CIBC SQUARE in the process of being dismantled. To accomplish this, the boom of a derrick reaches over, the crane boom securely hooked to the derrick, and soon to be lowered to the ground.

Workers prepare to dismantle a crane over CIBC SQUARE, image by UrbanToronto Forum contributor mburrrrr

This image comes to us courtesy of UrbanToronto Forum contributor mburrrrr. Want to see your work featured as a Daily Photo? You can post in the City Photos & Videos section of the UrbanToronto Forum, or submit your images to our UrbanToronto Flickr Pool for your chance to be featured on our Front Page.

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Province Invests $178M to Advance Scarborough Junction Rental Housing Phase

Anthony Teles — Thu, 04 Jun 2026 17:33:00 -0400

A major provincial investment is set to advance the first phase of the Scarborough Junction Masterplan, a transit-oriented community planned around Scarborough GO station. The Ontario government has announced an investment of up to $178 million through the Building Ontario Fund (BOF) to support approximately 1,700 purpose-built rental homes, including 340 affordable units with below-market rents. The funding comes as the development moves forward on lands surrounding the station after facing challenging market conditions that are affecting developers across Canada.

Led by Republic Developments and Harlo Capital, the Scarborough Junction Masterplan would transform approximately 10.6ha of underutilized land surrounding the GO station. Designed by Giannone Petricone Associates, the approved plan calls for 12 buildings rising up to 58 storeys and 7,655 homes, alongside over 19,000m² of retail space and more than 5,200m² of institutional uses.

Looking south to the Scarborough Junction Masterplan, designed by Giannone Petricone Associates for Republic Developments and Harlo Capital

Central to the announcement is the BOF, a provincial investment vehicle established in 2024 to partner with private-sector and institutional investors on projects deemed important to Ontario's long-term growth. The fund invests capital to close financing gaps and advance projects that might otherwise remain on hold. The investment will be made through a joint venture between BOF, Republic Developments, and Harlo Capital, with the Province holding an ownership stake and governance rights. Once repaid, the capital would be redeployed into future projects across BOF's priority sectors.

The Scarborough Junction transaction marks BOF's second investment in affordable housing and second intervention aimed at supporting Ontario's homebuilding sector. Earlier this year, the fund committed $300 million to High Art Capital to acquire unsold condominium units across the GTA and convert them into rental housing, with a portion offered at below-market rents.

“To support our plan to protect Ontario, our government is delivering long-term affordable housing in a rapidly growing area of the Greater Toronto Area,” said Ontario Minister of Finance Peter Bethlenfalvy. “Through the Building Ontario Fund, we are leveraging innovative financing tools to unlock rental housing supply that otherwise would not be delivered and transforming underused land into a vibrant transit-connected community.”

The initial phase of Scarborough Junction would add approximately 1,700 purpose-built rental homes, including a minimum of 340 affordable units with below-market rents secured for 40 years and intended to qualify for City of Toronto affordable housing programs. Construction is expected to begin in 2027, with first occupancies anticipated by 2030. The buildings are expected to be completed by the end of 2030 and fully occupied by 2033.

“Scarborough Junction shows the role Building Ontario Fund can play in getting housing built when market conditions make it difficult to move projects forward,” said BOF CEO Michael Fedchyshyn. “Our investment helps unlock this transformative development, secure long-term affordable homes, and deliver real, lasting benefits for the community.”

An aerial view of the site and surrounding area, image retrieved from Google Maps

The investment follows a period of uncertainty for the project following its zoning approval. The developers marketed the site for sale in 2025, but no purchaser emerged, paving the way for the BOF partnership.

“We need to get more housing of all types built across the province, faster and smarter,” said Minister of Municipal Affairs and Housing Rob Flack. “That is why we have introduced a series of measures to reduce the time and cost of building, including the expansion of the HST rebate, the introduction of the Development Charge Reduction Program, and transformational legislative reforms through Bills 17, 60 and 98. Despite this work, we know our job isn’t done; and this investment through the Building Ontario Fund is bringing housing online at a time when it is much-needed.”

The Scarborough Junction announcement builds on other housing initiatives, including the Development Charge Reduction Program, part of the Canada-Ontario Partnership to Build. The program would provide infrastructure funding to municipalities that lower residential development charges, complementing recent HST relief measures and financing tools such as the BOF.

