The Public Realm Framework provides the long-term vision and guidance for the elements of the Toronto Entertainment District that are in public ownership. Accordingly the primary focus is on the quality of streets and open spaces. The Public Realm Framework is the most important section in the Master Plan as it fundamentally shapes the most prominent and visible aspects of the physical environment. Therefore, it can make the greatest impact on the image and potential sustained success of the District. The public realm is also where the BIA can make the greatest investments in improving the Toronto Entertainment District.

The components that comprise the Public Realm Framework are:

• Streetscapes
• Open Spaces
• Gateways & Public Art
• Wayfinding

John Street Promenade

Previously identified as a ‘cultural corridor’ linking the Art Gallery of Ontario to the Waterfront, the Master Plan positions the John Street Promenade as a key public realm priority for the District. As a central north-south spine that links most major cultural attractions and five of the six character area precincts, the Promenade has the potential to make the greatest and most profound positive impact for the area.

Key features of this vision include:

• A unique and high quality streetscape and design treatment
• Narrowed roadway and widened landscaped sidewalks with public art opportunities
• Outfitted to easily close to vehicular traffic for special events and festivals
• Complementary land uses and developments that will ensure a vibrant Promenade in all hours and seasons

Bremner Boulevard/Front Street Gateway

As a key central focus of the John Street Promenade and its link to the Waterfront, this gateway area is envisioned to consolidate and expand the existing collection of public spaces between Front Street and Rees Street into a coherent and coordinated pedestrian-oriented destination.

Key features of this vision include:

• A new plaza and gateway at the foot of John Street (1)
• The consolidation of the bridges into an expanded plaza decked over the railway, framed by new potential structures and uses (2)
• A new structure at the base of the CN Tower to frame spaces, while providing for a green roof (3) Enhanced streetscape, promenade and gateway treatment on Rees Street and under the Gardiner Expressway (4)

Festival Plaza

Bell Lightbox presents a tremendous opportunity to leverage the new home of the Toronto International Film Festival (TIFF) and to provide a complementary public space by redesigning the current underutilized north-west corner of Metro Square.

Key features of this vision include:

• A plaza with special paving and design treatments to serve as a new central gathering space while accommodating special events and festivals (1)
• Special paving treatments that extend into the surrounding streets and provide an appropriate setting for the key attractions at this intersection (2)
• New public art opportunities
• The potential for a second plaza for different purposes at the south-west corner of Metro Square (3)

Metro Square

Metro Square is envisioned to serve as the primary open space focus for this part of the District with a redesign and programming on par with Bryant Park in Manhattan.

Key features of this vision include:

• A redesign of the central space to provide for a greater variety of flexible programming while reinforcing north-south connections (1)
• Active uses introduced on all sides and improved interfaces with King and Wellington Streets (2)
• A redesign of the edges of Roy Thomson Hall to better interface with King Street and the Park, including the potential for extending the entrance to King Street (3); expanding the reflecting pool to also serve as a skating rink (4); an outdoor amphitheatre (5); and, the concealing of the south loading area with development (6)

Simcoe Square & Front Street Boulevard

Key to the transformation of Front Street is the redesign of Simcoe Park into a focal ‘public square’ and the introduction of a central landscaped median to humanize and beautify the street.

Key features of this vision include:

• Reprogramming and designing the square to be more compatible and supportive of the adjacent developments and improvements to the CBC, including the potential for a paved gathering space
• A mid-block pedestrian crossing between Simcoe Square and the convention centre
• Streetscape improvement that include street trees; feature paving for off-peak parking lanes; and, a potential central landscaped median

Clarence Square

Clarence Square is one of the last remnants of the District’s historic residential neighbourhoods and an anchor to the grand Wellington Street/Victoria Square corridor. In conjunction with new development, it is envisioned that the square will be revived as a formal green amenity to enhance the area’s liveability.

