Dufferin Street Avenue Study - City of Toronto

CITY OF TORONTO / JULY 2014 / FINAL REPORT

Dufferin Street Avenue Study DTAH / R.E. MILLWARD + ASSOCIATES / ARUP / FABIAN PAPA + PARTNERS / NBLC / SWERHUN

CITY OF TORONTO / JULY 2014 FINAL REPORT

Dufferin Street Avenue Study

PREPARED FOR THE CITY OF TORONTO

PREPARED BY DTAH PROJECT LEAD, URBAN DESIGN AND LANDSCAPE ARCHITECTURE R.E. MILLWARD + ASSOCIATES LTD. LAND USE PLANNING ARUP TRANSPORTATION FABIAN PAPA & PARTNERS SERVICING INFRASTRUCTURE N. BARRY LYON CONSULTING REAL ESTATE AND MARKETING SWERHUN ENGAGEMENT AND DECISION SUPPORT

CONTENTS Executive Summary

I

1. Introduction

1

2. Study Process

3

3. Policy Context

7

3.1 Provincial Policy 3.2 City Of Toronto Policy 4. Existing Conditions 4.1 Character 4.2 Demographic Profile 4.3 Parks And Open Spaces 4.4 Community Services And Facilities (Cs&F) 4.5 Transportation Infrastructure 4.6 Servicing Infrastructure

7 7 13 13 16 17 18 19 26

5. Guiding Principles

29

6. Option Development And Evaluation

34

7. Recommended Guidelines + Standards

36

7.1 Introduction 7.2 Planning And Design Framework Recommendations 7.3 Specific Recommendations For The Typical Avenue Blocks 7.4 Specific Recommendations For The Larger Blocks 7.5 Mobility Strategies 7.6 Sustainability 8. Recommended Streetscape Improvements 8.1 Planning And Policy Context 8.2 Examination Of Right-Of-Way Expansion 8.3 Recommended Streetscape Improvements

36 37 58 61 74 79 81 81 82 82

9. Demonstration Plan

94

10. Community Services & Facilities Strategy Summary

96

11. Transportation Master Plan Summary

103

12. Infrastructure Master Plan Summary

107

13. Implementation

108

13.1 Recommended Actions 13.2 Directions For Future Study

108 113

14. Conclusion

116

Appendices

117

Community Services And Facilities Strategy Community And Stakeholder Consultation Summaries

List of Figures Fig. 1. Aerial Photograph, Existing Study Area

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Fig. 2. Study Process

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Fig. 3. Dufferin Street in the Urban Structure Plan

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Fig. 4. Existing Consolidated Land Use Zones

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Fig. 29. Typical Avenue Blocks Demonstration Model View

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Fig. 30. Larger Blocks in the Study Area (in orange)

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Fig. 31. Block 1 - Demonstration Model View looking northwest

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Fig. 32. Block 6 - Demonstration Model View looking northwest, illustrating mid-rise development throughout.

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Fig. 5. Existing Consolidated Height Zones

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Fig. 6. Existing Land Use

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Fig. 7. Community Services and Facilities (CS&F) Areas

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Fig. 8. Existing Parks and Publicly Accessible Open Spaces

Fig. 33. Block 7 - Demonstration Model View looking northwest, illustrating mid-rise towards

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Dufferin and townhouse buildings to the west of the block 66

Fig. 9. Existing Vehicular Network

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Fig. 34. Block 8 - Demonstration Model View

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Fig. 10. Existing Pedestrian Network

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71

Fig. 11. Planned Cycling Network - Wider Context

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Fig. 36. Recommended Vehicular Strategy

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Fig. 12. Existing Transit Network - Wider Context

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Fig. 37. Recommended Transit Strategy

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Fig. 13. Existing Servicing Infrastructure

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Fig. 38. Recommended Pedestrian Strategy

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Fig. 39. Recommended Cycling Strategy

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Fig. 41. Dufferin Streetscape - Existing Condition Typical Section

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Fig. 42. Dufferin Streetscape Recommended Improvements Typical Section

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Fig. 43. Dufferin Streetscape Green Setback, Typical Section Residential Frontage at Grade Typical Section

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Fig. 14. Process for Testing and Confirming Ideas to Define the Preferred Option

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Fig. 15. Structure Plan

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Fig. 16. Streets and Blocks Framework Plan

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Fig. 17. Parks and Open Space Framework Plan

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Fig. 18. Grade Related Uses

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Fig. 19. Recommended Mandatory Minimum Setbacks

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Fig. 20. Angular Planes Applied Across Dufferin Street

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Fig. 44. Dufferin Streetscape Green Setback, Typical Section Retail Frontage at Grade

Fig. 21. Special Angular Planes in Blocks 6, 7 and 8

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Fig. 45. Dufferin Streetscape - Typical Section Potential Short Term Improvements

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Fig. 22. Transition from adjacent Neighbourhood Special Angular Planes in Block 1

Fig. 46. Orfus Road Streetscape - Typical Section

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Fig. 23. Transition from Employment Areas, Typical

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Fig. 47. Existing Local Street Streetscape - Typical Section New Local Street Streetscape - Typical Section (Option 1) 92

Fig. 24. Transition from Employment Areas, Blocks 1 and 8

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Fig. 48. New Local Street Streetscape Typical Section (Option 2)

Fig. 26. Maximum Building Height (excluding Tall Buildings)

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Fig. 25. Permitted Locations for Tall Buildings

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Fig. 27. Recommended Maximum Densities

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Fig. 28. Typical Avenue Blocks in the Study Area (in orange)

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93

Fig. 49. Regional travel patterns

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Fig. 50. Daily variation in northbound traffic on Dufferin Street (2012).

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Fig. 51. Daily variation in southbound traffic on Dufferin Street (2012).

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Fig. 52. Directions for Future Study

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A VISION FOR DUFFERIN STREET The vision for Dufferin Street is the result of extensive public consultation and follows the policy direction for intensification along the Avenues. New development in the form of mid-rise buildings will address Dufferin Street and frame the pedestrian realm. A new streetscape will transform this vehicledominated road into a place with large, healthy trees additional opportunities for greening, revitalized retail and residential uses, and generous space for pedestrians and cyclists.

EXECUTIVE SUMMARY BACKGROUND Study Area This Avenue Study includes Dufferin Street and all properties with a Mixed Use Official Plan designation fronting onto it, between Highway 401 and just south of Lawrence Avenue West. In the case of Yorkdale Shopping Centre and the southern corners of the intersection of Dufferin Street and Lawrence Avenue West, only a part of the properties are included. Bounded by Neighbourhoods and Employment Areas, the Study Area consists mostly of commercial or mixed-use buildings, including a number of car dealerships, gas stations and strip malls. Lots on the west side of Dufferin Street are generally deep and wide, while those on the east side tend to be shallow and narrow.

Create a Green, Safe and Attractive Place

Create Quality Public Spaces and Parks

Purpose Recent redevelopment interest has challenged Dufferin Street’s built form and public realm character, both of which have changed little since the 1960s. In response to this, the Avenue Study was commissioned by the City to examine mixed land use and built form potential, to develop a planning framework and make recommendations to implement the vision. This Avenue Study seeks to take advantage of this crucial opportunity to build a livable, attractive urban community on Dufferin Street.

Improve Mobility and Balance Movement Priorities

Improve Community Services and Facilities through Redevelopment

Dufferin Respecting the Street Adjoining Neighbourhoods Guiding Principles and Employment Lands Make Dufferin Street a Place

Protect the Adjoining Neighbourhoods and Employment Lands Encourage a Rich and Varied Urban Built Form Integrate Land Use and Redevelopment with Supporting Infrastructure

Redevelop with Appropriate Land Uses and Densities

The vision for this segment of Dufferin Street is best summarized in the Guiding Principles, which were developed in consultation with the public and informed the process and recommendations.

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DUFFERIN STREET AVENUE STUDY

STUDY PROCESS

OPTIONS

The overall project was conducted in four Phases:

Informed in part by the community design charrette, the Study Team first developed a general planning framework, which laid out a pattern of streets, blocks, and open spaces.

1. The first Phase was to introduce the project to the community, understand the local context and issues, and develop a vision for the Study Area. 2. In the second Phase, a range of alternative options were explored. 3. The third Phase was to test and confirm these options. 4. In the fourth and final Phase, the input received through the entire process was synthesized. Community and Stakeholder Consultation Stakeholders and the community were involved in all Phases of the Avenue Study process, which included: • • • • •

Four Local Advisory Committee meetings Three public open houses A community design charrette Individual meetings with selected stakeholders Two presentations to the Design Review Panel

POLICY CONTEXT

Within that framework, five design options were explored. Each of the options was then demonstrated in a digital massing model, which was used to generate population estimates. All of the options were evaluated and compared using a comprehensive matrix of criteria that included land use, density, built form, transportation, servicing and impacts on the public realm. The preferred design was influenced by several of the options explored during the evaluation process, the project guiding principles, existing policy, the Study Team’s professional expertise and community and stakeholder consultation.

GUIDELINES AND STANDARDS The Recommended Guidelines and Standards are divided into two parts: those that apply to the entire Study Area, and those specific to particular blocks.

The Study Team considered a range of existing City and Provincial policy in making its recommendations.

They cover the following:

The City of Toronto Official Plan provides an Urban Structure, in which Dufferin Street is described as an Avenue. The lands within the Study Area are designated as Mixed Use Areas in its Land Use Plan.

The deep blocks within the Study Area should be subdivided by a network of new local streets to facilitate movement and accessibility. Those streets are identified as either Fixed or Flexible in location. Additionally, rear laneways are recommended for most of the shallow blocks.

Zoning in the Study Area is split between the current Toronto and former North York bylaw regimes, with the latter covering Yorkdale Shopping Centre and the large lots on the west side of the street. The Study Area is also governed by Schedule ‘D’ of North York Bylaw 7625, which limits height based on proximity to the Downsview Airport.

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Streets and Blocks

Parks and Open Spaces New parks should be included as part of future redevelopment of all the deep blocks in the Study Area with the exception of Yorkdale Shopping Centre. The McAdam turning loop should be converted to a public park, and a landmark landscape gateway area should be constructed at Highway 401.

Smaller privately-owned, publicly accessible urban plazas should be added at specific locations. Courtyard spaces are recommended, where feasible or desirable. Land Use Residential Mixed Use is promoted for the Study Area, with the exception of Yorkdale Shopping Centre. This is expected to result in primarily residential development, with street-related retail at grade. However, retail at grade will only be mandatory at key nodes.

will be limited to a height equivalent to the width of the right-of-way onto which they front. That height may be further limited by angular planes (reflecting lot depth). Tall buildings will be limited in height by Schedule ‘D’ of North York Bylaw 7625, or any subsequent airport hazard area height regulations. Stepbacks A stepback will be required for all mid-rise buildings. This is intended to give a consistent appearance to the streetscape and allow for light penetration and sky views.

Built Form

Density

Mid-rise built form is appropriate for all parts of the Study Area, with the exception of the Yorkdale Shopping Centre property. Tall buildings will be permitted at only two nodes: the northwest block at Highway 401, and on the northwest corner of Dufferin Street and Lawrence Avenue West. They should be seen as forming gateways to the Study Area.

An average gross density of 2.5 times site area is recommended for the Study Area, apportioned distinctly by block. This density target is an keeping with intensification corridors with similar conditions.

Setbacks A system of mandatory setbacks is proposed for all blocks within the Study Area to permit wider sidewalks, retail amenity spaces, or green landscaping in front of ground-level residential uses. Angular Planes and Transition Angular planes will be applied to all sites within the Study Area, in keeping with the standards developed in the Avenues and Mid-rise Buildings Study and Tall Building Guidelines. These will form a transition between existing Neighbourhoods and any new development. Angular planes will also be used to identify the locations where tall or mid-rise buildings will be located on particular blocks. A minimum separation distance of 20m will be applied between the Employment Areas and any new Residential uses. Height Height restrictions are informed by local context and policy direction for the Avenues. Mid-rise buildings

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Mobility The Study identifies a number of approaches for improving vehicle, transit, pedestrian and bicycle linkages including: •

New public street connections and access lanes;

•

New signalized intersections;

•

A southbound transit priority lane, north of Cartwright Avenue; and

•

New cycle tracks, bike lanes and signed cycling routes.

STREETSCAPE The Study Team developed recommended streetscape sections for Dufferin Street, new local side streets, and the segments of Orfus, Samor and Apex Roads within the Study Area. Without widening the right-of-way, all of these include a substantially improved pedestrian realm that features broader sidewalks, street tree plantings, a landscaped median and bicycle lanes where possible.

COMMUNITY SERVICES AND FACILITIES STRATEGY The Study Team undertook a detailed survey of City Divisions and community agencies with follow-up interviews as necessary. Questionnaires were designed to seek input on priorities for improving existing and future community services and facilities to serve the Study Area. The findings recommend a number of specific improvements to be implemented as development proceeds, ensuring adequate Parks and Open Spaces, Community Recreation Centres, Libraries, Child Care, Schools, Human Services, and Community Agencies to serve the growing population. Ongoing monitoring of CS&F needs and priorities is also recommended.

INFRASTRUCTURE MASTER PLAN In order to enhance the performance of the City’s storm drainage infrastructure, particularly in light of the basement flooding concerns in and near the Study Area, the City’s Wet Weather Flow Management Guidelines (WWFMG) will be generally implemented for all developments, although the peak allowable release rate from each site will be reduced substantially from the WWFMG. In terms of sanitary sewer infrastructure, several upgrades have been identified which include in-line storage elements to attenuate peak wet weather flows, as well as increased pipe sizes in selected locations. It is noted that the existing water distribution system is sufficient to provide for future needs without upgrades.

TRANSPORTATION MASTER PLAN

IMPLEMENTATION

Informed by the problem statement and guiding principles, four Transportation Alternative Planning Solutions, differing in their components, were developed in response to the selection of the preferred design. They were evaluated in a matrix using a number of criteria.

The following actions should be undertaken in order for this Avenue Study’s recommendations to be implemented:

Ultimately, a solution that continues to utilize the 30m right-of-way and five lane cross-section was selected as the preferred choice. It converts the turning lane to a median in midblock areas. The median improves reliability by preventing disruptive left turns and u-turns, while greening the street. Other streetscape improvements include street trees, generous boulevards and cycling infrastructure.

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•

Amend the Official Plan to create Site and AreaSpecific Policies guiding future development for this portion of Dufferin Street.

•

Amend the former North York and current Toronto Zoning By-laws, including a consolidation of all properties into the current City-wide Zoning By-law.

•

Enable Holding (‘H’) provisions in the Site and Area Specific Policies and Site-Specific Zoning By-laws to ensure coordinated development and timely delivery of infrastructure.

•

Continue ongoing monitoring of community services and facilities needs, as development proceeds throughout the corridor.

•

Establish a phasing of streetscape improvements and a suggested phasing of block consolidation.

HOW TO READ THIS REPORT This report loosely follows the chronological format that the Study itself took, and should be read in order. It begins with an outline of the Process, including the key messages received from public consultation. The analysis of Policy Context and Existing Conditions follow. The Guiding Principles broadly describe the Study Team’s vision for Dufferin Street, while Option Development and Evaluation explains how a preferred design concept was reached. The key design recommendations are described in Recommended Guidelines and Standards, which are divided into two parts: those that apply to the entire Study Area, and those specific to particular blocks. Each individual recommendation is itemized and numbered for reference. Where necessary to explain and communicate the recommendations, diagrams and views of the Demonstration Model are included. Recommended Streetscape Improvements offers similarly itemized proposals for the future design of Dufferin Street and those side streets falling within the Study Area. It also includes several artistic renditions, illustrating what Dufferin Street may look like it future, if the recommendations are applied. The Demonstration Model also presents an illustration of built form along Dufferin Street, showing one possible outcome of the recommendations. The Guidelines and Standards are sufficiently open-ended, however, that the eventual result may differ, while still following their intent. Summaries of the Community Services and Facilities Strategy, Transportation Master Plan and Infrastructure Master Plan are included for the convenience of readers.

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To implement the recommendations, the Study Team has also suggested a series of approaches that are outlined in Implementation, alongside a list of items for future study. The Appendices of this report include the full Community Services and Facilities Strategy Report and detailed reports on the public consultation events.

SUBSEQUENT DOCUMENTS In addition to its other parts, this Study will include the first two phases of an Environmental Assessment (Municipal Engineers’ Association Class EA Schedule B) for recommended road and servicing improvements. The reports that detail these recommendations–the Transportation Master Plan and Infrastructure Master Plan–will be submitted separately as stand-alone documents.

1955: Dufferin Street facing south from Highway 401

Treviso: Lanterra Development

Lawrence-Allen Revitalization

Dream Yorkdale

Eglinton-Scarborough Crosstown

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1954: Dufferin at Lawrence Ave. West

Downsview Park

1. INTRODUCTION 1.1 PURPOSE Immediately following the Second World War, this segment of Dufferin Street was little more than farmland. A small airport, Barker Field, existed at the northwest corner of Dufferin Street and Lawrence Avenue West, while the early inklings of residential development could be seen along Ranee Avenue. Things changed radically in the 1960’s, with the opening of Yorkdale Shopping Centre and the rapid construction of neighbourhoods, Employment Areas and low density commercial strips, all stimulated by the presence of Highway 401. The arrangement of streets and land uses was often uncoordinated, mostly reflecting the position of the original farm lots. Today, Dufferin Street faces what may be its second major building boom. Two proposals for mixed use development are under construction–the Treviso complex at Lawrence Avenue West, and the Dream Condos at McAdam Avenue–and other applications have been submitted. The Study Area sits on the urban-suburban frontier. Much of it is immediately surrounded by older, low density neighbourhoods, yet the Eglinton Avenue West and North York Centre main streets are not far away. Most users of the street continue to drive, yet it has the City’s busiest bus line, and is only a short distance away from the subway.

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With redevelopment in its early stages, we now have a crucial opportunity to define Dufferin Street’s future. It can follow a path that is urban, mixed use, friendly to pedestrians and cyclists, that includes parks and open spaces and has improved transportation and infrastructure systems. Most importantly, Dufferin Street should become a place in its own right–not simply a movement corridor. With these factors in mind, this Avenue Study was commissioned by the City to examine mixed land use and built form potential along Dufferin Street, to develop a planning framework and make recommendations to implement the vision. It seeks to resolve confusion and present a coherent direction forward. This study provides an overall planning framework, built form and public realm guidelines, and strategies for mobility and community services and facilities, and serves as a blueprint for future actions. Study Area The Study Area includes Dufferin Street and all properties fronting onto it, between Highway 401 and just south of Lawrence Avenue West. In the case of Yorkdale Shopping Centre and the southern corners of the intersection of Dufferin Street and Lawrence Avenue West, only part of the properties are included in the Study Area.

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

ASTRAL STREET

JANE OSLER BOULEVARD

GROTON STREET

PAUL DAVID STREET

CARTWRIGHT AVENUE

YORKDALE ROAD

McADAM AVENUE GLEN BELLE CRESCENT

ALCESTER STREET

BENTWORTH AVENUE

BENTWORTH AVENUE RANEE AVENUE

SPARROW AVENUE

ORFUS ROAD

STREET

AD RO

STOCKTON ROAD

KRIEGER CRESCENT

DUFFERIN

ON GT

IN

EM

FL

CRESTON ROAD

SAMOR ROAD

D HILL

ROAD

HIGHLAN

APEX ROAD

BENALTO

MULHOL

CONLAN

LAND AV

D AVENUE

ENUE

DUFFLAW ROAD

CELT AVENUE

BLOSSUMF

IELD DRIVE

DANE AVENUE

CORK AVENUE

FAIRHOLME AVENUE

SIA DRIVE

CORONA STREET

GOOD SH

EPHERD CO

URT

LAWRENCE AVENUE WEST CONVENT COURT

CLAVER AVENUE

WENDERLY DRIVE

ELWAY COURT

LOIS AVENUE

ENNERDALE STREET

HAVEN ROAD

MAJESTIC COURT

CAROUSEL COURT

PLAYFAIR AVENUE


MARLEE AVENUE

BOLINGBROKE ROAD

EUPHRA

Fig. 1. Aerial Photograph, Existing Study Area

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DELL PARK AVENUE

GLEN LONG AVENUE GLENBROOK AVENUE

COLDSTREAM AVENUE

2. STUDY PROCESS This study began in September of 2013 and will conclude with the submission of the Transportation and Infrastructure Master Plans, later in 2014. Extensive and well attended public consultation activities were key aspects of this study. Stakeholders and the community-at-large contributed to the overall vision and helped to inform the outcome. The overall project was conducted in four phases. The first phase was to introduce the project to the community, understand the local context and issues, and develop a vision for the Study Area. In the second phase, a range of alternative options were explored. The third phase was to test and confirm these options, while in the fourth and final phase the input received through the entire process was synthesized.

1

2

3

4

Sept. to Nov. 2013

Nov. 2013 to Dec. 2013

Dec. 2013 to March 2014

March to May 2014

Understand Dufferin Street / Establish a Vision

Generate Ideas

Synthesis and Report

Project Purpose and Schedule

Local Advisory Committee Meeting #2 November 20

Local Advisory Committee Meeting #´3 February 05 2014

Prepare Draft Report

Understand Context and Existing Conditions

Design Charrette December 11

Public Meeting #2 Potential Options February 26 2014

Local Advisory Committee Meeting #4 March 26, 2014

Local Advisory Committee Meeting #1 October 23

Public Meeting #1 Establish the Community Vision November 6

Fig. 2. Study Process

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Test and Confirm Ideas


Public Meeting #3 Draft Recommendations April 23, 2014 Confirm Actions to Follow

2.1 COMMUNITY AND STAKEHOLDER CONSULTATION

KEY MESSAGES: LAC AND PUBLIC OPEN HOUSE MEETINGS

Stakeholders and the community were involved in all Phases of the Avenue Study process, which included:

Key messages the Study Team received from the public included:

•

Four Local Advisory Committee (LAC) meetings

Transportation and Streetscape:

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Three public open houses

•

•

A community design charrette

•

Individual meetings with selected stakeholders

•

Two presentations to the Design Review Panel

Congestion is by far the biggest issue in the community, and managing it is key. There was concern that new development in the area would increase traffic congestion, on both Dufferin Street and the side streets.

•

Create a right of way on Dufferin Street with two general traffic lanes and a peak-period bus-only lane in each direction. Include left turn lanes combined with a landscaped median.

•

Consider wide sidewalks, with slightly wider sidewalks on the west side of Dufferin Street.

•

Create new streets; break the blocks into smaller ones on the west side of Dufferin Street.

•

Manage/prioritize higher-order transit.

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Improve access to Yorkdale Shopping Centre.

•

Use setbacks on Dufferin Street to create open space.

The consultation program was designed to ensure a meaningful process where all participants saw a strong rationale to be involved, understood their role, and contributed throughout. At the end of each phase, the Study Team meet with the Local Advisory Committee and the public to present the purpose and scope of the study, discuss the key findings, and solicit feedback from participants. A full account of all public engagement events and the messages received are contained within the Appendices of this Report.

Exploring Options with the Physical Model at the Charrette

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Design Charrette Explorations

•

Create northbound priority lanes for transit (buses) on Dufferin Street.

•

Add additional pedestrian crossings.

•

Do not prioritize cycling on Dufferin Street at the expense of transit or pedestrian improvements.

•

Consider on-street parking, or other parking strategies to support retail.

•

Suggested locations for urban plazas were in the vicinity of Yorkdale Shopping Centre and at Orfus Road. Some proposed that they be staggered through the Study Area to stimulate commercial activity.

STAKEHOLDER MEETINGS

•

Concentrate height on the west side of Dufferin Street, where development parcels are larger and not directly adjacent to low-rise residential areas (at least south of Orfus Road).

•

Concentrate the density at the north and south ends of the Study Area.

The Study Team met with key stakeholders as part of Phase 1 to introduce the project and discuss their operations and future plans. Three meetings took place over a 5-week period. Two of the meetings were with landowners who have current redevelopment plans or applications before the City. A meeting with Employment Areas businesses was held to better understand their needs and operations, but was poorly attended.

•

Building heights on the west and east sides of Dufferin Street do not have to be symmetrical.

DESIGN REVIEW PANEL

•

Concentrate density on the west side of Dufferin Street, with some suggesting at the back of the land parcels.

•

Use mid-rise heights for buildings that front onto Dufferin Street.

•

Balance increases in density with respect for the traditional character of the surrounding neighbourhoods.

Built Form:

Neighbourhood Structure, Parks and Open Spaces: •

Support mixed uses for the neighbourhood.

•

Use setbacks on the west side of Dufferin Street to increase and develop the public realm.

•

Strong support for new parks or open spaces.

•

Some preferred that parks be located in the middle or rear of large blocks, to avoid the noise and danger of traffic. If parks did front directly on Dufferin Street, the suggestion was that they should have a more ‘urban’ character.

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The Avenue Study was presented to the City of Toronto Design Review Panel twice during the process. The first presentation was in November 2013, following the first public meeting, and was aimed at introducing the project and seeking feedback regarding the potential directions the study might take. The second presentation was in March 2014. It sought input regarding the alternative options and the recommended preferred option. Feedback was highly positive and assisted the team in refining the overall outcome. In summary, the key messages from the first presentation were: •

Create a Green Character for Dufferin. The Panel agreed that this project provides a great opportunity to dramatically shift the Study Area from a primarily hard grey environment to a green and pleasant urban place.

•

•

Consider East/West Context and Connections, not just North/South. The Panel commented on the necessity for movement in all directions, and that the study should seek to find ways to improve the east-west connections and relate the larger blocks to the existing Neighbourhood to the east, bridging the divide that is Dufferin Street. New Arrangement of Built Form and Open Spaces. The Panel suggested that given the unique opportunity that the large blocks bring to this Avenue Study, perhaps a different arrangement of buildings and location for park spaces is possible.

•

Streetwall Urbanism May Not be Best Model for this Part of Dufferin. The Panel suggested that buildings that line up along a street, as is typically recommended along Avenues, may not be best model for this part of Dufferin Street.

•

The 30m Right-of-Way is Not that Large. One Panel member in particular cautioned against trying to accommodate too much in the planned right-of-way, and suggested that the approach should be balanced against the other ambitions for Dufferin Street.

•

Understand and Connect to Broader Context. The Panel recognized that a great deal of change is happening in the broader context and that the study should consider how to best build upon and reinforce planned improvements beyond its boundary.

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•

Explore/ Embrace Asymmetry. The Panel emphatically suggested that the unique condition of larger blocks on one side of the street offers a special opportunity to make more of the Study Area than a typical Avenue.

The key messages from the second presentation were: •

Build on Traditional Urban Placemaking. The focus on creating mixed residential/employment use built on neighbourhood traditions was identified as a strong concept.

•

Continue to improve the transition between areas to east and west of Study Area. The Panel commented on the transition with areas east and west of the Study Area, and transition of existing employment over time. It was also suggested that perhaps a linear green space would be an appropriate buffer between new development and the Employment Area.

•

High Quality Public Space is Essential. Ensure that high quality community parks, squares and other open spaces are included along Dufferin Street and throughout the Study Area.

•

Reduce the Quantity of Retail. The Panel suggested that given the regional draw of Yorkdale Shopping Centre and the length of the corridor, perhaps mandatory retail for the entire Study Area was not necessary. This would permit other grade-related uses to occur.

3. POLICY CONTEXT 3.1 PROVINCIAL POLICY

3.2 CITY OF TORONTO POLICY

The Planning Act, R.S.O. 1990

Official Plan

The Planning Act gives the City of Toronto the responsibility to ensure that provincial interests are met. Carrying out Avenue Studies, such as the Dufferin Street Avenue Study, and developing and implementing Official Plan Policies, such as those that will result from this Avenue Study, are two of the tools the City uses to ensure the above matters are adequately addressed.

Toronto’s Official Plan provides a clear vision for a successful city, by directing growth into strategic areas, setting infrastructure priorities, and identifying implementation strategies. The Plan strives to create complete communities that include affordable housing, attractive streetscapes, comprehensive and affordable transit, green spaces, recreational opportunities, and cultural amenities. Through the Official Plan, the City expresses its goals and objectives through specific policies, which are then carried out in more prescriptive documents, such as the Zoning By-law and Secondary Plans.

The Provincial Policy Statement (PPS) Section 3 of the Planning Act requires that decisions affecting planning matters “shall be consistent with” the PPS. Therefore the Dufferin Street Avenue Study is required to be consistent with, and to implement, the broad policies of the PPS relating to the efficient use and management of land and infrastructure; the protection of environment and resources; and the provision of appropriate opportunities for employment and residential development.

What is an Avenue?

The Growth Plan for the Greater Golden Horseshoe

Urban Structure Dufferin Street is designated as an Avenue between Wilson Avenue and Eglinton Avenue, which includes the Study Area, on Map 2 of the Official Plan (see below). The Avenues designation recognizes opportunities to intensify and reurbanize existing arterial corridors as a means to manage the City’s growth. Not all Avenues are expected to develop in the same way; each Avenue has a unique character,

The Growth Plan for the Greater Golden Horseshoe

City of Toronto Official Plan the (GGH) is a framework for implementing Government of Ontario’s vision for building stronger, Urban Structure

prosperous communities by better managing growth in this region to the year 2031.

• Dufferin - “Avenues” - Areas of The principles expressed in the GGH were used to Intensification (brown) guide the Dufferin Street Avenue Study.

• Employment District (blue) • Entire study area is designated Mixed Use in the Official Plan • Not all Avenues or parts of Avenues need be the same Fig. 3. Dufferin Street in the Urban Structure Plan

7


physical context and geography, and under the Official Plan requires individual study to determine appropriate urban design, land use, transit and service delivery. Avenue Studies also help to determine appropriate scale transition to adjacent areas and land uses. Once complete, Avenue studies are tools to guide the development of the Avenues as ‘main streets’ that serve their adjacent communities, and also become destinations within the City. Official Plan Land Use Designations The entire Study Area is designated Mixed Use Areas on Map 17 in the City’s Official Plan. Within Mixed Use Areas a broad range of uses are encouraged, providing opportunities to live, work and shop within the same area. Mixed Use Areas are anticipated to accommodate growth, with new service, employment and residential uses all locating within these diverse areas in a manner that is appropriate to their surrounding contexts, with adequate transportation and infrastructure servicing. On either side of the Study Area, there are significantly different land uses. To the east of Dufferin Street are stable residential areas designated Neighbourhoods, while to the west is a significant parcel of Employment Areas as well as a smaller Neighbourhood pocket. Neighbourhoods contain low scale residential buildings, schools, parks and a limited number of shops and services which serve the local community. Development within Neighbourhoods is intended to preserve and enhance the existing built form and land use character. West of the Study Area, between Dufferin Street and the CN Rail Line, is a significant Employment Area. Employment Areas are the focus of business and economic activity within the City, and consist of a variety of office, commercial, and industrial uses. The Employment Areas designation is meant to preserve and expand jobs in the area and allow for ongoing economic growth. Any development of Dufferin Street near Employment Areas will need to consider adjacent businesses and mitigate any potential impact on their operations and viability.

8


The City is currently undertaking a Five-Year Review of its Official Plan, which includes a review of Toronto’s designated Employment Areas. Key to the City’s updated Official Plan goals are the growth of new and expanded office space near rapid transit, the preservation of the City’s Employment Areas for business and economic activities and creating opportunities for retail and institutional sector growth to serve the needs of a growing population. The Employment Areas adjacent to Dufferin Street are proposed to be designated General Employment Areas (fronting onto Orfus Road) and Core Employment Areas (throughout the remainder of the employment area). Core Employment Areas are to be used for business and economic activities including offices, manufacturing, warehousing, transportation facilities, research and development, utilities, media facilities, industrial trade schools and vertical agriculture. Within General Employment Areas retail uses of all forms, fitness centres, and ice arenas are permitted in addition to all those uses permitted in Core Employment Areas, to provide amenities to these areas and serve the employment population. Other key Official Plan Policies relevant to the Study Area include the following: •

Transportation policies to maintain and develop the City’s transportation network to help manage growth. These include increasing transit priority; supporting Travel Demand Management measures to reduce auto dependency in targeted growth areas; ensuring the safe and efficient movement of goods and services; and creating an urban environment that encourages and supports walking and cycling.

•

Municipal infrastructure policies to maintain and develop water, wastewater and stormwater management infrastructure, providing adequate facilities to support new development. They also seek to reduce water consumption, wastewater and stormwater flows and improve water quality.

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

ASTRAL STREET


CARTWRIGHT AVENUE GROTON STREET

Public Realm policies to enhance the design quality, safety and comfort of the urban environment, in particular by designing city streets to provide connections with adjacent neighbourhoods, divide larger sites into smaller development blocks, and create adequate space for all users and functions. The Plan also encourages the creation of plaza walkways and mid-block connections to improve pedestrian amenity, as well as new parks and open spaces fronting onto streets for visibility, access and safety.

PAUL DAVID STREET

•

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE


SPARROW AVENUE

ORFUS ROAD AD

ON

ET

CRESTON ROAD

HIGHLA

ND HIL

O ROAD BENALT

ND AVE

DRIVE MFIELD BLOSSU

FAIRHOLME AVENUE

MARLEE AVENUE

CAROUSEL COURT

Apartment Residential

WENDERLY DRIVE NUE

ELWAY COURT

LOIS AVE

GLEN LONG AVENUE

ENNERDALE STREET

Residential PLAYFAIR AVENUE

DELL PARK AVENUE

MAJESTIC COURT

CLAVER AVENUE

Fig. 4. Existing Consolidated Land Use Zones Zoning

BOLINGBROKE ROAD

CORK AVENUE

CORONA STREET

GOOD SHE

PHERD

COURT

LAWRENCE AVENUE WEST

HAVEN ROAD

EUPHRA SIA DRI

CONLA

DANE AVENUE

Mixed-Use GLENBROOK AVENUE

Commercial

Parks Other Open Space Covered Under Former North York Zoning Bylaw Study Area Boundary


NUE

AVENUE LLAND MULHO

APEX ROAD

L

CELT AVENUE

Industrial/Commercial

9

STOCKTON ROAD

KRIEGER CRESCENT

SAMOR ROAD

VE

Building New Neighbourhoods policies requiring comprehensive planning frameworks help to inform the development of areas where new infrastructure, streets, parks and local services are required to support new development. Such neighbourhoods are to be viable communities, which integrate with the City’s surrounding fabric, such as the existing land uses adjacent to the area of the Dufferin Street Avenue Study.

FL

IN STRE

Community Services and Facilities policies to address the City’s goals and objectives for providing adequate and equitable access to a full range of community services and facilities in established and growing neighbourhoods. These functions should be included in all significant private sector development, through incentives and public initiatives. Strategies for providing new social infrastructure or improving existing community service facilities should be developed in areas experiencing major growth or change. CONVENT COURT

•

RO

GT

IN

EM

DUFFLAW ROAD

•

Parks and Open Space Areas policies to call for a system of community parks that are distributed throughout the City’s neighbourhoods. Such parks should provide linkages to create recreational corridors, and be maintained or expanded in size to improve usability.

DUFFER

•

COLDSTREAM AVENU

Lawrence Allen Secondary Plan City Council adopted the Lawrence-Allen Secondary Plan in December 2011, following a three-year major study exploring opportunities to revitalize the area bounded by Lawrence Avenue West on the south, Highway 401 on the north, Bathurst Street on the east and Dufferin Street on the west. The main goal of the plan is to showcase an “innovative approach” to revitalization, “that prioritizes the development of a complete community through coordinated public and private investment in housing, infrastructure and the public realm.” This includes the revitalization of social housing stock as well as private development to complement a range of employment, social and recreational options. Beyond the centrally located Focus Area for redevelopment and intensification, additional areas for growth are anticipated in the designated Mixed Use Areas, Institutional Areas and Avenues within the Secondary Plan area. The plan includes provisions in the event of new development on the Yorkdale Shopping Centre lands to improve servicing and infrastructure related to the site. All new development is encouraged to contribute to an environmentally sustainable community, such as through the use of green building technologies and alternative energy generation. Zoning The lands in the Study Area fall within two different zoning regimes that are currently in force for this segment: the former City of North York By-law 7625 and the new Toronto Zoning By-law 569-2013 (see Consolidated Land Use Zones figure). On the east side, all of the properties with the exception of Yorkdale Shopping Centre have mixed commercialresidential zoning under the new Toronto By-law. On the west side, only the seven properties from Jane Osler Boulevard, up to and including the southwest corner of Bentworth Avenue, are within

10 DUFFERIN STREET AVENUE STUDY

the new Toronto By-law: five of these are zoned for mixed commercial and residential uses; and the two properties between Cartwright and McAdam Avenues are zoned for residential uses. The remaining parcels along the east side are zoned in the North York by-law for a broad range of light industrial, commercial and institutional uses. Current Permitted Height (As of Right) Similarly, height permissions within the Study Area are drawn from both the Toronto By-law 5692013 and the former North York By-law 7625 (see Consolidated Maximum Height Zones figure). On the east side south of Yorkdale Road, height permissions range from 10.5m to 14m, with the exception of the northeast corner of Dufferin Street and Lawrence Avenue West, where a site specific by-law permits three towers with heights ranging from 15 to 26 storeys. On the west side of Dufferin Street, from Jane Osler Boulevard to Bentworth Avenue, height permissions range from 10m to 14m, with the exception of 16 McAdam Avenue where there is a site specific zoning permission allowing a 27.5m, nine-storey building fronting Dufferin Street. At the southwest corner of Dufferin Street and Lawrence Avenue West, a 10m height permission increases to 24m further south. The employment zone on the west side of Dufferin Street carries height restrictions that relate to residential proximity. These restrictions stipulate that within 20m of an abutting residential zone the maximum permitted height is 8.8m, and between 20 and 70m of an abutting residential zone on the same side of the street, the maximum permitted height is 15m. There is otherwise no maximum building height. By-law 7625’s “Schedule D” is an Airport Hazard Map relating to the Downsview Airport, restricting height based on flight paths and airport proximity. This additional overlay limits height in the Study Area to either 45.72m or 60.96m, and also limits the height of Yorkdale Shopping Centre to 15.24m.

City of Toronto Guidelines

HIGHWAY 401

YORKDALE ROAD

Avenues and Mid-Rise Buildings Study

ASTRAL STREET

BRIDGELAND AVENUE


GROTON STREET

PAUL DAVID STREET

CARTWRIGHT AVENUE

YORKDALE ROAD


The Avenues and Mid-Rise Buildings Study was undertaken to determine an appropriate form of intensification along the OP’s designated Avenues in support of the creation of a main street environment that is compatible with adjacent Neighbourhoods. The resulting performance standards inform the review of development applications for properties within an Avenue that have an underlying Mixed Use Areas designation. The general premise of the guidelines is that maximum building heights should be relative to the width of the adjacent road rightof-way. On most parts of Dufferin Street within the Study Area, where the right-of-way is 30 metres in width, the guidelines would permit a maximum height of 30m (approximately nine storeys) where made possible by sufficient lot depth and specific site conditions.

ALCESTER STREET

BENTWORTH AVENUE


SPARROW AVENUE

ORFUS ROAD

AD

ON

RO

GT

IN

EM

IN STRE

ET

FL

STOCKTON ROAD

DUFFER

KRIEGER CRESCENT

CRESTON ROAD

SAMOR ROAD

City of Toronto Tall Building Design Guidelines L

Tall Buildings are defined as those with a height greater than the width of the right-of-way on which they are located. The guidelines promote design excellence in buildings that respect the existing and planned context, and provide a high-quality public realm. As Dufferin Street has a 30m right of way, buildings exceeding 30m in height will be subject to review under the Tall Building Guidelines.

ND HIL HIGHLA

BENALT

ND AVE CONLA

LLAND MULHO

APEX ROAD

O ROAD

NUE

AVENUE

DUFFLAW ROAD

CELT AVENUE

BLOSSU

MFIELD

DRIVE

DANE AVENUE

FAIRHOLME AVENUE

City of Toronto Infill Townhouse Design Guidelines

MARLEE AVENUE

Townhouses are defined as low-rise, grade-related, attached residential units which are constructed in rows or blocks. Such developments offer the opportunity to provide infill housing at densities appropriate for existing stable neighbourhoods, and offer the opportunity to develop new neighbourhoods which provide a strong relationship between new housing and public streets and open spaces. The Infill Townhouse Design Guidelines are applicable City-wide and will be considered in relation to any new townhouse development within the Dufferin Street Avenue Study.

NUE

ELWAY COURT

8-9 Storeys GLENBROOK AVENUE

Up to 26 Storeys Height Subject to Special Permissions Covered Under Former North York Zoning Bylaw Study Area Boundary

11

DELL PARK AVENUE

MAJESTIC COURT

WENDERLY DRIVE

4-5 Storeys

LOIS AVE

HAVEN ROAD

GLEN LONG AVENUE

ENNERDALE STREET

2-3 Storeys PLAYFAIR AVENUE

CAROUSEL COURT

CLAVER AVENUE

Fig. 5. Existing Consolidated Height Zones Zoning: Maximum Height

BOLINGBROKE ROAD

EUPHRA SIA DRI

VE

CORK AVENUE

CORONA STREET

GOOD SHE

PHERD

COURT



COLDSTREAM AVENUE

Long time local businesses

Dufferin Street north by Highway 401

Regional destination

Early development on Dufferin Street


New mixed-use development

Existing Neigbourhoods

Auto-dominated streetscape

4. EXISTING CONDITIONS This segment of Dufferin Street is undergoing a process of evolution, from a rural road, to an autodominated retail environment to a future urban place. 4.1 CHARACTER Built form along this portion of Dufferin Street mostly dates from the 1950s, 60s and 70s. The Study Area is overwhelmingly auto-oriented, including shopping plazas, strip malls, car dealerships and commercial buildings, all set well back from the road and typically limited to two storeys in height. Several house form structures also appear on Dufferin Street between Sparrow and Celt Avenues (some now converted to commercial uses). The few taller buildings in the Study Area are the Holiday Inn at Bridgeland Avenue, the small office building at Samor Road and residential slab towers around the Columbus Centre. Immediately outside of the Study Area, house form and large single-storey industrial buildings predominate. Built form is shaped in part by lot size, and is affected by the radically differing lot depths on each side of Dufferin Street. For example, on the east side, where lots are relatively narrow and shallow, house forms, older strip malls and commercial pads predominate. On the west side, wide and deep lots allow for substantial setbacks and large front parking lots, and have produced warehouse and medium to large format retail structures.

