Metro Toronto‘s Jessica Smith Cross describes how classic men’s strip joint Remington’s may close down entirely, as condo development drives it from its Yonge and Gerrard neighbourhood.
Between the ever-increasing development in Toronto and city regulations that prevent new clubs from opening, strip clubs have become a declining business, according to Remington’s general manager Dave Auger.
“Some of them have sold their businesses to developers, some of them their owners have aged and it was just more feasible to cash in.”
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The key problem for Remington’s, though, is that a strip club can’t move or start up almost anywhere in the city without receiving a tough-to-get zoning variance from City Hall.
Remington’s may have to try because its days on Yonge Street are numbered. Most of the block it’s on, south of Gerrard, is being redeveloped, and the owners don’t want Remington’s there when their new condo/retail development is done.
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It’s the only spot new clubs are allowed to open without a zoning variance, but it’s not economically viable, or safe for performers or patrons, Auger said.
Metro Toronto‘s Matt Elliott argues that the eastern end of the Gardiner Expressway should be torn down. Will it, though? How will people vote? He looks at the issue at length, providing speculation as to how city council will divide.
The reports are in on the Gardiner. The analysis is done. The numbers have been crunched and crunched again.
It all points to the same conclusion: When Mayor John Tory and 44 other members of council meet on June 10, they should vote to remove the eastern part of the Gardiner between Jarvis Street and the Don Valley Parkway.
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There’s the money. Maintaining the elevated expressway connection is far more costly, requiring about $500 million more in construction and maintenance costs compared to simply removing it and building a University Avenue-like boulevard.
Then there’s congestion. On this, the studies are in agreement. With reasonable signal timing along the replacement boulevard, the impact on commuters in 2031 will represent about two to three minutes of additional delay in the morning rush hour when compared to maintaining the elevated connection. How much is avoiding a two- or three-minute delay really worth?
And finally, there’s the relatively small number of people who actually use the east Gardiner. Traffic on this section represents just three per cent of morning commutes to downtown, according to a city traffic analysis. In comparison, GO and TTC ridership represent 68 per cent.