Key features of the vision include:

• Revitalizing the park in a manner respectful to its original design and programming
• The extension of the park into the surrounding streets through special paving treatments
• Enhanced physical and visual connections through mid-block links and public art installations
• Setback new developments on south side of Wellington to enable a promenade linking to Peter Street
• New framing developments that ensure sun penetration while providing for at-grade active uses to engage with the park space

Front Street & Union Plazas

A process is currently underway to redesign the Front Street interface with Union Station. Consistent with the Union Station Master Plan and Precinct Plan, the improvements to both the north and south entrances to the Station will serve as important civic enhancements for the nation’s pre-eminent multimodal transportation hub.

Key features of the vision include:

• A plaza treatment for Front Street to accommodate a multitude of users while enhancing this ‘front door’ to the city
• Improvements to the plaza at Air Canada Centre in conjunction with a new south entrance and adjacent new developments
• Opportunities for extending distinctive paving and street furnishings, as well as public art into the surrounding streets that comprise the Union Station Precinct

Richmond & Adelaide Street Transformations

Richmond and Adelaide Streets hold tremendous untapped potential to become destination streets for shops, restaurants and cafés. Key to this potential will be their transformation into streets that are inviting to pedestrians. Although conversion to two-way streets can calm traffic, a greater priority will be to widen the sidewalks and introduce street trees. Conversion along with narrowing will require greater study and political will.

Key features of this vision include:

• A streetscape design that, through the conversion of one travel lane into permanent street side parking, can accommodate both one-way and eventually two-way traffic without a need to redesign
• Through the bumping out of corners, trees may be introduced and space provided for outdoor cafés
• The width of the roadway can be mitigated through special paving treatments for permanent and offpeak street side parking lanes

The Mews

Unique to this part of the city, there a number of short and often narrower streets that the Master Plan has identified as potential ‘Mews’. Located throughout the District, they serve as exceptional opportunities to create distinctive destination streets where narrowing the roadway may be possible to accommodate landscaped areas, plazas and active at-grade uses such as cafés and boutiques.

Key features of this vision include:

• Widening sidewalks and distinctive paving on the roadway that can accommodate closures for special events
• Street trees and landscaped areas to serve as green amenity to new developments
• Potential themed streetscape treatments and signage
• Attracting small scale retailers and markets or large scale tenants configured into boutique formats
• The potential for extending this strategy to rear lanes where warranted and appropriate

Adelaide Promenade

An exceptional opportunity exists to provide for a modest public space on the south side of Adelaide between John and Widmer Streets. With a notable deficiency of green open space in this part of the District, a linear park space or promenade in conjunction with the proposed developments can be created by setting back the buildings.

Key features of this vision include:

• Providing the new developments with a formal and attractive frontage and address on Adelaide and that may be accessed by a new east-west access drive (1)
• Potentionally permit the retention of the two existing house-form buildings as anchors and with retrofitted facades to allow for cafés onto the new space (2)
• Providing for a new public realm focus that can serve as a catalyst for the revitalization of this neglected segment of Adelaide Street (3)
• Mitigating the scale of the proposed developments by providing for meaningful and attractive buffer and transition to the Warehouse Precinct

Central to most BIAs is the streetscape strategy, which can most profoundly define the quality and character of the built environment. As streets comprise the most significant land area in public ownership and because they are the primary means by which we move about, they shape how we experience a given place. More than just a ‘roadway’, a ‘streetscape’ defines and considers all the elements that in concert create the quality and character of the ‘urban room’. The streetscape is defined by roadway, sidewalks, trees and landscaping, lighting and furnishing, signage and especially the character and quality of the buildings that define the ‘street wall’. Given that a culture of walking is so fundamental to achieving a successful downtown commercial area, streetscapes ought to be designed to balance their pedestrian, transit, land use and civic functions, in addition to their vehicular function. Accordingly, a shift in conventional thinking about road design must take place, which considers their ‘character’ as important as their ‘capacity’ for traffic. The Streetscape Hierarchy identifies the key design objectives for a variety of street types in the Toronto Entertainment District. The objective of this section is to guide subsequent detailed studies for streetscaping. The Hierarchy serves to provide consistency across the District, while reinforcing distinctive streets, enhancing the quality of the pedestrian environment and defining appropriate built form and land use relationships. The proposed categories of Toronto Entertainment District streetscapes include: John Street Promenade; Boulevards; Main Streets; Heritage Streets; Green Streets; Mews; and, Laneways. On the following pages, these streetscapes are further described and in some instances accompanied by prototypical cross-sections to illustrate the general intended character and design options where applicable. These plans and sections are intended to serve as a general guide for informing detailed design development when a given street is considered for improvement and/or reconstruction.