Fig. 6. Existing Land Use Existing Land Use Residential Mixed-Use

Current land uses along Dufferin Street are varied throughout the Study Area, ranging from small retail stores to larger commercial centres, offices, autorelated uses and a hotel. There are a number of low-scale residential properties, as well as two higher density, primarily residential buildings permitted or under construction.


Commercial Community/Institituonal Vacant/Other Study Area Boundary

Dufferin Street is primarily commercial in nature, with approximately 80 per cent of properties including some form of retail, commercial, service or office use. Of this total, 38 per cent of the properties along Dufferin Street are comprised of a mix of uses, most commonly grade-related retail or office uses with residential units above. Only 15 per cent of properties in the Study Area are purely residential. Auto-related uses comprise 12 per cent of properties including dealerships, gas stations and service centres. Only 3 per cent contain office uses exclusively. The City of Toronto Official Plan identifies this segment of Dufferin Street as a 30m public rightof-way (27m south of Lawrence Avenue West). In fact, it currently varies from 25 to 31m, getting wider at the Lawrence Avenue West intersection and towards Yorkdale Road and Highway 401. A series of widenings, already planned, will increase the rightof-way up to a minimum of 30m, north of Lawrence Avenue West.

The sidewalks are currently quite narrow (1.5 to 2.0m) with paved boulevards between the curb and sidewalk. For a 30m road like Dufferin Street, the Avenues overlay anticipates a minimum boulevard dimension ranging from 4.8 to 6.0m. The current boulevard dimension on Dufferin Street is 7m on average, although this is often partly occupied by private parking within the right-of-way. Some paved portions of the boulevard are coloured and stamped, particularly in the southern half of the site, but their patterns are inconsistent and add little to the pedestrian experience. There are only three street trees within the Study Area, apparently recently planted. Some bus stops provide shelters and benches. However, away from bus stops, only one bench and one bicycle ring exist within the entire site. The street lights are standard roadway quality, and power lines are above grade on the entire east side and part of the west side.

Setback

Setback

Boulevard +/-7m

Boulevard

Back of Sidewalk Travel Lanes

Travel Lanes Shared Turning Lane

Dufferin Street Existing Streetscape Character


High

Du

ff

S e rin

tre e

t

La wr en ce Av en ue Digital model of the Study Area, showing existing and currently approved built form.

Physical model of the existing and planned Study Area used at public meetings and the design charrette.


way

4 01

4.2 DEMOGRAPHIC PROFILE A Community Services and Facilities (CS&F) Study Area and Context Area have been identified to encompass the broader neighbourhood, which includes the Lawrence-Allen Secondary Plan (see Fig. 7 below).

• • • • • •

higher proportion of seniors; fewer couple families; more single-family and multiple-family households; more families with children 25 years of age and over at home; more lone-parent families with 3 or more children; more private households with 4 or more persons; more single detached homes and row houses; lower levels of education; lower incomes; and higher levels of unemployment.

ST ST. BATHUR

WAY

• • • •

The following excerpt from the 2013 CS&F Profile highlights the Study’s main findings from its demographic analysis. A more detailed Demographic Profile is found in the 2013 CS&F Profile.

HIGH

The existing demographic profile shows the following trends for the Study Area, as compared to the City of Toronto as a whole:

401

RENC LAW

E. W. E AV

EN ALL

CNR RA

IL LINE

RD.

D GOL WIN

Fig. 7. Community Services and Facilities (CS&F) Areas


AVE.

NER STAY

AVE.

Dufferin Street Avenue Study Area Dufferin Street CS&F Study Area Context Area

4.3 PARKS AND OPEN SPACES

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

Yorkdale Shopping Centre ASTRAL STREET


CARTWRIGHT AVENUE

GROTON STREET

The Sterling Hall School

PAUL DAVID STREET

There are no public open spaces within the Study Area. The small Ranee, Conlands and Dane parks are located immediately to the east. Caledonia and Glen Long parks, further to the west and south, offer more substantial recreational facilities. The closest naturalized open spaces are North Park, west of the railway tracks, and Downsview Dells (as well as parts of Downsview Park in future), north of Highway 401.

Dane Park is being significantly reconfigured and expanded, as part of the Treviso development. Similarly, a new child care facility will be constructed on Dane Avenue at the intersection with the proposed road Via Bagnato.

YORKDALE ROAD

Bethany Chapel

McADAM AVENUE

GLEN BELLE CRESCENT

ALCESTER STREET

BENTWORTH AVENUE

Congregation Melech Yisrael

Ranee Park


Yorkdale Adult Learning Centre SPARROW AVENUE

ORFUS ROAD

In support of the CS&F Profile, the City of Toronto Parks, Forestry and Recreation Division provided an inventory of parks and open space within the CS&F Study Area. Staff identified approximately 26.7 hectares of parkland spread over 22 parkettes, local parks, City parks and beltline parks.

STREET DUFFERIN

STOCKTON ROAD

ROAD

HIGHLAND

CONLAN

Conland Parkette

BENALTO

D AVENUE

NUE LAND AVE MULHOL

APEX ROAD

HILL

CELT AVENUE

DANE AVENUE

Dane Parkette Expansion ELD DRIV

E

Lawrence Square Shopping Centre

BLOSSUMFI

Columbus Centre


St. Charles Borromeo Church CORK AVENUE CORONA STREET

GOOD SHE

PHERD COU

RT

CONVENT COURT

Convent of the Good Shepherd

FAIRHOLME AVENUE

St. Charles Catholic School

CLAVER AVENUE BOLINGBROKE ROAD

DELL PARK AVENUE

WENDERLY DRIVE ELWAY COURT

UE

Other Open Space

Study Area Boundary GLENBROOK AVENUE

Glen Long Park and Rink

Beth Torah Congregation

LOIS AVEN

ENNERDALE STREET

HAVEN ROAD

GLEN LONG AVENUE

San Lorenzo Church San Lorenzo Latin American Community Centre

MARLEE AVENUE

Public Park

PLAYFAIR AVENUE

MAJESTIC COURT

Villa Colombo

CAROUSEL COURT

Parks Fieldstone Accessible Open Spaces Fig. 8. and Existing Parks and Publicly Day School Publicly Accessible Open Spaces

Regina Mundi Dante Alighieri Catholic SchoolAcademy


AD RO

CRESTON ROAD

SAMOR ROAD

DUFFLAW ROAD

EUPHRA SIA DRIV

E

The Study Area is identified in the City of Toronto Official Plan as being within a Parkland Acquisition Priority Area. Within these priority areas development is subject to an Alternative Parkland Dedication Rate which is higher than the dedication rate in nonpriority areas, and requires the contribution of new parkland, or cash-in-lieu of parkland. Cash-in-lieu may be used for the acquisition new parkland of or for the improvement of existing parks within the vicinity of the development. No parks are located within the Dufferin Street Avenue Study Area.

Lawrence Heights Middle School

KRIEGER CRESCENT

ON GT

IN

EM

FL

Wenderly Park

COLDSTREAM AVENUE

4.4 COMMUNITY SERVICES AND FACILITIES (CS&F) Community Recreation Facilities There are a variety of facilities which offer recreational opportunities for local residents in the Study Area. A 3.2 km radius was applied around the Dufferin Street Avenue Study Area, as this is the distance that people are typically willing to travel to utilize such facilities. Within this radius, there are 40 locations where the Parks, Forestry and Recreation Division have offered programming at some time, 30 of which were utilized in 2012. The three primary recreation facilities, which are owned by the City and where programming is available year round, are the Barbara Frum Recreation Centre, Glen Long Community Centre and the Lawrence Heights Community Centre. No recreation facilities are located within the Dufferin Street Avenue Study Area itself. Libraries There is only one branch of the Toronto Public Library located within the CS&F Study Area, which is the Barbara Frum District Branch; however, the Maria A. Shchuka District Branch and the Evelyn Gregory Neighbourhood Branch also fall within the Context Area boundaries. District Branches such as Barbara Frum and Maria A. Shchuka have 2.5km service areas and are of suitable size to serve areas with populations over 100,000. The service area of the Barbara Frum District Branch includes the entirety of the Dufferin Street Avenue Study Area and is currently serving a population of 62,000. The Evelyn Gregory Library serves only the southwest corner of the Context Area, and has been identified as being undersized. No libraries are located within the Dufferin Street Avenue Study Area.


Child Care The Dufferin Street CS&F Study Area contains 10 child care centres, eight of which are non-profit and two of which are commercial. As compared to the City of Toronto as a whole, the CS&F Study Area is not receiving an equitable amount of child care fee subsidy. This is particularly problematic in the south and east parts of the CS&F Study Area, as these areas also have high rates of child poverty. In January 2014, there were over 450 children on the waiting list for fee subsidy child care within the CS&F Study Area. The ongoing implementation of Full-Day Kindergarten is expected to curb the demand for licensed child care, opening up more of the current spaces for four and five year olds to younger children. Schools The Toronto District School Board (TDSB) is currently operating five schools within the Context Area, two of which fall within the CS&F Study Area – the Lawrence Heights Middle School, and the John Polanyi Collegiate Institute/Bathurst Heights Learning Centre. The four elementary schools have a total capacity of 1,229 students, and as of January 2014, had a utilization rate of only 58 percent (943 students). Likewise, the lone TDSB secondary school in the area, with a capacity of 1,302 students, had a 48 percent utilization rate (621 students) in 2014. While the TDSB is under capacity, Toronto Catholic District School Board (TCDSB) is over capacity. The TCDSB is operating four schools within the Context Area, three elementary schools and one secondary school. The three elementary schools have a combined pupil capacity of 1,078, and with 1,083 students enrolled are currently over capacity at 101 per cent. The secondary school, Dante Alighieri Academy, had 1100 students enrolled in 2014. With a capacity of 651 students the school has

a utilization rate of 169 percent. There are currently plans underway to increase the TCDSB capacity in the area, with a new elementary school planned east of the Allen Expressway, and a replacement facility with a capacity of 1,300 students for Dante Alighieri Academy. No schools are located within the Dufferin Street Avenue Study Area. Human Services/Community Agencies There are 42 Human Services Agencies within the CS&F Study Area, which provide a range of support services to individuals and families. Services provided include community health, self-employment training for youths and immigrants, language interpretation, immigrant settlement services and legal services. Employment support programs are deemed to be of particular importance to residents in the CS&F Study Area because of its concentration of new immigrants and higher than average poverty rates. Also, the Lawrence-Allen CS&F Study cited a need for additional sharable program space for increased service provision.


4.5 TRANSPORTATION INFRASTRUCTURE Both transit and vehicular travel along Dufferin Street are subject to frequent congestion. There are limited east-west connections across the street and the network does not operate as efficiently as it could. The transportation use of Dufferin Street is highly diverse. Trips of all modes that utilise the Dufferin Street study corridor originate from and end in all parts of the Greater Toronto Area. In the southbound morning peak period, it is estimated that almost half (47 percent) of all trips using the Dufferin Street study corridor originate or end in travel analysis zones beyond the study corridor. Following is a discussion of the existing condition for the various component transportation networks. See the Chapter 4 of the Transportation Master Plan for a more detailed analysis of existing transportation infrastructure.

VEHICULAR NETWORK

Highway 401

Yorkdale Road

D

Bridgeland Avenue

Jane Osler

B

Astral Street

Jane Osler Boulevard

Cartwright Avenue

Groton Street

Paul David Street

Dufferin Street is a major arterial that facilitates access to the Yorkdale Shopping Centre with dedicated ramps and right turns. The Lawrence Avenue West and Bridgeland Avenue-Yorkdale Road intersections with Dufferin Street experience the highest traffic volumes in the Study Area, with 40,000 and 35,000 vehicles passing through in a weekday 8-hour period, respectively. Intersection performance is largely influenced by traffic from Highway 401.

Bridgeland/Yorkdale

Yorkdale Road Mcadam Avenue Glen Belle Crescent

Dufferin Street generally has two lanes in each direction and an alternating centre turn lane. In the southern portion of the Study Area, Dufferin Street is narrower with two lanes in each direction and occasional bus bays. There are few turning restrictions along Dufferin Street.

Alcester Street

Bentworth Avenue

E

Bentworth Avenue

Bentworth/Ranee Ranee Avenue

Sparrow Avenue

B

Orfus Road

Orfus

d

oa

nR

gto

min

Street

Fle

Dufferin

Parking is not allowed on Dufferin Street, nor is it on most side streets. There is a significant amount of off-street private parking throughout the corridor.

Samor Road

Samor

Stockton Road

Krieger Crescent

Creston Road

A

Celt Avenue

Highland

Hill

Road Benalto

C

pherd Cou rt

D Good She

> 10 to 20 seconds > 20 to 35 seconds

Lawrence Avenue West

D

> 35 to 55 seconds

E

> 55 to 80 seconds

F

> 80 seconds

Fig. 9. Existing Vehicular Network Level of Service (LOS) and Control Delay per Vehicle: Weekday PM Peak Hour

Street Classification Arterial: Major Arterial: Minor

A

> 10 seconds

B

> 10 to 20 seconds

Collector

C

> 20 to 35 seconds

Study Area Boundary

D

> 35 to 55 seconds

E

> 55 to 80 seconds

F

> 80 seconds

Street Classification Arterial: Major Arterial: Minor Collector

Elway Court

Lois Avenue

Ennerdale Street

Glen Long Avenue

Wenderly Drive

Dell Park Avenue

Marlee Avenue

Claver Avenue

Fairholme Avenue

Majestic Court

Corona Street

Cork Avenue

Bolingbroke Road

Convent Court

Blossumfi eld Drive

> 10 seconds

A Lawrence West B

Carousel Court

Euphrasia

Haven Road

Avenue

Level of Service (LOS) and Control Delay per Vehicle: Weekday PM Peak Hour

Dane Avenue

Playfair Avenue


Conland

Mulhollan

Apex Road

Drive

Planned Improvements The provincial Ministry of Transportation intends to replace and modify the Highway 401 access ramp and flyover, but not substantially reconfigure it.

d Avenue

Dufflaw Road

The entrance and exit ramps to Yorkdale Shopping Centre lack marked crossings along Dufferin Street. While sidewalks exist along the length of the street, they are missing on some side streets. The areas with the highest current pedestrian demand include the neighbourhood east of Dufferin Street, between Ranee Avenue and Dane Avenue, and the neighbourhood west of Dufferin Street, south of Lawrence Avenue West.

Glenbrook Avenue

Coldstream Avenue

Passengers waiting for the TTC

Traffic congestion north of Lawrence

Pedestrian and northbound queues

TTC Route 29: Dufferin Bus

Northbound queues between Ranee and Jane Osler


Queues on Orfus Road

PEDESTRIAN NETWORK Bridgeland/Yorkdale 691 pedestrians

250m

Orfus Road and Lawrence Avenue West are the busiest intersections for pedestrians in the Study Area.

Sidewalks exist along the length of Dufferin Street, but are missing on some side streets (both sides of Jane Osler Boulevard; one side of McAdam Avenue, Glen Belle Crescent, Bentworth Avenue, Sparrow Avenue, Samor Road, Celt Avenue, Dane Avenue and Cork Avenue) and in some cases are in poor condition.

150m

Bentworth/Ranee 791 pedestrians

240m

Orfus 1329 pedestrians

Samor 822 pedestrians

500m

There are six signalized crossings on Dufferin Street with large distances between intersections (see Pedestrian Movement figure). The average distance is 300m, with the longest being the 500m between Lawrence Avenue West and Samor Road, and the shortest the 150m between Orfus Road and Bentworth Avenue-Ranee Avenue. Entrance and exit ramps to Yorkdale Shopping Centre lack marked crossings along Dufferin Street. Walking through the Bridgeland Avenue/Yorkdale Road intersections is uncomfortable.

The McAdam Turning Loop has a negative physical and visual impact on the pedestrian realm, and represents a substantial barrier to cross.

Lawrence 1327 pedestrians

Existing Pedestrian FacilitiesNetwork + Fig. 10. Existing Pedestrian Average Pedestrian Volumes Per Day Signalized Pedestrian Crossing at Intersection Intersection Spacing Study Area Boundary


Jane Osler no counts available

350m

The highest one-day pedestrian count on record was 2,300 pedestrians at the Lawrence Avenue West and Dufferin Street intersection (February weekday) which indicates a fairly busy level of pedestrian activity.

Encroachment on the pedestrian boulevard

Inadequate pedestrian environment for an Avenue

Few amenities along the street from pedestrians

Dufferin Street and Orfus Road: High pedestrian intersection with ladder markings

Some of the local streets have discontinuous or no sidewalks


CYCLING NETWORK Earl Bales Park

Downview Dells Currently, there is no bike network in the immediate Study Area. The only existing nearby lanes are located on Marlee Avenue south of Lawrence Avenue West.

Dufferin

Plewes

Bentworth

Wilson

Ranee

Marlee

Englemount

Ridgevale

Rail Corridor

The City of Toronto Bike Plan and Lawrence Allen Secondary Plan propose a network of on-street and off-street cycling facilities in the greater area (see Planning Cycling Network figure). Dufferin Street, Lawrence Avenue West, Ranee Avenue/Samor and Bentworth Avenue/Yorkdale Road are identified in the Lawrence Allen Secondary Plan as Major On-Street Cycle Routes (bike lanes), with proposed signed Rustic routes along Sparrow Avenue/Orfus Road and Dane North Park Avenue. Dufferin Street, Lawrence Avenue West, Ranee Avenue/Samor Road and Bentworth Avenue/ Queen’s Yorkdale Road are identified in the Lawrence Allen Greenbelt Secondary Plan as Major On-Street Cycle Routes (bike lanes), with proposed signed routes along Sparrow Avenue/Orfus Road and Dane Avenue.

Glencairn

Roselawn York Beltline Trail

Kay Gardner Beltline Trail

Fig. 11. Planned Cycling Network - Wider Context Proposed Bike Network Structure Plan Existing Bike Lane Possible Building Edge Proposed Bike Lane New Public Streets Existing Signed Route Public Park Proposed Signed Route Urban Plazas Existing Off-Road Dufferin Gateway Proposed Off-Road Dufferin Promenade Study Area Boundary Development Block

Cyclist on Dufferin Street

Property Line Study Boundary


TRANSIT NETWORK

Downsview Station

The Dufferin Bus (TTC Route 29) carries around 40,000 bus passengers per day, and continues to be one of the busiest and most crowded in the entire city. The TTC has increased service frequency (every 2 minutes during peak hours) and upgraded to the new higher occupancy 18.0m articulated bus.

ers Dufferin 40,000+ rid

O Line

Bridgeland 10,000-20,000 riders

Barrie G

The most used stops in the Study Area are at Yorkdale Shopping Centre, Orfus Road and Lawrence Avenue West. TTC bus routes that travel through the Study Area provide connections to the YongeUniversity-Spadina subway line.

Wilson Station

Wilson

Yorkdale Station and GO Bus Terminal

Ranee

Caledonia

Orfus

Flemingdon

10,000-20,000 riders

Lawrence

40,000+ riders

Marlee

Lawrence West Station

Glencairn

Spadina Subway

Glencairn Station

Eglinton Station

Eglinton LRT

Fig. 12. Existing Transit Network - Wider Context Transit TTC: Subway TTC: Bus Routes GO Transit Rail Corridor Area with Elevated Transit Passenger Activity Study Area Boundary

Southbound TTC bus on Dufferin Street


Levels of Service on TTC Routes Wkday Peak Route 5 min*** 29 Dufferin 47 Lansdowne B****15-25 min 47 Lansdowne C****20-26 min 52 Lawrence West 5 min 6 min 58 Malton 12.5-14 min 59 Maple Leaf

Wkday Mid 3 min 15 min none 7.5 min 7.5 min 30 min

Sat Mid 4 min 18 min none 7-10 min 11 min 30 min

**** In 2014, TTC plans to carry out detailed evaluations to potentially increase service on 29 Dufferin to 2.5 minutes during peak hours, and collapsing 47 Lansdowne branches B and C into one route, possibly increasing service on Dufferin between Yorkdale Road and Bridgeland Ave.

4.6 SERVICING INFRASTRUCTURE

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

See the Infrastructure Master Plan for a more detailed analysis of existing sewer and water infrastructure.

ASTRAL STREET

Sanitary Servicing Sanitary sewers located in the municipal roadways collect domestic wastewater from the existing developments and convey them to downstream trunk sewers and ultimately to treatment plants prior to discharge back into the environment. There is a stretch of Dufferin Street, between Highway 401 and McAdam Avenue, where existing buildings discharge wastewater to sewers located in the side streets. Existing developments on the west side of Dufferin Street within the Study Area discharge wastewater to sanitary sewers located on Bridgeland Avenue, Jane Osler Boulevard and Cartwright Avenue.


GROTON STREET

PAUL DAVID STREET

CARTWRIGHT AVENUE

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE


SPARROW AVENUE

ORFUS ROAD AD

ON

STOCKTON ROAD

KRIEGER CRESCENT

Basement Flooding Study The Study Area straddles two of the City’s Basement Flooding Study Areas (numbers 16 and 17). The Environmental Assessment for Area 16 has been completed while that for Area 17 is ongoing. The final results of the former and interim results of the latter will assist in the assessment of existing infrastructure capacities and any needs for improvements in order to support the planned redevelopment within the Dufferin Street Avenue Study Area.

CRESTON ROAD

L HIGHLA

ND HIL

O ROAD BENALT

ND AVE CONLA

LLAND MULHO

APEX ROAD

BLOSSU

MFIELD

DRIVE

DANE AVENUE

26 DUFFERIN STREET AVENUE STUDY / FINAL REPORT / DTAH

MARLEE AVENUE


NUE

Sanitary Sewer

DELL PARK AVENUE

LOIS AVE

GLEN LONG AVENUE

ENNERDALE STREET

Storm Sewer PLAYFAIR AVENUE

CAROUSEL COURT

CLAVER AVENUE

Fig. 13. Existing Servicing Infrastructure Servicing Infrastructure

MAJESTIC COURT

EUPHRA SIA DRI

FAIRHOL;ME AVENUE

BOLINGBROKE ROAD

CORK AVENUE

CORONA STREET

GOOD SHE

PHERD

COURT


HAVEN ROAD

As noted above, the Study Area is located within two Basement Flooding Study Areas whose Environmental Assessments are either underway or complete and, accordingly, the work for this project will be guided by the interim or final results of those exercises, as the case may be. Within the Study Area,

NUE

AVENUE

CELT AVENUE

DUFFER

DUFFLAW ROAD

IN STRE

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SAMOR ROAD

VE

Storm Servicing The storm drainage system is comprised of sewers ranging in size from 600 mm to 1350 mm in diameter. The existing developments were generally established in an era prior to when the implementation of any stormwater management controls became customary or mandated, accordingly, opportunities to improve this condition exist and will be explored.

RO

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Watermain GLENBROOK AVENUE

Study Area Boundary

COLDSTREAM AVENU

a planned upgrade to a storm sewer on Jane Osler Boulevard is scheduled to occur in 2014, being one of the recommendations of the Basement Flooding Study Area 16 work. Water Distribution The water supply and distribution system is composed of a network of watermains located in each of the municipal roads within the Study Area and ranging in diameter from 150 mm to 300 mm. Local pressures generally lie in the 55 to 70 psi range, depending on elevation. The City of Toronto has identified several upgrades to the local water distribution system: •

Cork Avenue – Watermain Replacement in 2014

•

Glen Belle Crescent – Watermain Replacement in 2014

•

Orfus Road – Watermain Replacement in 2014

•

Apex Road – Watermain Cathodic Protection in 2017

•

Samor Road – Watermain Structural Relining in 2018

The upgrades involving watermain replacement and structural relining are expected to improve hydraulic performance of the system. Cathodic protection and structural relining efforts will extend the service life of the existing infrastructure.


Making Dufferin Street a place will require many different components


5. GUIDING PRINCIPLES The following nine principles were developed based on public consultation, planning policy and the research conducted during Phase 1. The Guiding Principles significantly informed all of the Avenue Study’s recommendations. 1. Make Dufferin Street a Place Principle: The components of city building should together compose a physical environment that supports an active, healthy, vibrant, and dynamic community. Beyond their utilitarian purpose as corridors for movement, streets can have many other, equally important, qualities. They are highly valued civic spaces as settings for public social life and activity. This segment of Dufferin Street should develop its own identity as a neighbourhood—an identity initially shaped by built form and public realm elements, but filled out by the particular character of its residents and businesses. The best urban main streets are where there are narrow-fronted shops, with transparent display windows and entrances, set back sufficiently from the roadway to allow for canopies, street trees and furniture, and room for boulevard window shopping, outdoor eating and merchandising, as well as the circulation of passing pedestrians. Where residential uses meet the ground floor, and street activity is less intensive, the condition should become greener and park-like, buffering homes from the noise of traffic. Bicycle facilities would further promote a healthy lifestyle. The best residential streets are more intimate in scale and detail, allowing residents to live at a slower pace. Buildings are appropriately designed and set back further from the roadway with lushly planted and wellmaintained front yards.


Streets can be destinations and communities in their own right.

Surrounding Neighbourhoods.

The entire Study Area is designated Mixed Use, but retail uses may only be essential at grade in certain areas.

2. Protect the Adjoining Neighbourhoods and Employment Areas

3. Redevelop with Appropriate Land Uses and Densities

Principle: The interface between the redevelopment sites and the adjoining Neighbourhoods and Employment Areas should minimize adverse impact by creating a comfortable transition.

Principle: Land uses and densities in the Study Area should be part of a coherent strategy, while responding appropriately to existing conditions.

Built-form and public realm design guidelines are required to minimize the visual and traffic impacts of higher density development on the adjacent lowdensity residential Neighbourhoods and Employment Areas. Specifically, negative visual and shadow impacts of tall buildings on Neighbourhoods should be avoided. Building heights should be stepped down towards the side of the properties furthest away from Dufferin Street. Any new tall buildings in the Study Area should be sited away from Neighbourhoods. On the west side of Dufferin Street the existing context includes an established Employment Area which should be protected and appropriately buffered from any new sensitive uses such as residential development.


Although the entire Study Area is designated Mixed Use in the Official Plan, intensive ground level retail uses may be more appropriate for some parts of it than others. Density controls are required to help guide the intensity and location of redevelopment within the Study Area. These controls will work in concert with the built form guidelines to minimize stress on the local transportation capacity and achieve appropriate transition to the surrounding context.

New side streets should divide the larger blocks.

The local street network should expand and accomodate all users in a safe and efficient manner.

4. Integrate Land Use and Redevelopment with Supporting Infrastructure

5. Improve Mobility and Balance Movement Priorities

Principle: Redevelopment provides an opportunity to improve transportation and servicing infrastructure to support the existing and future community.

Principle: Enhance movement through the Study Area by providing greater access to walking, cycling and public transit use, as well as creating new streets and connections through redevelopment parcels.

Grid patterns allow municipalities to guide future growth in a manner that supports incremental development of varied scales and facilitates connectivity for all modes. The grid permits the distribution of traffic, and provides a variety of routes to all parts of the community for all users. In the large parcels, where the frontage on Dufferin Street is much greater than the traditional urban block, publicly accessible streets should be introduced, both in north-south and east-west directions. These streets will segment the block to better relate to the surrounding context, improve pedestrian connectivity, and provide a street address for development internal to the super-block. Servicing infrastructure may also need to be upgraded to meet the needs of new development. This should be coordinated with the installation of streetscape upgrades and permeable surfaces of the aforementioned new streets.


Existing street uses and community input points to heavy traffic as one of the most significant problems in the Study Area. With intensification, a finer mix of land uses that places residents closer to their work and transitoriented redevelopment comes with the opportunity to provide rebalanced modes of transportation and create a shift in mobility. Improvement to the quality of sidewalks, and the addition of bicycle facilities will encourage walking and cycling in the community. Priority treatments, where possible, will improve the speed and attractiveness of public transit. A network of local streets, to be introduced into larger redevelopment parcels, will provide better connectivity, while safer access control measures– such as medians–will be considered to facilitate turning vehicles and improve overall flow. See the Transportation Master Plan for more details.

New public spaces can be green or hardscape in character, fully public or semi-public in ownership.

A vibrant public realm includes both buffered and interactive ground level uses.

6. Create Quality Public Spaces and Parks

7. Create a Green, Safe and Attractive Place

Principle: New public parks, promenades, streetscape improvements and privately owned open spaces should create a connected and coherent system that enhances and provides an identify for the Study Area.

Principle: A vibrant and actively used public realm should be established, framed by redevelopment. Streets, parks and publicly accessible open spaces will support a range of local social and recreation activities.

The Study Area is located within a parkland acquisition priority area and is subject to the City’s Alternative Parkland Dedication By-law. Redevelopment and intensification to Residential and Mixed Use presents an opportunity to create new public parks that are safe, visible and accessible and that can be enjoyed year-round.

The pedestrian realm is the primary setting for public life in cities. Pedestrian space that is well proportioned, connected, comfortable, safe and attractive contributes to the quality of life of all citizens. Improvements for pedestrians should focus on increasing space to support social and retail activities, providing visual relief in an urban setting, and elevating environmental quality. Streets, the foremost open spaces in the Study Area, should be the primary address for all new buildings. There are two approaches to treating the transition space between the private and public realms. The first promotes interaction between the ground floor uses and the public sidewalk, which has a primarily paved character to accommodate commercial/ pedestrian activities. The second approach provides privacy for the ground floor uses and usually has a soft planted character for residential activities.


Tall buildings and townhouses may both be appropriate in particular locations.

Redevelopment should bring with it new schools, community centres and other facilities, if necessary to meet demands.

8. Encourage a Rich and Varied Urban Form

9. Improve Community Services and Facilities through Redevelopment

Principle: Redevelopment should include a mix of residential and commercial uses at various scales, with mid-rise buildings as the dominant built form. With redevelopment comes the opportunity to define a vibrant, mixed use, high-quality, transit-oriented built form—and to create places where people will want to live, work, recreate, shop and spend time. Redevelopment should incorporate mixed-use projects, new housing, neighbourhood and cityserving retail, as well as schools, parks and other amenities to serve the local community. Mid-rise buildings should predominate, in keeping with the recommendations of the Avenues and Midrise Buildings Study. However, taller buildings may be appropriate in certain sites and townhouses may provide a transition to adjacent neighbourhoods and employment areas. All buildings should be green, accessible and safe. Setbacks can enhance the public realm experience or buffer ground level uses from the street. Stepbacks at a particular height can be used to define a consistent streetwall.


Principle: The City should support redevelopment and improve the quality and supply of community services and facilities within the Study Area. One of the aspects most impacted by an increase in population is the provision of community services and facilities. As redevelopment occurs, the City and school boards are required to maintain an adequate level of service provision, as outlined in Section 3.2.2 in the Official Plan. While Dufferin Street is already served by a strong and growing network of community services and facilities, additional investment may be required. Potential priorities for planning a livable and complete community could include the acquisition of land for parks and the enhancement of existing libraries, community centres, schools, child care facilities, human agency space and streetscape improvements. Development should play a role in funding any new facilities needed to serve the future population.

6. OPTION DEVELOPMENT AND EVALUATION

Treviso condominium, which inspired Option 1.

Dream condominium at McAdam Avenue, which inspired Option 2.

6.1 OPTION DEVELOPMENT Planning Framework Informed in part by the community design charrette, the Study Team first developed a general planning framework, which would be applied to all land use and built form options. This framework laid out a pattern of streets, blocks, and open spaces. Initial Land Use and Built Form Options Within this framework, three initial design options were proposed: 1. The ‘Treviso’ Option used the precedent of the Treviso high-rise mixed use development at the corner of Dufferin Street and Lawrence Avenue West. 2. The ‘McAdam’ Option was based on the recently approved mid-rise development at the corner of Dufferin Street and McAdam Avenue. 3. The ‘Queen and Portland’ Option placed greater emphasis on commercial uses. It mixed mid-rise buildings with urban-format big box retail, similar to the complex at the corner of Queen Street West and Portland Street.


Queen and Portland complex, which inspired Option 3.

Demonstration Each of the options was then demonstrated in a digital massing model. From the digital models the gross floor area was calculated, the land use mix was determined, and the potential future population and number of jobs was calculated.

6.2 EVALUATION The options were evaluated using a comprehensive matrix of qualitative criteria that included: • • • • • • • •

Land use and density Building new neighbourhoods Built form Public realm Public art Transportation Servicing Community services and facilities

In terms of mobility, residential land uses generate fewer trips per unit area compared to other uses, while retail generates few morning peak trips, but many more afternoon peak trips. This understanding led the Study Team to favour residential mixed use, a conclusion that reinforces existing Official Plan

Phase 3 - Test and Confirm Ideas

Develop Planning Framework

Phase 4

Develop Land Use Options

Demonstrate Built Form

Evaluate and Test Options

Define Preferred Option

Refine and Further Explore Alternative Designs Fig. 14. Process for Testing and Confirming Ideas to Define the Preferred Option Ideas Informed by Guiding Principles and Charrette Input

More Detailed Analysis of Transportation, Servicing, and

policy. A detailed analysis the transportation Community Services and of Facilities Infrastructure will ContinueThe Study Team gained considerable insight with Preferred through the iterative process of identifying and implications of theOption options is included in Chapter 8 of evaluating options. The preferred design described the Transportation Master Plan. in the Recommended Guidelines and Standards Refining and Further Exploring Alternative ultimately represents a more advanced and detailed Designs development of the options, but is particularly influenced by the mid-rise mixed use character Two additional options were later added, to test of ‘McAdam’ and ‘McAdam Reduced.’ Like these issues raised during the evaluation of the initial options, it also limits tall buildings to the north and options. These reflect the highly iterative and broadly south gateways to the Study Area. explorative process that the Study Team engaged in. 4. The ‘McAdam Reduced’ Option responded to concerns about the intensity of built form in the initial ‘McAdam’ model.

Arriving at Recommendations

5. The ‘Mid-rise or Big Box’ Option investigated development that was more varied in form, a possibility raised at the design charrette.

•

The Study Team’s analysis of existing conditions and policies.

•

Suggestions and feedback obtained during the public and stakeholder consultations, including public open houses, meetings with a local advisory committee, interviews with individual stakeholders, the community design charrette session and the design review panel.

•

Ongoing reference to the Guiding Principles.

•

The testing, evaluation and iterative development of the options, as outlined in this chapter.

Defining the Preferred Option In the initial round of three options, the ‘McAdam’ Option appeared to fare best. In this second round of evaluation, which included Options 4 and 5, ‘McAdam Reduced’ and ‘Mid-rise or Big Box’ at least partially met all the criteria, including those in the area of Transportation. The ‘McAdam Reduced’ Option ultimately fared best.


Recommended Guidelines and Standards that the Study Team arrived at reflect the following:

7. RECOMMENDED GUIDELINES + STANDARDS Dufferin Street has begun a process to transform from an auto-oriented retail focused environment to an urban setting. The intent of this Study is to ensure that all development contributes to making a special place. 7.1 INTRODUCTION The Study seeks to capitalize on current development interest and ensure that proposed higher density forms provide the qualities and amenities that will create an attractive, liveable community with a mix of uses, walkable streets, distinctive neighbourhoods, and access to open spaces. These goals were strongly articulated by the community and stakeholders during the public consultation process. Implementation of the recommendations will take place concurrently with the actions outlined in the Transportation and Infrastructure Master Plans. The Planning and Design Framework Recommendations in this Chapter provide a clear pattern of development blocks connected by a system of public streets, parks and open spaces that are scaled to pedestrian activity and movement. Together with the built form, mobility and streetscape guidelines, the framework will support ongoing implementation, provide a broad perspective for incremental change and present the metrics for assessing development proposals as they come forward. The Planning and Design Framework Recommendations illustrate, at the Study Area scale, the essential elements and important relationships that will shape the emerging community. In the following sections, each of the blocks is described in more specific detail, with guidelines and standards for streets and blocks, parks and open space, land use, built form and height, and density.


Where appropriate, a demonstration model view is provided for each block to illustrate one possible outcome when the framework, guidelines and standards are implemented. The recommended development scenario of primarily residential mixed use was modelled based on a land use mix of 95% residential uses and 5% nonresidential uses for each of the blocks, with the exception of Block 1 (which assumes the retention of the hotel use) and Block 14 (Yorkdale Mall). This assumes the primarily residential redevelopment of each site with some residential-related gross floor area (e.g. lobby, amenity space) and retail use at grade level. This Study provides a planning and design framework to guide and direct development towards a coherent collective future. It will give City staff, decisionmakers, and private interests a common basis for the evaluation of design and development issues during the design review and approval process for individual private development proposals.

7.2 PLANNING AND DESIGN FRAMEWORK RECOMMENDATIONS The following recommendations describe the intent of the planning and design framework, including the overall vision for the physical form and character of the entire Study Area.

Fig. 15. Structure Plan Structure Plan Possible Building Edge New Public Streets Public Park Urban Plazas Dufferin Gateway Dufferin Promenade Development Block Property Line Study Boundary


STREETS AND BLOCKS Background

1

The Study Area contains a number of large blocks that will require new local streets to facilitate redevelopment and improve permeability, especially for pedestrians. A finer grid-form network of streets is desirable for a number of reasons, including safety, visibility, legibility, and better street access to individual buildings. These goals were articulated by the public during the consultation process. Currently, Dufferin Street is interrupted with frequent curb cuts, which provide direct vehicle access to individual properties. This system results in traffic delays due to turning vehicles, and is unfriendly and unsafe for pedestrians, who must contend with cars moving across their path. Future redevelopment, likely to increase the number of cars accessing these properties, will make the situation untenable. A truly pedestrian place will only come to fruition through a commitment to a more fine-grained network of streets and pedestrian routes that are lined with richly varied building frontages that support and are supported by active public spaces. The proposed Streets and Blocks framework plan is scaled to achieve this pedestrian purpose. Its impacts are documented in the Transportation Master Plan. The need to impose a finer grid onto large redevelopment blocks is indicated in Official Plan Policy 3.1.1 (14). The desire to extend the laneway network to provide better access to off-street parking is indicated in Official Plan Policy 2.4 (5b). For the larger blocks that front Dufferin Street, the block size model is similar to the recent Treviso development at Dufferin Street and Lawrence Avenue West. Treviso’s blocks of approximately 75m by 75m align to the width of those in the adjacent Neighbourhoods and so can be considered “typical” development blocks for this area.


14 2 3

14a 4

13 12

5

6

11

7 10 9a 8 9

Fig. 16. Streets and Blocks Framework Plan Streets and Blocks Strategy New Public Street: Fixed Location New Public Street: Flexible Location Development Block Study Boundary

Guidelines and Standards R1

Divide large land parcels with street rights-ofway to ensure a high level of permeability for public circulation and to encourage a scale of redevelopment similar to that of traditionally sized blocks.

R2

A system of public or publicly accessible laneways and mews should be introduced to ensure service vehicle and parking access, and to facilitate internal block circulation for vehicles and pedestrians.

R3

New streets and laneways should be in public ownership with 20m and 7.5m right-of-way widths, respectively. A standard street width of 20m provides maximum flexibility for present and future streetscape configurations. The 7.5m lane width permits two directional traffic and a minimal sidewalk space. In special circumstances where public dedication is not feasible, private streets and lanes may be permitted if full public access is guaranteed and design standards match those of public streets.

R4

The City should adopt the Streets and Blocks Framework Plan that illustrates the pattern of streets that is recommended as development proceeds. The Streets and Blocks Framework Plan includes Fixed Location Streets, Flexible Location Streets, and Laneways. Fixed Locations Streets are those which, for particular reasons, must be placed in a specific location. Flexible Location Streets are required to be oriented in a particular direction, but the exact locations of which can be determined through the development approval process.

A network of varied streets, lanes and mews to support a wide range of uses and activities


PARKS AND OPEN SPACES

•

Streetscape Greening. The Study Area is almost entirely absent of street trees. While finding room for healthy tree growth is challenging on some city streets, Dufferin Street’s planned 30.0m right-of-way and the scope of redevelopment potential mean that ample space can be made available for streetscape improvements. More detail regarding Streetscape follows later in this chapter.

•

Parks and Urban Plazas. The entire Study Area falls into a Parkland Acquisition Priority Area, as identified in the Official Plan, in which a greater parkland dedication requirement (15%) is in place for higher density residential and mixeduse redevelopments. Parks and/or urban plazas are required in each of the larger blocks. For a more detailed discussion on rates of parkland dedication and recommended programming, see the Community Services and Facilities Strategy appended to this Report. Urban Plazas are small, privately-owned, publicly-accessible areas with a predominantly hardscape character. This study recommends that they be located at key nodes where pedestrian and retail activity is anticipated to be the most intense.

•

Courtyards. Through this study’s explorations and input from the public and Design Review Panel, it was discussed that a different arrangement of built form and open space is both possible and welcome. Courtyard buildings, where a u-shaped building is open to a street, are recommended as a means to introduce more greening and provide relief along Dufferin Street from the typical “street-wall urbanism” promoted along the Avenues. The courtyards would be privately owned and in most cases semipublicly accessible. This study recommends that courtyards be further explored as part of new development, particularly in the larger blocks.

Background Projects shall include urban open space wherever possible as part of a larger functional and animated pedestrian environment, and exhibit a positive sense of place, not to simply serve as the setting for a building. There are currently no parks or open spaces within the Study Area. Redevelopment and intensification presents the opportunity to contribute to a range of high-quality parks and public spaces that contribute to an intense urban setting. New public parks, promenades, streetscapes, and other publicly accessible open spaces should be combined to form a coherent and accessible green space system. New public spaces should have individual identities but contribute to the whole. New public spaces should be high quality environments that support a wide range of roles, allow for a variety of pedestrian uses, and are distinct yet visually connected through the use of contemporary materials and details. The greening strategy and overall parks and open space framework includes the following key components: Landscape Gateway. Dufferin Street is one of the major exits from Highway 401, and is the first urban experience of the City that many motorists have as they head toward Yorkdale Shopping Centre or downtown destinations. As such, it should be considered as a ‘higher order’ gateway and given an appropriate landscape treatment in recognition of this. The landscape gateway will occupy the lands between the ramps and required setbacks for the blocks at the northern end of the Study Area. The gateway could include special planted features, landmark signage or large public art installations.