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Fengate, LiUNA Unveil 'Toronto Rail Yards' Reworking of 'Rail Deck' Plans

Anthony Teles — Thu, 04 Jun 2026 12:53:08 -0400

Reworked plans have been unveiled for what is now called the Toronto Rail Yards, (most previously the 'Rail Deck Development'), a major mixed-use community proposed above the north side of the rail corridor between Bathurst Street and Spadina Avenue. Announced by Fengate Asset Management and LiUNA, the project would span approximately 14 acres, transforming air rights above the active rail corridor into a new downtown district combining housing, employment space, retail, child-care facilities, and public amenities.

Looking east to Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

With the future Spadina-Front GO station to be located below its east end, the development would ultimately deliver nearly 4,000 homes, 85,000m² of office space, approximately 4,700m² of retail space, two childcare centres, and more than two acres of elevated green-space. Central to the proposal is the construction of a 6.3-acre deck above the Bathurst North Rail Yard, creating a new platform for development. The project team includes international design firm Henning Larsen Architects alongside Hines, PCL Construction, RJC Engineers, and WW+P (previously Weston Williamson + Partners) through their Toronto office, formed via a January, 2026 merger with SvN.

Looking south to Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

While the long-term vision encompasses multiple buildings and public spaces across the 14-acre site, the first phase centres on creating a 6.3-acre deck above the Bathurst North Rail Yard, an active GO Transit storage facility, that would provide a new development parcel above the tracks. LiUNA and Fengate are advancing the project as master developers for the deck and enabling infrastructure, which would establish the foundation for the site’s future buildings and public spaces.

Constructing new land above the corridor presents a significant engineering undertaking. The design has been refined from earlier concepts to concentrate development within the Bathurst North Rail Yard footprint, reducing conflicts with planned rail infrastructure improvements associated with Metrolinx's GO Expansion program. The proposal is the result of several years of planning and coordination as the concept evolved, involving City staff, Metrolinx, and community stakeholders. The press release notes ongoing coordination of logistics and timing with Metrolinx.

Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

Plans call for more than two acres of public green space incorporating landscaped gardens, shaded seating areas, playgrounds, public art, and flexible gathering spaces. The design would accommodate both everyday use and larger community events, with areas envisioned for markets, festivals, outdoor performances, and café activity. Pedestrian and cycling routes would weave through the site.

Garden space at Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

Copenhagen-based Henning Larsen is serving as the project’s lead design firm. “The design of Toronto Rail Yards is rooted in the neighbourhood — creating a new urban environment for daily community life, shaped around how people will arrive, gather and feel connected to the city and to one another,” said Michael Sørensen, Global Market Director at Henning Larsen.

Open-air theatre at the eastern edge of Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

With the future Spadina-Front GO station to be built below, Toronto Rail Yards would provide direct access to the station. The development is positioned as a transit-oriented community, one stop west of Union Station, intended to support the City’s goal of reaching net-zero emissions by 2040. The community would also include a range of unit sizes and housing types, including family-oriented accommodations.

The plan is immediately adjacent to Metrolinx’s redevelopment plan for 433 Front Street West at Spadina, where in 2022 it was announced that Metrolinx was partnering with Dream Unlimited and Kilmer Group to build the new Front-Spadina GO station with two towers above it.

Western edge of the deck, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

Fengate Real Estate President Jaime McKenna described the proposal as an opportunity to combine housing delivery with new public amenities and employment space on a site that presents unusual technical challenges. “Toronto Rail Yards will deliver the homes, public space and amenities the city needs through a project of exceptional scale, complexity and ambition,” McKenna said.

The scale of the deck construction is expected to generate substantial economic activity before any of the future buildings rise above the rail corridor. Project estimates indicate that construction of the deck alone would support more than 4,600 jobs, generate approximately $650 million in labour income, and account for more than nine million union construction hours. According to the project team, that level of effort is comparable to the construction of roughly 10 conventional residential high-rise buildings.

Front Street frontage, Toronto Rail Yards, designed by Henning Larsen Architects and WW+P for LIUNA and Fengate Asset Management

Highlighting the significance of the undertaking, Joseph Mancinelli, Chair of the LiUNA Pension Fund of Central and Eastern Canada and LiUNA International Vice President and Regional Manager for Central and Eastern Canada, described Toronto Rail Yards as an investment in both housing and employment. “Great cities are built with ambition, and with a responsibility to leave something meaningful behind,” Mancinelli said.

The project is planned in phases, beginning with site preparation work anticipated in early 2028 and construction of the deck later that year. The deck is expected to take approximately three to three-and-a-half years to complete, after which the buildings, public spaces, and community amenities would be delivered in stages.

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