General objectives applicable to all streetscapes include:

• All streets should be lined with trees in increments no more than 5.0 – 7.0 metres to enhance visual quality, provide shade, and to serve as wind breaks.
• Wherever possible, sidewalks should ‘bump-out’ at intersections to define on-street parking areas, lessen pedestrian crossing distances, and to provide ample sidewalk widths at intersections for features such as public art, sidewalk café patios, concession stands and transit stops.
• On-street parking should be distinguished in its paving from the roadway to perceptively extend the pedestrian realm and visually mitigate the width of the roadway.
• Pedestrian convenience and amenities should be of paramount consideration with respect to ensuring adequate sidewalk widths for the desired volume of use and in the siting, design and quality of furnishings, lighting, transit stops and shelters.
• Bike lanes are desirable but should only be considered at the expense of vehicular lanes and only after sidewalks are adequately widened with street trees.
• All crosswalks should be clearly identified with special paving treatments.
• Patios are highly encouraged, particularly along streets identified as John Street Promenade, Main Streets and Heritage Streets.
• Visual clutter and unnecessary obstructions on sidewalks should be avoided and streetscape improvements should integrate lighting, furnishings, newspaper boxes, trash bins, signage, bike storage, etc. within a unified design vocabulary.
• Access to loading and parking should be provided via rear lane where they exist. Otherwise driveway accesses should be carefully located, consolidated where possible and well designed to ensure pedestrian safety and to not detract from the quality of the streetscape.

John Street Promenade

(John St; Rees St)

Intended District Role and Function

• A central, north-south pedestrian-oriented spine connecting the Art Gallery of Ontario to the Waterfront
• Serves as a cultural corridor visually and physically linking major cultural attractions across the District

Defining Design Characteristics

• Generally 20 metre right-of-way
• Two travel lanes
• Widened sidewalks with significant tree planting
• Special paving treatments from building face to building face
• Rolling curbs and/or bollards are preferred to conventional curbs
• Street furnishing related to street closures should be integrated into its design
• Continuous at-grade uses such as shops and restaurants
• Minimum 10 metre and maximum 16 metre street wall heights with a minimum grade-level height of 4.5 metres
• Minimum 3 metre above-grade stepbacks

Main Streets

(King St; Queen St)

Intended District Role and Function

• Primary traditional ‘Main Street’ that has a city-wide function and role
• Generally key streetcar lines that accommodate high volumes of all modes of transportation — cars, bikes, pedestrians

Defining Design Characteristics

• Generally 20 metre right-of-way with central aligned streetcar rails
• Four travel lanes including two off-peak on-street parking lanes
• Wide sidewalks with as much tree planting as possible
• Special paving treatments to distinguish off-peak on-street parking lanes
• Continuous at-grade retail commercial uses are required
• Minimum 10.5 metre and maximum 16 metre street wall heights with a minimum grade-level height of 4.5 metres
• Minimum 3 metre above-grade stepbacks

Boulevards

(University Ave; Spadina Ave; Front St; Bremner Blvd; York St)

Intended District Role and Function

• Major arteries that have a city-wide function and role
• Generally key transit corridors that accommodate high volumes of all modes of transportation — cars, bikes, pedestrians