Landscape Gateway

Parks and Parkettes

Courtyards


Landscape Gateway

Urban Plazas

Urban Plazas

Parks and Parkettes

Guidelines and Standards R5

The Dufferin Landscape Gateway shall establish a green vegetated entrance to the City from Highway 401 and as one approaches from the north. The gateway shall occupy the lands between the Highway 401 ramps, the minimum mandatory 14.0m setback from the Dufferin off-ramp, and the minimum 7.0m setback for the portions of Blocks 1 and 14 as identified.

R6

Parks should be located on each of the larger blocks (with the exception of Yorkdale Shopping Centre), and at the present site of the McAdam turning loop.

R7

On smaller lots, where the size or configuration of the required parkland conveyance would prove unusable or undesirable, developments should provide cash-in-lieu funds, as directed by the Toronto Municipal Code - Development of Land, Chapter 415, Article IV, to contribute toward the development of parks in the Study Area.

R8

Parks should provide a high quality design, be sustainable and provide a sense of place for residents.

R9

Public parks and open spaces should be considered as a network, always front onto public streets, provide appropriate space for recreational needs and ensure good visibility, access and safety.

R10 Parks should be visible and accessible from adjacent public streets, and be of a usable shape, topography and size that reflect their intended use (Official Plan 3.2.3 (8 b-c)).


R11 All parks shall front onto public streets (Official Plan 3.1.1 (18)). R12 Prior to the redevelopment of any parcel on a larger block (blocks 1,6,7,8,14) the proponent must submit a conceptual Block Plan for the comprehensive redevelopment of the entire block. Proposed parkland provided through dedication requirements should be located at the mutual property line, in order to permit its eventual expansion to the second parcel. R13 Urban plazas are required at the following locations: Dufferin Street and Orfus Road, southwest corner (Block 6); Dufferin Street and Lawrence Avenue West, northwest corner (Block 8); Yorkdale Mall. R14 Urban plazas and publicly accessible privately owned public spaces are subject to the City of Toronto’s guidelines for Privately-Owned Publicly-Accessible Space. R15 New buildings should be positioned to positively define the shape and function of open space. R16 Projects should contribute to a hierarchy of open spaces and outdoor environments in a range of publicly accessible, communal, and private open space types. R17 New parks and open space should provide for a range of uses and amenities. R18 Avoid ambiguous, un-programmed or residual orphaned spaces.

R19 Encourage courtyard building arrangements facing Dufferin Street. Where private courtyards and outdoor spaces are visible from the public realm, they should enrich the pedestrian experience.

YORKDALE ROAD

BRIDGELAND AVENUE

1 14 ASTRAL STREET


2 CARTWRIGHT AVENUE

GROTON STREET

PAUL DAVID STREET

R20 Encourage the development of publiclyaccessible open spaces at ground level. Where feasible, design these open spaces in relation to local serving retail uses such as cafes and to the public open space network.

HIGHWAY 401

3

YORKDALE ROAD

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R21 Integrate outdoor amenity spaces such as roof gardens, terraces or balconies into the architecture of the building.

4

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GLEN BELLE CRESCENT

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12

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R22 A 5.0m boulevard setback is required for the larger blocks to allow for the recommended Dufferin Promenade streetscape improvements. See R5 for areas of broader setbacks in Blocks 1 and 14. No below grade uses or structures are permitted within the setback.

SPARROW AVENUE

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R23 Street trees should be planted on both sides of all streets in the Study Area, existing or proposed, wherever possible.

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R24 Public art is encouraged for, open spaces, and boulevards.

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Street Greening

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MAJESTIC COURT

Conceptual Location for Potential New Public Park

CAROUSEL COURT

Greening Strategy Fig. 17. Parks and Open Space Framework Plan

PLAYFAIR AVENUE

GLENBROOK AVENUE

Dufferin Landscape Gateway Public Park - New or Existing Other Open Space - Existing Study Boundary


FAIRHOLME AVENUE

CORONA STREET

GOOD SHE

CORK AVENUE

COLDSTREAM AVENUE

LAND USE Background Grade-Related Uses The Official Plan encourages pedestrian-oriented retail uses at grade along Avenues (see Section 3.5.3). This Avenue Study supports this policy, but also acknowledges that the Study Area presently lacks a pedestrian-oriented retail character and is adjacent to an existing regional shopping centre, which may generate competition and challenge the health of retail along Dufferin Street. For these reasons, the Study Team recommends mandatory retail at grade only at key nodes. The setbacks proposed in the Built Form and Height section are designed to provide the option for retail and pedestrian amenity space (e.g. café seating, open-air display of goods) where needed. In areas where residential uses occur at grade, the setbacks will allow the street to take on a ‘green’ character, with additional landscape space to provide the appropriate transition from the public sidewalk to private space. Mixed Use Areas The entire Study Area is designated Mixed Use Areas on Map 17 in the City’s Official Plan. Within Mixed Use Areas a broad range of uses are encouraged, providing opportunities to live, work and shop within the same area. Mixed Use Areas are anticipated to accommodate growth, with new service, employment and residential uses all locating within these diverse areas in a manner that is appropriate to their surrounding contexts, with adequate transportation and infrastructure servicing. The recommended redevelopment scheme meets the goals of the Mixed Use Areas designation. Employment Uses Toronto City Council has recently adopted clear policy directions which prioritize the conservation of existing Employment Areas, in support of


existing businesses and in order to incubate and welcome new businesses which will provide longterm employment prospects. This objective may be compromised when sensitive land uses are introduced within, or in proximity to, designated Employment Areas, as such uses may affect environmental certificates under which industries operate, or complaints may be filed about adverse effects from industrial operations. Sensitive uses, including residences, parks, and community facilities, are anticipated to result from the redevelopment of the Study Area, and as such are required to be designed and constructed to prevent residents or users from being affected by noise, traffic, odours or other contaminants from nearby industry. Auto-oriented and large format retail uses are discouraged, in keeping with the Official Plan policy for Avenues and with consideration for mitigating negative transportation impacts. Compatibility with adjacent land uses has also been considered, including the provision of appropriate separation distances from Employment Areas, as outlined in the Ontario Ministry of the Environment’s Land Use Compatibility Guidelines. A review of permitted uses allowed in the current underlying zoning for the adjacent Employment Areas indicates that they would be categorized as Class I industries, where a minimum 20m separation distance from sensitive uses is recommended. That distance is reflected in this Study’s recommendations (see Transition, under Built Form and Height). In addition, the City’s new policy directions which support the maintenance of existing, and the development of new, office space have been considered through this study. City policies specifically direct the development and/ or replacement of office space to the Downtown and Central Waterfront, the Centres, and locations within 500 metres of existing or approved and funded subway, light rapid transit or GO transit stations. As properties within the Study Area do not meet these locational criteria, they are not prioritized for office development, though they would not be precluded from developing with office uses as contemplated by the Mixed Use Areas designation.

Guidelines and Standards R25 No changes are recommended to City of Toronto Official Plan Map 17 (Land Use), on which the Mixed Use Areas designation is currently applied to all properties within the Study Area.

1 14

R26 A mixed use condition is recommended for the Study Area, in which residential uses predominate.

2 3

R27 A policy of mandatory retail at grade is recommended, to be applied only to selective sites within the Study Area through implementing zoning. At all other sites, retail will be encouraged at grade, but not required.

14a 4

12

5

R28 In order to satisfy the Ministry of the Environment’s Land Use Compatibility Guidelines, a minimum 20m separation distance is required for uses that abut Employment Areas to ensure that the proposed development of sensitive uses does not compromise the ongoing vitality of their operations.

11

6

7 10 9a 8 9

Fig. 18.Related Grade Related Uses Grade Uses Retail at Grade: Mandatory Retail at Grade: Encouraged but not Requried Park Frontage Study Area Boundary


13

BUILT FORM Background Good urban places are composed of many buildings, varied in type and size. New buildings should help shape the pedestrian realm, respect existing land uses and incorporate the most recent advances in sustainable building and sound community development principles. The scale of new development must balance the transit supportive intensification objectives with the protection of adjacent stable residential neighbourhoods. Intensification can and should improve overall environmental and community sustainability. Built form analyses conducted through this study conclude that the policy context, guiding principles, and direction received from the public consultation activities can be satisfied if mid-rise development is the primary form of intensification, with tall buildings sited strategically at the northern and southern extents of the Study Area, and if new development is concentrated towards Dufferin Street, transitioning to lower development closer to the adjacent Neighbourhoods and Employment Areas. This pattern of built form is entirely consistent with the overall study objectives of having substantial built up edges and mixed uses towards the Dufferin Street corridor to give shape and a sense of enclosure as well as reinforcing the pedestrian realm of the main street. The built form guidelines are intentionally nondescriptive regarding architectural style and detailing to allow for the widest range of possible development.


Guidelines and Standards R29 Mid-rise buildings shall define the Dufferin Street frontages of the redevelopment blocks and provide a transition towards the low-rise buildings adjacent to the existing residential neighbourhoods. R30 The differing lot depths on Dufferin Street will produce midrise buildings of asymmetrical height–taller ones on the west and shorter ones on the east. However, they will be unified by a common streetwall height of 20.0m maximum. R31 Courtyard buildings of mid-rise height—those that have an open end towards a public street or network—are encouraged along Dufferin Street in places where ground level retail is not required to further the sense of green and openness along the corridor. R32 Tall buildings will be limited to the northern and southern extents of the Study Area, acting as gateways and separated a considerable distance from the existing low-rise buildings. R33 Townhouses or street-related units are encouraged to create a finer residential scale within the larger blocks and as a transition from the taller, more intense building types that are massed towards Dufferin Street. R34 All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards. R35 All new tall buildings shall adhere to the City of Toronto Tall Building Design Guidelines. R36 All new townhouse development shall adhere to the City of Toronto Infill Townhouse Urban Design Guidelines.

Examples of Tall Buildings

Examples of Mid-Rise Buildings along Avenues

Example of Mid-Rise Buildings along Avenues

Examples of Townhouse Buildings


Example of Townhouse Buildings

Examples of Courtyard Building

SETBACKS Background

1

Setbacks are not required on Avenues, however they will assist in achieving one of the goals of the Official Plan’s policy for streets—to improve the civic and pedestrian experience (see Official Plan 3.1.1 (5-6)). They also reinforce the goals of the Transportation Master Plan, which encourages walking and cycling. Landscaped setbacks will enhance retail uses, allowing shops and patio space to flourish. Green setbacks will buffer residential uses at grade, offering greater privacy and separation from the street. The programming of these setback areas will vary. Where grade-related retail is developed, setbacks will take on a hardscape character, extending the sidewalk, adding a second row of trees and allowing room for cafe patios and other retail amenity space. Where residential uses occur at grade, their character will be green in nature. Building projections, such as small balconies, awnings, canopies and overhangs may extend into the setback area.

14 2 3

14a 4

12

5

11

6

7 10

Guidelines and Standards R37 A minimum 3.0m setback is required for all shallow blocks fronting on Dufferin Street.

13

9a 8 9

R38 A minimum 3.0m setback is required for all new development on local streets, existing or proposed. R39 A 5.0m setback is required on all larger blocks that front on Dufferin Street between Lawrence Avenue West and Orfus Road and all existing east-west local streets (Orfus Road, Samor Road and Apex Road).

Fig. 19. Recommended Mandatory Minimum Setbacks Setbacks* 14.0m: Setback from MTO Ramp 7.0m: Dufferin Landscape Gateway

R40 In Block 1, a minimum 14.0m setback is required by the Ministry of Transportation adjacent to the Dufferin off-ramp.

5.0m: Green Setbacks and Existing East West Streets

R41 A minimum 7.0m setback is required to implement the Dufferin Landscape Gateway on Blocks 1 and 14 at the northern end of the Study Area.

No Setbacks Required: Park or Recent Redevelopment


3.0m: Local Streets 3.0m: Typical Avenue Setbacks

Study Boundary * Not to Scale: setbacks illustrated are conceptual only

ANGULAR PLANES AND TRANSITIONS Background This study applies and adheres to the front and rear angular planes defined in the Avenues and MidRise Buildings Performance Standards. Where new development backs onto existing Neighbourhoods, the angular planes and setbacks outlined in that document will serve as the required transitions. In some of the larger blocks (Blocks 1, 6, 7), angular planes are also used to determine the location of tall buildings (taller than the height suggested by the right-of-way width), and mid-rise buildings. The intent of this approach is to avoid overwhelming the narrower rights-of-way and adjacent Neighbourhoods with buildings of substantial height. Light manufacturing is permitted in the zoning of the adjacent Employment Areas. Provincial guidelines require a separation distance between industrial and residential uses, to limit resident exposure to noxious conditions and avoid conflicts that may affect industrial operations. In this case, due to the low intensity of manufacturing activity permitted in the current zoning, a minimum 20m separation is considered appropriate (regardless of whether manufacturing is currently taking place or not). Under the City’s newly-adopted policies, new development in Mixed Use Areas will not interfere with the function of existing employment uses in Employment Areas by affecting Environmental Compliance Certificates of industries and their renewal, or complaints of adverse effects to the Ministry of the Environment under the Environmental Protection Act which could require changes to industrial operations or restrict operating hours. In addition, new development in Mixed Use Areas shall not preclude the ability to provide


appropriate buffering of employment uses from sensitive residential and institutional uses or the implementation of the Ontario Ministry of the Environment D series guidelines for compatibility between industry and sensitive uses or any successor guidelines. Guidelines and Standards R42 All new buildings in the Study Area will be subject to angular plane performance standards. These planes will apply to both midrise buildings and the bases of tall buildings, as well as to establish the height and location of tall buildings. R43 Throughout the Study Area, the following angular planes will be applied: •

Front angular planes extending at a 45 degree angle from the front property line, beginning at a height 80 percent of the width of the adjacent right-of-way.

•

Rear angular planes for deep properties (over 44.6m in depth) backing onto Neighbourhoods extending at a 45 degree angle from the rear property line. A 7.5m rear setback from the residential zone is also required.

•

Rear angular planes for shallow properties backing onto Neighbourhoods, extending at a 45 degree angle, beginning 10.5m above the ground, 7.5m from the rear property line.

•

For properties backing onto Employment Areas, a setback distance of 20m should be required between any building containing sensitive land uses and the rear property line. The resulting 20m transition area may include: a street (required in Blocks 1 and 8); a laneway; landscaped space, either private or publicly accessible; or surface parking, as a least preferred alternative.

Fig. 20. Angular Planes Applied Across Dufferin Street, illustrating the maximum streetwall height and how it is applied to both shallow and deep sites.

30.0m (approx. 9 storeys) Maximum Mid-Rise Building Height 3.0m stepback

45°

24.0m

24.0m 20.0m (approx. 6 storeys) Maximum streetwall

The most shallow site in the study area can support a maximum 20m building (6 storeys)

4.5min ground floor Retail Commercial or Residential Uses at Grade

45°

10.5m

Retail Commercial or Residential Uses at Grade Shallow Site As sites increase in depth Setback they may support additional height up to the maximum of 30m (9 storeys) 3.0m

Fig. 21. Special Angular Planes in Blocks 6, 7 and 8, along existing and new east-west streets Maximum Mid-Rise Building Height Where Permitted per Height Schedule 30.0m (approx. 9 storeys)

Minimum Setback of Maximum Mid-Rise Building where Permitted 14.0m

20.0m (approx. 6 storeys) Maximum Height

3.0m stepback

16.0m 45°

16.0 (approx. 4 storeys) Maximum streetwall

4.5min ground floor Retail Commercial or Residential Uses at Grade Typical Local or Collector Street (20m Right-of-Way)

Front Property Line


Front Property Line

3m/5m Setback

3m/5m Setback

7.5m Setback and Public Lane Dedication

Rear Property Line

Front Property Line

Setback

Dufferin Street (30m Right-of-Way)

Front Property Line

5.0m

Existing Neighbourhood

The deep sites in the study area can support a maximum 30 m building (9 storeys) with a 20m streetwall (6 storeys) to relate to the east side Dufferin

Deep Site

45-degree angular planes define maximum building envelope

45°

Building Envelope on the South Side of Block 1 Minumum Separation Distance Between Tall Buildings and new Right-of-Way

Fig. 22. Transition from adjacent Neighbourhood Special Angular Planes in Block 1

30.0m

Minumum Distance Between Maximum Mid-Rise Building and new Right-of-way 14.0m

Maximum Tall Building Height 45.0m (approx. 14 storeys)

30.0m (approx. 9 storeys)

Tall Buildings Permitted (Subject to Tall Building Design Guidelines)

Maximum Mid-Rise Building Height

20.0m (approx. 6 storeys) Maximum Tall Building Base Height 16.0m

45°

16.0 (approx. 4 storeys) Maximum streetwall

3.0m stepback

4.5min ground floor Retail or Residential at Grade Rear Property Line

Existing Neighbourhood

New Local Street (20m Right-of-Way)

Fig. 23. Transition from Employment Areas, Typical

3.0m Setback

Fig. 24. Transition from Employment Areas, Blocks 1 and 8 Separation from Employment Lands-Block 8

Separation from Employment Lands 30.0m (approx. 9 storeys) Maximum Height where Permitted per Height Schedule 3.0m stepback 20.0m (approx. 6 storeys)

20.0m (approx. 6 storeys) Maximum Height where Permitted per Height Schedule

Maximum Height

20.0m No-Build Area Permitted: Public Streets, Lanes, Landscaped Buffer, Surface Parking


4.5min ground floor

Retail or Residential at Grade

Retail or Residential at Grade Employment Lands

Rear Property Line

Rear Property Line

Employment Lands

4.5min ground floor

20.0m Mandatory Public Street Dedication

3.0m Setback

HEIGHTS Background The City of Toronto’s Avenues and Mid-rise Buildings Study defines mid-rise buildings as being between three storeys and a height equivalent to the width of the right-of-way on which the building fronts. In the Study Area, this means minimum heights of 10.5m and maximum heights of 20m, 27m, and 30m depending on the site location. Tall buildings are only permitted at specific sites at the north and south ends of the Study Area. This reflects: •

The status of those locations as nodes, at the intersection of major east-west movement corridors (Highway 401 and Lawrence Avenue West), as well as their closer proximity to subway stations.

•

The adjacency of Block 8 to existing and approved tall buildings in the ‘Treviso’ development on Block 9 and the Villa Charities buildings south of Lawrence Avenue West.

•

The complexity of redeveloping Block 1, recognizing that due to required setbacks, roads and parkland conveyances, a density that could be achieved with mid-rise buildings alone on the other large blocks cannot be achieved without tall buildings here.

Tall Buildings are recommended for the special gateways.

Mid-Rise Buildings are recommended for the majority of the Study Area.

Any future tall buildings will be evaluated against the City’s Tall Building Design Guidelines. Building heights are restricted to 45.72m (Block 1) and 60.96m (Block 8) pursuant to Schedule ‘D’ of North York Bylaw 7625, which relates to the flight paths of Downsview Airport. In the event that airport operations change such that those flight paths may be altered, the maximum heights of tall buildings in the Study Area will be reviewed.

Townhouses are appropriate for transition towards the Neighbourhoods the Employment Areas.


HIGHWAY 401

HIGHWAY 401

YORKDALE ROAD

YORKDALE ROAD

BRIDGELAND AVENUE

BRIDGELAND AVENUE

Block 1 Maximum Tall Buildings 45m (14 storeys)

1

1 14

14 JANE OSLER BOULEVARD

ASTRAL STREET

2

2 CARTWRIGHT AVENUE

YORKDALE ROAD

14a

YORKDALE ROAD

14a GLEN BELLE CRESCENT

ALCESTER STREET

4

BENTWORTH AVENUE

13

BENTWORTH AVENUE

3 McADAM AVENUE

GLEN BELLE CRESCENT

4

BENTWORTH AVENUE

GROTON STREET

3

McADAM AVENUE

PAUL DAVID STREET

GROTON STREET


RANEE AVENUE

12

5

12

5 SPARROW AVENUE

SPARROW AVENUE

ORFUS ROAD

ORFUS ROAD

6

7

CELT AVENUE

LAND AVE

D AVENUE

NUE

10

MULHOL

APEX ROAD

DANE AVENUE

DANE AVENUE

9a 8 ELD DRIV BLOSSUMFI

Block 8 Maximum Tall Building 65m (20 storeys)

26st

E

9

E

9

Block 9 Existing Tall Buildings

21st

ELD DRIV

8

BLOSSUMFI

9a

15st


GOOD SHE

27m (8 storeys)

GLENBROOK AVENUE

20m (6 storeys) 15m (3 storeys) Defined No Build Zones: i.e., Buffers, Future Streets or Parks Study Boundary


ELWAY COURT

CORONA STREET

Area within which New Tall Buildings are permitted

GLEN LONG AVENUE

COLDSTREAM AVENUE

MAJESTIC COURT

MARLEE AVENUE

BOLINGBROKE ROAD

WENDERLY DRIVE

Study Boundary

GLENBROOK AVENUE

ELWAY COURT

UE

ENNERDALE STREET

HAVEN ROAD

UE

GLEN LONG AVENUE

Existing Tall Buildings

DELL PARK AVENUE

LOIS AVEN

MAJESTIC COURT

CAROUSEL COURT

LOIS AVEN

ENNERDALE STREET

30m (9 storeys)

CLAVER AVENUE

DELL PARK AVENUE

PLAYFAIR AVENUE

WENDERLY DRIVE

FAIRHOLME AVENUE

Fig. 25. Permitted Locations for Tall Buildings Locations for Tall Buildings MARLEE AVENUE

BOLINGBROKE ROAD

EUPHRA SIA DRIV

E

CORONA STREET

Existing Mid-Rise or Base Buildings: 30m

CORK AVENUE

FAIRHOLME AVENUE

CLAVER AVENUE

HAVEN ROAD

RT PHERD COU

RT PHERD COU GOOD SHE

CORK AVENUE

E EUPHRA SIA DRIV


Fig. 26. Maximum Building Height (excluding Tall Buildings) Maximum Mid-Rise Heights PLAYFAIR AVENUE

HILL

HIGHLAND HILL DUFFLAW ROAD

ROAD BENALTO

MULHOL

CONLAN

LAND AVE

D AVENUE

NUE

DUFFLAW ROAD

10 APEX ROAD

CRESTON ROAD

SAMOR ROAD

CELT AVENUE

STOCKTON ROAD

KRIEGER CRESCENT

CONLAN

7

AD RO

HIGHLAND

CRESTON ROAD

SAMOR ROAD

11

ROAD

STOCKTON ROAD

KRIEGER CRESCENT

ON GT

IN

EM

FL

DUFFERIN

DUFFERIN

AD RO

STREET

11

STREET

6

ON GT

IN

EM

FL

CONVENT COURT

ALCESTER STREET

13

BENALTO

PAUL DAVID STREET

CARTWRIGHT AVENUE

CAROUSEL COURT

ASTRAL STREET


COLDSTREAM AVENUE

Similarly, the 15m maximum height imposed on Block 14 reflects the 15.24m restriction for that site contained within Schedule ‘D’ of North York Bylaw 7625. It is also roughly consistent with the height of the existing shopping mall. The 20m maximum base building height matches the stepback that this Avenue Study recommends for mid-rise buildings on 27m and 30m rights-of-way. Guidelines and Standards R44 Buildings with greater heights are recommended closer to the Dufferin Street frontage. Smaller buildings are recommended to the rear of the larger and deeper blocks. This recommendation supports the Avenues policies regarding appropriate transition and the guiding principles for this study. Absolute height limits and angular planes will regulate the heights of buildings in various locations. R45 Mid-rise buildings are appropriate for the entire Study Area, with the exception of Block 14. The maximum height of mid-rise buildings should vary depending on the width of the adjacent right-of-way. They should be: •

30m (approximately nine storeys) on Dufferin Street north of Lawrence Avenue West and 27m (approximately 8 storeys) south of Lawrence Avenue West, based on the rights-of-way. This 1:1 ratio of building height to right-of-way is drawn from the City of Toronto’s Avenues and Mid-Rise Buildings Study. This maximum height will extend around the corners, where Dufferin Street intersects with side streets. The implementation of rear angular plane provisions will mean that most of the properties on shallow blocks will be unable to reach the full permitted height.


•

20m (approximately 6 storeys) for buildings fronting onto side streets, existing and proposed, which have a 20m right-of-way. This 1:1 ratio of building height to rightof-way is drawn from the City of Toronto’s Avenues and Mid-Rise Buildings Study.

R46 The minimum height for all buildings will be 10.5m (approximately 3 storeys). R47 Tall buildings are only recommended for the northern and southern ends of the site, where they can serve as gateways to the Study Area. The location for Tall Building Placement is illustrated in the Permitted Locations for Tall Buildings figure. R48 In all cases, the bases of tall buildings shall be no greater than 20.0m (approximately 6 storeys) in height and no less than 10.5m (3 storeys)

STEPBACKS Background Good urban streets and places require buildings along their edges of sufficient height and continuity to provide a sense of enclosure, but not be so tall as to over-power or over-shadow them. Stepbacks are portions of buildings that are recessed from the primary street facing wall. Stepbacks help to relate the scale of larger buildings to the scale of the pedestrian. The application of front and rear angular planes means that many of the properties in the Study Area are unlikely to achieve the maximum permitted midrise height. On the shallowest sites, which are as little as 30.0m in depth, angular planes effectively limit a building to a height of 20.0m (approximately six storeys). To ensure the appearance of consistency along the street, the recommended maximum streetwall height is 20.0m for all sites and new development that address Dufferin Street. While building height may vary, a consistent streetwall at 20.0m will do much to visually tie both sides of Dufferin Street together.

Mid-rise development with streetwall stepbacks and facade articulation to reduce the perception of building mass to the pedestrian

On smaller 20.0m rights-of-way, a stepback is required at 16.0m (80 per cent of the right-of-way width), as recommended by the Avenues and MidRise Buildings Performance Standards. Guidelines and Standards R49 All mid-rise buildings that front Dufferin Street shall provide a stepback of 3.0m at a height of no more than 20m (approximately six storeys). This step back requirement applies to both the 30.0m and 27.0m right-of-way segments of Dufferin Street in the Study Area. R50 All mid-rise buildings that front 20m rightsof-way shall provide a step back of 3.0m at a height of no more than 16m (4 to 5 storeys), and no less than 10.5m (approximately three storeys).


6 storey street wall with stepback to tall building

DENSITY Background Density recommendations were developed based on land use and built form modelling, existing precedents and context. The recommendations were also informed by what densities are possible, given height restrictions from Downsview Airport, and the Official Plan policies that direct development on the Avenues.

2.5

14 3.5

2 14a

3 3.5

3.5

6

7

3.5

4

13

5

12

3.5

3.5

2.5

10 3.5

3.0

3.0

8

9a

3.5

9

Density Concept Fig. 27. Recommended Maximum Densities 0.0

Maximum Overall Block Density 3.5x FSI 3.0x FSI

•

Less than 2.5x FSI

2.5x FSI

Current Redevelopment Sites No Density Assigned. Subject to further Study No Additional Density Permitted Study Boundary


3.5

11

2.5

This study recommends an overall Study Area density of 2.5x FSI. This recommendation: Supports contextually appropriate intensification within Dufferin Street’s Avenues designation, as is required by the Official Plan (Policy 2.2.3 – 2b), and allows for appropriate built form, transition to

0.5

3.5

This Study recommends an appropriate built form which creates a human-scale street wall along the Dufferin “main street,” while meeting Official Plan objectives for effective transition to areas of lower development intensity and scale; offers ample opportunities for new parks, open spaces and public realm improvements; and responds to the angular plane, stepback and setback provisions achievable pursuant to the City’s guidelines for midrise development and in-force height restriction. Accounting for these factors, built form models suggest that the ‘typical Avenue’ sites can achieve a density of up to 3.5x FSI. On deeper blocks, a significant area must be set aside for public street conveyances, park dedications, greater setbacks, private courtyards plazas, surface parking (if present), separation distances from employment uses and other landscaped areas which have been identified as priorities throughout this Study. These conveyances, roads and open spaces will result in a higher net development density and a built form which is similar to what is contemplated for the ‘typical Avenue’ sites. The proposed built form will then provide transition towards low density land uses to the west.

1

adjacent areas, and transit supportive measures such as minimum development densities. •

Provides intensification which meets the Places to Grow: Growth Plan for the Greater Golden Horseshoe requirement of 400 residents and jobs per hectare (Policy 2.2.4 – 5 a)

•

Considers the existing and future transportation capacity on Dufferin Street, which is already limited as determined in the preliminary transportation analysis of this Study. The proposed average density for the corridor represents a moderate scale of development that recognizes these limitations, while allowing for incremental intensification subject to further study of future transportation conditions.

•

•

Assigns—with only two exceptions—all deep development blocks a gross density of 2.5x FSI, and all shallow ‘typical Avenue’ blocks a gross density of 3.5x FSI. The difference between the densities deemed appropriate for these blocks reflects: •

The amount of area on the larger blocks that must be set aside for public street conveyances, park dedications, greater setbacks, and for private courtyards, plazas, surface parking and other landscaped areas.

•

The general premise that the maximum 30.0m mid-rise height, and therefore higher density built form, should be massed toward Dufferin Street, and reduced in scale and height to provide transition at the rear of the deep lots towards existing Neighbourhoods and Employment Areas.

The portion of the Yorkdale Shopping Centre property within the Study Area has a recommended development density of 0.5x FSI. The demonstration model shows this site as developed with low-rise commercial/retail buildings consistent with recent expansions and within the 15.24 metre airport height restriction.


The current site-specific zoning for Yorkdale Shopping Centre addresses particular lot coverage and parking requirements, and has been periodically revisited since its original inception in response to incremental expansion. As it evolves, further study of the entire shopping centre property, beyond the portion within the Study Area boundaries, is required to determine the appropriate development intensity and parking requirements for the site as a whole. Guidelines and Standards R51 A maximum overall gross density of 2.5x FSI is recommended for the Study Area as a whole. This figure is based on the calculated areas of all blocks, inclusive of any future streets or parks that may be constructed there. Current public rights-of-way are excluded from the calculation. A specific apportioning of that density is assigned to each block, excluding the already-approved Dream Condos, located within Block 3, and Block 9’s Treviso development.

7.3 SPECIFIC RECOMMENDATIONS FOR THE TYPICAL AVENUE BLOCKS

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

Background

1 14 ASTRAL STREET


2 CARTWRIGHT AVENUE

GROTON STREET

PAUL DAVID STREET

3

YORKDALE ROAD

14a

McADAM AVENUE

GLEN BELLE CRESCENT

4

BENTWORTH AVENUE


12

5

SPARROW AVENUE

ORFUS ROAD

STREET

11

DUFFERIN

CRESTON ROAD

SAMOR ROAD

7 MULHOL

HILL HIGHLAND

LAND AVE

D AVENUE

NUE

10 APEX ROAD

ROAD

DUFFLAW ROAD

CELT AVENUE

DANE AVENUE

9a 8

BLOSSUMFI

ELD DRIV

E

9

CORK AVENUE

E EUPHRA SIA DRIV

FAIRHOLME AVENUE

CORONA STREET

GOOD SHE

PHERD COU

RT


CLAVER AVENUE BOLINGBROKE ROAD

DELL PARK AVENUE

MARLEE AVENUE

WENDERLY DRIVE

UE

ELWAY COURT

LOIS AVEN

ENNERDALE STREET

HAVEN ROAD

MAJESTIC COURT

CAROUSEL COURT

Fig. 28. Typical Avenue Blocks in the Study Area (in orange)

PLAYFAIR AVENUE



AD RO

STOCKTON ROAD

KRIEGER CRESCENT

BENALTO

6

ON GT

IN

EM

FL

The planning and design intent for the typical Avenue blocks is residential mixed use, with streetdefining mid-rise buildings. All of these blocks can accommodate mid-rise buildings between 20.0m to 30.0m (6 to 9 storeys), although not every development will be able to achieve the maximum allowable height due to shallow lot depth. With redevelopment, vehicular access will reorganize to the rear of buildings or from side streets to assist with the Dufferin Street streetscape improvements. To best understand the overall guidelines and standards, refer to the overall framework recommendations alongside the specific recommendations for each of the larger blocks.

ALCESTER STREET

13

CONLAN

Most of the parcels on the eastern side of Dufferin Street and on the west between Orfus Road and Jane Osler Boulevard are of typical size and depth consistent with other Avenues in Toronto. The typical Avenue blocks are composed of numerous individual parcels with different individual owners. As a result of these characteristics, the redevelopment of these blocks will likely take longer and be more difficult than the larger blocks with fewer parcels and owners. Together the typical sites represent only 15% of the total potential redevelopment area within the study boundaries, but a significant portion of the overall street frontage.

COLDSTREAM AVENUE

Guidelines and Standards Streets and Blocks R52 No new streets are recommended through the typical Avenue blocks. R53 Public rear laneways are encouraged for some of the typical Avenue blocks (as shown in the Streets and Blocks framework plan) to provide better servicing and parking access and to minimize vehicular entrances and impact on the Dufferin Street streetscape. The laneways should occupy the required setback for all new development from the rear property line. R54 For Block 11, two east-west laneway connections are recommended from Dufferin Street to the public rear laneway. This block between Celt Avenue and Sparrow Avenue

Fig. 29. Typical Avenue Blocks - Demonstration Model View


is much longer than all of the other typical Avenue blocks. The two east-west laneways should align with Krieger Crescent and Creston Road to protect for possible future mid-block connections. R55 Servicing and parking access for all new development should be from rear laneways or from side streets. Vehicular access from Dufferin Street is highly discouraged. Parks and Open Spaces R56 No public parks are recommended for the typical Avenue blocks given their more constrained dimensions. R57 In Block 3, this study recommends that the City decommission the McAdam vehicular turning loop and replace with a new public park.

Queensway (30m ROW)

Sheppard Avenue East (36m ROW)

Examples of typical development projects on Toronto’s Avenues

Land Use

Density

R58 Land use for the typical Avenue blocks should be primarily residential mixed use.

R61 For all typical Avenue blocks the maximum density is 3.5x FSI. Not all properties may be able to achieve such a density due to shallow lot depth, restrictions imposed by angular plane controls from Neighbourhoods and transitions from Employment Areas.

R59 Retail is required at grade on parts of the four blocks around the intersection of Orfus Road and Dufferin Street. This responds to Orfus Road’s current character as a retail destination, and Dufferin Street’s potential role as a gateway to that area. Retail is encouraged but not mandatory for all other typical Avenue blocks. Built Form and Height R60 All new development should set back from the public Dufferin Street right-of way by no less than 3.0m. No below grade uses or structures are permitted within the setback.


7.4 SPECIFIC RECOMMENDATIONS FOR THE LARGER BLOCKS

HIGHWAY 401

YORKDALE ROAD

BRIDGELAND AVENUE

The large blocks (1, 6, 7, 8 and 14) offer several possible arrangements of streets, buildings and open space. They can accommodate a combination of mid-rise and townhouse buildings with taller buildings at the northern and southern extents to reinforce gateways to the Study Area.

14 ASTRAL STREET


2 CARTWRIGHT AVENUE

GROTON STREET

PAUL DAVID STREET

Together, the large blocks represent 76% of the total potential redevelopment area and have the greatest opportunity to influence the character and quality of Dufferin Street.

1

3

YORKDALE ROAD

14a

McADAM AVENUE

GLEN BELLE CRESCENT

4

BENTWORTH AVENUE

ALCESTER STREET

13


12

5

To best understand the overall guidelines and standards, refer to the overall framework recommendations alongside the specific recommendations for each of the larger blocks.

SPARROW AVENUE

ORFUS ROAD

STREET

11

DUFFERIN

AD RO

STOCKTON ROAD

KRIEGER CRESCENT

CRESTON ROAD

SAMOR ROAD

7

HILL HIGHLAND

MULHOL

CONLAN

LAND AVE

D AVENUE

NUE

10 APEX ROAD

ROAD

DUFFLAW ROAD

CELT AVENUE

BENALTO

6

ON GT

IN

EM

FL

DANE AVENUE

9a 8

BLOSSUMFI

ELD DRIV

E

9

CORK AVENUE

E EUPHRA SIA DRIV

CLAVER AVENUE

MARLEE AVENUE

MAJESTIC COURT

WENDERLY DRIVE

UE

ELWAY COURT

LOIS AVEN

ENNERDALE STREET

HAVEN ROAD

DELL PARK AVENUE

BOLINGBROKE ROAD

CAROUSEL COURT

Fig. 30. Larger Blocks in the Study Area (in orange)

PLAYFAIR AVENUE



FAIRHOLME AVENUE

CORONA STREET

GOOD SHE

PHERD COU

RT


COLDSTREAM AVENUE

BLOCK 1 Background This large block is at the northwest end of the Study Area, bordered by a Neighbourhood to the south, Employment Areas to the west, and Highway 401 and Bridgeland Avenue to the north. The entire block is currently commercial in nature with no residential uses, and held by two landowners. No public streets currently exist, nor are there any parks or other open spaces. The planning and design intent is for a mixed use block with new public streets and a new park space. The Dufferin Landscape Gateway will form the northeastern boundary of the block as it relates to the Dufferin Eastbound off ramp from Highway 401.

Fig. 31. Block 1 - Demonstration Model View looking northwest


New development will largely be focused internally to the block given its location. Block 1 is one of the two locations in the Study Area where tall buildings are permitted. The two landowners should be required to prepare a conceptual block master plan to coordinate their redevelopment efforts and to deliver the recommendations in this report. Guidelines and Standards Streets and Blocks R62 Introduce a perimeter ‘L’ shaped public street from Bridgeland Avenue to Dufferin Street. This street location is fixed. This street will assist with the transition to adjacent land uses. The east west segment may be extended in the future to improve connectivity within the Employment Areas.

R63 Introduce additional internal public streets to provide access to the remainder of the block. These streets will provide an address for new buildings and the recommended public park.

R69 New development should be primarily of midrise buildings. All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards.

Parks and Open Spaces

R70 The maximum height for all mid-rise buildings is 30m (9 storeys) from grade, except for those fronting on the new side streets where it is recommended that height be limited to 20m (6 storeys) in height.

R64 Implement the western portion of the Dufferin Landscape Gateway. This defining open space feature will occupy the minimum 14.0m setback from the property line and Dufferin Street off-ramp from Highway 401 as required by the Ministry of Transportation. Immediately south of the point where the ramp meets Dufferin Street, the setback can be reduced to 7.0m and continue to form part of the Landscape Gateway. R65 Introduce a new public park as a focal point of the block. The new park must have at least two frontages on a public right-of-way. Land Use R66 Land use for Block 1 should be primarily residential mixed use. Commercial uses are encouraged but not required at grade. Hotel uses are permitted. Built Form and Height R67 All new buildings shall be appropriately set back to transition towards the adjacent Neighbourhood and Employment Area. R68 A standard front angular plane will be applied to buildings fronting on the proposed new east-west street in Block 1. Buildings directly fronting on the new street will be limited to 20m in height, but the angular plane will permit 30m mid-rise buildings beginning at a distance of 14m from the new right-of- way (34m from the existing Neighbourhood to the south).


R71 Tall buildings are permitted in parts of Block 1 given that all setbacks, transitions, and guidelines are met. All new tall buildings shall adhere to the City of Toronto Tall Building Design Guidelines. R72 The maximum height for all tall buildings is 45m (14 to 15 storeys) from grade. R73 Tall buildings must be at least 50m from the adjacent Neighbourhoods to provide an appropriate built form transition. Density R74 For the deep portion of Block 1, the maximum gross density is 2.5x FSI. In Block 1, density cannot be easily spread out, due to the application of angular planes, as well as setbacks and requirements for road and park dedications. The density of 2.5x FSI is appropriate to meet the land use and urban design priorities set for the Block’s redevelopment, and is sufficient to permit the development of tall buildings up to the maximum proposed height. R75 For the typical Avenue portion of the block (south of the new public east-west street), the maximum gross density is 3.5x FSI.

BLOCK 6 Background In a single consolidated ownership, Block 6 is framed by Dufferin Street, Orfus Road and Samor Road and is bordered by the Employment Area to the west. This exceptionally deep block –approximately four times the depth of a typical Avenue site—currently has commercial uses including retail and office. No public streets or park spaces are present. The planning and design intent is for a mixed use block with new public streets and a new significant park space. New development will be street related to both the existing and future new public streets, and create several new development blocks. Block 6 is the most northern of the large west side blocks where the additional Dufferin Street setback is required to

create a generous green promenade. The landowner is required to prepare a conceptual block master plan to comprehensively coordinate redevelopment efforts for the entire block and to deliver the recommendations in this report. Guidelines and Standards Streets and Blocks R76 Introduce a network of new public streets through the block. A minimum of one new north-south street and one east-west street is required for the block. The location of new streets is flexible and will be determined through the block master plan process. R77 Servicing and parking access to these blocks should occur via these new public streets and not from the existing Dufferin Street frontage or the existing collector streets.

Fig. 32. Block 6 - Demonstration Model View looking northwest, illustrating mid-rise development throughout.


R78 Uses that may occur within the required minimum 20.0m Employment Areas setback and transition include public streets, lanes, landscape buffer, or surface parking.

R85 From the Employment Area, a minimum 20.0m setback and transition is required from the western property boundary (subject to Ministry of the Environment regulations).


R86 New development should be primarily of midrise buildings. All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards.