Defining Design Characteristics

• Generally greater than 20 metre right-of-way with central landscaped median sometimes in conjunction with an LRT
• Minimum four travel lanes with occasional lay-bys for loading with minimal on-street parking if any
• Wide sidewalks with significant tree planting
• Special paving treatments where on-street parking is provided
• Continuous at-grade uses should be encouraged
• Minimum 16 metre and maximum 30 metre street wall heights with a minimum grade-level height of 4.5 metres
• Minimum 1.5 metre above-grade stepbacks

Heritage Streets

(Richmond St; Adelaide St; Peter St; Duncan St; and the northern segments of Blue Jay Way and Simcoe St)

Intended District Role and Function

• Secondary commercial/mixed-use streets that have either a local or city-wide function and role
• Generally serving vehicular and pedestrian movement with some instances of underutilized streetcar lines

Defining Design Characteristics for Richmond & Adelaide Streets

• Distinguished by prominence of ‘brick and beam’ building and complementary streetscape features such as paving, furnishing or landscaping
• Generally 20 metre right-of-way
• Three travel lanes as either one-way (section A) or two-way (section B) including one off-peak on-street parking lane
• One permanent on-street parking lane on one side
• Wide sidewalks and bump-outs at corners on the side of the permanent on-street parking lane
• As much tree planting as possible
• Special paving treatments to distinguish off-peak on-street parking lanes
• At-grade retail commercial uses are encouraged where possible
• Minimum 12 metre and maximum 20 metre street wall heights
• Minimum 3 metre above-grade stepback but greater setbacks are encouraged where tall buildings are proposed Defining Design Characteristics for Other Heritage Streets
• Distinguished by prominence of ‘brick and beam’ building and complementary streetscape feature such as paving, furnishing or landscaping
• Generally 20 metre right-of-way  Two travel lanes and either one (Option B) or two permanent on-street parking lanes (Option A)
• Wide sidewalks and bump-outs at corners where a permanent on-street parking lane is provided
• As much tree planting as possible and a potential for a double row on the side where on-street parking is provided on only one side (Option B)
• Special paving treatments to distinguish on-street parking lanes
• At-grade retail commercial uses are encouraged where possible
• Minimum 12 metre and maximum 20 metre street wall heights
• Minimum 3 metre above-grade stepback but greater setbacks are encouraged where tall buildings are proposed

Green Streets

(Wellington St; and the southern segments of Blue Jays Way and Simcoe St)

Intended District Role and Function

• Key local and city-wide streets that also serve as major connections between major open spaces
• Generally serve higher density areas and accommodate higher volumes of vehicular and pedestrian traffic than counterpart Heritage Streets

Defining Design Characteristics

• Generally 20 metre right-of-way
• Can be one or two-way
• Two travel lanes with either one (Option A) or two (Option B) permanent on-street parking lanes; otherwise four lanes (Option C) with two off-peak parking lanes
• Wide sidewalks and bump-outs at corners where a permanent on-street parking lane is provided
• As much tree planting as possible and a potential for a double row on the side where on-street parking is provided on only one side (Option A)
• Special paving treatments where on-street parking is provided
• Continuous at-grade uses should be encouraged; otherwise appropriate privacy setbacks or grade shifts and landscaping for residential uses
• Minimum 10 metre and maximum 20 metre street wall heights with a minimum 4.5 metre ground floor height  Minimum 1.5 metre above-grade stepbacks

Mews

(Nelson St; Charlotte St; Widmer St; Oxly St; Mercer St; Windsor St; Station St)

Intended District Role and Function

• Tertiary commercial /mixed-use streets that have a very localized function and role
• Generally serving broad-based pedestrian traffic but only local vehicular traffic

Defining Design Characteristics

• Generally 20 metre or less right-of-way with no more than two block lengths
• One or two travel lanes with occasional inset lane for loading and/or permanent on-street parking lanes
• Thematic streetscape dependent on purpose and land uses
• Widened sidewalks with tree planting determined by street purpose and land uses
• Special paving treatments from building face to building face
• Rolling curbs and/or bollards are preferred to conventional curbs
• Street furnishing related to street closures could be integrated in its design
• Continuous at-grade uses such as shops and restaurants are encouraged
• Minimum 10 metre metre street wall heights with a minimum 4.5 metre ground floor height
• Minimum 1.5 metre above-grade stepbacks or 3 metres if in the Warehouse Precinct

Laneways

Intended District Role and Function

• Primarily for servicing retail and/or access for loading and parking with a very localized function and role
• Generally serving local vehicular traffic but often can serve as informal pedestrian mid-block connections

Defining Design Characteristics

• Generally 9 metre or less right-of-way and often discontinuous from one block to the next
• Concealed and/or consolidated garbage storage is encouraged
• Thematic streetscape where pedestrian traffic is anticipated
• No sidewalks or landscaping is required
• May accommodate at-grade uses where pedestrian traffic is anticipated

Crosswalks

The success of commercial and mixed-use areas can hinge on how well it can accommodate and enhance the pedestrian experience. A sense of comfort and safety will be heightened when the speed of traffic is reduced. Crosswalks serve two functions: the clear demarcation of a safe route for a pedestrian to cross; and, as a traffic calming measure. Frequent stops will ensure slower traffic speeds and cautious driving.

Accordingly, the Master Plan encourages the following objectives for crosswalks:

• As much as possible, every intersection should have crosswalks, particularly where pedestrian traffic volumes are high or desired
• Mid-block crosswalks should be provided at King, Wellington and Front Streets to create a continuous mid block pedestrian route through Metro Square and Simcoe Park (see locations identified in the Streetscape Hierarchy Plan)
• As streetscape improvements get implemented along King Street and the John Street Promenade, scrambled intersections should be considered at all key intersections for these two primary pedestrian routes (see locations identified in the Streetscape Hierarchy Plan)
• To enhance their visibility and quality, crosswalks should utilize distinctive feature paving and may be raised to act as effective traffic calming measures

Street Furnishing

A key objective for the Toronto Entertainment District BIA will be to develop a unified design vocabulary for street furnishing. Street furnishing may include standards for lighting, directory boards and signage, banners, benches, planters, paving, waste receptacles, consolidated paper boxes and tree species, among other things. At that time, the BIA may decide to incorporate all or parts of the City of Toronto’s coordinated streetscape furnishings pallet.

Key principles for street furnishing include:

• The design pallet for street furnishings should seek to unify and distinguish the District
• Modified versions of the furnishings but with shared distinctive features may be considered to distinguish precincts or special streets and spaces where appropriate
• Materiality should be of high quality with consideration for wear and tear over time
• Proportions and scaling of furnishings should be designed in accordance with the constraints and limitations to space on streets
• The design, character and placement of street furnishings should be carefully considered to ensure that streets and spaces are not unnecessarily cluttered and that all elements are in balance

Open spaces that are successful can have a tremendous influence on the image, appeal and economic development of an area. They are also fundamental to attracting and retaining a residential population. As shown on the facing page, the Toronto Entertainment District Master Plan identifies a variety of existing and potential open spaces that collectively can provide residents and visitors with a variety of choices within easy walking distances.

Supported by the other plans in the Public Realm Framework, Open Space is improved and expanded upon through a series of strategies:

• Improve and better utilize existing open spaces through land use decisions which encourage the critical mass of people living where such amenities currently exist but are underutilized - such as Metro Square.
• Identify new and strategic open space opportunities that can serve as catalysts for revitalization and address areas deficient in open spaces such as the Adelaide Street Promenade
• Ensure open spaces that will appeal to the broadest demographic including active and passive, soft and hard, formal and informal spaces
• Enhance visual and physical connectivity to existing and potential open spaces, including Clarence Square and the Waterfront, through streetscapes, pedestrian connections and orienting features such as public art
• Ensure adequate private amenity spaces and encourage publicly accessible spaces within new significant developments
• Utilizing streets to provide open space amenity though high quality streetscaping
• Complement and strengthen the presence of key cultural attractions through special treatments to surrounding streets and open spaces