R79 Introduce a new public park as a focal point of the block. The new park must have at least two frontages on a public right-of-way and be no less than 15 per cent of the total block area, excluding public roads and conveyances. This study recommends that the Block 6 park has an address on Dufferin Street. The exact orientation and design will be determined through the development approval process. R80 Introduce an urban plaza at the southwest corner of Dufferin Street and Orfus Road. The orientation and design of this privatelyowned publicly-accessible open space will be determined through the development approval process. Land Use R81 Land use for Block 6 should be primarily residential mixed use. R82 Commercial uses are required at grade around the Dufferin Street/Orfus Road intersection. Elsewhere retail is encouraged, but not required, at grade level. Built Form and Height R83 All new buildings on the Dufferin Street frontage shall be set back a minimum of 5.0m from the public right-of-way. This will provide sufficient dimension to implement the recommended Dufferin Street streetscape improvements. No below grade uses or structures are permitted within the setback. R84 All new buildings that address Orfus or Samor Roads, or new public streets within the block shall be set back a minimum of 3.0m from the public right-of-way. No below grade uses or structures are permitted within the setback. 65 DUFFERIN STREET AVENUE STUDY

R87 The maximum height for mid-rise buildings on the Dufferin Street frontage is 30.0m (9 storeys) from grade. Stepbacks of 3.0m are required at 20.0m height. R88 Portions of buildings directly fronting on the existing collectors and new public streets will be limited to 20m in height, but front angular planes will permit 30m mid-rise portions internal to the block at a distance of 14m from the public right-of-way. R89 Courtyard building forms are encouraged along Dufferin Street to create a more open and green streetscape character. R90 Low-rise forms, such as townhouses, are encouraged for the rear and interior of these blocks to transition in height and scale. All new townhouse development shall adhere to the City of Toronto Infill Townhouse Urban Design Guidelines. Density R91 The maximum gross density for Block 6 is 2.5x FSI. Due to the size of this block it is assumed to be a potential development site and there will be conveyance of streets, parks and public laneways to achieve a finer grid, as indicated in the Official Plan. The resulting net density would allow for flexible built form that remains compatible with that recommended for the remainder of the Study Area.

BLOCK 7 Background The largest blocks represent a wonderful opportunity for changing the character of the Study Area. With two property owners, Block 7 is framed by Dufferin Street, Samor Road and Apex Road and is bordered by the Employment Area to the west. It currently has retail commercial uses. No public streets or park spaces are present. The planning and design intent is for a mixed use block with new public streets and new park space. New development will be street related to both the existing and future new public streets, and create several new development blocks. Block 7 is the central block where the additional Dufferin Street setback is required to create a generous green

promenade. The landowners are required to prepare a conceptual block master plan to comprehensively coordinate redevelopment efforts for the entire block and to deliver the recommendations in this report. Guidelines and Standards Streets and Blocks R92 Introduce a network of new public streets through the block. A minimum of one new north-south street and one east-west street is required for the block. The location of new streets is flexible and will be determined through the block master plan process. R93 Servicing and parking access to these blocks should occur via these new public streets and not from the existing Dufferin Street frontage or the existing collector streets.

Fig. 33. Block 7 - Demonstration Model View looking northwest, illustrating mid-rise towards Dufferin and townhouse buildings to the west of the block


Parks and Open Spaces R94 Introduce a new public park (or parks) in the block. The new park(s) must have frontage on a public right-of-way and be no less than 15% of the total block area, excluding public roads and conveyances. This study recommends that the Block 7 park(s) address on the new internal public street network. The exact orientation and design will be determined through the development approval process. R95 Residential courtyards open to the public street are encouraged. Land Use R96 Land use for Block 7 should be primarily residential mixed use. R97 Retail commercial uses along the public street frontages is encouraged but not required at grade. R98 Uses that may occur within the required minimum 20.0m Employment Area setback and transition include public streets, lanes, landscape buffer, or surface parking. Built Form and Height R99 All new buildings on the Dufferin Street frontage shall be setback a minimum of 5.0m from the public right-of-way. This will provide sufficient dimension to implement the recommended Dufferin Street streetscape improvements. No below grade uses or structures are permitted within the setback. R100 All new buildings that address Samor or Apex Roads—or new public streets within the block— shall be set back a minimum of 3.0m from the public right-of-way. No below grade uses or structures are permitted within the setback.


R101 From the Employment Area, a minimum 20.0m setback and transition is required from the western property boundary (subject to Ministry of the Environment regulations). R102 New development should be primarily of midrise buildings. All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards. R103 The maximum height for all mid-rise buildings on the Dufferin Street frontage is 30.0m (9 storeys) from grade. Stepbacks of 3.0m are required at 20.0m height. R104 Portions of buildings directly fronting on the existing collectors and new public streets will be limited to 20m in height, but front angular planes will permit 30m mid-rise portions internal to the block at a distance of 14m from the public right-of-way. R105 Courtyard building forms are encouraged along Dufferin Street to create a more open and green streetscape character. R106 Low-rise forms, such as townhouses, are encouraged for the rear and interior of these blocks to transition in height and scale. All new townhouse development shall adhere to the City of Toronto Infill Townhouse Urban Design Guidelines. Density R107 The maximum gross density for Block 7 is 2.5x FSI. Due to the size of this block it is assumed there will be significant conveyance of streets, parks and public laneways to achieve a finer grid and rationalize potential development sites. The resulting net density would allow for flexible built form that remains compatible with that recommended for the remainder of the Study Area.

BLOCK 8 Background This is the southernmost consolidated large block in the Study Area available for redevelopment. With four individual properties, Block 7 is framed by Dufferin Street, Lawrence Avenue West, Apex Road and is bordered by the Employment Areas to the west. It currently has a mix of commercial uses, including a gas station at the corner of Dufferin Street and Lawrence Avenue West, two auto dealers, and a fast food establishment. Over half of the block is across from the recent Treviso development. The planning and design intent is for a mixed use block with new public streets and new park space. The corner of Dufferin Street and Lawrence Avenue West is where two Avenues meet, and will serve as



a gateway to the Study Area, with greater building height at the corner transitioning to lower height moving north along Dufferin Street with the new east-west street defining the limit of buildings greater than 9 storeys. This new east-west street and the height transition correspond with the same transition condition found on the east side of Dufferin Street. New development will be street related to both the existing and future new public streets, and create several new development blocks. Block 8 will require an additional setback from Dufferin Street to create a generous green promenade. The multiple landowners are required to prepare a conceptual block master plan to comprehensively coordinate redevelopment efforts for the entire block and to deliver the recommendations in this report.

Guidelines and Standards

Land Use

Streets and Blocks

R112 Land use for Block 8 should be primarily residential mixed use.

R108 Introduce a network of new public streets through the block. A minimum of one new north-south street and one east-west street is required for the block. The location of the north-south street is fixed along the western boundary given the block is less deep than the other large blocks. The location of the east-west street is also fixed along a mutual property line, so the right-of-way conveyance is shared between both properties. The eatwest street serves as the transition from tall building to mid-rise building form, and reflects the similar transition relationship as on the east side of the street. R109 Servicing and parking access to these blocks should occur via these new public streets and not from the existing Dufferin Street or Lawrence Avenue West frontages, or the existing collector streets. Parks and Open Spaces R110 Introduce a new public park in the block. The new park must have frontage on a public right-of-way and be no less than 15% of the total block area, excluding public roads and conveyances. This study recommends that the Block 8 park have three public street frontages, addressing Dufferin Street and the new north-south and east-west public streets. The park will serve as part of the transition from the gateway corner to the typical midrise segments of the Study Area. The exact orientation and design will be determined through the development approval process. R111 Introduce an urban plaza at the northwest corner of Dufferin Street and Lawrence Avenue West. The orientation and design of this privately-owned publicly-accessible open space will be determined through the development approval process.


R113 Retail is required at grade for the Lawrence Avenue West and Dufferin Street frontages. Elsewhere, retail is encouraged but not mandatory. R114 Uses that may occur within the required minimum 20.0m Employment Area setback and transition include public streets, lanes, landscape buffer, or surface parking. Built Form and Height R115 All new buildings on the Dufferin Street frontage shall be setback a minimum of 5.0m from the public right-of-way. This will provide sufficient dimension to implement the recommended Dufferin Street streetscape improvements. No below grade uses or structures are permitted within the setback. R116 All new buildings that address Lawrence Avenue West, Samor Road, or Apex Road—or new public streets within the block—shall be set back a minimum of 3.0m from the public right-of-way. No below grade uses or structures are permitted within the setback. R117 From the Employment Areas, a minimum 20.0m setback and transition is required from the western property boundary (subject to Ministry of the Environment regulations). An additional 3.0m setback is required from the new public right-of-way. R118 New development should be mid-rise buildings (except where tall buildings are permitted, south of the park). All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards.

R119 The maximum height for all mid-rise buildings is 30.0m (9 storeys) from grade. Step backs of 3.0m are required at 20.0m height. R120 Tall buildings are permitted only in the portion of Block 8 south of the new park, and require that all setbacks, transitions, and guidelines are met. This reflects the gateway status of this site, which sits across directly across from the Treviso complex. All new tall buildings shall adhere to the City of Toronto Tall Building Design Guidelines. R121 The maximum height for tall buildings in the permitted zone is 65.0m (20 storeys) from grade.

BLOCK 14 Background This block is the northeastern most in the Study Area, and is the Dufferin Street frontage of the much larger Yorkdale Shopping Centre property. With Block 1 and the lands around the Highway 401 interchange they together form the Dufferin Gateway. Under one owner, Block 14 is currently dominated by surface parking lots with no buildings or open spaces within the Study Area. All streets that currently exist are private.

R123 Portions of buildings directly fronting on Apex Road will be limited to 20m in height, but front angular planes will permit 30m mid-rise portions internal to the block at a distance of 14m from the public right-of-way.

The planning and design intent is for a landmark destination retail commercial focused block that positively addresses and animates Dufferin Street, with new public and publicly accessible streets, pedestrian routes and an urban plaza. The Dufferin Landscape Gateway will form the western boundary of the block. New development will address Dufferin Street and the internal streets. The landowner is required to prepare a conceptual block master plan to comprehensively coordinate redevelopment efforts for the entire block and to deliver the recommendations in this report.

Density


R124 For the portion of Block 8 north of the new fixed location east-west public street that serves as the transition between tall building and mid-rise building form along Dufferin Street, the maximum gross density is 3.0x FSI.

Streets and Blocks

R122 The maximum height for the base portion of tall buildings is 20.0m (6 storeys), to best relate to the maximum street wall height for Dufferin Street.

R125 For the portion of Block 8 south of the new fixed location east-west public street, the maximum gross density is 3.0x FSI.

R126 Introduce a new east-west street with a full intersection to align with the proposed public street in Block 1. This will allow for a new front entrance to Yorkdale Shopping Centre. R127 Introduce new east-west publicly accessible streets or pedestrian routes through the larger development blocks to create a more urban scaled frontage along Dufferin Street. R128 Yorkdale Road—currently a private road—shall be dedicated to the City as a public street, with a rearranged full move intersection. This will facilitate better access to Allen Road and Highway 401.



Land Use

R129 Implement the eastern portion of the Dufferin Landscape Gateway. This defining open space feature will occupy the 7.0m setback along the western boundary of the block up to the new east-west street that aligns with Block 1. No below grade uses or structures are permitted within the setback.

R131 Land use for Block 14 should be primarily retail commercial. Residential land uses are not permitted.

R130 Introduce an urban plaza related to the new east-west street. This open space feature should be located at Yorkdale Shopping Centre’s primary Dufferin Street entrance. This will form an attractive gateway and enhance the pedestrian experience of the mall. The orientation and design of this privatelyowned publicly-accessible open space will be determined through the development approval process.



R132 Retail is required at grade along the entire Dufferin Street frontage of Yorkdale Shopping Centre. This reflects the intention that any westward expansion of the mall be ‘urban’ in character, providing a streetwall edge oriented toward Dufferin Street and easily accessible to pedestrians. Built Form and Height R133 New buildings shall reflect an urban character and scale appropriate to create a pedestrian friendly environment along Dufferin Street and within the larger block. Continuous blank walls that sterilize the public realm are not permitted.

R134 Grade related entrances to retail commercial units are highly encouraged. R135 Maximum building height is limited to 15m (approximately 2-3 commercial storeys). Density R136 The portion of the Yorkdale Shopping Centre property within the Study Area is assigned a maximum gross density of 0.5x FSI. This density is consistent with current zoning permissions for the property, the maximum height restrictions defined by the Downsview Airport Heights Bylaw.

BLOCKS SOUTH OF LAWRENCE AVENUE WEST Background South of the Dufferin Street and Lawrence Avenue West intersection are an additional two blocks that are partially within the Study Area. The Dufferin Street public right-of-way narrows from 30.0m to 27.0m in this segment. On the southeast side of the intersection are two properties typical of Avenue sites elsewhere in the Study Area. Each property currently has retail commercial uses with surface parking in front of the buildings. On the southwest side is a church and apartment building that are part of the much larger Villa Charities lands, which are under single ownership. The planning and design intent is for mixed use midrise redevelopment consistent with the typical Avenue blocks. For the eastern sites, the maximum mid-rise building heights will be defined by the width of the right-of-way and constrained by angular planes. For the western block, this Study recommends that the landowners prepare a conceptual block master plan to comprehensively coordinate redevelopment efforts and to deliver the recommendations in this report for the portions of their block that are within the Study Area. This study does not recommend or demonstrate maximum densities for these blocks.



Built Form and Height

Streets and Blocks

R143 A ll buildings shall set back a minimum of 3.0m from the public right-of-way. No below grade uses or structures are permitted within the setback.

R137 No new public streets are currently recommended for the portion of blocks in this Study Area. R138 Introduce a shared laneway or driveway for the southeast block. Parking and servicing access should be from this shared facility. R139 The block south of Lawrence Avenue West and west of Dufferin Street, will likely undergo comprehensive redevelopment in future. Such development should enhance connectivity with the broader planned street network, with new north-south streets linking south to Playfair Avenue, north to Lawrence Avenue West and further north to the new street network proposed in the Study Area. New east-west streets should align to Cork and Claver Avenues, on the east side of Dufferin Street. Parks and Open Spaces R140 N o new parks or open spaces are currently recommended for the portion of blocks in this Study Area. Land Use R141 L and use for the southeast block should be primarily residential mixed use. R142 R etail is required at grade for the Lawrence Avenue West and Dufferin Street frontages. This reflects the intersection’s status as a node where two Avenues meet, the retail spaces already included in the ‘Treviso’ development, and the presence of the Lawrence Square Mall nearby.


R144 New development should be primarily of midrise buildings. All new mid-rise buildings shall adhere to the City of Toronto Mid Rise Building Performance Standards. R145 All new buildings shall appropriately transition towards adjacent Neighbourhoods. R146 For the portion of blocks that address the Dufferin and Lawrence intersection, the maximum building height shall be 30.0m (9 storeys). Stepbacks of 3.0m are required at 20.0m height. R147 For the portion of blocks south of Lawrence Avenue West, the maximum building height is 27.0m (8 storeys). This is due to the narrower right-of-way width. Stepbacks of 3.0m are required at 20.0m height.

7.5 MOBILITY STRATEGIES In addition to the planning and urban design recommendations, a series of Mobility Strategies are proposed. While the urban design recommendations outline proposed physical changes of the Study Area environment, the Mobility Strategies offer improved ways to move through it. The primary aims of the Mobility Strategies are: •

To introduce facilities that encourage walking cycling, and public transit, shifting dependence away from the automobile.

•

To introduce additions and modifications to the road network that allow automobiles to move more efficiently, and to reduce congestion.

Chapter 9 of the Transportation Master Plan, a separate part of the Dufferin Street Avenue Study, provides additional detail on the improvements to mobility and should be read in conjunction with this section.

Walking

Cycling

Transit

Vehicles


VEHICULAR

HIGHWAY 401

YORKDALE ROAD

Background



PAUL DAVID STREET

Improvements to the local road network, particularly in the Employment Areas, are recommended. The development of a street grid with more interconnected blocks will improve access through the Employment Areas, reducing reliance on congested roads, especially Dufferin Street, for local travel. The McAdam access loop access from southbound Dufferin Street to Yorkdale Shopping Centre near Cartwright Avenue is recommended to be replaced with an at-grade intersection, to make land available for a public park, and to reduce maintenance costs. This improvement is closely linked to the reconfiguration of the Highway 401 eastbound off-ramp on to Dufferin Street and therefore should not be pursued in isolation.

ASTRAL STREET

BRIDGELAND AVENUE

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE


SPARROW AVENUE

ORFUS ROAD AD

ON

ET IN STRE

STOCKTON ROAD

KRIEGER CRESCENT

DUFFER

Adding a continuous raised median to much of Dufferin Street will prevent left turns in and out of side streets, where no signalized intersection exists, and improve the flow of traffic.

CRESTON ROAD

SAMOR ROAD

L ND HIL HIGHLA

BENALT

ND AVE CONLA

LLAND MULHO

APEX ROAD

O ROAD

NUE

AVENUE

DUFFLAW ROAD

CELT AVENUE

The further realignment of east-west streets may help reduce congestion points as they cross Dufferin Street, but the potential benefit must be balanced with land use and urban design impacts, namely reduction of land area for redevelopment.

BLOSSU

MFIELD

DRIVE

DANE AVENUE

R151 Study the potential for further alignment of other east-west streets in the Study Area to improve mobility.

BOLINGBROKE ROAD

Potential Access Lane

MARLEE AVENUE

MAJESTIC COURT

DELL PARK AVENUE


NUE

Signalized Intersection - Existing Signalized Intersection - Proposed Site Access Study Boundary

LOIS AVE

GLEN LONG AVENUE

CAROUSEL COURT

Potential Public Street Connections PLAYFAIR AVENUE

ENNERDALE STREET

EUPHRA SIA DRI

CLAVER AVENUE

GLENBROOK AVENUE

R150 Introduce a raise central planted median on Dufferin Street to improve traffic operations and provide a new greening opportunity.

FAIRHOLME AVENUE

Vehicular Strategy Fig. 36. Recommended Vehicular Strategy

HAVEN ROAD

R149 Remove the McAdam access loop and replace it with a public park, while investigating the reconfiguration of the Highway 401 eastbound off-ramp.

CORONA STREET

CORK AVENUE

VE

R148 Implement the new local streets in the larger blocks, as discussed in the previous sections.

GOOD SHE

PHERD

CONVENT COURT

COURT




RO

GT

IN

EM

FL

COLDSTREAM AVENU

TRANSIT

HIGHWAY 401

YORKDALE ROAD

Background

BRIDGELAND AVENUE



PAUL DAVID STREET

Improving access to / from the subway stations along the Allen Road corridor, as identified in the TTC Transit Ridership Growth Strategy (2003) will provide residents and workers in the area with expanded regional access. Further options to increase transit use along the Dufferin Street corridor should be explored with the TTC.

ASTRAL STREET

Capitalizing on the presence of high transit ridership on the Dufferin Street bus corridor, the provision of a southbound transit priority lane in the northern portion of the Study Area will ensure effective operation and movement of people.

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE


SPARROW AVENUE

ORFUS ROAD AD

ON

RO

GT

IN

EM

IN STRE

ET

The recent introduction of articulated buses on Dufferin Route 29 is a positive step, and should be accompanied in the future by enhanced shelters and other stop area facilities, such as benches and waste bins.

STOCKTON ROAD

DUFFER

KRIEGER CRESCENT

CRESTON ROAD

SAMOR ROAD

ND HIL HIGHLA

CONLA

BENALT

ND AVE

O ROAD

NUE

AVENUE LLAND MULHO

APEX ROAD

R152 Implement the transit service improvements recommended in the Transportation Master Plan, such as the southbound transit priority lane in the northern segment of the Dufferin Street corridor.

L

CELT AVENUE

DUFFLAW ROAD


FL

BLOSSU

MFIELD

DRIVE

DANE AVENUE

MARLEE AVENUE

MAJESTIC COURT

WENDERLY DRIVE NUE

ELWAY COURT

Transit Stop - Existing GLENBROOK AVENUE

Transit StopPotentially to be Discontinued by TTC Study Boundary


DELL PARK AVENUE

LOIS AVE

GLEN LONG AVENUE

Transit Routes

CAROUSEL COURT

Transit Priority Lane (SB only) PLAYFAIR AVENUE

BOLINGBROKE ROAD

CLAVER AVENUE

HAVEN ROAD

R154 Introduce new street furniture and amenities at all stops in the Study Area to support the current and growing ridership.

FAIRHOLME AVENUE

Transit Fig. 37. Strategy Recommended Transit Strategy

ENNERDALE STREET

EUPHRA SIA DRI

VE

CORK AVENUE

CORONA STREET

GOOD SHE

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CONVENT COURT

COURT


R153 Improve access and, where possible, service to the existing subway stations from the Study Area.

COLDSTREAM AVENU

PEDESTRIAN

HIGHWAY 401

YORKDALE ROAD

Background



PAUL DAVID STREET

Improvements to the streetscape along Dufferin Street will help develop an inviting space for pedestrians. Encouraging walking as a sustainable, vital mode of transportation as proposed in the City of Toronto Pedestrian Charter (2002) will provide a safe and attractive environment on the street that will complement mixed use development and increase retail activity. High density development with mixed uses in close proximity will help improve the walking mode share, and reduce auto trips.

ASTRAL STREET

BRIDGELAND AVENUE

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE


Development of a fine-grained local street network grid will also promote walking and help realize health benefits by improving pedestrian access between buildings and blocks. In addition, an improved east-west pedestrian crossing environment across Dufferin Street will enhance safety and promote walking connections between the Employment Areas, new residential developments, Yorkdale Shopping Centre, the Lawrence Heights residential district, and the subway along Allen Road.

SPARROW AVENUE

ORFUS ROAD AD

ON

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EM

IN STRE

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STOCKTON ROAD

DUFFER

KRIEGER CRESCENT

CRESTON ROAD

SAMOR ROAD

L ND HIL HIGHLA

BENALT

ND AVE CONLA

LLAND MULHO

APEX ROAD

O ROAD

NUE

AVENUE

DUFFLAW ROAD

CELT AVENUE

DANE AVENUE

Guidelines and Standards MFIELD BLOSSU

MARLEE AVENUE

MAJESTIC COURT

CAROUSEL COURT

WENDERLY DRIVE

Signalized Intersection Existing

GLEN LONG AVENUE

Signalized Intersection Proposed

GLENBROOK AVENUE

Study Boundary

ELWAY COURT

NUE

HAVEN ROAD

ENNERDALE STREET

Pedestrian Route PLAYFAIR AVENUE

DELL PARK AVENUE

LOIS AVE

EUPHRA SIA DRI

CLAVER AVENUE

Pedestrian Strategy Fig. 38. Recommended Pedestrian Strategy

R157 Introduce where possible additional signalized pedestrian crossings at intersections to improve east-west pedestrian movement.


FAIRHOLME AVENUE

BOLINGBROKE ROAD

CORK AVENUE

CORONA STREET

GOOD SHE

PHERD

COURT


VE

R156 Implement the streetscape improvements recommended in the following section, with broad pedestrian boulevards on every existing and new street.

DRIVE

R155 Implement the new local streets in the larger blocks, as discussed in the previous sections.

COLDSTREAM AVENU

CYCLING

HIGHWAY 401

YORKDALE ROAD

Background



PAUL DAVID STREET

Improvements to the cycling infrastructure will promote recreational cycling and bicycle commuting. Implementation of cycling routes recommended in the City of Toronto Bike Plan (2001) and the LawrenceAllen Secondary Plan (2011) will help improve cycling mode share by providing a safer environment as shorter trips in the local area are increasingly made using bicycles.

ASTRAL STREET

BRIDGELAND AVENUE

YORKDALE ROAD


ALCESTER STREET

BENTWORTH AVENUE



R158 Implement the cycling infrastructure improvements recommended in the following Streetscape Improvements section, including a grade separated cycle track on Dufferin Street, bike lanes on Orfus Road, and bike friendly lanes on all other existing and new local streets.

SPARROW AVENUE

ORFUS ROAD AD

ON

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STOCKTON ROAD

DUFFER

KRIEGER CRESCENT

CRESTON ROAD

SAMOR ROAD

ND HIL HIGHLA

BENALT

MULHO

CONLA

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ND AVE

O ROAD

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AVENUE

DUFFLAW ROAD

APEX ROAD

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CELT AVENUE

R159 Introduce bike parking facilities on all public streets to encourage local cycling activity.

BLOSSU

MFIELD

DRIVE

DANE AVENUE

Proposed Bike Lane

BOLINGBROKE ROAD

MARLEE AVENUE

MAJESTIC COURT


Proposed Signed Route GLENBROOK AVENUE

Proposed Cycling Interchange Study Area Boundary

DELL PARK AVENUE

NUE

HAVEN ROAD

GLEN LONG AVENUE

ENNERDALE STREET

Proposed Cycle Track

CAROUSEL COURT

CLAVER AVENUE

Fig. 39. Recommended Cycling Strategy Cycling Strategy PLAYFAIR AVENUE


FAIRHOLME AVENUE

LOIS AVE

EUPHRA SIA DRI

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CORONA STREET

GOOD SHE

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COLDSTREAM AVENU

7.6 SUSTAINABILITY There are several opportunities to promote environmentally sustainable built form through the redevelopment process. Whether it is through more efficient site planning, pedestrian focused and transit oriented urban form, building materials, reduction of water usage and storm water runoff, or microclimatic amelioration, these techniques and more can influence the quality of life for residents, workers and visitors alike. New developments are highly encouraged to incorporate the City of Toronto’s Green Development Standards, Greening Surface Parking Lot Guidelines, Toronto Green Standards and Bird-Friendly Guidelines. These standards define environmental sustainability principles that projects should follow from the early design phase through to implementation. Additionally, new development should reflect the stormwater management approaches suggested by the Wet Weather Flow Guidelines and the Infrastructure Master Plan associated with this Study.


Great streets share many of the same qualities


8. RECOMMENDED STREETSCAPE IMPROVEMENTS One of the greatest potential outcomes of this study is the transformation of the streetscape. The life of a City plays out in the streets. Currently vehicle dominated corridors that are hostile to all other users, the proposed improvements have the chance to transform the Study Area, taking roads and making vital, green and complete streets. 8.1 PLANNING AND POLICY CONTEXT The existing planning and policy context related to improving active transportation and streetscape conditions is well established in the City of Toronto. Official Plan The current Official Plan includes several policies to encourage balancing the space available in the public rights-of-way for all users, increasing choice for how people move through the city, improving walkability, improving the cycling environment, and increasing overall sustainability. Bike Plan, Pedestrian Charter, and Walking Strategy The City of Toronto’s Bike Plan (2001), Pedestrian Charter (2002) and Walking Strategy (2009) are policy documents to encourage cycling and walking more often. These activities will help to achieve Toronto’s public health and greenhouse gas emission reduction targets and improve the livability of the city. An increase in the amount of space allocated for active transportation will make these activities more attractive, comfortable and safe for all users. Complete Streets Initiative “Complete Streets” are streets that enable safe function and access for all users within the transportation system, including pedestrians of all ages and abilities, cyclists, public transit riders, and vehicles. The City of Toronto will soon begin to develop Guidelines for Complete Streets. The recommended approach to this effort is based on work conducted to date by the City, including


preliminary consultations with key internal and external partners and stakeholders, as well as research from other leading jurisdictions with similar guidelines (including Boston, New York City, Philadelphia, Chicago and San Francisco). The resulting Guidelines are expected to provide a framework to improve decision-making processes and outcomes across Toronto’s complex and diverse street system. Healthy Toronto by Design A key component to becoming a healthier city is to become a more active city. Health advocates and local governments realize that the design of built environments can influence people’s everyday choices for active living. There is now enough health evidence showing that changes in neighbourhood, street and building design that encourage regular physical activity as a normal part of people’s daily lives can be a part of the solution to reduce risk factors and incidence of chronic disease and illness. Recent efforts by Toronto Public Health in partnership with many other City departments have led to a series of reports in the Healthy Toronto by Design series, with a particular focus on walking, biking and taking transit. Active living is about incorporating more physical activity into all aspects of our lives: •

Street design, bike lanes and sidewalks; housing types and neighbourhood design; patterns of development; the provision of trees, parks, green space and recreational facilities; and the location of jobs, schools and services are all important components of the built environment.

•

Design of neighbourhoods, streets and buildings can influence how people get around and travel, which in turn influences their physical activity levels and health.

•

While concern about safety can act as a barrier to active living, the rate of collisions between motorists and walkers or bicyclists declines as the numbers of people walking or bicycling increases (a phenomenon referred to as “safety in numbers”).

•

Communities that have sidewalks, on-street parking, buildings set close to the sidewalk and attractive features such as art, trees and benches improve the perception of an area’s safety and walkability.

8.2 EXAMINATION OF RIGHT-OF-WAY EXPANSION The Study Team developed and evaluated a range of Alternative Planning Solutions for Dufferin Street. One of the Solutions included the addition of a transit/ HOV Lane to both sides of the street which would require substantial expansion of the right-of-way from the planned 30 metres to 37.5 metres plus required setbacks. However, the evaluation of the Alternative Planning Solutions suggested that widening the right-of-way is not the preferred approach for Dufferin Street for numerous reasons: •

It is not supported by the existing and in-force planning and policy context.

•

It is not warranted given the understanding of current transit operations in the corridor.

•

Widening would have a significant impact on private property.

•

The full complement of streetscape improvements could only happen with widening (in the interim condition trees could not be planted).


•

It would add considerable cost and time to the schedule to fully realize widening and the streetscape improvements for the entire corridor.

•

Operationally, there are other opportunities to manage and mitigate vehicle traffic-related issues.

8.3 RECOMMENDED STREETSCAPE IMPROVEMENTS Through the public engagement process, several key messages related to the quality of the pedestrian realm and streetscape were identified. A safe and green transformation of the corridor into an environment that supports walking and social activities was highly desirable. Many participants wanted the street design to be part of a new brand for the community. There was also a healthy debate about the value of the limited space within the rightof-way, and what should be included and what should be of a higher priority—space for vehicles or space for bikes. The Guiding Principles for the overall Avenue Study particularly focus on the quality of the streetscape, including: • • •

Make Dufferin Street a Place Improve Mobility and Balance Movement Priorities Create a Green, Safe and Attractive Place

The specific recommendations that follow apply to the Dufferin Street corridor, and the existing and new local streets within the large blocks that are within this study’s boundary. For the segments of existing local streets that are within the Study Area, the recommended property setbacks are required with new development. What takes place within the right-of-way will need to be resolved for the entire length of those streets. For example, Orfus Road is within the Study Area for

only 180m on one side and 40m on the other, yet the entire street is one kilometre long. The City should further study what the appropriate design of these existing local and collector streets should ultimately become.

Given the available boulevard space, and the direction to improve the pedestrian environment and introduce cycling facilities, Dufferin Street has the opportunity to transform over time into a vital, green and complete street.

DUFFERIN STREET

A special opportunity is presented by the unique asymmetrical nature of the larger and deeper blocks that front Dufferin Street. Between Orfus Road and Lawrence Avenue West, it is possible to introduce a broader setback on the west side of the corridor for a number of blocks, and within that setback have an additional row of trees and other landscape elements to further green the street. As one travels along the future Dufferin Street, they will have a range of experiences, with the street opening and closing, with buildings closer and further away but always defining and containing the public realm.

Background The existing Dufferin Street corridor is vehicle dominated with few pedestrian amenities and no cycling facilities. Few street trees are present, which lends to an experience that is grey, exposed to the elements, and relatively unpleasant. The 30m planned public right-of-way is on its way to being completed with only a few remaining segments to acquire. The Lawrence Allen Secondary Plan also identifies Dufferin Street as a Major Cycling Route.

Dufferin Streetscape - Existing Condition


The streetscape should be viewed as part of the overall greening strategy for the Study Area, for it connects many of the recommended parks and open spaces to create a compelling sequence of spaces.

Guidelines and Standards R160 Dufferin Street should have a consistent minimum 30m public right-of-way within the Study Area.

R164 All new buildings should be setback a minimum of 3.0m building setbacks both sides of street, with larger 5.0m setbacks for the deeper blocks between Orfus Road and Lawrence Avenue West to accommodate more greening.

R161 Provide in the public right-of-way a 16.0m curb to curb travelway with 7.0m boulevards on both sides of the street.

R165 Street trees should generally be planted in open planters to allow for further greening opportunities (Detail T-3).

R162 The lane assignment should generally include two travel lanes each direction, a 3.0m centre planted median with left hand turning lane where permitted. Additional lanes for transit priority may be included at the northern end of the Study Area where the right-of-way is greater than 30.0m

R166 Street trees within the green setback will be on private property. R167 Introduce new street lighting and furnishings, roadway and pedestrian level luminaires. R168 Coordinate below grade utilities to ensure proper tree growth and reduce visual clutter.

R163 Provide a dedicated cycle tracks at same level as sidewalks on each side.

30m Planned Dufferin Street Public Right-of-Way Where Turning Lane is Present

2.5m Used by Others

1.5m Sidewalk

3.0m Asphalt/ Concrete Apron

varies

varies

Two Through Lanes Each Direction

varies

varies

Shared Left Hand Turn Lane

30m Planned Right-of-Way

Fig. 40. Dufferin Streetscape - Existing Condition Typical Section


varies


2.0m

1.5m

Asphalt/ Sidewalk Concrete Apron

3.5m Used by Others

30m Planned Dufferin Street Public Right-of-Way with 3m Boulevard Setbacks

Retail at Grade

Retail at Grade

3.0m

5.0m

2.0m

Boulevard Setback

Pedestrian Sidewalk

Cycle Track

3.3m

3.2m

3.0m

3.2m

Two Through Lanes Central Planted Median Each Direction Left Hand Turn Lane

3.3m


2.0m Cycle Track

5.0m Pedestrian Sidewalk

3.0m Boulevard Setback


Fig. 41. Dufferin Streetscape - Recommended Improvements Typical Section

Dufferin Street Green Setback Frontage West Side / Retail at Grade

Dufferin Street Green Setback Frontage West Side / Residential at Grade

Residential at Grade

Retail at Grade

5.0m Residential Landscape Setback

5.0m Pedestrian Sidewalk 7m Boulevard

2.0m

5.0m

Cycle Track

Retail Boulevard Setback

5.0m Pedestrian Sidewalk

2.0m Cycle Track

7m Boulevard

Fig. 42. Dufferin Streetscape - Green Setback, Typical Section Fig. 43. Dufferin Streetscape - Green Setback, Typical Section Residential Frontage at Grade Retail Frontage at Grade Typical Section



DUFFERIN STREET FUTURE The Dufferin Streetscape Improvements include a generous pedestrian boulevard on both sides of the street, a grade separated cycle track in both directions, and broad open planters that provide the opportunity to grow large street trees. On the west side of street between Orfus Road and Lawrence


Avenue West an additional setback for the larger blocks is proposed. This setback will allow for an additional row of street tree planting and other landscape improvements as part of the Dufferin Promenade.

DUFFERIN STREET FUTURE This sectional perspective illustrates the Dufferin streetscape recommendations for a typical mid-block condition, and demonstrates the anticipated mid-rise built form along the Avenue. The streetwall portion of the buildings are defined at 20.0m on both sides of the street, with the upper floors stepping back from

2.6m Pedestrian Clearway

Right-of-way

5m Setback Deep Sites


the primary building face to consistently contain and define the space between buildings—the pedestrian realm. As redevelopment proceeds, new buildings will further contribute to and reinforce the sense of enclosure.

2.4m Planting/ Furnishing Zone

1.2m Cycle Track

0.8m Buffer

3.3m Travel Lane

3.2m Travel Lane

7m Bicycle and Pedestrian Zone

P

3.2m Travel Lane

3.3m Travel Lane

16m Roadway

0.8m Buffer

1.2m Cycle Track

2.4m Planting/ Furnishing Zone

2.6m Pedestrian Clearway

7m Bicycle and Pedestrian Zone

30m Public Right-of-Way


3m Setback Typical

Right-of-way

3m Turning Lane / Median

30m Planned Dufferin Street Public Right-of-Way with Modified Curbs and Central Median

2.5m

1.5m

Used by Sidewalk Others

3.0m Asphalt/ Concrete Apron

3.3m

3.2m


3.0m Planted Median/ Turn Lane


Fig. 44. Dufferin Streetscape - Typical Section Potential Short Term Improvements

DUFFERIN STREET POTENTIAL SHORT TERM IMPROVEMENTS There is an opportunity to begin some of the recommended improvements as part of currently scheduled resurfacing work, such as localized curb modifications to more fully achieve the optimum curb-to-curb dimension, adding street furnishings and transit amenities, and introduce segments of the central planted median. These short term improvements would demonstrate to the community a clear commitment to enhancing the streetscape environment. The City should continue to explore the extent to which short term improvements are possible along the corridor.


3.2m

3.3m


2.0m

1.5m

Asphalt/ Sidewalk Concrete Apron

3.5m Used by Others

Existing Collector (Orfus Road) 20m Right-of-Way w/ Bike Lanes and Generous Setbacks Mid-Block


Retail at Grade

P


3.7m Pedestrian Boulevard

1.8m Bike Lane

6.6m One Through Lane Each Direction

1.8m

2.4m

3.7m

Bike Lane

Parking Lane

Pedestrian Boulevard

5.0m Retail Boulevard Setback

20m Right-of-Way

Fig. 45. Orfus Road Streetscape - Typical Section

EXISTING COLLECTOR STREET (ORFUS ROAD) Orfus Road is a higher volume pedestrian street in the Study Area and is currently assigned bike lanes in the Lawrence Allen Secondary Plan. The existing buildings beyond the study boundary are setback between 5 to 7m from the public right-of-way. New buildings in the Study Area should relate to and provide a suitable transition towards Dufferin Street. The streetscape should support existing and future development, and encourage greater pedestrian and cycling activity.

R171 All new buildings should be set back 5.0m from the public right-of-way, with either a paved retail frontage or a residential landscape frontage.


R174 Street trees should be planted at the back of sidewalk with either a trench or concrete bridge detail (Detail T-1 or T-2).

R169 Orfus Road should have a consistent 20m public right-of-way. R170 Provide a 12.6m curb to curb travel way, with continuous 3.7m pedestrian boulevards on each side on the street.


R172 The lane assignment should include 2 travel lanes, 1 parking lane, and a left turn lane at intersections. R173 Provide a dedicated and marked bike lane on each side of the street.

R175 Coordinate below grade utilities to ensure proper tree growth and reduce visual clutter. R176 Introduce new street lighting and furnishings.

Existing Local Street 20m Right-of-Way w/ Generous Setbacks


Retail at Grade

P


4.5m Sidewalk and Planting Zone

11.0m One Through Lane Each Direction



20m Right-of-Way

Fig. 46. Existing Local Street Streetscape - Typical Section New Local Street Streetscape - Typical Section (Option 1)

EXISTING LOCAL STREETS (SAMOR AND APEX ROADS) AND NEW LOCAL STREETS (OPTION 1) Both Samor and Apex Road are local streets that have significant segments within the Study Area. Both streets have minimum sidewalks and wide travelways, little planting, and buildings broadly set back from the public right-of-way. These existing streets should maintain the broad setbacks to better relate new development with existing, and rearrange the space available in the public right-ofway to provide greening opportunities and improve pedestrian amenities, and still accommodate the required transportation operations.

R178 Provide a 11.5m curb-to-curb travelway, with continuous 4.5m boulevards each side of the street. R179 The lane assignment should include 2 travel lanes with on-street parking permitted. R180 On Samor and Apex Roads, all new buildings should be set back 5.0m from the public rightof-way. For new local streets, all new building s should set back 3.0m.


R181 Street trees should be planted with open planter details (Detail T-3) or in planted verge.

R177 The existing Samor Road and Apex Road, and all new local streets should have a consistent 20.0m public right of way.

R182 Coordinate below grade utilities to ensure proper tree growth and reduce visual clutter. R183 Introduce new street lighting and furnishings.


New Local Street 20m Right-of-Way w/ Setbacks


Retail at Grade

3.0m Residental Landscape Setback


8.5m Travelway Potential Lane Assignment Varies



20m Right-of-Way

Fig. 47. New Local Street Streetscape - Typical Section (Option 2)

NEW LOCAL STREETS (OPTION 2) A second option for new local streets in the larger blocks is to have a more narrow travelway and assign additional space to the sidewalk and planting zone. This would also require a smaller building setback on both sides of the street, creating a more contained streetscape. Guidelines and Standards R184 All new local streets should have a consistent 20.0m public right of way. R185 Provide a 8.5m curb-to-curb travelway, with continuous 5.75m boulevards each side of the street.


R186 The lane assignment should include travel lanes in preferably a two way configuration. On-street parking may or may not be permitted. R187 All new buildings should be set back 3.0m from the public right-of-way, with either a paved retail frontage or a residential landscape frontage. R188 Street trees should be planted with open planter details (Detail T-3) or in planted verge. R189 Coordinate below grade utilities to ensure proper tree growth and reduce visual clutter. R190 Introduce new street lighting and furnishings.

9. DEMONSTRATION PLAN

La w re nc e Av en ue W es t 94 DUFFERIN STREET AVENUE STUDY

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4 01

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rin

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To visualize the intentions of the Avenue Study, the Study Team developed a Demonstration Plan massing model. The model shows the Study Area at full build-out, with all sites redeveloped, in compliance with the recommendations in this study. The Demonstration Plan is not a Master Plan. It is presented for illustrative purposes only and is not the only potential outcome of the recommendations, which give flexibility for a number of different approaches.


Existing or Approved Buildings in Study Area Demonstrated Future Buildings Existing Buildings Outside of Study Area

10. COMMUNITY SERVICES & FACILITIES STRATEGY SUMMARY 10.1 CS&F BACKGROUND, METHODOLOGY AND ASSUMPTIONS In September 2013, City Planning prepared a Phase 1 Community Services and Facilities Profile (“the 2013 CS&F Profile”) in preparation for the Dufferin Street Avenue Study. In addition, the Study Team undertook a detailed survey of City Divisions and community agencies with follow-up interviews as necessary throughout the course of the Study. Questionnaires were designed to seek input on priorities for improving existing and future CS&F to serve the Study Area, based on a projected population resulting from initial development options emerging through the Study. The City Divisions surveyed include: • • • • • •

Toronto District School Board Toronto Catholic District School Board C hildren’s Services Toronto Public Libraries Parks, Forestry and Recreation S ocial Development and Financial Administration (SDFA)

The Community Agencies surveyed include: • • • • • • •

HION (Lawrence Heights Inter Organizational L Network) Family Service Association of Toronto C OTA Health N orth York Harvest Food Bank N orth York Community House J VS Toronto V illa Charities

All City Divisions and three out of seven community agencies (COTA Health, North York Harvest and Villa Charities) completed the surveys. A summary of each sector’s priorities and subsequent recommendations by service area is provided below.


SCHOOLS As indicated in Section 3.4, TDSB schools are currently under capacity, while the TCDSB schools are operating over capacity. The pressures and priorities identified by the two school boards reflect the number of students within the different systems.

TDSB In the 2014 questionnaire, TDSB staff indicated that the Board will retain Sir Sandford Fleming campus, currently a surplus site, as a core holding site while leasing it to the TCDSB on a short term basis for its Beatrice Campus. In terms of urban design and relative to the Dufferin Street Avenue Study, TDSB Staff indicate that with increased vehicular traffic resulting from anticipated development, there are concerns regarding repercussions for activity in and around school sites that are expected to accommodate increased parking, bus lay-bys and pick-up and drop-off points. TDSB staff therefore identified the need to ensure safe and accessible pedestrian pathways and cycling routes from residential areas to neighbourhood schools. Recommendations R191 TDSB anticipates that local schools will have sufficient capacity to accommodate the projected population, however, as the Board is circulated development applications it will monitor and identify future needs and pressures as they arise. R192 Opportunities to provide visible and accessible pedestrian/cycling links and pathways within the Study Area should be explored, to encourage active transportation and minimize school-related vehicular movements as growth proceeds.

TCDSB

CHILD CARE

According to the 2013 CS&F Profile, the TCDSB has requested one elementary school site to be located within the Lawrence Allen Study Area, east of the Allen to accommodate growth of that neighbourhood. The Board is also interested in purchasing an additional school site from the TDSB for the placement of an elementary school. Two potential locations are the Sir Sandford Fleming site (which currently accommodates the Beatrice Campus) as well as the former Bannockburn Public School, located east of Bathurst Street and currently leased to a Montessori school.

As illustrated in Section 3.4, the child care centres are overcapacity in the Study and Context Area, with over 450 children on the waitlist. However, Children’s Services identifies that, the share of child care subsidy in the Dufferin Street Study Area is adequate (based on current equity) in relation to other areas of the City. Nonetheless, the areas directly to the south and east of the Study Area are “under-served” i.e. they have less than their share of child care fee subsidy. In addition, these areas have high rates of child poverty, which is greater than the Toronto average of 32%.

The secondary school, Dante Alighieri Academy, is over capacity and the student population is accommodated at three different sites including Sir Sandford Fleming Academy and the Columbus Centre, a leased space owned by Villa Charities. On September 1, 2011, the TCDSB received approval to proceed with a 1,300 pupil place replacement facility for Dante Alighieri Academy. The new facility will include all Dante students and eliminate the need for portables.

City of Toronto Children’s Services identified a number of other child care programs in the area:

Recommendations R193 The construction and completion of the Dante Alighieri Academy replacement facility (in concert with Villa Charities) is expected to alleviate current enrolment pressures by consolidating secondary students in one location with shared access to arts and recreation facilities. The current secondary school site will be refurbished to house Regina Mundi elementary school. R194 The TCDSB is circulated development applications and will monitor and identify future needs and pressures as they arise.


R195 L icensed Home Child Care, which offer early learning and care in approved homes for children ranging in age from infancy to 12 years. R196 After-School Recreation Care (ARC), which is City-operated and provides safe, affordable child care for children ages 6 to 12. The program is available in the Regina Mundi C.S. and the Lawrence Heights Community Centre. R197 Family Support Programs, which are neighbourhood meeting places for parents/ caregivers and their young children, and include community-run programs, Ontario Early Years Centres (OEYC) and Parenting and Family Literacy Centres. There are no family support programs in the Study Area, however, there is an OEYC located to the south at 2700 Dufferin Street (at Briar Hill Ave). There are two programs located in the Lawrence-Allen Community - one at the New Heights Community Health Centre and one at Flemington P.S.

Children’s Services also identified a new childcare facility located on the proposed new public street “Via Bagnato,” secured through the Treviso development at Dufferin Street and Lawrence Avenue. The new facility at 120 Via Bagnato will be a nonprofit daycare with subsidies and will have capacity for 62 spaces (10 infant, 20 toddler and 32 preschool). The facility is currently under review for site plan approval.

Recommendations

In the 2014 survey, the Children’s Services indicated that a lack of infant spaces in this community was a main service gap in the CS&F Study Area. However, they also noted that the introduction of full day kindergarten may result in shifts of services for younger children. Another major shift is the anticipated release of a new Child Care Service Plan in 2015. With new legislation, the 2015 Plan may change the way Children’s Services allocates child care fee subsidies.

R199 T he need for a new child care centre is triggered with each 2250 new occupied units. Ongoing monitoring of unit counts as development occurs throughout the Study Area can assist in the assessment of future child care needs.

Children’s services further identified facility and service priorities including: 1) the need for additional childcare facilities; 2) the consideration of co-location with early childhood services and 3) special attention paid to design criteria for the development of childcare facilities. A more detailed description of these priorities is included in the CS&F Appendix. Based on the anticipated growth in the Dufferin Street Avenue Study Area of 11,414 new residents, the Study Team estimates that an additional 2-3 child care centres, each with 72 spaces, will need to be provided to serve projected development along Dufferin Street. It is estimated that one new child care centre will be required at the point that each 2250 new units are occupied in the Avenue Study Area. Opportunities for the provision of child care facilities are more readily achievable in the comprehensive redevelopment of the larger land parcels on Dufferin Street, where facilities can be secured and integrated in new buildings pursuant to the location and design criteria cited above. However, development throughout the Study Area should be monitored on an ongoing basis to capture the collective needs of new residential units on all sites.


R198 It is anticipated that as growth progresses, 2-3 child care centres (each with 72 spaces) will be needed to serve development within the Study Area. As the preschool age group transitions to Full-Day Kindergarten, priority should be placed on the accommodation of infant care spaces.

R200 C hild care facilities should be located at grade at highly visible and accessible locations with sufficient dedicated outdoor play space, safe access for pickup and drop-off, and consideration for sun/shade, wind, noise, air/ soil quality impacts. R201 Facilities can be integrated within base buildings of new development and/or co-located in collaboration with other agencies providing early learning services, provided they meet the above-noted location and design criteria.

LIBRARIES As identified in Section 3.4, there are three public libraries within the Study and Context Area: the Barbara Frum District Branch, Maria A. Shchuka District Branch and the Evelyn Gregory Neighbourhood Branch. In response to the 2014 questionnaire, Toronto Public Library (TPL) staff identified issues and pressures for current facilities and programs, summarized below and provided in detail in the Appendix).

TPL indicated that each of the branches is experiencing pressures due to the current and changing demographics and population increases. The Barbara Frum Branch is above its catchment benchmarks due to population increases, while the Maria A Shchuka Branch area lacks youth drop-in programming options. All branches identified a general need for better service delivery and a number of specific facility and service priorities, including: •

xpansion of Barbara Frum Branch, in which E the lower level of the building currently used by the community recreation centre is converted for library purposes, following the centre’s relocation.

•

elocation or consolidation of the Evelyn Gregory R Branch, which is significantly below the minimum size requirement for neighbourhood branches, currently limiting service delivery.

•

nhancement of Teen Zone space in Maria A. E Shchuka Branch and enhancement of marketing at street level by incorporating digital signage and screens to feature programs and events.

Identified gaps and priorities in Library services and programs include: •

E xtended opening hours for all branches.

•

I ncreased programming for all branches to respond to existing and new community demand, such as ESL and newcomer programming, employment services and afterschool and literacy programs.

Recommendations R202 L ibraries in the broader area are currently under pressure with anticipated growth in the Lawrence-Allen neighbourhood. This pressure is anticipated to increase with the projected growth in the Dufferin Street Avenue Study Area and therefore needs to be addressed.


R203 T he Barbara Frum Branch should expand by incorporating the lower level of the building once the community recreation centre is relocated in the Lawrence Heights area. The introduction of KidsStop early literacy centre at this branch is also recommended. R204 In the longer term, consideration should be given to relocating and/or consolidating the Evelyn Gregory Branch to a site in the Dufferin Street segment with better visibility from major streets. A new stand-alone or joint facility that would allow for the 900-1400 m 2 (10,000-15,000 sq ft) neighbourhood branch standard to be met would optimally serve existing and new populations and local business development. Relocation or consolidation must consider the need for wheelchair accessibility, which currently does not exist within the branch. R205 T he Maria A. Shchuka Branch would benefit from enhancements for the Teen Zone Space and signage at the street frontage to market programs and events. R206 G enerally, improvements to public service space, hours and location of all branches are required to optimize service delivery to the existing and increased population. Additional program capacity should be considered in response to existing and new community demand. An Innovation Hub could support expanded capacity for programs and services.

PARKS AND OPEN SPACES

•

5% of the net development site for sites 1 ha to 1 5 ha in size; and

Parks, Forestry and Recreation Staff have identified priorities for three of the existing parks in the Study Area:

•

0% of the net development site for sites over 2 5ha.

•

aledonia Park: Improved and renovated C naturalized areas, improved drainage, new bleachers and updated lighting

•

onlands Park: New park signage and entrance C features

•

orkdale Park: Improved pathways, lighting, sight Y lines and park signage

In addition to the maintenance and improvement of existing parks, the Study Team has developed a strategy to determine the amount and location of new parks and open spaces within the Study Area. Based on the build out and land use mix proposed for the Study Area, it is anticipated that there is the potential for approximately two hectares of new public parkland to be acquired by the City through redevelopment, pursuant to its policy on the Conveyance of Land for Parks Purposes as a Condition of Development (Toronto Municipal Code - Development of Land, Chapter 415, Article IV). In order to project public parkland dedication required by the City of Toronto’s parkland acquisition policies, the Study Team calculated the gross floor area (GFA) which would result from the recommended build out, as well as a breakdown of land uses and the anticipated number of residential units. The City’s dedication rates for Parkland Acquisition Priority Areas, such as the Dufferin Street Avenue Study Area, require development parcels to convey land for park purposes at a rate of 0.4 ha/300 dwelling units proposed to a maximum of: •

0% of the net development site for sites less 1 than 1 ha in size;


Where new development is fully non-residential in nature, Official Plan Policy 3.2.3.4 – Parks and Open Spaces, provides for parkland dedication at a rate of 2 per cent of the land area. Cash-in-lieu of parkland may also be provided where the City deems the shape, size or location of proposed dedicated parkland to be unsuitable. Based on the densities recommended and assumptions on unit size, parkland dedication requirements would reach the maximum dedication limits for each parcel on the corridor. In an effort to understand the lowest potential parkland acquisition resulting from new development in the Dufferin Street Avenue Study Area, the non-residential dedication rate of 2% was applied to all other properties except those with approved development under construction. Though this is considered unlikely, it is important to note that in this scenario the total maximum dedication would only yield approximately 0.48 hectares of new parkland. The Study Team has identified the large redevelopment parcels within the Study Area (Blocks 1, 6, 7, 8 and 14) as potential locations for new public parkland that will be secured via parkland dedication requirements through redevelopment. Throughout the remainder of the Study Area, sites are generally smaller and many would require significant consolidation for redevelopment to be feasible. For these smaller parcels, it is recommended that cashin-lieu of parkland dedication be considered. Cash collected in lieu of parkland should be used for acquiring new public parkland, which may include opportunities to enlarge new parks on the large redevelopment parcels, or improving existing parks in the vicinity of the development where the cash-in-lieu of parkland dedication originated.

Other greening opportunities that should be considered include:

COMMUNITY RECREATION CENTRES

•

Provision of privately owned public spaces (POPS), such as private amenity space courtyards on site and urban plazas which may be utilized by the wider community; and

•

Provision of mid-block connections and/or landscaped setbacks with seating areas on site, to enhance neighbourhood permeability and pedestrian amenity.

As growth occurs in the Study Area, the recreation needs of the community will be evaluated relative to the capacity of the existing Glen Long Community Centre and its potential expansion. Priorities to improve the Glen Long Community Centre include the addition of a dance studio, weight room, multipurpose room and change rooms for the existing gymnasium.

Recommendations R207 S mall scale improvements for larger existing parks in the Study Area should be considered. These include: •

I mproved naturalized areas, drainage, new bleachers and lighting for Caledonia Park;

•

New park signage and entrance features for Conlands Park and;

•

Improved pathways, lighting, sight lines and park signage for Yorkdale Park

R208 New public parks should be created on large parcels of developable land R209 For smaller sites, cash-in-lieu of parkland dedication should be considered to be used for acquiring new public parkland and improving existing parks (as identified above) R210 Privately owned public spaces (POPS) should be utilized encouraged through redevelopment R211 Mid-block connections and landscaped setbacks with seating areas should be incorporated where feasible to enhance the public realm


HUMAN SERVICES/COMMUNITY AGENCIES SPACE In April 2014, City Council adopted the new Toronto Strong Neighbourhoods Strategy 2020, which identifies Neighbourhood Improvement Areas to update the Priority Neighbourhood designation. The Dufferin Street CS&F Study Area, including Lawrence Heights, had previously been identified as a Priority Neighbourhood, but now mainly falls within the Yorkdale-Glen Park Neighbourhood (#31), which is not considered a Neighbourhood Improvement Area. In February 2014, Social Development, Finance & Administration (SDFA) staff identified the following priorities within the CS&F Study Area: •

ommunity Involvement in the Lawrence Heights C Revitalization process

•

Mixed-use facilities for families

•

Funding toward a Community Service Hub space

•

Mixed-use facilities that include a focus on newcomer families with children under 14

•

Mixed-use facilities designed to include young adults 15 to 29 years of age

•

Access to family service programs and organizations within reasonable distance

•

Services for young adults 15 to 29 years of age

•

Services for newcomer families with children under 14

In addition to the SFDA priorities, City Staff also provided the Study Team with seven community agencies to contact in order to better understand their specific needs and priorities within the area. Of the seven contacted, only three responded to the questionnaire and telephone interviews: North York Harvest, COTA and Villa Charities. Below is a brief summary of the three organizations’ priorities and funding concerns: Community Agencies

Priorities and Funding Concerns

Villa Charities

Plans to expand in next 5 years to better provide elderly programs, childcare, cultural and linguistic classes; will require external funding

North York Harvest

No longer at current location, looking for new space

COTA Health

No plan to expand but will monitor community needs

Recommendations R212 In order to create complete liveable communities and address existing and projected needs as growth continues along Dufferin Street, opportunities for community agency/human services space in new and existing buildings should be explored. Co-location opportunities should be encouraged to improve accessibility and to maximize resources (e.g. land, shared administrative/volunteer base) as well as to offer a range of programs/services for families, newcomer families with children under 14 and young adults 15 to 29 years of age.


R213 To address the needs of the emerging population, provisions should be included in new zoning by-laws to permit community facilities on the ground floor of tall and mid-rise buildings. Facility space should be turn-key, accessible and in highly visible locations with strong pedestrian connections. R214 O pportunities to create and augment the provision of non-profit community service space within the Lawrence Heights Secondary Plan area (east side of Dufferin Street) should be considered. Implementation Long-term redevelopment of the Dufferin Avenue Study Area presents an opportunity to develop and acquire new community services and facilities as the needs of the growing population evolve over time. The recommendations contained in this report are also premised on the principle that existing CS&F are maintained, improved or expanded to continue serving the neighbourhood population, with no net loss of services or facilities. Strategies for an expanded network of CS&F are provided in the Appendix.

11. TRANSPORTATION MASTER PLAN SUMMARY 11.1 BACKGROUND Vaughan

A Transportation Master Plan (TMP) has been prepared as part of the review to satisfy Phase 1 and 2 of the Municipal Class Environmental Assessment (MCEA) Master Plan process for the Avenue Study on Dufferin Street. The TMP addresses opportunities for improving the multi-modal transportation network to facilitate a sustainable pattern of growth along the Dufferin Street corridor between Lawrence Avenue and Highway 401. The TMP would define and develop the appropriate transportation planning framework and recommendations that will support redevelopment envisioned in the recommended Study Area.

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North York

Rexdale

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Study Area

11.2 MOBILITY STRATEGY

Repurpose the Dufferin Street right-of-way to promote mobility balance,

•

Provide controlled access,

•

Encourage existing and future residents to walk and cycle through mix land uses,

•

Improve network efficiency by using underutilized travel routes

•

Improve air quality and natural environment

•

Minimize the impact to existing neighbourhood and Employment Areas

•

Improve the transit experience and provide localized transit operation improvements


427

•

Etobicoke

Downtown Toronto

Hwy

The key principle of the future mobility strategy for Dufferin Street focuses on balancing all modes of transportation and optimum utilization of infrastructure within the existing right-of-way. The TMP will provide strategies to provide more travel options to regional destinations and improve local circulation. The study has also identified opportunities to:

iner

Gard

Fig. 48. Regional travel patterns, showing the origins and destinations of those who travel through the Study Area.

11.3 ALTERNATIVE PLANNING SOLUTIONS The transportation analysis was undertaken iteratively with the land use and density analysis to inform the ultimate recommended mix of land uses and densities and to develop a comprehensive transportation framework. This analysis included forecasts of future travel demand generated for the Study Area transportation network. Planned transportation infrastructure improvements, including the planned Toronto-York Spadina Subway Extension to Vaughan Corporate Centre and the Eglinton Crosstown project, were considered to improve regional transit connectivity and to provide alternative travel options. Other planned local

improvements include: road resurfacing along Dufferin Street with the potential for localized curb and centre lane adjustments; a corridor improvement program for traffic operations; and reconfiguration of the intersection at Dufferin Street/Bridgeland Avenue/ Yorkdale Road. Based on the preferred land use option, a number of alternative transportation planning solutions were developed and tested for their ability to address outstanding transportation planning issues that were identified through the existing conditions analysis and public consultation. Four planning solutions were developed for testing: ‘Do Nothing’, in which no changes would be made; ‘Quick Wins,’ in which improvements achievable in the short term would be made; ‘Upgrade’, in which the Dufferin Street crosssection would be comprehensively reconfigured; and ‘Additional’, in which the right-of-way is widened, permitting transit lanes. The alternative transportation planning solutions were evaluated against criteria, including: conformance with City adopted policies, enhancement of operations, improvement in north-south and east-west connections across the Study Area, local access, creating a vibrant public realm, the cultural and natural environment, feasibility of implementation, optimum use of existing right-of-way, and most importantly, support of the recommended preferred land use design option. A preferred solution emerged through this evaluation process that would have the most potential to complement the preferred land use design option. The third transportation solution, ‘Upgrade’, was identified as the best performing solution because it matched or outperformed the other solutions in the evaluation process and successfully balanced functional and aesthetic goals with policy directions and feasibility. The preferred planning solution, described below, is based on the ‘Upgrade’ solution. Additional right-of-way for HOV lanes, as tested in the ‘Additional’ solution, was generally not supported by the mobility strategy and evaluation criteria.


Furthermore, the wider right-of-way beyond 30m was seen as negatively impacting the quality of the pedestrian realm while increasing delays and reducing safety at intersections, thus weakening the identity of the neighbourhood.

11.4 PREFERRED PLANNING SOLUTION The preferred transportation planning solution contains components from the ‘Upgrade’ solution including: •

Travel Demand Management, including parking and traffic management strategies to reduce single occupant vehicle trips during the peak periods;

•

Full moves signalize intersections at Apex Road, and Honda (Car Dealership)/Yorkdale Shopping centre Streetscape and pedestrian crossing improvements on Dufferin Street and adjacent collector and local streets;

•

New dedicated cycling facilities along Dufferin Street and other cycling network improvements in the broader Study Area;

•

New local roads within the large development blocks;

•

Planted Median with alternative centre turn lanes south of Bridgeland Avenue/Yorkdale Road;

•

Street connection improvements including the reconfiguration of the Highway 401 eastbound off-ramp to Dufferin Street;

•

Operational improvements such as a signal coordination and street resurfacing;

•

Physical Transit Improvements such as transit shelters, seating, way findings, and technology applications;

•

Repurposing the southbound curb lane from Bridgeland Avenue to Cartwright Avenue to a Bus Only/HOV lane; and,

Dufferin Street at Samor Road

37,900

Dufferin Street at Lawrence Avenue West

70,900

The daily volume profile in northbound and southbound directions on Dufferin Street is shown in Figure 10 and Figure 11 below. Both profiles are typical with two peaks during the morning and evening periods. The evening peak is spread out over a longer time.

Fig. DTAH49. Daily variation in northbound traffic on Dufferin Street (2012).

Dufferin Street Avenue Study Figure 10: Daily variation in Northbound Traffic on Dufferin Street (2012) Transportation Master Plan

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Fig. 50. Daily variation in southbound traffic on Dufferin Street (2012).

Figure 11: Daily variation in Southbound Traffic on Dufferin Street (2012) The morning peak hour traffic volume is shown in Figure 12 for the context area. This figure illustrates the relationship of Dufferin Street with the larger network in the area. Dufferin Street is comparable in peak hour volume to Bathurst Street to the east, Wilson Avenue to the north, and Eglinton Avenue West to the south. It carries slightly less volume than Keele Street and Avenue Road between Lawrence Avenue West and Wilson Avenue, and substantially less than Allen 105 DUFFERIN STREET AVENUE STUDY Road.

•

A combination of operational and physical transit improvements including a potential GO station between Lawrence Avenue West and Highway 401.

The following component from the ‘Additional’ planning solution was incorporated into the emerging preferred transportation option: •

Traffic modelling demonstrated the operational effects of the major components of the emerging preferred option, which highlighted key characteristics and issues that should inform further investigation and development of alternative design options in Phase 3 of the MCEA process. Highlights of the demonstration include: •

The ‘gateway’ intersections into the Study Area, at Lawrence Avenue West and Bridgeland Avenue, will continue to experience congestion in the future. The intersection at Bridgeland Avenue will be investigated further as MTO reconfigure this intersection.

•

The removal of the McAdam Loop will need to be considered in conjunction with the Highway 401 off-ramp reconfiguration and access to Yorkdale Shopping Centre, and not in isolation. Expansion plans for the Yorkdale Shopping Centre should consider better connections to Highway 401 rather than relying on Dufferin Street to facilitate regional access.

Removal of the McAdam loop in conjunction with new signalization left turns access to Yorkdale Mall as part of the Greening strategy and to improve east-west pedestrian crossing conditions.

The TMP also recommends items for further study: •

New road connections to the broader transportation network outside of the Study Area;

•

An eastbound Highway 401off-ramp to Bridgeland Avenue to provide direct truck and employment traffic access as per the Official Plan direction;

•

•

A new direct public connection to Allen Road and to Highway 401 Eastbound from Dufferin Street;

•

A new GO Station between Lawrence Avenue West and Highway 401;

The TMP also includes an implementation plan that determines the Class EA schedule for each component in the emerging preferred planning solution. This will help guide future actions to support the vision for the Dufferin Street Avenue Study.

•

Repurposing the northbound curb lane to Bus Only/HOV


12. INFRASTRUCTURE MASTER PLAN SUMMARY The review included the preparation of an Infrastructure and Stormwater Management Master Plan which fulfills the requirements of Phases 1 and 2 of the Municipal Class Environmental Assessment. The IMP is concerned with identifying municipal servicing infrastructure needs to support future development within the Study Area, particularly considering water supply, sanitary sewage and storm drainage.

12.2 STORMWATER MANAGEMENT

At the time this report was written, the IMP was near completion of Phase 2 of the Class EA process. Additional processing is required to satisfy the Class EA process for this Infrastructure Master Plan, including the collection of comments from the public, City departments and other affected stakeholders which will influence the preparation of the Draft Final Report that will be made available for public review and comment prior to finalization of the Master Plan.

12.3 SANITARY SEWERAGE

In terms of implementation and management of future development, the following matters will be considered as a result of the findings of the study:

12.1 WATER SUPPLY No concerns with respect to water supply in the Study Area were found and it is recommended that the City continue its current practice of requiring hydrant flow tests for each new development application to: •

•

Confirm the available capacity with respect to the specific development application being made; and, Continually monitor the behaviour and performance of the local distribution system.


The draft IMP recommendations include direction for the City to continue its current practice of requiring each new development application in the Study Area to conform to the Wet Weather Flow Management Guidelines (WWFMG), subject to the modified allowable release rate of 75 L/s/ha.

Several upgrades have been identified in terms of sanitary sewer infrastructure, which include in-line storage elements to attenuate peak wet weather flows, as well as increased pipe sizes in selected locations. Specific locations are recommended (as a minimum) for additional flow monitoring and model verification/ calibration. In terms of processing development applications, it is recommended that the development proponent undertake a specific hydraulic analysis with the verified/calibrated InfoWorks model with relevant monitoring information for the receiving sewer in question (as noted above). These analyses should consider the improvement works that will be in place as at the time that development proceeds, noting that this study is based on the premise that all improvement works identified in the Area 16 and 17 Basement Flooding Study Area Class EAs are in place. The final Infrastructure Master Plan report will identify servicing issues to inform the potential use of holding provisions on development.

13. IMPLEMENTATION 13.1 RECOMMENDED ACTIONS

•

See the Implementation sections of the Infrastructure Master Plan and Transportation Master Plan for detailed discussions on strategies to implement recommended changes in those areas. To implement the vision for Dufferin Street, a number of actions are recommended to be undertaken: City of Toronto Official Plan Within Chapter Seven of the Official Plan Site Within Chapter Seven of the Official Plan, a Site and AreaSpecific Policy (SASP) should be established for the Dufferin Street Avenue Study Area. The suite of SASP policies should include general statements and schedules applicable to the entire corridor, as well as development guidelines specific to individual blocks or sites. New development should be consistent with the Built Form policies of the Official Plan and Council-adopted urban design guidelines applicable to the corridor (both city-wide and area-specific). The identification and use of a Holding ‘H’ symbol (pursuant to Section 36 of the Planning Act) can identify the criteria or matters to be satisfied prior to updated zoning for the large parcels coming into effect.

Block-specific development criteria reflecting the recommendations of this study, including: »»

Guidelines for typical Avenue blocks that reflect their unique conditions;

»»

Identification of blocks where taller building heights may be considered;

»»

Requirement for the preparation of a conceptual block master plan prior to new development on the larger blocks – showing new streets, parks, open spaces, and proposed built form and land use relationships –consistent with the vision statement and urban design objectives;

»»

Provisions to enable the use of a Holding (‘H’) Symbol in the zoning of large parcels to ensure the satisfactory completion of studies or other matters necessary prior to zoning coming into effect, including but not limited to: »»

Streets, blocks and circulation plan

»»

transportation analysis

»»

municipal servicing requirements

»»

community services & facilities needs and delivery

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public realm improvements

»»

environmental assessment (as may be necessary)

»»

agreement(s) pursuant to Section 37 of the Planning Act

In particular, the SASP policies should include: •

•

an overall vision statement and urban design objectives for Dufferin Street; a Structure Plan showing potential locations for new streets, parks, open spaces and urban plazas, pedestrian and cycling amenities;

•

a minimum building height requirement throughout the corridor of 10.5 metres/3 storeys;

•

general guidelines for typical Avenue sites, consistent with the City’s performance standards for mid-rise development;


»»

•

A statement discouraging new auto-related uses along the corridor;

Identification of CS&F needs to be monitored and addressed through development; and,

•

Identification of implementation tools to enable improvements to the public realm including parks and open spaces, and to community services and facilities such as: »»

City capital funding;

»»

parkland acquisition and/or cash-in-lieu of parkland pursuant to Section 42 of the Planning Act and the City of Toronto Municipal Code;

»»

contribution of benefits from developments resulting in increased heights and densities, pursuant to Section 37 of the Planning Act and the City of Toronto Official Plan; and,

»»

improvements to the public realm adjacent to private development secured through Site Plan Agreements.

Zoning A number of distinct Zoning amendments are recommended for the Study Area: •

Bring all of Study Area into the new City-wide Zoning By-law Significant portions of the Study Area have not been brought forward into the City’s new Zoning By-law 569-2013, and remain within the former City of North York Zoning By-law 7625. These include: »»

the west side of Dufferin Street between Lawrence Avenue West and north of Orfus Road;

»»

a portion of the McAdam Loop;

»»

the west side of Dufferin Street adjacent to the southbound 401 off-ramp;

»»

the McAdam (Dream Condos) and Treviso development sites; and

»»

the Yorkdale Shopping Centre property.


For the sake of consistency throughout the corridor, it is recommended that the zoning for all parcels be reviewed and updated according to the categories, regulations and standards of the new Zoning By-law. •

Update applicable zone categories to allow residential uses and limit auto-related uses Parcels along the west side of Dufferin Street are currently zoned MC(H) (some with site-specific exceptions), a light industrial zone category in former City of North York By-law 7625 which limits office and retail uses and does not permit residential uses. These properties should be rezoned to the CR (Commercial Residential) category in the City of Toronto By-law 569-2013 to permit the broad range of uses contemplated in the Mixed Use Areas designation in the Official Plan, and as recommended by this study. Certain uses currently permitted by this zone category are in conflict with the goals and objectives resulting from this study and should be prohibited within the Study Area, such as: »»

Drive-Through Facility

»»

Passenger Terminal

»»

Sports Place of Assembly

»»

Vehicle Dealership

»»

Vehicle Fuel Station

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Vehicle Service Shop

»»

Vehicle Washing Establishment

These uses that are currently existing in the Study Area would be recognized as legal non-conforming, limiting their opportunity for expansion. Public (commercial) Parking is also permitted in the general CR zone. However, to prevent the fronting of paid parking lots on Dufferin Street it is recommended that areaspecific zoning provisions also restrict the location and access to this use from a ‘Major Street’.

•

Apply a Holding (‘H’) Symbol to CR Zoning of large parcels

incorporated into the new City-wide by-law and re-evaluated according to the goals and objectives of this study at the time an application is made for redevelopment. These include:

As noted previously, the redevelopment of the large parcels provides the greatest opportunity for significant change and the establishment of a primarily residential, mixed-use neighbourhood with new streets, blocks and open spaces. In order for this growth to occur sustainably, according to the recommended Site and AreaSpecific Policies, the standards and guidelines promoted by this document, the CR zoning should be subject to a holding (‘H’) symbol requiring the satisfactory provision of matters outlined in the SASP, as described above. •

Section 64.33(35) with respect to the Holiday Inn property at 3450 Dufferin Street, limiting the maximum gross floor area for a hotel.

»»

ection 64.33 (37) for 3200-3222 Dufferin S Street, limiting the maximum gross floor area with a minimum westerly yard setback.

»»

Section 64.33 (38) regarding the northwest corner of Dufferin Street and Apex Road, limiting maximum gross floor area for the building, as well as for retail and personal service shops, as well as regulating parking space and aisle dimensions.

»»

ection 64.25 regarding Yorkdale Mall, S regulating uses, setbacks, certain building heights, parking space requirements, maximum gross floor area for service stations and gas stations, and the requirement for an ornamental wall abutting residential zones. In this instance, to support the goals of maintaining a pedestrian-oriented streetwall at this location, a provision should be added to this exception allowing only grade-related retail uses along the Dufferin Avenue frontage.

Rezone McAdam Loop lands to enable park development Should the City pursue the recommendation to convert the McAdam turning loop serving Yorkdale Mall into a park, these lands should be rezoned from their current designations of RD (north portion) and C1 (south portion) to the Open Space (O) zone category of the new Zoning By-law. This would ensure that the lands are not utilized as a development parcel.

•

»»

Maintain zone categories and site-specific exceptions where appropriate Certain parcels along Dufferin Street have zoning in place which already reflects the goals of this Study. Sites zoned CR (Commercial Residential) under City of Toronto By-law 569-2013 should remain as such, however the prohibition on auto-related uses noted above should also be extended to these sites. Existing site specific by-law provisions already approved for recent redevelopment, such as Treviso at the corner of Dufferin Street and Lawrence Avenue West and Dream Condos at Dufferin Street and McAdam Avenue, should be maintained and incorporated as exceptions within the new Zoning By-law. Other existing site-specific exceptions to the former North York Zoning By-law can be


•

Establish maximum permitted densities for each block This study recommends certain maximum densities on a block-by-block basis to ensure balanced, sustainable development throughout the corridor. It is appropriate for these floor space index ratios to be incorporated into the zoning for the sites. Where an application proposes greater densities than is permitted, the rezoning process will entail the preparation and review of the necessary studies to ensure the appropriate mitigation of impacts from higher-density

•

Single-use buildings are permitted within Mixed Use Areas in the Official Plan. Where this Study recommends mandatory grade-related retail in certain locations, the desired land use mix can be encouraged through the incentivizing of nonresidential uses to achieve maximum permitted density on the site. For example, a zone label of CR 2.5 (c1.0 r2.0) would allow development to a maximum of 2.5 times the area of the lot, but residential uses only to a maximum of 2.0 times; therefore to achieve the full permitted density, some form of non-residential use at grade is necessary. This approach should be used in the zoning for Blocks 5, 6, 8, 9, 11, and 12, as indicated in Figure 18. At Block 14 (Yorkdale Mall), a provision should be added to the Sitespecific zoning exception allowing only graderelated retail uses along the Dufferin Avenue frontage. Where retail at grade is encouraged, but not mandatory, (Blocks 1, 2, 4, 7, 8, 9a, 10, 11, 13 and 14a as indicated in Figure 18) the zone label can indicate the full allotment of density to residential with a modest non-residential component. For example: CR 2.5 (c0.5 r2.5). •

Building heights are currently subject to Schedule ‘D’ of North York By-law 7625, which is dictated by the flight paths specific to Downsview Airport and is recognized in the new City of Toronto Zoning By-law 569-2013. Should these flight paths be altered and Schedule ‘D’ amended to reflect changes in airport operations, the City may reconsider maximum building heights for the Dufferin Street Study Area.

Utilize land use mixing formulas to incentivize grade-related retail where “mandatory” development.

Establish minimum setback requirements from lot lines abutting streets and employment uses The zoning by-law for the Study Area should set regulations for minimum setbacks in the following instances: »»

Minimum setbacks from the street line for a building with residential uses at grade;

»»

Minimum setbacks from the street line for a building with non-residential uses at grade;

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Minimum setbacks from a lot line abutting a lot in the MC zone (reflecting the Employment Areas designation on adjacent properties).


Urban Design Guidelines It is recommended that the City develop urban design guidelines for the Dufferin Street Study Area for adoption by Council, and referred to in the SASP text. This document would: •

include more comprehensive built form guidelines specific to different block characteristics;

•

outline design criteria for the provision and appropriate location of new parks, open spaces and urban plazas throughout the corridor;

•

identify areas and provide objectives for streetscaping and other public realm improvements; and

•

illustrate detailed cross-sections for Dufferin Street, side streets and new streets where recommended.

Community Services and Facilities New and/or improvements to existing CS&F may be secured through the development process by various means that may include agreements pursuant to Section 37 of the Planning Act; and parkland dedication pursuant to Section 42 of the Planning Act and Chapter 415, Article III of the City’s Municipal Code. The Dufferin Street Avenue Study Team has determined that there are several opportunities for comprehensive redevelopment on larger parcels along the corridor, which can potentially accommodate new parks and facilities on-site, but these opportunities are limited. Innovative approaches to the provision of CS&F, such as co-location, multi-use and shared facilities,

are therefore encouraged to allow for efficiencies in service provision and maximize potential community benefits resulting from new development. Given that part of the Dufferin Street Avenue Study Area falls within the boundaries of Lawrence Allen Secondary Plan, consideration should also be given to the CS&F strategy developed for that neighbourhood to ensure an integrated approach to new and/or improved community services and facilities within the broader context. The Study Area is unlikely to see full redevelopment over the 30-year time horizon of the plan. Some sites, especially larger parcels in single ownership, present a more immediate opportunity for change, while many other smaller sites would require consolidation over time to be viable for redevelopment as envisioned by this Study. It is recommended that any policy documents pertaining to the Study Area establish monitoring of redevelopment in the short, medium and long term, to revisit community services and facilities needs at those intervals to assess the changing needs of the population as it grows. Streetscape Improvements This Avenue Study recommends streetscape improvements that are realistic to implement and cost effective, with a mind to minimize cost where possible. The timing of improvements could either take place incrementally with development activity or as a larger public project. If the latter, the overall reconstruction of Dufferin Street and implementation of the recommended streetscape improvements should be coordinated with major below grade infrastructure works to reduce construction schedule and disturbance to the local community.


A potential “quick win” improvement is the adjustment of the existing curbs in 2015 when the City is planning to resurface Dufferin Street. This would provide a consistent 5-lane travelway dimension through the corridor as suggested below (two travel lanes each direction with a centre turning lane). The planted median could also be introduced at this time without any adjustments to street grading and drainage or below-grade infrastructure. Improvements on the boulevards could follow at a later date. Taking this first step would demonstrate to the community that Dufferin Street can change and that there is support from the City and Council to make it happen. Comprehensive Block Plans This study recommends comprehensive redevelopment planning for all of the larger blocks in the Study Area (Blocks 1, 6, 7, 8 & 14), required through the SASP. Comprehensive block plans have a very useful role to play in coordinating development in this area. The first developers on a block should be required to prepare block plans, in consultation with neighbouring landowners, and these block plans will have to be updated and revised to the City’s satisfaction by subsequent developers within the block. This requirement will ensure that there is a coordinated approach to such matters as internal circulation, parking garage access points, driveways and internal pedestrian walkways, as well as the provision of parks, open spaces and community services and facilities among other matters. Block plans will be guided by the updated zoning and the urban design principles and guidelines resulting from this study.

13.2 DIRECTIONS FOR FUTURE STUDY With the submission of this Final Report and the subsequent Transportation and Infrastructure Master Plans, the Dufferin Street Avenue Study will be complete.

Dufferin Street Corridor North of Study Area 401

Bridgeland

McAdam Loop

Ranee

Is a future GO station possible?

Samor

Dufferin

Orfus

Lawrence

Dufferin Street Corridor South of Study Area

Dufferin Street Corridor Transit Study This limited geographic scope of this Avenue Study was unable to fully resolve the issue of transit on Dufferin Street, which requires a comprehensive review of the corridor, from Wilson Avenue to the Canadian National Exhibition Grounds. Feasibility Study / Environmental Assessments Members of the public attending meetings overwhelmingly identified traffic flow as their greatest concern in and around the Study Area. While the Transportation Master Plan will go some way to mitigating the negative impacts of development on traffic, several additional feasibility studies or environmental assessments beyond the Study Area boundaries should be considered. They include: •

The broader local transportation network, where a number of opportunities exist for improved connectivity, such as the northward extension of Dufflaw Road, the connection of Samor and Leswyn Roads, a new north-south connection


Yorkdale Shopping Centre

Allen Road

Possible pedestrian links over rail corridor or under highway

Caledonia

Study on Removal of McAdam Turning Loop There are considerable benefits to replacing the McAdam Turning Loop or “jug handle,” which currently allows southbound traffic to enter Yorkdale Shopping Centre from the right lane, with a regular intersection. Removing the loop would improve pedestrian and bicycle movement, while freeing up the existing City-owned space for a public park. However, the traffic implications of such a move require further and more detailed study, including the reconfiguration of the Highway 401 off-ramp on to Dufferin Street.

Rail Corrid or

However, a number of issues were raised over the course of the project that suggest areas for future study, beyond the scope of the Avenue Study:

Wilson

Caledonia Station

Fig. 51. Directionsfor forFuture FutureStudy Study Recommendations Dufferin Street Dufferin Street Corridor beyond Study Boundary Potential Public Street Connections Go/Metrolinx Corridor Study Area Boundary

between Dufflaw Road and Dufferin Street, a new east-west connection between Bentworth and Cartwright Avenues, streets through the Columbus Centre block, and a public road on the south side of the Yorkdale Shopping Centre property, •

The possibility of a Highway 401 eastbound off-ramp to Bridgeland Avenue.

•

New road connections to Allen Road or Highway 401.

Apex Road Study All of the properties fronting on the Dufferin Street and Lawrence Avenue West Avenues, on the block south and east of Apex Road, are designated Mixed Use. However, the smaller number of properties at the rear of the block fall within Employment Areas. The irregular rear property lines and limited number of Employment properties suggest that clarification needs to be given by the City as to the future of this block. Pedestrian / Cycle Crossings Over Railway Tracks and Under Highway 401 Highway 401 and the railway tracks have frequently been cited as a barriers to movement around the Study Area. While adding additional roads over or under these would likely lead to new traffic complications, pedestrian and bicycle links appear to have few drawbacks. They would facilitate movement to local destinations like Yorkdale Shopping Centre, the subway stations, and Downsview Park, while helping to foster an overall culture of daily walking and cycling. Possible opportunities include: •

A pedestrian and bicycle bridge/tunnel linking Bridgeland Avenue and Floral Parkway.

•

A similar east-west connection made through a possible new GO Station, wherever it might be located.


•

A pedestrian and bicycle path below Highway 401, where the railway passes under it. Study would be needed to determine whether there is sufficient space for such a connection to happen safely.

Business Improvement Area This study suggests that the City approach the local business community to consider establishing a local Business Improvement Area. A BIA helps to secure the economic viability of a commercial area and advocate for coordinated public realm improvements. This effort could be facilitated through the City’s Business Improvement Area office. Parking Study The City should further explore the opportunities for parking in the Study Area. Given the scope of this study, the streetscape design for Dufferin Street was limited to a typical cross section and could not consider a full functional design for the corridor. During detailed design, the City could study in greater detail if parking could fit on Dufferin Street, similar to the laybys that are being proposed in limited and specific locations along Eglinton Avenue as part of the Eglinton Connects project. Streetscape Improvements for Orfus, Samor and Apex Roads This Study has recommended streetscape improvements for the small portions of Orfus, Samor and Apex Roads that fall within its Study Area. In practice, however, these improvements would likely need to be implemented over the full length of the streets. Additional study is required to understand the feasibility, design and timing of complete upgrades. Additional Dufferin Avenue Study In due course, the City should conduct an Avenue Study for the portion of Dufferin Street between Lawrence and Eglinton Avenue West. Such a study would be important for reinforcing and extending the recommendations made in this report, and fully considering its connection to the Eglinton Avenue transit corridor.

Yorkdale Master Plan Study Since its opening, the Yorkdale lands have served as a commercial, retail and transportation hub for both the local and regional community. The Shopping Centre has undergone several incremental expansions over the years with parking and traffic implications. This study considered only that portion of the Yorkdale lands that relates directly to Dufferin Street and made specific recommendations for the development of that frontage. These recommendations should be considered as part of a broader study of the entire property with respect to scale, land use and circulation to ensure the appropriate and balanced progression of any future growth on the site. New GO Station Taking advantage of the adjacent Barrie Line to add a new GO Transit Station would have a beneficial result on the congested transportation network around the Study Area. The Study Team recommends that Metrolinx consider an additional GO Station in the broader transportation Study Area (somewhere between Eglinton Avenue and Downsview Park).