Key components of the Open Space network for the Toronto Entertainment District include:

Parks & Squares

Parks and Squares typically serve the community’s passive and active recreational interests and come in a variety of scales and configurations. Generally, Parks include both naturalized and formal green areas and can contain a variety of activities ranging from outdoor stages to playgrounds to open fields. Squares tend to be more formal green spaces that may also include hard surfaces, gardens, pavilions, memorials, fountains, and modest concession stands. Parks and Squares in downtown settings are especially popular and successful when framed by dense residential uses, civic functions, stores, cafés, restaurants, and employment uses.

The Master Plan identifies a number of existing and potential Parks and Squares serving the District, including:

• Metro Square and Simcoe Park should serve as the most active Squares in the District comprised of passive green to active paved areas accommodating a wide variety of programming and uses
• Clarence Square and Roundhouse Park should serve primarily as important passive green spaces for the District, although they can also accommodate occasional events
• Linear parks buffering the rail and Gardiner Expressway serve as potential trail connections
• The only new potential park is the proposed Adelaide Promenade which may be created in conjunction with the adjacent developments so provide for a green amenity that is lacking in this part to the District

Plazas

A Plaza is a paved space often associated with a civic, cultural or commercial function. They vary in shape and size depending on their purpose, but are generally smaller and more intimate in scale then Parks and Squares. Plazas generally serve high pedestrian traffic areas and/or where major events need to be accommodated that generate large crowds. Year-round Plazas function best when they are framed by highly animated uses such as restaurants, bars and cafés.

The Master Plan identifies a number of opportunities for new and improved Plazas to reinforce the prominence of certain civic/commercial locations and uses as well as for occasional event sites. They include:

• The south terminus of the proposed John Street Promenade.
• The north side of Rogers Centre and the base of the CN Tower.
• Along Bremner Boulevard between Navy Wharf Court and the Rogers Centre.
• At the north and south entrances to Union Station.
• At the north-west and south-west corners of Metro Square.
• Two potential small-scaled plazas associated with new developments at the north-west corner of John and Front Streets and on Nelson Street between Duncan and Simcoe Streets.

Red Carpets

Red Carpets refer to distinctive streetscape treatments proposed across the District to correspond to important cultural attractions such as theatres and sporting venues. They also correspond to pedestrian priority streets such as the John Street Promenade and the streets framing Plazas and Squares.

While each Red Carpet may be distinctive in their design, what they share in common is a unique paving treatment that extends onto the roadway to enhance the setting of an important area, street or buildings. In effect this treatment not only enhances its setting, it creates a plaza-like appearance which visually adds to the open spaces network. In some instances this plaza effect may be formalized as they may also correspond to occasional ‘red carpet’ events where temporary street closures may be required.

Mid-Block and PATH Connections

Mid-Block connections offer the unique opportunity for a finer-grained pedestrian network than the typical block pattern. While the Toronto Entertainment District in general has very walkable scaled blocks, the Master Plan identifies existing and potential mid-block connections — primarily related to the link between Metro Square and Simcoe Square. Where and when the circumstance is appropriate and the pedestrian traffic significant enough, rear lanes can become formalized midblock connections that may include retail frontages. As an important aspect of the pedestrian network, these links should adhere to the same quality and design standards as other public spaces. Adequate lighting, appealing landscaping, clear signage, unobstructed views and uses that front on to these connections are all important design objectives.

The existing below-grade PATH network also functions as mid-block connections that are publically accessible but generally in private ownership and extended in conjunction with development. See Section 4.6.8 for further guidance on the PATH network.

Creating Successful Open Spaces

How open spaces are designed, programmed and interface with surrounding streets and land uses is crucial to their capacity to attract and delight a broad spectrum of users and to ensuring that they are places where people feel safe and comfortable. Accordingly, principles that build on Crime Prevention Through Environmental Design (CPTED) should be applied to all publicly accessible open spaces in the Toronto Entertainment District.