Additional Infrastructure Studies •

It is strongly recommended that additional flow (and rainfall) monitoring be conducted at key locations in the system so as to further confirm current performance and the assumptions used in the hydraulic modelling to date.

•

Prior to detailed design and implementation of the various projects identified in the set of preferred solutions, it is also strongly recommended that additional modelling and analysis be undertaken to account for available information at that time and to confirm sizing and other relevant details.

•

Upon the availability of a finalized set of models for the Basement Flooding Study Area 17 sewershed, the findings of this study should be confirmed through the use of that model with the populations identified to be tributary thereto in the preferred planning alternative.

•

It is recommended that the final Infrastructure Master Plan, when available, be consulted for additional information and details on these recommended future studies, as well as for commentary on the processing of development applications.

14. CONCLUSION Between the 1960s’s and 2010, little changed along Dufferin Street. It remained a suburban arterial road, lined with auto-oriented uses, surrounded by established Neighbourhoods and Employment Areas. The Dufferin Street Avenue Study was initiated to deal with a sudden increase in development pressure, and present an updated, coherent vision for the street. That vision must respect and reinforce the Neighbourhoods and Employment Areas with appropriate height, scale and density. Yet it would be unrealistic–and undesirable–to imagine that new development would take on a similar low-density character. This Study has recommended a predominantly mid-rise, residential approach. Certain nodes will see tall buildings or take on a more retail-oriented character at grade, while other segments will take on a green character, with building lobbies set behind landscaped setbacks and open courtyards. New public parks will be added along with development, to address the current lack of green space in the Study Area, as will community services and facilities when necessary. The streetscape, which presently includes only the most basic provision for pedestrians, is recommended to be upgraded to include trees, bicycle lanes and a planted median. In short, Dufferin Street will evolve from a traffic corridor and dividing line to a walkable mixed use community, with its own distinct character. The realization of these recommendations– sometimes difficult to imagine, when viewing current conditions along Dufferin Street–will occur incrementally with the pace of development. Some present built form and uses, such as the strip malls on the east side of Dufferin Street, can be expected to remain well into the future. Nevertheless, it was essential for this Avenue Study to set a course for Dufferin Street, to direct public investment and to guide future City policy and response to development proposals.


To be effectively implemented, the Avenue Study’s recommendations need to be translated into defined steps that can be taken by the City. These include: •

Amendments to current City policy documents as they relate to the Study Area.

•

Close monitoring of community services and facilities needs as development proceeds

•

A strategy for phasing streetscape improvements

•

A coordinated approach to the redevelopment of large blocks.

•

Phased upgrades to the Transportation and Infrastructure systems.

•

The undertaking of additional future studies.

APPENDICES COMMUNITY SERVICES AND FACILITIES STRATEGY COMMUNITY AND STAKEHOLDER CONSULTATION SUMMARIES UNDER SEPARATE COVER: TRANSPORTATION MASTER PLAN INFRASTRUCTURE MASTER PLAN


DUFFERIN STREET AVENUE STUDY DUFFERIN STREET AVENUE STUDY

Draft Draft Community Services & Facilities Strategy Community Services & Facilities Strategy

Prepared By: R.E.By: Millward & Associates Ltd. Prepared R.E. Millward & Associates Ltd.

May 30,May 201430, 2014

Table of Contents 1. Introduction

1

1.1 Community Services and Facilities (CS&F) Definition

1

1.2 Dufferin Street Avenue Study CS&F Objective

1

2. Policy Framework

2

2.1 Planning Approach

2

3. CS&F Background, Methodology and Assumptions

3

4. Demographic Profile

4

5. City Division Needs Assessment by Sector

5

5.1 Schools

5

5.2 Child Care

8

5.3 Libraries

13

5.4 Parks and Open Spaces

16

5.5 Community Recreation Centres

19

5.6 Human Services/Community Agencies

20

5.7 Community Agencies Response

22

6. Implementation

23

7. Monitoring

23

1. Introduction Community services and facilities (CS&F) are necessary components of neighbourhoods that contribute to residents’ everyday quality of life and assist in creating liveable communities. CS&F include: •

non-profit child care centres;

•

community recreation centres, pools and arenas;

•

parks;

•

public libraries;

•

public schools (TDSB and TCDSB); and

human services - non-profit, community-based organizations that provide services such as health, employment and training, food banks, counseling, home support, housing, legal aid, immigrant and settlement services and others. A detailed assessment of community services and facilities is an essential part in the process of planning for new development. CS&F studies assist in identifying challenges and strengths in the provision of services, programs and spaces. The goal is to provide recommendations to ensure adequate CS&F that will meet both existing and future community needs in areas where growth is anticipated.

A detailed assessment of community services and facilities is an essential part in the process of planning for new development. CS&F studies assist in identifying challenges and strengths in the provision of services, programs and spaces. The goal is to provide recommendations to ensure adequate CS&F that will meet both existing and future community needs in areas where growth is anticipated.

1.2 Dufferin Street Avenue Study CS&F Objective This Community Services and Facilities Strategy was prepared in support of the Dufferin Street Avenue Study, which will guide a long term redevelopment process projected over the next 30 years. This portion of Dufferin Street, between Highway 401 and Lawrence Avenue West, is anticipated to experience significant growth with an increased residential and employment population. New and enhanced community services and facilities will be necessary to meet the needs of residents and workers throughout the Study Area. The CS&F study aims to contribute to the framing of the policies to deliver the necessary community services & facilities, by developing an inventory of existing community infrastructure and identifying additional community benefits that could potentially be acquired through the development process.

1.1 Community Services and Facilities (CS&F) Definition Community services and facilities (CS&F) are necessary components of neighbourhoods that contribute to residents’ everyday quality of life and assist in creating liveable communities. CS&F include: •

non-profit child care centres;

•

community recreation centres, pools and arenas;

•

parks;

•

public libraries;

•

public schools (TDSB and TCDSB); and

•

human services - non-profit, community-based organizations that provide services such as health, employment and training, food banks, counseling, home support, housing, legal aid, immigrant and settlement services and others.

1

2. Policy Framework Section 3.2.2 of the Toronto’s Official Plan addresses the City’s goals and objectives for providing adequate and equitable access to community services and facilities, to ensure quality of life, health and wellbeing for Toronto’s communities. The preamble states that “preserving and improving access to facilities in established neighbourhoods and providing for a full range of community services and facilities in areas experiencing major or incremental physical growth, is a responsibility to be shared by the City, public agencies and the development community.” Specifically, Policy 3.2.2.1 encourages the adequate provision, preservation, improvement and expansion of local community service facilities and institutions, across the City and in areas of major or incremental physical growth; Policy 3.2.2.3 states that the shared use of multi-service facilities will be encouraged. Policy 3.2.2.7 speaks to the inclusion of community service and facilities in all significant private sector development, through development incentives and public initiatives. The Dufferin Street Avenue Study Team has prepared this report pursuant to Section 3.2.2.5 of the Official Plan, which calls for the development of a strategy for providing new social infrastructure or improving existing community service facilities, in areas experiencing major growth or change.

2.1 Planning Approach The preferred development scenario has been developed through careful consideration of various factors including: the existing and emerging planning policy framework for the appropriate intensification of Mixed Use Areas on an Avenue, adjacent to Employment Areas and Neighbourhoods; community input at various points throughout the study process; and transportation and servicing capacity. The Study Team developed at least five options of varying built form types and land use mix, which were tested and refined based on the above-noted factors. The preferred scenario envisions a primarily residential, mid-rise community with specific locations where tall buildings and non-residential uses will be considered (or required, in the case of grade-related retail uses). For most of the blocks, land use is assumed to be mainly residential in nature with retail uses at grade, though this would not preclude the development of other land uses currently contemplated by the Mixed Use Areas designation, such as office and institutional uses that are developed with regard for the built form recommendations resulting from this study. Notable exceptions to the mainly residential pattern are at the Holiday Inn/Honda site which assumes the continuation of some form of hotel use in addition to residential development; and the Yorkdale Mall site which is assumed to be entirely non-residential. The preferred scenario distributes various densities throughout the

Study Area ranging from 0.5-3.5x gross FSI (floor space index) for each block, depending on typical site characteristics and desired land uses, resulting in an average Study Area density of 2.5x. The projected employment and residential population resulting from potential new development in this scenario is estimated at 716 employees and 11,414 residents living in 5841 units. These residential estimates are based on an average unit size of 70 m2 and 1.9 persons per unit. Flexibility in the delivery of housing types (i.e. grade-related vs. mid-rise or high rise buildings), as well in land use (i.e. market shifts toward more office space over residential development), would vary these estimates. It is important to note that approved residential developments at the northeast corner of Dufferin Street and Lawrence Avenue West (“Treviso”), as well as at Dufferin and McAdam Streets (“Dream”), have previously been considered through the development approval process and are not included in this total. If the approved developments are included, the above total estimates increase to 881 employees and 14,346 residents in 7341 units. The greatest potential for comprehensive development opportunities occurs on the larger, currently underutilized parcels on the west side of Dufferin Street. This study recommends certain criteria – both on an area-wide and block-by-block basis - for land use, built form, public realm improvements, required setbacks, and the provision of new public streets, lanes and CS&F where appropriate, while maintaining flexibility for development, to respond to the evolving context and market conditions as they emerge over time. Prior to the redevelopment of an individual site, it is recommended that proponents prepare a conceptual master plan for the block upon which it is situated, pursuant to block-specific development guidelines and in consultation with neighbouring landowners. This approach allows for the comprehensive consideration of each block and the appropriate siting of public parks and other community facilities that would be required to serve the Study Area. When developing blockspecific guidelines, provision of community services and facilities should be identified.

2

3. CS&F Background, Methodology and Assumptions

All City Divisions and three out of seven community agencies (COTA Health, North York Harvest and Villa Charities) completed the surveys.

In September 2013, the Strategic Initiatives, Policy and Analysis (SIPA) Unit, City Planning Division prepared a Phase 1 Community Services and Facilities Profile (“the 2013 CS&F Profile”) in preparation for the Dufferin Street Avenue Study. In January-February 2014 the Study Team undertook a detailed survey of City Divisions and community agencies with follow-up interviews as necessary. Questionnaires were designed to seek input on priorities for improving existing and future CS&F to serve the Study Area, based on a projected population resulting from initial development options emerging through the Dufferin Street Avenue Study.

The Dufferin Avenue Context Area consists of all properties fronting onto Dufferin Street between Highway 401 to the north, and the intersection of Lawrence Avenue West to the south. It is bounded by Highway 401 to the north, the Allen Expressway to the east, Stayner and Wingold Avenues to the south and a CNR Rail line to the west. The Dufferin Street Avenue Study is underway due to anticipated redevelopment and intensification within the Context Area.

Questionnaires were distributed to six City Divisions and seven Community Agencies. The questionnaires sent to City Divisions specifically asked staff to base their responses on a range of approximately 12,50017,500 residents over a 30-year horizon, with a potential population increase of 6,750-12,000 residents in the short term (10-15 year horizon), including the additional 3,000 residents resulting from development that is approved and under construction. The City Division questionnaires addressed specific concerns related to existing and future facilities, space utilization, financial and service planning. The Community Agencies questionnaire identified the potential for additional development and populations but did not identify specific numbers. The questionnaire addressed range of facilities, space utilization, programs, short term and long term priorities, concerns and hopes for their agency and for the area.

To understand the implications of new development on community services and facilities, the Dufferin Street CS&F Study Area has also been identified to encompass the broader neighbourhood to the east of the Allen, which includes the Lawrence Allen Secondary Plan Area. The CS&F Study Area is bounded by Highway 401 to the north, Bathurst Street and the Allen Expressway to the east, Stayner and Wingold Avenues to the south and a CNR Rail line to the west (Map 1). This broader area takes into account the recent planning and revitalization initiatives for the Lawrence Heights neighbourhood. The CS&F information provided in this report mainly refers to this CS&F Study Area, Certain community services and facilities refer to larger areas such as Parks and Recreation Facilities and Libraries.

The City Divisions surveyed include: • • • • • •

Toronto District School Board Toronto Catholic District School Board Children’s Services Toronto Public Libraries Parks, Forestry and Recreation Social Development and Financial Administration (SDFA)

The Community Agencies surveyed include: • • • • • • •

LHION (Lawrence Heights Inter Organizational Network) Family Service Association of Toronto COTA Health North York Harvest Food Bank North York Community House JVS Toronto Villa Charities

3

401

ST ST.

WAY

BATHUR

HIGH

E. W. E AV

RENC LAW

ALL

CNR RA

IL LINE

D. EN R E. R AV

NE STAY

VE.

LD A

GO WIN

DUFFERIN STREET AVENUE STUDY COMMUNITY SERVICES & FACILITIES MAP

Context Area

Map 1: CS&F Study Area

4. Demographic Profile The following excerpt from the 2013 CS&F Profile highlights the Study’s main findings from its demographic analysis. A more detailed Demographic Profile is found in the 2013 CS&F Profile. The Dufferin Street Avenue CS&F Study Area is home to 24,670 people (based on 2011 Census data). In comparison the Context Area had a population of 13,935 residents according to the 2011 Census. The existing demographic profile shows the following trends, as compared to the City of Toronto as a whole: • • • • • •

higher proportion of seniors; fewer couple families; more single-family and multiple-family households; more families with children 25 years of age and over at home; more lone-parent families with 3 or more children; more private households with 4 or more persons;

• • • •

more single detached homes and row houses; lower levels of education; lower incomes; and higher levels of unemployment.

This CS&F Profile builds upon a previous profile developed as part of the Lawrence-Allen Community Services and Facilities Needs Assessment prepared by the City Planning Division in October 2011. At that time the key CS&F priorities for the area were: • • • •

New, full-sized Community Centre with an indoor swimming pool East of the Allen; Facility renovations to the Barbara Frum Library; Non-profit child care centres to support existing needs and new growth; and Non-profit community service space.

4

5. City Division Needs Assessment by Sector For each sector, the needs assessment includes: • • • •

Inventory of existing and new/proposed facilities serving the area Inventory of existing and new/proposed services serving the area Existing capacity, facilities and service gaps including issues and pressures associated with additional density and development CS&F priorities-regarding how the division will respond to future growth and change

The inventory collected in the 2013 CS&F Profile is incorporated and updated in this report based on the detailed responses to the 2014 survey received from the City Divisions and community agencies. Given this input, this Strategy identifies a series of community service priorities and recommendations to deliver CS&F, as well as the opportunity for establishing parks and open spaces that will support additional growth and change. A summary of each sector and recommendations by service area is provided below.

5.1 Schools Toronto District School Board and Toronto Catholic District School Board Enrolment As reported in the 2013 CS&F Profile, “the TDSB and TCDSB have contrasting school accommodation issues in the Study area.” Four of the five TDSB schools are under-capacity (less than 80% utilization rate based on Ministry standards). In contrast, TCDSB schools located in the Context Area are on average over capacity (over 100% enrolment) (See Table 1 and 2). However, since the CS&F Profile conducted in 2013, there has been an overall slight increase in enrolment in TDSB schools and a decrease in enrolment in TCDSB schools (See Table 3 and 4). In January 2014, the enrolment number was 943 as opposed to 882 in September 2013 (an increase from 54% to 58% utilization rate). Similarly, the secondary schools have reported slightly increased enrolment, with a 48% utilization rate in January 2014 as opposed to 42% in September 2013. Even with this increase in enrolment, there is capacity for more students with the current utilization rates.

TCDSB has seen an overall slight decrease in enrolment since the 2013 CS&F Profile. Elementary schools saw an overall slight decrease (1083 students in January 2014 compared to 1091 students in September 2013). The secondary school also has a slightly decreased enrolment, from 1194 students in September 2013 to 1100 in January 2014, with a utilization decrease from 183% to 169%. The proposed replacement facility for Dante Alighieri (Replacement Facility), which is overwhelmingly overcapacity (169% utilization rate), is expected to further alleviate current enrolment pressures.

TDSB Facilities and Services The 2013 CS&F Profile describes the establishment of the Accommodation Review Committee (ARC) in 2008, which explores future opportunities for schools in the Lawrence Heights area including Flemington Public School, Baycrest Public School, Lawrence Heights Middle School, Sir Sandford Fleming Academy and the Year Round Alternative School which is located in Bathurst Heights. The ARC recommendations are to be considered when the Lawrence-Allen revitalization plan moves forward (For a detailed summary of ARC recommendations in the Dufferin CS&F Study Area, see the 2013 CS&F Profile). In the 2014 questionnaire, TDSB staff referred to the ARC’s recommendations for new and proposed facilities, with specific reference to the Sir Sandford Fleming site surplus. They explain that despite a 2009 recommendation approved by Trustees to declare Sir Sandford Fleming site surplus, they have instead retained it as a core holding site and are leasing it to the TCDSB on a short term basis (the TCDSB Beatrice Campus now occupies the site). Relative to the Dufferin Street Avenue Study, with increased vehicular traffic resulting from anticipated development, TDSB Staff raised concerns regarding repercussions for activity in and around school sites that are expected to accommodate increasing pressures for parking, bus ‘lay-bys’ and ‘pick-up and drop-off points’ with redevelopment. TDSB staff therefore identified the need to ensure safe and accessible pedestrian pathways and cycling routes from residential areas to neighbourhood schools.

5

TABLE 1: TDSB 2013 and 2014 Capacity Elementary Schools Lawrence Heights Middle School (Grades 06–08) 50 Highland Hill

450

Joyce Public School (Grades. JK-6) 26 Joyce Pkwy

334

Baycrest Public School (Grades JK–5) 145 Baycrest Ave

190

Flemington Public School (Grades JK–05) 10 Flemington Rd

665

TOTALS

1639

Secondary Schools John Polanyi Collegiate Institute (Grades 09–12) / Bathurst Heights Learning Centre 640 Lawrence Ave W, TOTALS

Enrolment

Utilization Rate

2012-2013

206

46%

2013-2014

203

45%

2012-2013

258.5

77%

2013-2014

305

91%

2012-2013

190

59%

2013-2014

125

66%

2012-2013

306

46%

2013-2014

310

47%

2012-2013 2013-2014

882 943

54% 58%

2012-2013

555

42%

2013-2014

621

48%

2012-2013 2013-2014

555 621

42% 48%

0

Enrolment FTE

Utilization Rate

Portables

242

68%

246

69%

Year

1302

1302

Portables

0 1 0

0 1

0

Table 2: TCDSB 2013 and 2014 Capacity

Year

357

2012-2013: 2013-2014:

Elementary Schools St. Charles Catholic School (Grades JK-8) 50 Claver Avenue,

2012-2013: 2013-2014:

Sts Cosmas and Damian (Grades JK-8) 111 Danesbury Avenue

398

Regina Mundi (Grades JK-8) 70 Playfair Avenue

323

2012-2013: 2013-2014:

1078

2012-2013: 2013-2014:

651

2012-2013: 2013-2014:

651

2012-2013: 2013-2014:

TOTALS

382

0

96% 2

383

96%

467

145%

454

141%

1091

101%

1083

101%

1194

183%

1100

169%

1194

183%

1100

169%

2

4

Secondary Schools Dante Alighieri 60 Playfair Avenue

TOTALS

20

20

- outside CS&F Study Area Boundaries

6

TDSB Recommendations •

TDSB anticipates that local schools will have sufficient capacity to accommodate the projected population, however, as the Board is circulated development applications it will monitor and identify future needs and pressures as they arise.

•

Opportunities to provide visible and accessible pedestrian/cycling links and pathways within the Study Area should be explored, to encourage active transportation and reduce school-related vehicular movements as growth proceeds.

TCDSB Facilities and Services The 2013 CS&F Profile outlines TCDSB existing and proposed facilities and priorities as follows: TCDSB Elementary Schools: The TCDSB has requested one elementary school site to be located within the Lawrence Allen Study Area, east of the Allen to accommodate needs associated with the growth of that neighbourhood. However, the TCDSB further identifies accommodation issues in adjacent neighbourhoods near the Lawrence-Allen Study Area. To address this, the Board is interested in purchasing an additional school site from the TDSB,two potential locations being the Sir Sandford Fleming site (which currently accommodates the Beatrice Campus as well as the former Bannockburn Public School, located east of Bathurst Street and currently leased to a Montessori school.

TCDSB Secondary Schools: Dante Alighieri Academy is over capacity with a utilization rate of 169% and 20 portables. The student population is accommodated at three different sites including Sir Sandford Fleming Academy for Grade 9 students and the Columbus Centre, a leased space owned by Villa Charities. On September 1, 2011, the TCDSB received approval from the Ministry of Education to proceed with a 1,300 pupil place replacement facility for Dante Alighieri Academy. The new facility will include all Dante students and eliminate the need for portables. In February 2014, TCDSB staff identified a diversity of programs for students in TCDSB schools that are located in two of the elementary schools (St. Charles and St. Cosmas and Damian) and in the Dante Alighieri Secondary School (See Table 3 below). Of these programs, only the PHAST reading intervention program is operated in a partnership, with SickKids Hospital.

TCDSB Recommendations •

The construction and completion of the Dante Alighieri Academy replacement facility (in concert with Villa Charities) is expected to alleviate current enrolment pressures by consolidating secondary students in one location with shared access to arts and recreation facilities. The current secondary school site will be refurbished to house Regina Mundi elementary school.

•

The TCDSB is circulated development applications and will monitor and identify future needs and pressures as they arise.

TABLE 3: TCDSB PROGRAMS AND SERVICES

Students Students Students

No

Students

No

Italian Nutrition Hearing Impaired

St. Charles St. Charles Sts. Cosmas and Damian Sts. Cosmas and Damian Regina Mundi Dante Alighieri Dante Alighieri

Is there public/community partnership in providing the program/service? No No

Students Students Students

No No No

Developmentally Delayed

Dante Alighieri

Students

No

Resource Gifted

Dante Alighieri Dante Alighieri

Students Students

No No

PHAST Reading Intervention

Dante Alighieri

Students

SickKids Hospital

Advanced Placement

Dante Alighieri

Students

No

Program/Service Italian Gifted Italian Deaf & Hard of Hearing

Location of Program/ Service

Main User Group(s)

7

5.2 Child Care In February 2014, the Study Team received questionnaire responses from City of Toronto Children’s Services. To better determine the current waitlist or vacancies within the various facilities and programs, we conducted telephone interviews with the childcare centres outlined below in Table 4. There are 10 child care centres in the Study Area (8 non-profit and 2 commercial). 2 of the child care centres (Montessori Start Inc. and Oxford Learning Centre) do not offer subsidies. As illustrated in the table below, a total of 667 licensed child care spaces are provided as of 2014. The number of children on the waitlist decreased from 527 in 2012-2013 to 455 in 2013-2014. Even with the decreased waitlist, the child care centres are overcapacity in the Study and Context Area. However, as identified in the 2013 CS&F Profile and reiterated by Children’s Services in 2014, in relation to other areas of the City, the share of child care subsidy in the Dufferin Street Study Area is adequate (based on current equity). Nonetheless, the areas directly to the south and east of the Study Area are “under-served” i.e. they have less than their share of child care fee subsidy. In addition, these areas have high rates of child poverty, which is greater than the Toronto average of 32%.

8

TABLE 4: Child Care Number of Licensed Spaces Available & Children on Waiting List (WL) by Age Group

Rejoyce Caledon Community Child Care Start Right Child Care Centre Ester Exton Child Care Centre Baycrest Child Care Centre Oxford Learning Centre Lawrence Heights Community Day Care Centre

Currently Operating

0

0

44

44

23

30

30

10

74

74

33

NP

√

O

0

0

15

15

10

64

64

32

22

15

3

101

94

45

C

√

O

0

0

10

10

4

32

24

7

0

0

0

42

34

11

NP

X

10

10

n/a

15

15

n/a

20

20

n/a

0

0

n/a

45

45

n/a

NP

√

O

0

0

0

0

40

36

9

30

30

13

70

66

22

NP

√

10

10

37

15

15

10

24

24

27

0

0

0

49

49

74

NP

√

10

10

25

15

15

13

34

32

13

0

0

0

59

57

65

NP

√

O

0

0

20

20

11

68

68

39

30

30

31

118

118

81

C

X

O

0

0

0

0

n/a

16

16

n/a

0

0

n/a

16

16

n/a

NP

√

10

10

25

25

20

20

64

54

43

30

30

36

129

114

124

40

40

87

115

110

68

406

382

193

142

135

93

703

667

455

5%

6%

19%

16%

17%

15%

58%

57%

42%

20%

20%

20%

218%

62%

50%

69%

Wait List

0

Wait List

0

Wait List

0

Wait List

O

Wait List

√

Total Spaces % Total Spaces % on Waiting List Relative to Total Spaces by Age Group

Licensed

Currently Operating

Spaces

Licensed

Spaces

Currently Operating

Spaces

Licensed

Total

Spaces

Currently Operating

(6-10 years)

Spaces

Licensed

School Age

(2.5-5 years)

Licensed

Montessori Start Inc.

Pre-School

(1.5-2.5 years)

NP

Type Casa Del Zotto Children’s Centre Columbus Children’s Centre Educare Preschool Centre – Lotherton

Toddler

(0-18 months)

Subsidy

Facility/ Address

Infant

Currently Operating

68%

9

Along with the nonprofit and commercial child care centres outlined in Table 4, City of Toronto Children’s Services identified a number of other child care programs in the area: •

•

•

Licensed Home Child Care: Licensed home child care agencies offer early learning and care in approved homes for children ranging in age from infancy to 12 years. While the hours of care available vary from home to home, licensed home child care can often accommodate families who work shifts or who need part-time, weekend or overnight care. Home child care agencies serving the Dufferin Street CS&F Study Area include Toronto Home Child Care and Macaulay Child Development Centre (serving the Lawrence-Allen community). There are currently 3 home child care providers in the Study Area providing approximately 13 children with care. An additional 9 providers are located in the Lawrence-Allen community serving 35 children. After-School Recreation Care (ARC): The City-operated After-School Recreation Care program provides safe, affordable child care for children ages 6 to 12. Under the supervision of trained recreation staff, ARC offers children creative activities, outdoor play, health & wellness, sports & physical activities, social interaction and homework help. The program is available Monday to Friday from 3:30 to 6:00 pm in the Regina Mundi C.S. and from 3:30 to 5:30 pm in the Lawrence Heights Community Centre. Family Support Programs: Family support programs are neighbourhood meeting places for parents/caregivers and their young children. They offer a friendly environment for children to play, learn and make new friends while providing support and education to parents and caregivers as well as opportunities to meet and develop social networks. Most programs are offered free of charge although some may ask for a voluntary donation. Their hours of operation vary but most are open a few mornings or afternoons a week and some programs open in the evenings and on weekends. Family support programs include community-run programs, Ontario Early Years Centres (OEYC) and Parenting and Family Literacy Centres. There are no family support programs in the Study Area, however, there is an OEYC located to the south at 2700 Dufferin Street (at Briar Hill Ave). There are two programs located in the Lawrence-Allen Community - one at the New Heights Community Health Centre and one at Flemington P.S.

Children’s Services also identified a proposed childcare facility that will be located on the proposed new public street “Via Bagnato” (Which was proposed in September 2013). The new street will be located east of Dufferin St., extending northerly from Lawrence Avenue West to Dane Avenue. The new facility at 120 Via Bagnato will be a nonprofit daycare with subsidies and will have capacity for 62 spaces (10 infant, 20 toddler and 32 preschool). The facility is currently under review for site plan approval. In the 2014 survey, the Children’s Services indicated a number of service and program gaps: •

•

•

Demand for Infant Spaces: Of Children’s Services identified a lack of infant spaces in this community: of the 8 programs that have a service contract for fee subsidies with the City, only 3 provide spaces to serve this age group. Based on current waitlist data, there is significant demand for infant care. Full Day Kindergarten may result in shifts of services for younger children: Children’s Services further indicated that the adoption of Full Day Kindergarten, which will be fully implemented in September 2014, may result in a shift of services for younger children. Specifically, it will result in changes in the demand for licensed child care both in terms of the number of spaces that will be required and the ages of the children requiring care. As children aged 4 and 5 years enroll in school, there is an opportunity to improve services for children aged 0 to 3.8 years (infants and younger toddlers) through the reconfiguration of existing programs and the development of new programs. Child Care Service Plan 2015: A new Child Care Service Plan will be released in 2015. Proposed legislation (Bill 143) which will impact child care through the repeal of the Day Nurseries Act and other legislation, and the development of a new funding model, may change the way Children’s Services allocates child care fee subsidies.

10

•

In addition to the identified service and program gaps, the Children’s Services staff further outlined facility and service priorities, outlined below: •

•

•

Facility Priority 1 - Additional Childcare Facilities: Any new child care facilities should be non-profit or publicly operated, licensed facilities ranging in size from 52 to 72 spaces. Facility Priority 2 – Co-location: Facilities should ideally be co-located with other facilities as part of community service hubs. In particular, school-based integrated programs are consistent with the Child Care Service Plan and the report of the Early Learning Advisor ‘With Our Best Future in Mind – Implementing Early Learning in Ontario’ which supports a fully integrated system of early learning and care for children aged 0 to 12. Facility Priority 3 - Design: In addition to the key policy priorities regarding the location of facilities at highly visible and accessible locations, there are also a number of specific location and design criteria to be applied with respect to the development of child care facilities: • The size of interior and exterior space based on number of children (110 sq. ft. per child interior; 60 sq. ft. per child exterior usable playground space); • The outdoor play space including storage area to be adjacent to indoor space; • The location of child care space at grade with direct access or partially on second floor level if there’s an opportunity for adjacent play area on podium. Infant spaces are not recommended in areas above grade level; • Safe access to the child care facility for children, parents, custodians and staff, including pedestrian and vehicular drop-off and pick up locations; and • Acceptable wind, sun/shade, noise, air quality and soil quality conditions; • Compliance with the Day Nurseries Act; the City of Toronto’s Child Care Design and Technical Guideline, 2012; CAN/ CSA-Z614-03 Children’s Play Spaces & Equipment; Toronto’s Accessibility Guidelines; and compliance with all physical criteria necessary to obtain a license required to operate a child care facility.

•

Service/Program Priority 1 – Additional infant childcare: Additional capacity to serve children 0-3.8 years (aligns with transition to Full-Day Kindergarten). Service/Program Priority 2 – Collaboration with early childhood services: A continuum of supports for children and their families. Central to this model is the collaboration/integration of three core early childhood services: child care, kindergarten and family supports. From this service platform, families can be connected to more specialized services as required.

Based on the anticipated growth in the Dufferin Street Avenue Study Area of 11,414 new residents, the Study Team estimates that an additional 2-3 child care centres, each with 72 spaces, will need to be provided to serve projected development along Dufferin Street1. It is estimated that one new child care centre will be required at the point that 2250 new units are occupied in the Avenue Study Area2. Opportunities for the provision of child care facilities are more readily achievable in the comprehensive redevelopment of the larger land parcels on Dufferin Street, where facilities can be secured and integrated in new buildings pursuant to the location and design criteria cited above. However, development throughout the Study Area should be monitored on an ongoing basis to capture the collective needs of new residential units on all sites.

1 Child care needs were calculated by multiplying the projected

new population (11,414 residents) by the proportion of the City’s population in the 0-5 age group (5.4%), as reported in the 2011 Census. The resulting figure of 598 children was then multiplied by a factor of 62.6%, representing the 2011 Census Female Labour Force Participation Rate for Toronto (Source: City of Toronto Staff Report “Economic Dashboard - Annual Summary”, February 11, 2014). Finally, to estimate projected need for a child care centre as opposed to another child care option, this figure is multiplied by 50%. In summary: (Projected New Population) x (Children aged 0-4) x (Female LFPR) x (Need Factor) = Number of Spaces Required 11,414 x 5.4 x 0.626 x 0.5 = 193 spaces Assuming 72 spaces per child care facility, 2.7 centres are required to accommodate the estimated number of spaces required. This may also be satisfied with the provision of two 72-space facilities, and one 52-space facility.

2

This estimate was calculated based on the formula above, substituting the number 72 for the number of spaces required. This derives a projected new population figure of 4300 residents. The resulting population is then divided by a factor of 1.9, representing anticipated persons per unit, to arrive at 2250 units as the trigger for a new child care facility.

11

Recommendations

5.3 Libraries

•

Description:

It is anticipated that as growth progresses, 2-3 child care centres (each with 72 spaces) will be needed to serve development within the Study Area. As the preschool age group transitions to Full-Day Kindergarten, priority should be placed on the accommodation of infant care spaces.

•

The need for a new child care centre is triggered with each 2250 new occupied units. Ongoing monitoring of unit counts as development occurs throughout the Study Area can assist in the assessment of future child care needs.

•

Child care facilities should be located at grade at highly visible and accessible locations with sufficient dedicated outdoor play space, safe access for pickup and drop-off, and consideration for sun/shade, wind, noise, air/ soil quality impacts.

•

Facilities can be integrated within base buildings of new development and/or co-located in collaboration with other agencies providing early learning services, provided they meet the above-noted location and design criteria.

As identified in the 2013 CS&F Profile, there are three public libraries that serve the Study and Context Area: the Barbara Frum Library is located near the Lawrence and Bathurst intersection; the Maria A. Shchuka District Branch is located east of Dufferin Street and the Evelyn Gregory Neighbourhood Branch is located near Eglinton Avenue West and Keele Street. Only one of these libraries, the Barbara Frum Library, is located within the Study Area. The other two are located outside the Context Area. There are also two ‘bookmobiles’ that visit the Study Area or Context Area once per week. Currently there is a small community recreation centre located in the lower levels of the Barbara Frum Library building. According to the 2013 CS&F Profile, in the long term, the Barbara Frum Community Centre will be relocated to a new facility in the Lawrence Heights area. A summary of the library facilities and programs/ services is indicated in Table 5.

Table 5: Libraries Library

Address

Facility/Space Description

Services

Barbara Frum District Branch Open 59.5 hours + 3.5 hours on Sundays during the school year

20 Covington Road (Within Study Area)

3 storeys, 39,223 sq. ft. (Approx. 3,645 SM) Stand alone facility

Circulation(2012): 647,905 Visitors (2012): 353,141 Information Requests (2012): 298,625 Collection Size (2012): 134,480 plus access to collections throughout the library system and electronic resources available through the web site Population Served: 62,000

• Children’s and young adult areas • Adult Literacy office • One auditorium and one small meeting room with access to shared kitchens available for community use • One small meeting room for library/ literacy/community partnership use • Four study rooms Facilities • free public access internet work stations (9) • wireless internet access • rental space for meetings

12

Maria A. Shchuka District Branch Open 63 hours + 3.5 hours on Sundays (Sept. to June)

Evelyn Gregory Branch Open 50.5 hours per week

1745 Eglinton Ave. W.) (Outside Study Area)

3 storeys, 25,475 sq. ft. (Approx 2,369 SM) Stand alone facility • Children’s, teen, adult areas • Adult literacy office • Two meeting rooms • One quiet study area

120 Trowell Avenue (Outside Study Area)

• Study and lounge areas • free public access • internet work stations (32) • wireless internet access • Art Exhibits Area Single storey, 6,200 sq.ft. )approx 577 SM) Stand alone facility • Children’s, teen , adult area • One meeting room • No wheelchair access • Free public access • Internet work stations (9) • Wireless internet access • Rental space for meetings

Lawrence Heights Bookmobile Stop Visits for 1.5 hours, once a week

5 Replin Road (Within Study Area)

Approx 175 sq. ft. (Approx 16 SM)

Caledon Village Bookmobile stop Visits for 1 hour 45 minutes, once a week

100 Lotherton Pathway (Within Context Area)

Approx 175 sq. ft. (approx 16 SM)

Literacy Deposit Collection* * Closed in Fall 2011 in consultation with Frontier College due to change in Frontier College program. 10 Old Meadow Lane (Within Study Area)

172 books

Circulation (2012) 284,876 Visitors (2012): 242,057 Information Requests (2012): 99,586: Collection Size (2012): 96,388 plus access to collections throughout the library system and electronic resources available through the web site 2011 Census Population: 35,495 Circulation(2012): 95,421 Visitors (2012): 51,552 Information Requests(2012): 18,128 Collection Size (2012): 36,931 plus access to collections throughout the library system and electronic resources available through the website 2011 Census Population: 18,116 Circulation (2012): 1,817 Collection Size(2012): 2,800 Collection Type: books, magazines, DVDs, CDs for children and adults. Customers can also pick up holds. Circulation (2012): 4,150 Collection Size (2012): 2,800 Collection Type: books, magazines, DVDs, CDs for children and adults. Customers can also pick up holds Circulation (2012): 4,150 Collection Size (2012): 2,800 Collection Type: books, magazines, DVDs, CDs for children and adults. Customers can also pick up holds Partnership with Frontier College: Books for children, parents and teens to support literacy and other programs at 10 Old Meadow Lane.

13

In response to the 2014 questionnaire, Toronto Public Library staff provided a detailed description of current facilities and programs, as identified below. Facility Gaps and Priorities 1. Expansion of Barbara Frum Library: Barbara Frum needs to expand within its existing building envelope by incorporating the lower level into the library. Currently, the space is used by Parks, Forestry and Recreation for a recreation centre. (According to the 2013 CS&F Profile, this community centre is planned to be relocated to the Lawrence Heights area in the future). 2. Relocation or Consolidation of the Evelyn Gregory Branch: Evelyn Gregory Branch is significantly below the minimum size requirement for neighbourhood branches, limiting service delivery. In the longer term, consideration should be given to relocating and/or consolidating Evelyn Gregory. If the branch is not relocated and/or consolidated, various issues pertaining to the facility will need to be addressed: There is no wheelchair access; the branch is below the neighbourhood branch standard of 10,000 to 15,000 sq. ft.; and the branch is in a poor location: while near major streets, it is not visible for easy access. 3. Enhancement of Teen Zone space in Maria A. Shchuka Branch: Maria A. Shchuka Branch needs enhancements for the Teen Zone space within the library, and enhanced marketing to the street front incorporating digital signage and screens to feature programs and events. Service/Program Gaps and Priorities 1. Extended open hours would improve access to library services. 2. Increased capacity is needed to deliver more programs in response to existing and new community demand: This includes literacy, afterschool programs, lifelong learning and employment support. Providing a digital connection in the community to access local library services, e.g. searching the library web site, downloading digital content, would be advantageous. 3. Need for more ESL Programs and Employment Supports accessible to the Lotherton Pathways Neighbourhood (part of Lawrence Heights): The Barbara Frum - Lotherton Working Group has identified the need for more ESL programs and employment supports accessible to the Lotherton Pathways neighbourhood. The neighbourhood is part of the Lawrence Heights neighbourhood and is isolated by its location south of Lawrence and

next to the railway tracks. The need has also been identified for services to support small businesses. 4. Additional programming is required for the Evelyn Gregory Branch: This includes computer and media learning centres, programs in other languages, leadership programs for teens, and computers and academic support for youth. This will support user education training collaboration, content development and innovation. 5. Additional newcomer program(s) at Maria A. Shchuka Library: This includes English Conversation Circle, reading and literary promotion initiatives with general appeal – book clubs, writer groups, poetry events and access to affordable digital services not currently provided (scanning, faxing, colour printing, media software and equipment). 6. Introduce KidsStop early literacy centre at Barbara Frum Branch: In addition to existing facility and service gaps, Toronto Library Services also identifies issues and pressures with population growth in the area. Three main issues are discussed: Issues and Pressures: 1. Barbara Frum: Population increase results in more pressure for catchment benchmarks: Projected population increases in the Barbara Frum catchment area including Lawrence Heights, Dufferin Street, Bathurst Street and Marlee Street, will bring this branch further above its catchment benchmarks. 2. There is a lack of youth drop-in programming options within the Maria A. Shchuka Library area: This includes minimal hours at nearby community centers (Fairbank Memorial CC, Glen Long CC); closure of The Bridge, a nearby youth settlement service offered by For Youth Initiative; and lack of coordination of local youth programs since York Youth Coalition suspended meetings. There is also a shortage of and retention issues with volunteers – insufficient number of tutors and volunteer turnover delays access to one-on-one child and adult literacy programs and Homework Help for Teens. 3. All branches: Better Service Delivery needed: Public service space, accessibility, hours and location of existing branches do not optimize service delivery.

14

Recommendations Libraries in the broader area are currently under pressure with anticipated growth in the LawrenceAllen neighbourhood. This pressure is anticipated to increase with the projected growth in the Dufferin Street Avenue Study Area and therefore needs to be addressed: •

The Barbara Frum Branch should expand by incorporating the lower level of the building (which currently houses a community recreation centre to be relocated in the Lawrence Heights area). The introduction of KidsStop early literacy centre at this branch is also recommended.

•

In the longer term, consideration should be given to relocating and/or consolidating the Evelyn Gregory Branch to a site in the Dufferin Street segment with better visibility from major streets. A new stand-alone or joint facility that would allow for the 10,000-15,000 sq ft neighbourhood branch standard to be met would optimally serve existing and new populations and local business development. Relocation or consolidation must consider the need for wheelchair accessibility, which currently does not exist within the branch.

•

The Maria A. Shchuka Branch would benefit from enhancements for the Teen Zone Space and signage at the street frontage to market programs and events.

•

Generally, improvements to public service space, hours and location of all branches are required to optimize service delivery to the existing and increased population. Additional program capacity should be considered in response to existing and new community demand. An Innovation Hub could support expanded capacity for programs and services.

5.4 Parks and Open Spaces

Priorities: 1. Existing Parks: Of the identified parks listed above, Parks, Forestry and Recreation Staff have identified priorities for three of the existing parks in the Study Area. • Caledonia Park: Improved and renovated naturalized areas, improved drainage, new bleachers and updated lighting • Conlands Park: New park signage and entrance features • Yorkdale Park: Improved pathways, lighting, sight lines and park signage

Map 2: Parks and Open Spaces Source: Dufferin CS&F Profile September 2013

Description According to the 2013 CS&F Profile, there are approximately 26.7 hectares of park space within the broader area, made up of different typologies of open spaces including parkettes, local parks, city parks, beltline parks. The parkland information provided by the City is bounded by Highway 401 to the north, the Allen Expressway to the east, Hopewell and Schell Avenues to the south and a CNR rail line to the west. The parkland is identified below on Map 2. An inventory of City Parks is included in Table 6.

15

Table 6: Parks and Open Spaces Park Name Benner Park

Ward 15

Size (ha) 1.00

Caledonia Park

15

11.59

• Baseball Diamond (1) • Cricket Pitch (2) • Multipurpose Field (1) • Practice Wicket

Cartwright School Park

15

1.57

• Outdoor Bocce Court (2)

Conlands Parkette

15

0.31

• No facilities

Dane Parkette

15

0.35

• Playground

Delo Park

15

0.57

• Playground

Flemington Park

15

3.03

• Baseball Diamond (1) • Basketball Court • Community Garden (2) • Playground (2) • Wading Pool

Glen Long Park

15

2.08

• Community Centre • Outdoor Artificial Ice Rink • Outdoor Bocce Court (4) • Outdoor Pool • Playground

Glen Park Parkette

15

0.05

• No facilities

Hillmount Parkette

15

0.09

• Playground

J.T. Watson

15

0.23

• Playground

Joyce Park

15

0.41

• Outdoor Bocce Court (2) • Playground

Kay Gardner Beltline Park

15

Ranee Park

15

0.53

Unnamed – Glengrove Ave

15

0.24

Unnamed – Flemington Rd

15

0.23

• Splash Pad • Community Garden

Unnamed – Ranee Ave

15

0.23

• No Facilities

Unnamed – Sparrow Ave

15

0.46

• Pathway

Walter Saunders Memorial Park

15

1.37

Wenderly Park

15

2.30

15

0.86

Yorkdale Park

Park Facility • Playground

• Outdoor Bocce Court (2) • Playground • No facilities

• No Facilities • Basketball Court • Outdoor Bocce Court (2) • Playground (2) • Baseball Diamond (1) • Playground • No Facilities

16

In addition to the maintenance and improvement of existing parks, the Study Team has developed a strategy to determine the amount and location of new parks and open spaces within the Study Area.

development under construction. Though this is considered unlikely, it is important to note that in this scenario the total maximum dedication would only yield approximately 0.48 hectares of new parkland.

2. New Parks: Based on the build out and land use mix proposed for the Study Area, it is anticipated that there is the potential for approximately two hectares of new public parkland to be acquired by the City through redevelopment, pursuant to its policy on the Conveyance of Land for Parks Purposes as a Condition of Development (Toronto Municipal Code - Development of Land, Chapter 415, Article IV). In order to project public parkland dedication required by the City of Toronto’s parkland acquisition policies, the Study Team calculated the gross floor area (GFA) which would result from the recommended build out, as well as a breakdown of land uses and the anticipated number of residential units, and the resulting amount of parkland they would yield3.

The Study Team has identified the large redevelopment parcels within the Study Area (Blocks 1, 6, 7, 8 and 14) as potential locations for new public parkland that will be secured via parkland dedication requirements through redevelopment. Throughout the remainder of the Study Area, sites are generally smaller and many would require significant consolidation for redevelopment to be feasible. For these smaller parcels, it is recommended that cash-in-lieu of parkland dedication be considered. Cash collected in lieu of parkland should be used for acquiring new public parkland, which may include opportunities to enlarge new parks on the large redevelopment parcels, or improving existing parks in the vicinity of the development where the cash-in-lieu of parkland dedication originated.

The City’s dedication rates for Parkland Acquisition Priority Areas, such as the Dufferin Street Avenue Study Area, require development parcels to convey land for park purposes at a rate of 0.4 ha/300 dwelling units proposed to a maximum of: • • •

10% of the net development site for sites less than 1 ha in size; 15% of the net development site for sites 1 ha to 5 ha in size; and 20% of the net development site for sites over 5ha.

Where new development is fully non-residential in nature, Official Plan Policy 3.2.3.4 – Parks and Open Spaces, provides for parkland dedication at a rate of 2 per cent of the land area. Cash-in-lieu of parkland may also be provided where the City deems the shape, size or location of proposed dedicated parkland to be unsuitable. Based on the densities recommended and assumptions on unit size, parkland dedication requirements would reach the maximum dedication limits for each parcel on the corridor. In an effort to understand the lowest potential parkland acquisition resulting from new development in the Dufferin Street Avenue Study Area, the non-residential dedication rate of 2% was applied to all other properties except those with approved

Other greening opportunities that should be considered include: (1)

the provision of privately owned public spaces (POPS), such as private amenity space courtyards on site and urban plazas which may be utilized by the wider community; and

(2)

the provision of mid-block connections and/or landscaped setbacks with seating areas on site, to enhance neighbourhood permeability and pedestrian amenity.

Recommendations: Small scale improvements for larger existing parks in the Study Area should be considered. This includes: •

Improved naturalized areas, drainage, new bleachers and lighting for Caledonia Park;

•

New park signage and entrance features for Conlands Park and;

•

Improved pathways, lighting, sight lines and park signage for Yorkdale Park

•

New public parks should be created on large parcels of developable land

•

For smaller sites, cash-in-lieu of parkland dedication should be considered to be used for acquiring new public parkland and improving existing parks (as identified above)

•

Privately owned public spaces (POPS) should be utilized

•

Mid-block connections and landscaped setbacks with seating areas should be considered to enhance the public realm

3

The projected GFA of the preferred option was calculated by applying the recommended densities (all assumed to be net of roads and conveyances) to the areas of each site within the Study Area (recommended density x site area = gross floor area). Assumptions were developed in terms of land use distribution (the amount of residential GFA), and average unit size (70m2, based on advice from market consultants N. Barry Lyon Consultants Limited, December 2013) in order to determine the anticipated number of units and subsequently, the amount of public parkland dedication required based on the dedication rates noted above.

17

5.5 Community Recreation Centres Description: The 2013 CS&F Profile identifies three primary Cityowned recreation facilities in the CS&F Study Area: Barbara Frum Recreation Centre, Lawrence Heights Community Centre, and Glen Long Community Centre. There are an additional 40 locations in the Study Area where PF&R has offered programming at some time. Registration data collected for 2012 identified Barbara Frum Recreation Centre as having the highest number of program registrations of the three, followed by Lawrence Heights Recreation Centre, then Glen Long Community Centre. A detailed inventory of the recreation centres’ diverse programs (courses) is included in the 2013 CS&F Profile. The 2013 CS&F Profile further provides comparisons between the registered courses in the Study Area and the City as a whole. The comparisons were done in relation to age group, program type (Table 7 and 8).

The findings suggest: •

There were more Child, Child/Youth Youth/Adult and All Ages courses offered in the Study Area compared to the rest of the City.

•

There were less Early Child, Youth, Adult and Older Adult courses offered in the Study Area compared the rest of the City.

•

Earl Bales Ski Centre, in the Study Area, representing more ski courses compared to the rest of the city.

•

There is a larger percentage of Arts and Heritage and Preschool courses compared to the rest of the City.

•

As a percentage, there are less swimming courses in the Study Area compared to the rest of the City.

In the 2014 survey, PF&R staff indicated a need for improvements for the Glen Long Community Centre. Specifically, they identified a need for an additional dance studio, weight room, multipurpose room and change rooms.

TABLE 7: Course Analysis by Sub-Section Comparison of Study Area vs. City Wide (Age Group) Sub Section Study Area Number of Courses City Wide Number of Courses Sum

%

Sum

%

1,103

24.6

17,224

27.9

175

3.9

1,089

1.8

2,340

52.2

30,681

49.8

Youth

101

2.3

1,893

3.1

Youth/Adult

111

2.5

169

0.3

Adult

247

5.5

4,793

7.8

33

0.7

1,183

1.9

377 4,487

8.4 100.0

4,561 61,596

7.4 100

Early Child Child Child/Youth

Older Adult All Ages TOTAL

TABLE 8: Course Analysis by Section: Comparison of Study Area vs. City Wide (Course Type) Section Arts & Heritage Camps Clubs Fitness & Wellness General Interest Leadership March Break Older Adults Preschool Skating Ski Sports Swimming

TOTAL

Study Area Number of Courses

City Wide Number of Courses

Sum

%

Sum

%

718 197 21 120 59 33 12 33 472 99 1,012 231

16.0 4.4 0.5 2.7 1.3 0.7 0.3 0.7 10.5 2.2 22.6 5.1

6,625 3,718 258 2,212 940 211 223 1,165 4,311 1,691 1,239 4,177

10.7 6.0 0.4 3.6 1.5 0.3 0.4 1.9 7.0 2.7 2.0 6.8

1,480

4,487

33.0

100.0

34,889

61,659

56.6

100.0

18

Recommendations •

As growth occurs in the Study Area, the recreation needs of the community will be evaluated relative to the capacity of the existing Glen Long Community Centre and its potential expansion. Priorities to improve the Glen Long Community Centre include the addition of a dance studio, weight room, multipurpose room and change rooms for the existing gymnasium.

5.6 Human Services/Community Agencies Space In April 2014, as part of the Toronto Strong Neighbourhoods Strategy 2020, Toronto City Council adopted Staff recommendations for the designation of 31 Neighbourhood Improvement Areas. The identification of Neighbourhood Improvement Areas (NIAs) was undertaken in an effort to update the City’s Priority Neighbourhood for Investment (PNI) approach, which had identified 13 Priority Neighbourhoods through an evaluation of demographic indicators and community safety, and measuring proximity to service “inputs” designed to address social needs within neighbourhoods. In order to more effectively identify neighbourhoods experiencing inequitable social outcomes, City Staff have utilized a Neighbourhood Equity Score (NES), designed as a single number (out of 100) which “captures the total weight of unnecessary, unfair, and unjust differences faced by residents in five key areas: Economic Opportunities, Social Development, Healthy Lives, participation in Decision Making and Physical Surroundings”. Utilizing these factors, a Neighbourhood Equity Score (NES) was determined for each of Toronto’s 140 neighbourhoods, then measured against a Neighbourhood Equity Benchmark of 42.89. Thirty-one neighbourhoods were identified as NIAs based on their NES falling below the established Benchmark. The Dufferin Street CS&F Study Area - including Lawrence Heights, which had previously been identified as a Priority Neighbourhood - falls mainly within the Yorkdale-Glen Park neighbourhood (#31) with a NES of 49.53. This score ranks as the 45th lowest out of the City’s 140 neighbourhoods, but is not below the Neighbourhood Equity Benchmark of 42.89, and therefore not a Neighbourhood Improvement Area.

Description: Human Services offer a range of support and services to residents within the CS&F Study Area. In February 2014, Social Development, Finance & Administration (SDFA) staff responded to the questionnaire, updating the 2013 CS&F Profile inventory on existing human service providers. The 2013 CS&F Profile identified 42 human service agencies located within the Dufferin Street CS&F Study (See the 2013 CS&F Profile for the Inventory of Human Service Providers), including community health, self employment, youth training, immigrant training, language interpretation, settlement and legal services. The 2013 profile further identifies five main sites where human agencies operate within the Dufferin Street Study Area. These include: •

Lawrence agencies

Square

Mall:

multiple

community

•

John Polanyi Collegiate Institute: North York Harvest Food Bank, TDSB ESL Program

•

Unison Health and Community Services

•

Baycrest Centre

•

Columbus Centre

*note: The North York Harvest Food Bank will no longer be located at John Polanyi CI. The SDFA staff also provided a detailed inventory of updated programs and services, outlined in the table below. The range of programs are located in various parts of the CS&F Study Area and reach a broad base of users. Furthermore, as identified in the table, the agencies are working in partnerships to better reach users. For instance, both ArtStarts, a local nonprofit community arts organization, and Job Fairs are working with Yorkdale Mall to reach youth. While no new facilities have been established, Social Development, Finance and Administration Services report that they have recently negotiated a 10 year agreement between ArtStarts and Yorkdale Mall. SDFA staff further identify facility and service gaps within the CS&F Study Area:

19

Table 9: Additional Services (in addition to 2013 CS&F Profile) Program/Service

Location of Program/ Service

Main User Group(s)

Is there public/community partnership in providing the program/service?

Art Starts

Yorkdale Mall

Youth

Partnership between Yorkdale Mall and Art Starts for 10 years of funding

Job Fairs

Yorkdale Mall

Youth

Youth Employment Partnerships provides job fair opportunities to young people for employment opportunities at Yorkdale Mall.

Neighbourhood Action

Lawrence Heights

Residents, youth, Adult and Service Providers

Multi-stakeholder human service system planning

Community Crisis Response Program

Entire area

Residents, youth, Adult and Service Providers

Multi-stakeholder response to violent and traumatic incidents

Redevelopment

Lawrence Heights

Facility Gaps • • • • • • •

• •

SFDA identify the need for shared use facilities for: Child Care Family Services Youth Service Ethno-cultural group participation Services Gaps To build in opportunities for Neighbourhood Action (ie. Action for Neighbourhood Change)4 to better coordinate service delivery in the Lotherton area Child Care Programs Community Service Programs for youth 14 to 29 years

Service Planning •

Priorities • • • • • •

4

Action for Neighbourhood Change -Lotherton is a resident-engagement and community building initiative that originated through the United Way “Our Building Strong Neighbourhoods Strategy,” a place-based approach to neighbourhood improvement within the former 13 Priority Neighbourhoods. The project in the Lotherton Pathway community, which is part of Lawrence Heights, was established in 2007. The North York Community House, a community organization located at 700 Lawrence Avenue West, neighbourhood residents and the United Way all participate in the Action for Neighbourhood Change initiative.

• •

The lack of sustainable funding for the Lawrence Heights Inter-Organization Network5 Coordinator position provides difficulties for community led, service integration. Community Involvement in the Lawrence Heights Revitalization process. Mixed-use facilities for families Funding TowardsCommunity Service Hub space Mixed-use facilities that include a focus on newcomer families with children under 14 Mixed-use facilities designed to include young adults 15 to 29 years of age 3. Access to family service programs and organizations within reasonable distance 4. Services for young adults 15 to 29 years of age 5. Services for newcomer families with children under 14

5

The Lawrence Heights Inter Organization Network, established in 2005, is a network of service providers, community organizations and representative groups who deliver programs and services in Lawrence Heights, Lotherton Pathway and Neptune (one of the former priority neighbourhoods in Toronto).

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5.7 Community Agencies Response In addition to the SFDA priorities, City Staff also provided the Study Team with seven community agencies to contact in order to better understand their specific needs and priorities within the area. Of the seven contacted, only three responded to the questionnaire and telephone interviews: North York Harvest, COTA and Villa Charities. Below is a brief summary of the three organizations, issues and pressures they face and their priorities:

Unfortunately the organization no longer occupies space at its former location of 640 Lawrence Avenue West, and is currently looking for a new base of operations.

Recommendations •

As growth continues in the area, Human Services prioritizes community involvement in the Lawrence Heights Revitalization process. Namely, sustainable funding for the Lawrence Heights Inter-Organization Network (LHION) Coordinator position is a key priority to ensure service integration in the area.

•

With increased development, SFDA recommends the creation of shared use facilities for families, newcomer families with children under 14 and young adults 15 to 29 years of age as well as funding toward a Community Service Hub Space.

•

As development proceeds, SFDA should continue to monitor the needs of the emerging population so that future service and facility priorities identified by local community agencies can be identified and secured through redevelopment.

1. Villa Charities: Description: Villa Charities, which began in 1971 as an idea to create a home for seniors, has evolved into a large organization designed to meet the needs of an ever-growing multicultural community in the Greater Toronto Area. In addition to providing culturally sensitive care for the elderly, the Villa Charities family of organizations is also committed to assisting individuals with intellectual disabilities and mental health issues and has a mandate of encouraging community participation through fitness, culture, and the arts. Villa Charities serves a wide range of people with a focus on daycares and the elderly. Issues/Pressures: The organization has enough funding and space but is looking to expand and is in the midst of a feasibility study in order to do so. While they have enough funding for services, they need more funding for capital requirements. They estimate it will be an additional $6 million annually for ten years to expand. 2. COTA Health Description: COTA is a community organization that assists people with mental health and cognitive issues (who often also experience homelessness and other health conditions). COTA includes a range of programs dealing with mental health, brain injuries, case management, supportive housing, short term residential beds, court and justice services, community treatment team, assistance with homelessness. The organization has centres across the City. The North York location is at 2901 Dufferin St. Issues/Pressures: COTA has sufficient funding but if they were to expand or embark on a new venture (currently no plans to do so), they would require more funding. There are no space issues in the area. 3. North York Harvest Food Bank Description: The North York Harvest Food Bank is the primary food bank in northern Toronto, distributing 1.8 million pounds of food in 2012 through 60 community programs. It is an independent, charitable organization that, coordinates youth engagement initiatives, community garden activities free pick-your-own gleaning trips and three community food banks.

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TABLE 10: Community Agency Priorities Community Agency

Current Priorities

Long Term Priorities

Concerns/Hopes

n/a

n/a

•Seniors Long Term Care •Seniors independent living apartments Villa charities

•language, cultural and fitness •Children and Adults in Columbus Centre •Affordable housing and supports for people with mental health needs and complex care

COTA

•Affordable housing and support for people with acquired brain injuries. •Affordable housing and support for people with developmental disabilities.

• More effective supports for people with mental health issues

• Same as current priorities

• Maybe include a hub of community supports for people with mental health case management available, a welcome centre for new Canadians with settlement workers, other resources.

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6. Implementation

7. Monitoring

Long-term redevelopment of the Dufferin Avenue Study Area presents an opportunity to develop and acquire new community services and facilities as the needs of the growing population evolve over time. The recommendations contained in this report are also premised on the principle that existing CS&F are maintained, improved or expanded to continue serving the neighbourhood population, with no net loss of services or facilities.

The Study Area is unlikely to see full redevelopment over the 30-year time horizon of the plan. Some sites, especially larger parcels in single ownership, present a more immediate opportunity for change, while many other smaller sites would require consolidation over time to be viable for redevelopment as envisioned by this Study.

New and/or improvements to existing CS&F may be secured through the development process by various means that may include agreements pursuant to Section 37 of the Planning Act; and parkland dedication pursuant to Section 42 of the Planning Act and Chapter 415, Article III of the City’s Municipal Code. The Dufferin Street Avenue Study Team has determined that there are several opportunities for comprehensive redevelopment on larger parcels along the corridor, which can potentially accommodate new parks and facilities on-site, but these opportunities are limited. Innovative approaches to the provision of CS&F, such as co-location, multi-use and shared facilities, are therefore encouraged to allow for efficiencies in service provision and maximize potential community benefits resulting from new development.

It is recommended that any policy documents pertaining to the Study Area establish monitoring of redevelopment in the short, medium and long term, to revisit community services and facilities needs at those intervals to assess the changing needs of the population as it grows.

Given that part of the Dufferin Street Avenue Study Area falls within the boundaries of Lawrence Allen Secondary Plan, consideration should also be given to the CS&F strategy developed for that neighbourhood to ensure an integrated approach to new and/or improved community services and facilities within the broader area.

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Dufferin Street Avenue Study – Local Advisory Committee Meeting #1 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, October 23rd, 2013 7:00 – 9:00 pm

MEETING OVERVIEW

On Wednesday October 23, 2013 11 members of the Local Advisory Committee (LAC) representing a range of interests, City Staff and members of the project team participated in the first LAC meeting of the Dufferin Street Avenue Study. The purpose of the meeting was to introduce the project and seek feedback on the study team’s assessment of existing conditions and advice on materials to be used at the first public meeting. The following summary is not a verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. Please note Appendix A. List of Project Team Participants and Appendix B. Meeting Agenda. Key Messages from Feedback Received The following 3 key messages emerged during the discussion. Detailed feedback follows. 1. Congestion is a big issue, in four main ways: • On Dufferin Street, especially going south in the morning, and north in the afternoon/evening • On the side streets, because of how congested Dufferin Street is (i.e.: Ranee Street) • Yorkdale Mall is a source of congestion • The Dufferin bus is at or over capacity, and service quality is a concern

2. Dufferin should have an identity as a destination; it has great assets and an established neighbourhood.

3. Dufferin should have an improved visual identity and feeling: it’s not desirable in terms of how it looks, or being on the streets.

QUESTIONS OF CLARIFICATION After the project overview, participants asked several questions of clarification. The project team’s responses are in italics. • What is a charette? A charette is a more focused design work shop. We will be bringing forward high-‐level options and work with the charette participants to identify heights of the buildings, types of open spaces, locations for parks, etc. to create a common vision for Dufferin Street. The Technical Team will then work with the result of the charette to analyze the implications of this vision and how to inform and implement these options. We will also have a physical model of the street with different options, so people can start seeing what it would look like. Dufferin Street LAC Meeting #1 – Summary Report (October 23, 2013)

1

•

Taking into consideration that 76% of land use is commercial, is there any research being conducted regarding car trips? It would be useful to know how many cars are just passing by and how many are actually travelling to commercial uses in the area. We are currently looking at the origin-‐destination data to include in our modelling exercise. We can share this information when data is ready.

•

Is there going to be a traffic signal at Dane Avenue and Dufferin Street? There is no traffic signal secured at Dane Ave; however, we are pursuing a traffic signal at Apex Road as part of the 3130 Dufferin Street development application

•

How long have articulated buses been planned for Dufferin Street? We will follow up on this.

•

Why wasn't the entire Dufflaw property included in the study area? The study only includes lands with frontage properties along Dufferin Street designated Mixed Use Areas in the Official Plan.

•

Why wasn't Dufferin Street in its entirety included in this Study? We needed to draw boundaries based on costs and logistics to ensure a manageable study.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Why Do You Go to Dufferin Street? How Do You Get there?

During the meeting, stakeholders were asked why and how they go to Dufferin Street. Responses included: • • • • • • • •

A majority of the LAC members primarily drive to Dufferin Street for work. Residents said they often drive and sometimes use public transit, especially to go to downtown. One participant said they drive to other neighbourhoods to go for a nice walk because Dufferin Street is a visually unappealing environment. There are great local restaurants and shops, including Katz’s Deli and a gourmet cheese shop. Dufferin Street is good for shopping in local retail stores, on Orfus Road, or in Yorkdale Mall. The sports amenities in the neighbourhood are good and well used. There is convenient sheltered access to the subway station via Yorkdale Mall and good access to public transit, but only if you are familiar with the local area and its shortcuts. When asked if anyone cycled on or near Dufferin, participants said that cycling on Dufferin is very unsafe.

Advice on Streetscape and Walkability •

Dufferin Street offers many great opportunities to improve walkability and existing streetscape. One participant said that although currently there are very few people walking in the area, there are many possibilities for improvement.

•

Find creative ways to work with the large area of the paved curbside next to the sidewalk to improve streetscape and walkability. One of the participants shared that this area is used for snow accumulation and is very difficult to get rezoned for other uses.

Dufferin Street LAC Meeting #1 – Summary Report (October 23, 2013)

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•

Improve how Dufferin Street looks, especially the retail strip on the east side. Several participants identified the east side of Dufferin as problematic in terms of streetscape and visual appeal. In addition to the strip being visually unattractive, it is unclear what kinds of stores there are and what they sell.

•

Make Orfus Road more appealing for shoppers. One participant said that Orfus Road retail stores are very affordable but not very visually appealing to shoppers, it lacks a connection to the subway, and the absence of an appropriate public realm (streets that look nice and are pleasant to be on).

•

Make streets safer for pedestrians by providing proper infrastructure and street furniture, including pedestrian crossings and street lights. One participant commented that many people avoid walking on Dufferin at later hours of the day because there is no proper lighting and it feels unsafe.

•

Consider traffic calming opportunities in the study area to make Dufferin Street more enjoyable to walk. Several participants mentioned that walking along the street with high-‐ volume high-‐speed traffic does not feel safe and nor pleasant.

•

Create a process that allows rezoning of residential neighbourhoods for public realm improvements. One member of the Local Advisory Committee suggested the City consider a more relaxed rezoning process in residential neighbourhoods for public realm improvements.

•

Make sure that Toronto District School Board is part of the project.

•

Consider what can be done with the wider sidewalks or space beside the road. One participant flagged that this area may be needed for snow removal, but others raised the opportunity to improve the public realm in this portion of the street.

Make the transit shortcuts official and valuable for visitors and shoppers; this will help make the area more transit accessible. Advice on Neighbourhood Identity •

•

•

Create a neighbourhood identity that makes Dufferin Street an original and a recognizable destination. Many members of the LAC expressed the need for Dufferin Street in the study area to have a distinct neighbourhood identity. Some of the suggestions included: o Create a destination similar to Midtown, as a place to visit and, in terms of transportation, as an ‘exchange’ or middle point. o Create a restaurant world instead of the dealership world. One participant responded to this suggestion by saying that dealerships do not hinder the visual appeal or neighbourhood character. o Dufferin is the place where Downtown meets Vaughan – it is a watershed and a midtown, approaching the end of the subway line and the beginning of driveways. o Consider abbreviations indicating the part of the area as neighbourhood names as is done in New York City. For example, West of Dufferin is WeDu, East of Dufferin is EDu, North of Lawrence is NoLa, and South of Lawrence is SoLa. Dufferin Street can be both an exchange hub and a destination. One participant said that many people use Dufferin Street as an area of transit transfer; many people already know it as an


3

exchange hub. Utilize and elevate this knowledge and create a neighbourhood identity of an exchange mobility hub and a destination at the same time.

•

There should be a marketing strategy to promote an established neighbourhood, great local assets and landmark spots. Several participants mentioned that Dufferin Street in the study area is a great undiscovered neighbourhood. It offers commercial diversity and affordability. Promoting local assets would attract more people to Dufferin to experience things other than Yorkdale Mall shopping.

•

Promote the neighbourhood as a place with a variety of commercial activities to improve the local economy. One participant shared that a high turnover of commercial stores occurs in the area because people come to specific places only, such as Yorkdale Mall, and are not aware of or not attracted to the rest of commercial places on Dufferin Street.

It is important to take into consideration demographic shifts in the community. A few participants noted that the neighbourhood is changing with all the new developments in the area that cause demographic shifts towards a younger population. Advice regarding Congestion and Traffic •

Congestion

• • •

Update the synchronization of traffic lights. It will be an effective solution to reduce congestion, as it will create a better traffic flow. Consider traffic impacts of intensification around Dufferin Street, including west of Dufferin on Caledonia Street, and east of the study area at Lawrence Heights. Consider eliminating street parking on Dufferin. Eliminating street parking would be a major contributor to faster transit service and less congestion.

Road Configurations • There is a need for an exit/entrance from Highway 401 to Caledonia. It will significantly help to reduce traffic on Dufferin Street. • The southbound ramp to exit Highway 401 onto Dufferin Street is confusing and dangerous. Not many people realize the ramp is on the west side, which makes driving a huge safety concern. • Extend Marlee Avenue to Yorkdale Mall to alleviate congestion. Public Transportation • Address congestion and improve public transportation services. One member of the LAC noted that although current residents will continue to drive because of car culture, there is a growing number of newcomers that come to the area for the good public transportation. Another suggestion was to consider imposing turning restrictions on Dufferin to help speed up traffic so there is less traffic and improved bus performance. • Update the Dufferin bus schedule so that buses arrive at set times with consistent headway. • Consider an LRT corridor going through the study area, potentially underground. One participant said that this solution would be aligned with the Official Plan, where Dufferin Street is identified as a transit priority; and would help alleviate the busy transit corridor and bus congestion. Other participants agreed with the LRT suggestions, due to the high ridership from Wilson, Yorkdale and Dufferin stations and their impact to draw people in transferring or taking Dufferin Street LAC Meeting #1 – Summary Report (October 23, 2013)

4

the bus from those stations south and or going east/west during peak times. And though this is a good idea, there may not be funds available to pay for it.

Cycling • It feels very unsafe to cycle due to high traffic volume. Congestion on Bathurst Street pushes a lot of traffic to Dufferin Street, which makes Dufferin Street a high-‐speed, high-‐volume, congested traffic corridor. • Present the impact of introducing cycling lanes on local traffic. One participant raised a question of space required for cycling lanes – where it would come from and how it would impact heavy volume of traffic in the area. Yorkdale Mall • Engage Yorkdale Mall as a member of community and start a dialogue on how to address issues related to high traffic flow and parking pressures generated by Yorkdale Mall that are downloaded onto Dufferin Street. One participant said that the highest level of congestion usually occurs on weekends; and Christmas time has the highest traffic volumes primarily due to Yorkdale Mall shoppers. Furthermore, several participants commented that the mall shoppers and TTC commuters occupy residential or local businesses’ parking spots if they can’t find parking at the Yorkdale Mall parking lot. • Create a northbound ramp entrance into Yorkdale Mall. It would make driving into the mall much easier, as an almost full-‐stop, as is required in the present configuration, would not be necessary. • Increasing parking at Yorkdale Mall or providing additional underground parking will encourage more car usage and add to congestion. The Spadina subway extension to Vaughan is being built and should reduce automobile traffic from Vaughan residents coming to Yorkdale.

Advice on Connectivity and Access •

Create better east-‐west connections and improve access to Dufferin Street, especially through large blocks to the west of Dufferin Street.

•

Improve northbound connections. One participant noted that Dufferin ends at Wilson Avenue and does not have a good connectivity going north past that point. This configuration contributes to heavy congestion, unlike the many connections and lighter traffic when travelling south.

•

Improve pedestrian access from the subway to Dufferin Street. Pedestrian access is especially problematic when Yorkdale Mall is closed.

•

Consider revitalizing big parking lots along Dufferin Street. Big parking lots create unfriendly separation.

•

Consider an underground pedestrian path from the subway station to the west. Many participants said that walking from the subway station to Dufferin Street looks unsafe and inconvenient to many people. In addition, many people, including local residents, prefer sheltered access to the subway station, especially during cold weather.

•

Look for opportunities to create connectivity with Lawrence Heights to share amenities and facilities.


5

Process Advice: • Think about Dufferin and opportunities for improvements in a larger context than the study area; it’s important to consider the bigger picture. • Engage with Yorkdale Mall as part of the planning process to consider how it is part of and/or related to Dufferin Street and the community. • Congestion and Yorkdale Mall may dominate the public meeting discussions • Include a presentation slide with examples of major traffic problems in the area. This should help to save time identifying these spots during the discussion at the public meeting. • Make the presentation more accessible by explaining what the proposed technical terms mean for local residents (e.g. what does a deeper setback translate into for locals?). • Provide an explanation on how the boundaries of the area are defined. • Create an efficient way for the City to share all studies and public work/services notifications relevant to Dufferin Street with local residents and businesses. • Make a clear distinction between Dufflaw Road and the Dufflaw condo in future presentations. • Include transit information in the next presentation that includes how many buses will run on the route, how the headways will change and how to reduce bunching and whether or not articulated buses increase capacity, and if so by how much. Next Steps Bianca Wylie told the LAC that the summary notes would be distributed in draft for their review and encouraged everyone to attend the first public meeting on November 6th at the Yorkdale Adult Learning Center (38 Orfus Road) from 6:30 to 9 pm. Dufferin Street LAC Meeting #1 – Summary Report (October 23, 2013)

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Appendix A. List of Participants LAC members are in bold Andrew Au, City of Toronto, Transportation Planning Robert Allsopp, DTAH Rene Biberstein, DTAH Marco Covi, TTC Riders (on behalf of Luca DeFranco) Councillor Josh Colle, City of Toronto Angelina Conte, City of Toronto Jocelyn Deeks, City of Toronto, Economic Development David DeLuca, Yorkdale West Community Rate Payers' Association Pal Di Iulio, Columbus Centre/Villa Charities Jeffrey Dorfman, Katz's Deli Mario Giambattista, City of Toronto, Strategic Initiatives and Planning Policy Rob Gillard, TTC Rebecca Goodwin, Walk Toronto Dawn Hamilton, City of Toronto, Urban Design Gregory Jones, Lanterra Developments Dewan Karim, City of Toronto, Transportation Planning Lora Mazzoca, City of Toronto, Parks Melanie Melnyk, R.E.Millward Associates Anna Mirabelli, Liberty Walk Condo Association Yulia Pak, Swerhun Facilitation Victor Pamensky, V.J Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) Colin Ramdial, City of Toronto, Planning Brent Raymond, DTAH Paul Rycroft, Yorkdale Ford Lincoln Andria Sallese, City of Toronto, Planning Venkat Srinivas, Resident Sasha Terry, City of Toronto, Urban Design Bianca Wylie, Swerhun Facilitation Regrets Luca DeFranco, TTC Riders John Filipetti, Oxford Properties David Wassyng, V.J Panensksy, Employment Lands Business Owner Cycle Toronto


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Appendix B. Meeting Agenda

Dufferin Street Avenue Study – Local Advisory Committee Meeting #1 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 October 23rd, 2013 7:00 – 9:00 pm

PROPOSED AGENDA

7:00 pm 7:05 7:15

7:40

8:55 9:00

Welcome Councillor Josh Colle, Ward 15 Introductions & Agenda Review Bianca Wylie, Facilitator, SWERHUN Facilitation & Decision Support Presentation/Participant Briefing • LAC Role & Project Background, Brent Raymond, DTAH Questions of clarification Discussion Discussion Questions: 1. What do you use Dufferin Street for now? 2. What would you like to do more of on Dufferin Street? 3. What would you like to protect about Dufferin Street and what would you like to improve? Do you have any other advice, including any suggestions for others that should be included on this Committee? Wrap up and Next Steps Adjournment


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Dufferin Street Avenue Study – Public Meeting #1 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, November 6th, 2013 6:30 – 9:00 pm

MEETING SUMMARY On Wednesday November 6, 2013, approximately 100 people participated in the first public meeting for the Dufferin Street Avenue Study. The first half hour of the meeting was an open house with display panels and an opportunity for participants to talk with City Staff and the project team about the panels. At 7 pm, the project team gave a presentation. Following the presentation there was a short question and answer session, followed by small table discussions and wrapping up with a full-room plenary session. The purpose of the meeting was to introduce the project and to seek feedback on where people go on Dufferin Street, the modes of transportation they use, the things that participants like about Dufferin Street and also suggestions on how to improve Dufferin Street. The following summary is not a verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. Please note Appendix A. Meeting Agenda

Key Messages from Feedback Received The following five key messages emerged during the discussion. Detailed feedback follows. 1. Many participants like that Dufferin Street is part of an established neighbourhood. Participants noted the community and the social connections make it a good place to live. 2. Proximity to Yorkdale Mall is an appealing feature about living near Dufferin Street. In addition to Yorkdale Mall, the number and variety of local shops and amenities was cited as another positive attribute of the neighbourhood. 3. Traffic congestion is the top concern amongst residents and many feel that the existing traffic issues must be addressed before additional residential development occurs in the area. The specific types of issues raised included: safety, access to Dufferin from side streets, high amounts of traffic on residential streets due to people avoiding Dufferin Street and lack of adequate access to the 401. 4. The look and feel of Dufferin is run-down and would benefit from design improvements. There are opportunities to improve the strip malls, parking lots, vacant lots, too add crossings and to improve sidewalks through streetscaping and landscaping. 5. Create a vision for Dufferin Street and the surrounding neighbourhood. Developing a vision for the neighbourhood would make it a destination with increased appeal for both residents and visitors.

Dufferin Street Public Meeting #1 (November 6, 2013)

1

QUESTIONS OF CLARIFICATION After the project overview, participants asked several questions of clarification. The project team’s responses are in italics.  What is an EA? An EA is an environmental assessment, it is a process that is used when you are changing a road, infrastructure, etc. and you need to measure what the impacts of this change are on the environment. There are many different types of these assessments. We have a 5 phase process. Right now we are at phase one that identifies the problem statement and opportunities by analyzing the existing conditions. The next phase is testing the alternatives for improvements – technical rigour will be involved. 

What prompted the study? Council identified this street to be appropriate for this study. There is an interest in change and we want to hear what the community has to say. Councillor Colle: Yorkdale village residents felt pressure from development by Lanterra. Development interest started building up, so my staff and I started to pushing for this study; and neighbours, so in 20 years we won’t say: “I wish we were more organized back then”.



What is the projected population increase for the study area, including approved developments? Currently there are 13,000 people in this area, from Allen Road to the CN tracks and from the 401 to Glencairn. We will make additional information available throughout the course of this study, as it is developed.



Is it feasible to remove power lines? We can talk about this during this process.



What is the traffic source on Dufferin? And the Origin and Destination data? The proportion of strategic traffic as a part of general traffic from other places is really important to know. We will follow up with more information on this topic as it is available.



Is it possible that the road will be wider on Dufferin? We haven’t made any decisions at this stage; we want to hear from you. Yes, it could be possible to widen it.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Why Do You Go to Dufferin Street? How do you get there? Where people go on Dufferin Street: There was a wide range of places that people visit on Dufferin Street. In rough order of number of times the places were raised, these included:       

Yorkdale Mall Shopping/Retail/Groceries Restaurants To get to Highway 401 or Orfus Road Lady York Banking To go to work


     

Columbus Centre Staples Swiss Chalet Tim Horton’s Fitness Centre McDonalds

2

How do you Get There? Modes of Transportation: Driving and walking were the most frequent responses to the modes of transportation used to get to Dufferin Street; some participants said they walked for exercise, others for a purpose. Less common was public transit, both subway and bus, and 2 participants indicated on their written worksheets that they cycle on Dufferin. Several participants said that cycling is dangerous on Dufferin Street. One participant noted that it is often faster to walk than to drive or take transit due to the heavy congestion in the area. Things Participants Like about Dufferin Street 

Convenience and easy access to local amenities. Many participants said that Dufferin’s location was great, that it provided convenient access to a large number of local retail locations, both the strip malls and the stores on Orfus Road, and other local amenities such as restaurants and banks. One participant noted the large parking spots were a great feature for convenience. Another participant noted they liked that they could walk to Lawrence Square and to the park south of Yorkdale. Finally, one participant noted that Dufferin has a unique mix of retail, industrial and residential.



Connectivity to other neighbourhoods, major streets and public transit, including the airport. Dufferin Street provides access to several destinations, including access to the subway, and easy access to downtown via public transit as well as to the airport. Other participants said the connectivity to the residential areas is another positive feature.



Established neighbourhood. Several participants said they liked the family feel of the neighbourhood, with an established group of residents and a strong local community.



Proximity to Yorkdale Mall. Many participants said they liked being close to Yorkdale Mall as a shopping destination.



Columbus Centre. Several participants mentioned the Columbus Centre as a place they liked on Dufferin Street.



Dufferin Street is a developing area that is constantly regenerating itself.

Things Participants Don’t Like about Dufferin Street and Suggestions to Improve them. TRAFFIC ISSUES  Congestion on Dufferin Street. Participants shared a number of specific issues and ideas to address them, including: o Create access points to the 401 at Caledonia Street, Bathurst Street (Westbound), Keele Street and Bridgeland Avenue to address the poor traffic conditions that exist today. o Increase the number of on and off ramps on Allen Road. o Add turning lanes to Yorkdale & Dufferin o Improve the signal timing of the lights.  Add traffic lights and improve infrastructure, such as pedestrian crossings, at the following intersections: Dufferin & Dane; Claver & Dufferin; Orfus & Dufferin, Cartwright & Dufferin, Mulholland & Dane, Apex& Dufferin, Bentworth & Dufferin, Bridgeland & Dufferin 

Connectivity in and around Dufferin Street. Suggestions to improve connectivity included:


3

o o

Add north-south roads on the west side of Dufferin Street to enable better movement through the neighbourhood and improve traffic flow. Create an east-west connection to address the existing barrier of the CN rail line, as it currently creates a blockage to Keele Street. One participant suggested the addition of a bridge over the railway.



Create traffic improvements that reduce the traffic spillover onto residential side streets, particularly onto Lawrence Avenue, Dane Avenue, Mulholland Avenue and Ranee Avenue. Consider the additional road that connects Lawrence Avenue to Orfus Road between Dufflaw Road and Dufferin Street. Also consider only allowing local traffic on Dufferin Street, look at Avenue Road as an example.



Widen Dufferin Street to five lanes. Create a centre turning lane. Another suggestion was to add one additional dedicated lane on each side for public transit or cars with 2 or more passengers. If feasible, connect the lanes to future LRT on Eglinton.



Create a shuttle bus that runs from Yorkdale Mall to Dufferin and Lawrence. This would help eliminate traffic along Dufferin Street for local residents from Wilson to Lawrence.



Study the traffic accidents in the area and resolve these trouble spots. Accidents worsen already bad traffic congestion.



Address the issues that are directly related to Yorkdale Mall, including: limited access, limited parking, major traffic periods (especially seasonal and weekend traffic), shoppers who are unclear of how to navigate surrounding streets, parking overflow into the neighbourhoods. Improve the traffic signal coordination for the entrance and exit to Yorkdale Mall. There is concern that the upcoming addition to Yorkdale Mall will worsen these issues.

PEDESTRIAN, CYCLING AND TRANSIT EXPERIENCE  Improve the pedestrian experience on Dufferin. New pedestrian crossings should be added wherever possible given that the east/west streets are not aligned. Dufferin Street is currently unsafe and hard to cross. 

Add bike lanes to Dufferin. Dufferin Street is unsafe for cyclists.



Consider using the railroad to create a trail for cyclists and/or pedestrians.



Create an underground pathway at Lawrence and Dufferin for pedestrians, look to European cities for examples.



Provide a better connection to Yorkdale Mall for pedestrians.



Create more sidewalks in the surrounding streets that connect to Dufferin Street between Highway 401 and Lawrence to support a more pedestrian friendly environment.



Space the buses on Dufferin more evenly; sometimes there are not enough buses and then they arrive 2, 3 or 4 at a time.

STREETSCAPE  Increase the number of streetlights to make the street safer, both at intersections and in parking lots throughout the study area. One participant said that it is scary to walk on Orfus Road at night.


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

Improve the look and feel of the whole of Dufferin Street, animate the street and make street more active. Some participants said Dufferin looks “run down”. The strip malls and retail on the east side of Dufferin Street were highlighted as being particularly unappealing visually. Resurface the plazas.



Add trees along the street to improve the landscaping and visual appeal. Include trees in the middle of the street on the median if the street is widened. Create a Business Improvement Area (BIA) to help support the development of streetscape improvements. Include branding of the community on street furniture such as benches.

 

Remove the hydro wires and bury them underground. Several participants expressed support for the positive visual impact that would be gained by placing the hydro wires underground.



Add signage to landmarks like Yorkdale Mall and Orfus Road to highlight the retail options that visitors have when they are in the area.

BUILT FORM  Keep new developments at midrise heights, and consider a mandatory height restriction of 5 storeys, including commercial use on the main floor facing Dufferin. This would support pedestrian traffic and generate more revenue for the area. Another participant advised to avoid scope creep and not to allow any midrise into the side streets. 