CPTED is a pro-active crime prevention strategy utilized by planners, architects, police services, security professionals and everyday users of space. CPTED is a strategy used around the world and in essence operates on common sense. CPTED advocates the proper design and effective use of the built environment to lead to a reduction in the incidence and fear of crime and in the overall improvement to the quality of life.

Utilizing and building upon CPTED, the Master Plan adheres to the following key principles for Open Space design:

• Ensure clear views of surrounding areas and of the open space
• Incorporate adequate lighting
• Active building frontages on the open space, including entries and windows, are critical for “eyes” on the space which enhances the sense of safety and discourages inappropriate behaviour
• Design the space to enable ease of access and egress and avoid the creation of entrapment spots that are not highly visible and well used
• Use legible signs and orienting devices such as landmarks and pathways
• Include a variety of activities and a mix of surrounding uses to facilitate constant public use and/or surveillance

Potential Gateways and Public Art Sites have been identified as part of the Public Realm Framework. The identification of these elements ensures a coordinated approach to the design of buildings, streets and open spaces so as to reinforce visual connections into and throughout the District. Both Public Art and Gateway Sites provide important cues to the pedestrian as they serve to draw and orient movement through the District by providing visual connectivity to important sites, areas and destinations.

Gateways

The Toronto Entertainment District Master Plan identifies potential Gateways. These are areas or sites that signal key points of entry that are either of City-wide, Downtown or District importance. Clearly defining these areas as Gateways helps to enhance orientation, lends to a ‘sense of place’ and can generate civic pride.

These locations provide key opportunities where the coordinating of the design of landscaping, streetscaping, public art, signage and architectural treatment can potentially create a sense of entry and orientation. The expression of a Gateway can take on many forms and will hinge on its relative importance and the circumstance of its site.

The Master Plan encourages the creation of Gateways according to the following design objectives:

• To create Gateway experiences that reflects the unique culture, history and environment of the Toronto Entertainment District.
• To create a significant sense of scale and identity to Gateway experiences that act as both thresholds to, and landmarks for, the District.
• To ensure the Gateway experience is well integrated in its location while marking a sense of entry for visitors.
• To enhance the built form and public realm of the context in which the Gateway is placed.

Public Art

The Toronto Entertainment District Master Plan identifies visually strategic locations for art installations including the terminus of view corridors, at Gateways, on prominent corners, or in Parks, Squares and Plazas.

Public Art provides an opportunity to celebrate and showcase local arts and culture; establish a unique identity for a District or development; and, can contribute to enhancing the quality of the public realm in ways that conventional streetscape elements cannot.

Objectives for Public Art include:

• Public art may include memorials, sculpture, water features, murals, or individual art installations at visually prominent sites, open spaces, gateways, major intersections, along sidewalks and in association with public buildings
• Because of their visibility, these sites should include installations that serve as accents to the District, as orienting devices for moving about, or as focal points in public open spaces.
• The scale of the installation should correspond to the visual prominence of its site.

Wayfinding is what individuals use to navigate in unfamiliar surroundings. For a destination-oriented area such as the Toronto Entertainment District, a wayfinding strategy is of great importance for orienting pedestrians from transit stops and stations, parking areas, and to site-specific and/or area destinations. While landmark buildings, public art and gateways all serve as important cues for orientation, a coordinated and legible directional signage strategy should be implemented to enhance connectivity.

Key design principles for a successful wayfinding strategy include:

• Signage should be placed perpendicular to the path of travel, above eye level and appropriately illuminated
• Signage should be placed at regular intervals, particularly at decision points serving to reinforce the traveller
• All information signage should be readily legible, even under adverse weather conditions
• The text of the signs should be large, easily readable, and have high contrast with the background
• Text should be paired with graphic images that are easily understood
• Colour in signage should only be used as a reinforcing cue  Maps that are less cluttered and employ anchor points are most accessible — including ‘you are here’ markings