Do not have new developments on the street that come right up to the sidewalk; ensure there are appropriate stepbacks.



New development should respect that this is an established neighborhood, traffic, noise and privacy concerns have to be addressed and there should not be tall buildings overlooking homes.



Improve the look of the architecture for the buildings on Dufferin Street. One participant said that the current architecture is outdated.



Do not add any more condos the neighbourhood.

LAND USE & INFRASTRUCTURE  Reduce the number of parking lots and automobile dealerships. 

Support economic development in the area to reduce the number of vacant lots; these lots are unpleasant and ugly. One participant said there was a lack of family restaurants in the neighbourhood, others said additional grocery stores would be good additions to the Street. Another participant suggested that higher end retail should be brought to Dufferin Street.



Increase the amount of parks and green space, with spaces for children and dogs.



Improve the sewer and storm water drainage system and resolve issues related to flooding and drainage, as experienced by residents living on McAdam Street and Mullholland Avenue. Several participants said the planning department could improve their process to demonstrate how input and feedback from the community who have had these experiences is used. One participant said that the City should not be permitting new buildings as they cause excess water to flood basements when they should be focused on creating improvements for sewers.



Add a library to the neighbourhood.


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OTHER ADVICE  Make Dufferin Street a destination and a landmark, create a vision for the neighbourhood. One participant wrote that Dufferin Street should be a welcoming neighbourhood to add to the other great Toronto neighbourhoods. Next Steps Bianca Wylie told participants that the summary notes would be distributed in draft for their review and encouraged everyone who was interested to sign up for the upcoming design charette, to be held on December 11th at the Glen Long Community Centre.


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Appendix A. Meeting Agenda

Dufferin Street Avenue Study – Public Meeting #1 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 November 6th, 2013 6:30 – 9:00 pm

PROPOSED AGENDA & WORKSHEET 6:30 pm

Drop-in Session One-on-one questions with City Staff and Project Team, panel review

7:00

Welcome Councillor Josh Colle, Ward 15

7:05

Introductions & Agenda Review Bianca Wylie, Facilitator, SWERHUN Facilitation & Decision Support

7:15

Presentation/Participant Briefing  Project Background, Brent Raymond, DTAH Questions of clarification

7:50

Discussion Discussion Questions: 1. Why do you go to Dufferin Street and how do you get to Dufferin Street? 2. What do you like about Dufferin Street today? 3. What don’t you like about Dufferin Street today, and what suggestions do you have (if any) to improve it? Do you have any other advice for the project team?

8:55

Wrap up and Next Steps

9:00

Adjournment


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Dufferin Street Avenue Study – Local Advisory Committee Meeting #2 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, November 20th, 2013 7:00 – 9:00 pm

MEETING SUMMARY On Wednesday November 20, 2013, 12 members of the Local Advisory Committee representing a range of interests participated in the second LAC meeting as part of the Dufferin Street Avenue Study. The purpose of the meeting was to seek feedback on the outline for the December 11th design charrette and to seek feedback on the draft presentation materials, including messaging and the accessibility of the language. The following summary is not a verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. Please note Appendix A. List of Participants, Appendix B. Meeting Agenda. & Appendix C. Draft Charrette Outline

Key Messages from Feedback Received The following key messages emerged during the discussion. Detailed feedback follows. 1. Continue to simplify the language used in both the presentation and the design charrette materials. This included suggestions for additional education pieces to ensure that participants are able to contribute equally during charrette activities. 2. Participants liked the general approach and format for the charrette and had a lot of specific feedback for each of the three sections (Neighbourhood Structure, Parks & Open Space, Streets and Built Form). Suggestions were focused on ensuring additional ideas were discussed in each of the sections.

QUESTIONS OF CLARIFICATION After the project overview and throughout the meeting, participants asked several questions of clarification, listed below in bold. The project team responses are in noted in italics. 

What are the outcomes of the Wilson Study? Not much has changed on the street, so it would be good to see what this study has actually influenced The Wilson Study was completed in 2001-2002. The majority of the zoning is in place, but some of it is under appeal. Major outcomes included the Urban Design Guideline and the designation of a mixed-use zone, and there is the separate process of a Regeneration Study for some of these lands. Regeneration Area studies are planned for the south-east quadrant of Dufferin and Wilson and for the lands

Dufferin Street LAC Meeting #2 – Summary Report (November 20, 2013)

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abutting Tippett Road Regeneration Area Study. The project team committed to bringing a print copy of the Urban Design Guidelines to the next LAC meeting. 

When were the articulated buses ordered? The order for the articulated buses was made in August 2012.



Will the same number of articulated buses run on the route? The existing buses will be replaced on a 2 for 3 basis - for every 3 buses currently operating on the route 2 articulated buses will be swapped in.



How will the headways change with the articulated buses? Will there be less bunching? Initially the headways will stay the same, one bus every four minutes and 30 seconds. As the roll-out proceeds, adjustments will be made to match demand and capacity. With fewer vehicles operating on the route, bunching issues should be improved.



Are there plans to build a Dufferin LRT? No, it is not identified in the Feeling Congested Report and there is no funding for a Dufferin LRT at the moment. Dufferin Street was not identified in the former Transit City Plan or Metrolinx' current transit expansion plan (The Big Move).



How will the longer buses impact the current bus bays? Will the articulated buses be sticking out into traffic? No, the buses will not be sticking out into traffic.



Do Design Review Panel members get paid? No, they are volunteers that are nominated.



Does the Right of Way need to remain 30 metres? If it can be wider than 30 metres, now is the time to explore this option. The issue is very important, which is why we’re talking about it with the City. We are still trying figure out what’s possible within 30 metres, and if we need to widen it, it’s exactly what we are exploring right now.



When you talk about density, are you talking about business or residential? We are talking about both, mixed use density.



Will there be food at the charrette? Yes. Dinner will be provided.



Were Section 37 public art benefits secured as part of the Lanterra development? We will follow up to see if this is a possibility. Note added by the project team following the meeting: Section 37 benefits approved as part of the Lanterra development included a stand alone daycare on Dane Avenue, and did not include Public Art.



Is the project engaging with both school systems as part of this study? Yes.



What can be done about the private owners on the east side of Dufferin? These buildings are used as businesses but they are private houses. The market will play a role in this, but can we rezone and take pieces of their property to support increased density? Property owners cannot be forced to sell their properties. There are mechanisms through development applications that can require road widening as a condition of approval. There are various options available to encourage the desired land use and density.



Is the Local Advisory Committee responsible for defining the preferred option? The input from the process, including LAC and public feedback, will inform the preferred option. The project team will respond to all feedback and explain why it was used, or why it was not used.


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 

Ultimately, City Council will need to endorse the recommendations and City Staff will need to implement them. Will the recommendations be piecemeal or will the outcome be to rezone the whole area? Both are potential outcomes. Recommendations will be tabled at City Council. Is it possible to engage the province prior to completion to avoid appeals? No, any property owner has the right to appeal a City Council decision on a development application under the Planning Act.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Feedback on the Presentation & Draft Guiding Principles Prior to Brent Raymond’s presentation, participants were encouraged to provide feedback on the presentation and to be sure to flag terms or concepts that were unclear. Additionally, participants were asked for feedback on a slide displaying the draft guiding principles.

Feedback on Draft Guiding Principles 

Use simpler language throughout the slide. See list below under “Terms to Clarify, Simplify and Explain in Materials and at the Charrette”.



Eliminating front yard parking should be a guiding principle.



Expand the point about making it more pleasant to walk to the extent of making it inconvenient to drive. The pedestrian space should be expanded to encourage people to walk through it.



Deliver a vision for the neighbourhood. We should not just focus on buildings and built form. If the project team can provide the draft vision, it would help to inform the work we will be doing at the charrette. The issue of the 30 metre right of way is important in this context. If the right of way is widened to more than 30 metres, it should be discussed at the charrette and explained to the community as an opportunity to create a different vision for Dufferin Street. If it cannot be widened, the team should explain why.



Make it more explicit that this exercise presents an opportunity for a major shift in thinking about transportation options. Is the car going to be presented as the main transportation mode, and if not, what will the alternative mode choices be? Develop a transportation vision that looks at each of the lenses, from a pedestrian, cyclist, motorist, transit user and not just from an automobile perspective. The vision needs to be articulated more clearly as “Balance Movement Priorities” may not encourage the kind of shift in thinking about this area that could be beneficial in getting the best and widest range of options at the charrette.



Add a point about the community being a desirable place to live. This is a big, strong community and a well-established neighbourhood. While people may know about the commercial character of Dufferin, this neighbourhood strength needs to be highlighted in the vision so it can be supported.



Add a point about Dufferin being a gateway or a connector. Look to Avenue or Bathurst as examples. Again, this is about thinking broader in terms of the transportation opportunities in the area and what should be discussed through this study.


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Terms to Clarify, Simplify and Explain in Materials and at the Charrette The following terms were flagged by the LAC participants as potentially difficult to understand and in need of more explanation: Green Character Rich and Varied Urban Form Affordable Housing (find alternate term) Right of Way Section 37 Intervention Balance of Movement

Design Review Panel Built Form Headway Density Lawrence Heights Employment Lands Public Realm

Feedback on the Presentation 

The example of the streetscape from the Eglinton Connects photo looks good. Consider including other streetscape examples from Europe. Include an illustration of a 30 metre right of way with streetscaping so that people start to get a feel for this size of right of way.



Do not use the term “affordable housing”, it may trigger negative reactions from participants – consider other ways to express this intention. One participant explained that homeowners in the area will associate affordable housing with Lawrence Heights and the term is synonymous with the Toronto Community Housing Corporation.



Clarify the vision for affordable housing. One participant said that the community has had discussions on affordable housing for the past 10 years and would be concerned if this vision is now going to change. Another participant suggested implementing an inclusionary zoning bylaw to protect the concept of a mix of cultures that could be accommodated on the street.



Form must follow function. The charrette and process need to provide an opportunity to define what we want the area to be before we skip over the function and begin designing how the study area will look.

Feedback on the Draft Charrette Outline

General Feedback on the Charrette Format 

Demonstrate how charrettes have had an impact on planning designs from previous studies. This will help illustrate how a participant's input can contribute to the design of their neighbourhood.



Provide an existing conditions model or map for all charrette participants for reference during the charrette, and include a broader context of the area. Not all charrette participants will have the same base level of knowledge of the area. Provide supporting documentation to enable a non-local participant with the tools to contribute as meaningfully as someone with extensive local knowledge. However, there needs to be a balance of expectations. The timeframe of the charrette (5 hours) is not sufficient to bring non-local participant to the level of knowledge of a local resident.


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

Consider explaining that this study is an iterative process. Sometimes you need to tinker with built form and heights, etc. to get to the vision. It’s not as simple as defining a vision separately as proposed in the three components of the charrette.

Feedback on Section 1: Neighbourhood Structure & Parks and Open Spaces 

Add benches and places to rest to the sample ideas that participants should discuss at this section.



Manage expectations about parkland allocation so the community understands the realistic allocation generated from new developments. This ties into an educational component about Section 42 of the Planning Act (parkland dedication) and the parkland dedication formula, which will be provided by City Parks including potential park size and how these sizes are calculated.



Show the sizes of possible parks as small, medium, large and also include information about costs for construction of amenities.



Raise the ideas of burying the hydro wiring.



Include the idea of safety as a criteria or input in the activity. This includes things to consider such as lighting.



Discuss the elements participants would like to see in the park, and the types of users they would support, such as seniors and children. Provide examples of these amenities and illustrations of different types of parks, parkettes, and other formats.

Feedback on Section 2: Streets, Blocks and Connections 

Update participants on future area transit plans, especially on any plans (or lack of plans) for eastwest subway connections.



Include the possibilities of parking restrictions, whether time-based or otherwise. These could apply to side streets.



Discuss turning restrictions on Dufferin. These suggestions fall under the second category (physical changes to the street) as they are more realistically enforced through physical changes rather than signage. One participant cautioned the idea of turn restrictions because they get ignored. Note added by the project team following the meeting: Currently there are no turning restrictions when making a left-hand turn from Dufferin Street onto Orfus Road.



Discuss speed limits. With the inclusion of patios and cafés, a discussion about speed limits would be relevant to the experience of patio users.



Ask participants to think about pathways on side streets as alternatives to moving outside of and around Dufferin Street.



Discuss opportunities for improved signage. Improve directional signs to help people find things in the area and for safety purposes to indicate things such as a children’s playground area.



Add a question to focus on patios and cafés. Expand on the icon set for the streets exercise to include other streetscape elements such as cafés.



Think about how future technology could engineer the decisions made during this study. Examples include the impact of intelligent systems, computers, driverless cars, and opportunities for a


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different kind of material for pedestrian walkways. We should explore these future technology possibilities in our discussions. 

Provide an update on the Transit Road EA. Address ideas about plans to continue Dufferin Street via the new Transit Road through Downsview Park northbound. This is a very important consideration because it could more traffic on Dufferin.

Feedback on Section 3: Buildings and Built Form 

Provide information regarding building height restrictions due to the airport. Most of the buildings going up now are still tall. Be sure to explain exactly where the height restrictions are. Note added by the project team: Bombardier is a member of the Technical Advisory Team.



Clearly explain how nine storeys relates to the discussion of height along Dufferin. Differentiate and make clear that nine storeys is not necessarily the starting point for all of Dufferin Street and a mix of buildings and heights could be presented. The impact of taller buildings should also be explained.



Discuss setbacks and property lines.



Explain the history of front parking lots along Dufferin and how the policy has changed over the years. One of the biggest complaints we’ve heard in the process is that Dufferin looks like a parking lot, which may have a lot to do with how parking is in the front of the buildings. Future ideas for parking need to be discussed, especially in regards to parking options and organization. One participant felt it was important that all future parking be behind the buildings.



Explain the impact of new buildings on walkability.



Preserve the original character of the neighbourhood when improving public realm. With Yorkville as an example, the whole nature of the public realm has changed, and the original character is lost because of the new buildings.



Discuss the issue of preserving the character of the neighborhood. Look at this topic as a potential criterion when assessing ideas.

Process and Other Advice 

Develop a clear graphic that explains the decision making process. Connect the project deliverables to the final outcome and indicate the roles of the community, City Staff, City Council and other stakeholders. Also be clear on what will happen with the results from the December 11th Design Charrette.

Next Steps Bianca Wylie thanked participants for attending and said that the meeting summary would be distributed in draft for their review. Bianca also reminded all LAC members to sign up for the charrette, and that the location of the December 11th charrette would be the Glen Long Community Centre, Gymnasium at 35 Glen Long Avenue from 4 to 9 pm, with dinner being served.


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Appendix A. List of Participants LAC members are in bold Andrew Au, City of Toronto, Transportation Planning Rene Biberstein, DTAH Anthony Casalanguida, Oxford Properties (Yorkdale Mall) Marco Covi, TTC Riders (on behalf of Luca DeFranco) Councillor Josh Colle, City of Toronto Angelina Conte, City of Toronto David DeLuca, Yorkdale West Community Rate Payers' Association Pal Di Iulio, Columbus Centre/Villa Charities Jeffrey Dorfman, Katz's Deli Mario Giambattista, City of Toronto, Strategic Initiatives and Planning Policy Rob Gillard, TTC Rebecca Goodwin, Walk Toronto Dawn Hamilton, City of Toronto, Urban Design Jasmine Chong, Lanterra Developments on behalf of Gregory Jones Dewan Karim, City of Toronto, Transportation Planning Lora Mazzoca, City of Toronto, Parks Melanie Melnyk, R.E.Millward Associates Anna Mirabelli, Liberty Walk Condo Association Yulia Pak, Swerhun Facilitation Victor Pamensky, V.J Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) Colin Ramdial, City of Toronto, Planning Brent Raymond, DTAH Al Rezoski, City of Toronto, Planning Paul Rycroft, Yorkdale Ford Lincoln Andria Sallese, City of Toronto, Planning Venkat Srinivas, Resident Bianca Wylie, Swerhun Facilitation Regrets Luca DeFranco, TTC Riders Gregory Jones, Lanterra Developments David Wassyng, V.J Panensksy, Employment Lands Business Owner Cycle Toronto


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Dufferin Street Avenue Study – Local Advisory Committee Meeting #2 Yorkdale Adult Learning Centre, Cafetorium 38 Orfus Road, Toronto ON M6A 1L6 November 20th, 2013 7:00 – 9:00 pm

PROPOSED AGENDA 7:00 pm

Welcome Councillor Josh Colle, Ward 15

7:05

Introduction Colin Ramdial, Project Manager, City of Toronto, City Planning Division

7:10


7:20

Presentation/Participant Briefing Brent Raymond, DTAH  Project update  Phase 1 Engagement Summary: Key Messages  Draft Guiding Principles  Upcoming December 11th charrette & sign-up Questions of clarification

7:45

Discussion Discussion Questions: 1. For the draft charrette outline, do the questions address all of the main issues that should be considered in designing ideas? Are there others that should be added? 2. Are there any particular terms or concepts that the project team should clarify to make it easy to understand for the presentation? 3. Is it clear how the work from the charrette will contribute to the rest of the process? 4. Do you have any other advice or thoughts on the proposed charrette format?

8:55


9:00

Adjournment


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Appendix C. Draft Charrette Outline


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Dufferin Street Avenue Study

Local Advisory Committee – TERMS OF REFERENCE 1. Background: The City of Toronto Planning Division is working to complete an Avenue Study on Dufferin Street. 2. Goal of the Consultation: The goal of the public consultation program is to develop and facilitate a consultation process and communication strategy to engage the Local Advisory Committee in the Dufferin Street Avenue Study and solicit community input into the study. 3. Roles and Responsibilities All participants in the Local Advisory Committee process (Advisory Committee members, City Project Team and the Facilitator) will:  Agree to these Terms of Reference  Ensure that the results of discussions are accurately documented in the form of meeting records that reflect key discussions points  Communicate to and from the organizations they represent  Agree that all meeting records from Advisory Committee meetings, as well as the Advisory Committee Terms of Reference, may be shared publicly by Advisory Committee members  Help the Advisory Committee operate effectively by providing information, suggestions and alternatives to issues, concerns and problems being discussed Project team members from the City of Toronto will:  Provide accurate, understandable information to Advisory Committee members  Ensure that appropriate Project Team representatives (or other resource people) are present at discussions on specific issues or components of the project  Listen carefully to the feedback of Advisory Committee members and demonstrate how that feedback has been incorporated into the Dufferin Street Avenue Study (and if not, explain why not) The independent facilitation team will:  Coordinate and facilitate Advisory Committee meetings  Develop meeting agendas in consultation with the Project Team and the Advisory Committee  Keep a record of Advisory Committee discussions and prepare a summary report for each meeting (to be circulated to participants in draft before finalizing)  Assist in the resolution of issues, as required 4. Approach to Decision-Making: The Advisory Committee is acting in an advisory capacity to the Project Team, and is not responsible for the decisions made by the Project Team or City Council. Advisory Committee members may or may not share a common view on the advice they wish to provide the City. All participants in the process will work to identify common ground among participants, as well as areas where opinions differ, and this feedback will be documented. Advice from the Advisory Committee to the City is preferred to be a consensus but is not required. By participating as members of the Advisory Committee, members are not expected to waive their rights to participate in the democratic process, and may continue to participate through other channels.

Dufferin Street Avenue Study – LAC ToR

Page 1 of 2

5. Logistics: Meetings of all participants will begin in October 2013, and continue until March 2014. There will be four meetings of the Advisory Committee. Dates are subject to change and if changed will be communicated via email to LAC members. Meeting #1:

October 23rd 2013, 7-9pm Yorkdale Adult Learning Centre, 8 Orfus Road

Meeting #2:

November 20th 2013, 7-9pm Yorkdale Adult Learning Centre, 8 Orfus Road

Meeting #3:

January 15th 2014, 7-9 pm Yorkdale Adult Learning Centre, 8 Orfus Road

Meeting #4:

March 5th 2014, 7-9 pm Yorkdale Adult Learning Centre, 8 Orfus Road

6. Concluding the consultation The Advisory Committee consultation is anticipated to conclude in April 2014, following the finalization of the materials from the March 5th 2014 meeting.

Dufferin Street Avenue Study – LAC ToR

Page 2 of 2

Dufferin Street Avenue Study – Design Charrette Glen Long Community Centre 35 Glen Long Avenue Wednesday, December 11th, 2013 4:00 – 9:00 pm

MEETING SUMMARY On Wednesday December 11th, 2013, 44 people participated in the design charrette for the Dufferin Street Avenue Study, approximately 23 were staff members and 21 were LAC members and community members. The charrette began with a welcome from Councillor Josh Colle and a project overview from Colin Ramdial, Project Manager, City of Toronto, City Planning Division, followed by an overview presentation delivered by Brent Raymond of DTAH. Following the presentation there were three smalltable charrette exercises to explore options for Streets, Built Form & Neighbourhood Structure and Parks& Open Spaces. For an overview of the content discussed at each station, see Attachment H, Participant Workbook. Following the three rotations and a break for dinner, each group worked together for an hour on a synthesis presentation to create three “options” for Dufferin Street. These synthesis ideas were then presented to all the participants - see Attachments B, C & D for summary sketches. Participants then shared additional advice with the project team following the presentations. At the close of the meeting, participants were informed that the project team would pull out key themes and directions, refine the options presented, identify further ideas and test options. Participants were encouraged to attend the next public meeting to learn about the feasibility of the ideas presented and identify potential options. This summary report was written by Alex Heath, Ian Malczewski and Bianca Wylie of Swerhun Facilitation & Decision Support and was circulated to participants in draft prior to being finalized. Please note that the draft summary report was originally circulated to participants with the results organized by participant group rather than by category. This version of the report can be found in Attachment F. Please also note Attachment A. Participant List, Attachment E. Meeting Agenda and Attachment G. Glossary of Terms Key Messages from Feedback Received – Group 1 Facilitated by Alex Heath Streets: Dufferin and New Streets  Create a right of way on Dufferin Street with two general traffic lanes and a peak-period bus only lane in each direction. Include left turn lanes alternating with a landscaped median.  Include wide sidewalks, with slightly wider sidewalks on the west side of Dufferin Street.  Break the blocks into smaller blocks on the west side of Dufferin Street. Built Form:  Concentrate height on the west side of Dufferin Street, where development parcels are larger and not directly adjacent to low-rise residential areas (at least south of Orfus Road). Neighbourhood Structure, Parks and Open Spaces • Support mixed use for the neighbourhood.  Create new parks at Yorkdale Road and Orfus Road. Dufferin Street Design Charrette (December 11, 2013)

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Key Messages from Feedback Received – Group 2 Facilitated by Ian Malczewski Streets: Dufferin and New Streets  Manage/prioritize higher-order transit.  Improve access to Yorkdale Mall.  Create new streets and smaller blocks. Built Form:  Concentrate the density at the north and south ends of the study area. Neighbourhood Structure, Parks and Open Spaces • Create new parks and focus on a public space improvement on Orfus Road.

Key Messages from Feedback Received – Group 3 Facilitated by Bianca Wylie Streets: Dufferin and New Streets  Managing congestion is key – use setbacks on Dufferin Street to create open space rather than lose space on Dufferin Street in the right of way for vehicular traffic.  Create a northbound priority for transit (buses) on Dufferin Street.  Do not prioritize cycling on Dufferin Street. Built Form:  Building heights on the west and east sides of Dufferin Street do not have to be symmetrical.  Concentrate density on the west side of Dufferin Street, at the back of the land parcels and do not mirror the building heights of existing developments on the east side.  Use midrise heights for buildings that front onto Dufferin Street. Neighbourhood Structure, Parks and Open Spaces • Use setbacks on the west side of Dufferin Street to increase and develop the public space.  Add new parks with public access as a key feature, best opportunities are in the northern section of the study area both around Yorkdale Mall and at Orfus Road.

Dufferin Street Design Charrette (December 11, 2013)

2

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Streets: Dufferin and New Streets Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment B Cycling, Transit & Vehicular  Create a proposed Right of Way (the publicly owned portion of the street, often referred to as ROW) with two general traffic lanes and a peak-period bus only lane in each direction. Include left turn lanes alternating with a landscaped median. Develop wide sidewalks, with slightly wider sidewalks on the west side of Dufferin. New Streets  Add a new north-south street on the western edge of the study area (see Glossary of Terms), running from Orfus Road south to Lawrence Avenue, and another road south of Lawrence to a new westward extension of Cork Avenue.  Create a new westward extension of Celt Avenue running to the new north-south street on the western edge of the study area.  Add a new north-south laneway behind the buildings that front onto Dufferin, running along the eastern edge of the study area.  Add a new street running along the western and southern edge of the Holiday Inn site, connecting Bridgeland Avenue and Dufferin Street. Improvements  Realign the Highway 401 off-ramps/Bridgeland Avenue/Yorkdale Road intersection by moving the Bridgeland Avenue and Yorkdale Road intersection northward, with 401 offramps connecting directly to Bridgeland Avenue, eliminating the existing off-ramp and overpass to Yorkdale Road. Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment C Cycling, Transit & Vehicular  Some participants felt that cyclists should not be permitted on Dufferin Street, while others were interested in exploring on-sidewalk or road-separated bicycle lanes.  Create laneways behind new development to minimize the number of cars driving across the sidewalk.  Create a connection between Dufferin Street and Keele Street, possibly by extending Bridgeland Avenue. Transit  Locate TTC stops for southbound buses south of the intersection (for example, at Lawrence Avenue) to address the current problem of cars waiting to turn right behind buses picking up and dropping off passengers.  Take a potential future Light Rail Transit (LRT) on Dufferin Street into consideration for these recommendations.  Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway on Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee Avenue.  Create a dedicated bus lane and enforce it, otherwise drivers will ignore it.


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Group 2 – Facilitated by Ian Malczewski. See Synthesis photo at end of section Streets: Dufferin and New Streets Cycling, Transit & Vehicular • Some felt that cyclists should not be permitted on Dufferin Street, while others were interested in exploring on-sidewalk or road-separated bicycle infrastructure. • Create laneways behind new development to minimize the number of cars driving across the sidewalk. • Create a connection between Dufferin and Keele, possibly by extending Bridgeland. Transit • Locate TTC stops for southbound busses south of the intersection (for example, at Lawrence) to address the current problem of cars waiting to turn right behind busses picking up / dropping off passengers. • This study’s recommendations should not preclude a potential future LRT on Dufferin Street. • Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway on Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee. • Create a dedicated bus lane, but it has to be enforced, or drivers ignore it. New Streets • Create a new 401 off-ramp at Caledonia to help distribute the high-volume of truck traffic that currently uses Dufferin. Improvements • Rethink the existing entrances and exits to Yorkdale along Dufferin to address the fact that they are confusing, dangerous, and inefficient. Built Form Location • Locate taller buildings at the south and north ends of the study area (at the 401 and at Lawrence), and encourage mid-rise in-between. • Expand the study area west to include Mulholland and to encourage redevelopment of properties on the west side of Mulholland as townhomes. • Mirror the Lanterra development (in terms of block size, height, and smaller sizes). • Create a new, grand entrance on the west side of Yorkdale that identifies it as a special place. Design • New development should have publicly accessible green roofs. • Create diversity amongst the buildings - make sure they are architecturally pleasing and distinct. B Street on Bathurst Street is a good example of an interesting building. • Don’t allow any more parking lots in front of buildings. Other • Avoid the creation of a wind tunnel along Dufferin Street due to a large increase of height and density. • Break up new built form with mid-block connections (similar to the Treviso development) and / or new public spaces. 5

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Add density north of Jane Osler Boulevard (while being aware of the height constraints from the airport). Beyond that, consider a green space and connection between a potential development in that area and Jane Osler Boulevard.

Neighbourhood Structure, Parks and Open Spaces Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment B Location  Add new public parks fronting Dufferin at Yorkdale Mall (slightly north and opposite from Jane Osler Boulevard) and on the City-owned off-ramp into Yorkdale’s parking lot (with this latter park being a potential site for a concentration of public art).  Create a new public plaza/hardscaped park fronting Orfus Road on the west side of the development block. This plaza/hardscaped park could be animated by cafés and restaurants in adjacent buildings fronting onto it. Use & Design  Include a public or private institutional use (e.g. community centre or YMCA) within the development block at Orfus Road.  Use a mixture of retail floor-plate sizes (the total area within a building measured from the exterior of the main walls of each floor) to help facilitate both larger-scaled retail uses (e.g. grocery stores) and smaller-scaled, unique retailers (e.g. stores that would not be found in Yorkdale Mall or on Orfus Road), both of which are currently lacking in the study area. Other  Include centrally placed, privately owned public space surrounded by buildings (establishing a type of courtyard pattern) as a feature of larger development blocks. Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment C Location  Create public space on Dufferin Street itself to improve the public realm (streets and lanes, sidewalks, parks and other open spaces). However, some participants were concerned that the volume and speed of traffic on Dufferin might create unsafe conditions for a park / public space right on the street – use design to mitigate these concerns.  The west side has good potential for the location of a substantially sized park since the lots are larger and have yet to redevelop.  Include a new public space design at the corner of Orfus Road to create more of an entrance to this unique pedestrian-oriented area.  Add a new park at the corner of Samor Road and Dufferin Street.  Add a new public space on the southwest corner of Cartwright Avenue and Dufferin Street (once the existing traffic ramps are replaced or relocated). Use and Design  Create a gateway to a new park on Dufferin that is similar to the gateway to the McGill and Granby neighbourhood on Yonge Street (between College Street and Gerard Street).  Create hard-landscaped plazas with fountains and/or pools that people can walk through on a hot day (similar to those common in Italy).  Ensure there is plentiful seating (using large stones or benches) and that new parks are welllit to address safety concerns. Improvements Dufferin Street Design Charrette (December 11, 2013)

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   

Raise awareness and use of existing parks (like Glen Long Park) by adding signage and wayfinding. Bury hydro wires. One participant felt it was important to make sure the study is not overly prescriptive regarding land use, which they felt could restrict redevelopment. Align new public spaces with retail. Some participants felt that the Shops at Don Mills have a good relationship with open space and could be an example of how to integrate public spaces with retail.

Group 3 - Facilitated by Bianca Wylie. See Synthesis photo Attachment D Location  Incorporate options for open space into the design of Yorkdale Mall. Consider medium-sized parks, linear parks and parks with water features.  Create a public space/park or open space on Orfus Road. There is already considerable activity there due to the commercial nature of the street; leverage this and make it a place for people to go and sit down.  Create mid-block spaces between buildings, particularly between Celt Avenue and Sparrow Avenue. Use and Design  Consider parks with water features, linear parks and outdoor cultural uses such as theatre space. This will complement the parks coming in on the south end of the study area which will likely have children’s play features to support the new residential developments. Improvements  Create and improve the connectivity to Yorkdale Mall, particularly to the south of Yorkdale Road heading east to the subway, including any possible improvements to lighting. Other  Mixed use (a mix of land uses, e.g.: commercial, residential, industrial, institutional) is right for Dufferin, it’s great to have a place where people can live and work in the same neighbourhood. Make sure that existing commercial is supported with the addition of new residential development; protect the businesses that are already there.  Ranee Park and Conland Park are not well-used because they are not accessible, be sure to consider accessibility for any new open and green space and make theses spaces visible to the public.  In discussing mixed use, desired commercial additions to the neighbourhood included coffee shops, restaurants and dry cleaners.  Create a place for a larger amenity, perhaps an academic institution, in the study area.


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OTHER ADVICE  Do not cut up the blocks into tiny lots, it has a negative impact on the type of commercial that can exist. There are larger stores that do not fit into Yorkdale Mall (larger hardware or other retail stores) that require a larger minimum floor-plate. These types of developments are needed in this area and should be supported.  Explore provisions within new condominium declarations to help protect existing businesses (i.e. protect existing use).  Consider a moving walkway within a covered tunnel to connect to Yorkdale Mall from the south-east. Next Steps Bianca Wylie told participants that the summary notes would be distributed in draft for their review and encouraged everyone to attend the public meeting in Winter 2014.


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Attachment A. Participant List Franca Alfano Andrew Au, Transportation Planning, City Planning Division Rene Biberstein, DTAH Roger Brook John Burke, RE Millward Associates Felicia Cannatella Councillor Josh Colle Angelina Conte, Councillor Colle’s Office Marco Covi, TTC Riders Dave De Luca Leo Desorcy, Urban Design, City Planning Division Pal Di Iulio Jeffrey Dorfman David Dunn, Cycling Infrastructure, Transportation Services Russell Fleischer - with TFA (Turner Fleischer Architects). Nicola Garisto, Parks Planning, Parks, Forestry & Recreation Division Tyrone Gan, HDR Samy Gano Rebecca Goodwin, Walk Toronto Steve Gupta, Holiday Inn Dawn Hamilton, Urban Design, City Planning Division Alex Heath, Swerhun Facilitation Hilary Holden, ARUP Greg Jones Dewan Karim, Transportation Planning, City Planning Division Ian Malczewski, Swerhun Facilitation Melanie Melnyk, RE Millward Associates Ann Mirabelli Aarshabh Misra, ARUP Beverly Moodie Brent Raymond, DTAH Sidra Rahimzada, Traffic Engineering, Transportation Services Colin Ramdial, Community Planning, City Planning Division Al Rezoski, City Planning Division Paul Rycroft Andria Sallese, Community Planning, City Planning Division Jack Sinopoli, Traffic Engineering, Transportation Services Alan Slobodsky, Holiday Inn Robert Stein Megan Torza, DTAH Sasha Terry, Urban Design, City Planning Division Emily Vertolli Victoria Witkowski, Transportation Planning, City Planning Division Bianca Wylie, Swerhun Facilitation


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Attachment B. Synthesis Photo Group 1


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Attachment C. Synthesis Photo Group 2


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Attachment D. Synthesis Photo Group 3


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Attachment E. Agenda

Dufferin Street Avenue Study – Design Charrette Glen Long Community Centre 35 Glen Long Avenue, Gymnasium M6B 2M1 December 11th, 2013 4:00 – 9:00 pm

AGENDA 4:00 pm

Welcome Councillor Josh Colle, Ward 15 Introduction Colin Ramdial, Project Manager, City of Toronto, City Planning Division

4:05

Agenda Review & Introductions Bianca Wylie, Swerhun Facilitation

4:15

Introductory Presentation Brent Raymond, DTAH

4:30

Planning and Design Exercises Facilitated Workshop Sessions

6:30

Dinner Break

7:00

Synthesis Exercise Facilitated Workshop Session

8:00

Reporting Back Facilitated Report Back

8:30

Wrap-Up and Next Steps

9:00

Adjournment


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Attachment F. Draft Summary formatted by Participant Group

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Group 1 - Facilitated by Alex Heath. See Synthesis photo Attachment A Streets: Dufferin and New Streets Cycling, Transit & Vehicular  Create a proposed ROW with two general traffic lanes and a peak-period bus only lane in each direction. Include left turn lanes alternating with a landscaped median. Develop wide sidewalks, with slightly wider sidewalks on the west side of Dufferin. New Streets  Add a new north-south street on the western edge of the study area, running from Orfus Road south to Lawrence Avenue, and another road south of Lawrence to a new westward extension of Cork Avenue.  Create a new westward extension of Celt Avenue running to the new north-south street on the western edge of the study area.  Add a new north-south laneway running along the eastern edge of the study area.  Add a new street running along the western and southern edge of the Holiday Inn site, connecting Bridgeland Avenue and Dufferin Street. Improvements  Realign the Highway 401 off-ramps/Bridgeland Avenue/Yorkdale Road intersection by moving the Bridgeland Avenue and Yorkdale Road intersection northward, with 401 offramps connecting directly to Bridgeland Avenue, eliminating the existing off-ramp and overpass to Yorkdale Road. Built Form  Concentrate height on the western side of Dufferin, where development parcels are larger and not directly adjacent to low-rise residential areas (at least south of Orfus Road).  Add the maximum/peak heights at the intersection of Dufferin Street and Lawrence Avenue and at Lawrence Avenue and Bridgeland Avenue (Holiday Inn site) to physically signal the gateways to the study area.  Gradually reduce building heights moving northward from the peak at Dufferin, with an exception at the corner of Orfus Road and Dufferin (again, taller height here would signal a gateway to this significant street).  Develop lower-scaled mid-rise (result of shallower lot depths) on the east side of Dufferin Street. On the west side, front Dufferin with mid-rise buildings or mid-rise podiums. On larger blocks, create breaks in the street wall to facilitate mid-block pedestrian/vehicular connections.  Feature town homes fronting the new north-south street on the western edge of study area.


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Neighbourhood Structure, Parks and Open Spaces Location  Add new public parks fronting Dufferin at Yorkdale Mall (slightly north and opposite from Jane Osler Boulevard) and on the City-owned off-ramp into Yorkdale’s parking lot (with this latter park being a potential site for a concentration of public art).  Create a new public plaza/hardscaped park fronting Orfus Road, on the west side of the development block. This plaza/hardscaped park could be animated by cafés and restaurants in adjacent buildings fronting onto it. Use & Design  Include a public or private institutional use (e.g. community centre or YMCA) within the development block at Orfus Road.  Use a mixture of retail floor-plate sizes to help facilitate both larger-scaled retail uses (e.g. grocery stores) and smaller-scaled, unique retailers (e.g. stores that would not be found in Yorkdale Mall or on Orfus Road), both of which are currently lacking in the study area. Other  Include centrally placed, privately owned public space surround by buildings (establishing a type of courtyard pattern) as a feature of larger development blocks. Group 2 – Facilitated by Ian Malczewski. See Synthesis photo Attachment B Streets: Dufferin and New Streets Cycling, Transit & Vehicular  Some participants felt that cyclists should not be permitted on Dufferin Street, while others were interested in exploring on-sidewalk or road-separated bicycle infrastructure.  Create laneways behind new development to minimize the number of cars driving across the sidewalk.  Create a connection between Dufferin Street and Keele Street, possibly by extending Bridgeland Avenue. Transit  Locate TTC stops for southbound busses south of the intersection (for example, at Lawrence Avenue) to address the current problem of cars waiting to turn right behind buses picking up and dropping off passengers.  Take a potential future LRT on Dufferin Street into consideration for these recommendations.  Create safer access to Yorkdale Subway Station, either via a protected, comfortable walkway on Yorkdale’s South Service Road, or through a safer pedestrian connection along Ranee Avenue.  Create a dedicated bus lane, but it has to be enforced, or drivers ignore it. New Streets  Create a new Highway 401 off-ramp at Caledonia to help distribute the high-volume of truck traffic that currently uses Dufferin. Improvements  Rethink the existing entrances and exits to Yorkdale Mall along Dufferin to address the fact that they are confusing, dangerous, and inefficient. Dufferin Street Design Charrette (December 11, 2013)

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Built Form Location  Locate taller buildings at the south and north ends of the study area (at the 401 and at Lawrence Avenue), and encourage mid-rise in-between.  Expand the study area west to include Mulholland Avenue and to encourage redevelopment of properties on the west side of Mulholland Avenue as townhomes.  Mirror the Lanterra development (in terms of block size, height, and smaller sizes).  Create a new, grand entrance on the west side of Yorkdale Mall that identifies it as a special place. Design  Include publicly accessible green roofs in new developments in the study area.  Create diversity amongst the buildings - make sure they are architecturally pleasing and distinct. B Street Condos on Bathurst Street is a good example of an interesting building.  Don’t allow any more parking lots in front of buildings. Other  Address the potential creation of a wind tunnel along Dufferin Street due to a large increase of height and density.  Break up new built form with mid-block connections (similar to the Treviso development) and/or new public spaces.  Create townhomes along the western edge of the study area to transition between Dufferin and the areas to the west. Neighbourhood Structure, Parks and Open Spaces Location  Create public space on Dufferin Street itself to improve the public realm. However, some participants were concerned that the volume and speed of traffic on Dufferin might create unsafe conditions for a park / public space right on the street – use design to mitigate these concerns.  The west side has good potential for the location of a substantially sized park since the lots are larger and have yet to redevelop.  Create a new public space design at the corner of Orfus Road to create more of an entrance to this unique pedestrian-oriented area.  Add a new park at the corner of Samor Road and Dufferin Street.  Add a new public space on the southwest corner of Cartwright Avenue and Dufferin Street (once the existing traffic ramps are replaced or relocated). Use and Design  Create a gateway to a new park on Dufferin that is similar to the gateway to the McGill and Granby neighbourhood on Yonge Street (between College Street and Gerard Street).  Create hard-landscaped plazas with fountains and/or pools that people can walk through on a hot day (similar to those common in Italy).  Ensure there is plentiful seating (using large stones or benches) and that new parks are welllit to address safety concerns. Improvements  Raise awareness and use of existing parks (like Glen Long Park) through strategies like adding signage and wayfinding. Dufferin Street Design Charrette (December 11, 2013)

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  

Bury hydro wires. One participant felt it was important to make sure the study is not overly prescriptive regarding land use, which they felt could restrict redevelopment. Align new public spaces with retail. Some participants felt that the Shops at Don Mills have a good relationship with open space and could be an example of how to integrate public spaces with retail.

Group 3 - Facilitated by Bianca Wylie. See Synthesis photo Attachment D Streets: Dufferin and New Streets Cycling, Transit & Vehicular  Add a centre turning lane on Lawrence Avenue from Dufferin Street to Bolingbroke Road.  Create a ring road around Lawrence Avenue to ease congestion at the intersection of Dufferin and Lawrence.  Do not create cycling lanes on Dufferin Street; there are adequate alternates, such as Caledonia.  Prioritize bus traffic northbound; consider a dedicated lane for buses/HOV. New Streets  Create a new road from Lawrence north to Orfus Road.  Create a new east/west street between Lawrence Avenue and Dane Avenue.  Create a new east/west street west of Dufferin Street from Celt Avenue.  Add a north-south laneway or walkway on the east side of Dufferin, from Dane Avenue to Yorkdale Mall. Improvements  Align the intersection at Apex Road and Dane Avenue.  Straighten Bridgeland Avenue.  Add a median to Dufferin to help people cross more easily, given the difficulty of aligning streets and adding signalized intersections.  Improve the walkability throughout the study area. Built Form Location  Utilize setbacks on the west side of Dufferin, particularly between Apex Road and Orfus Road, to create open space without removing any traffic lanes to create open space.  In terms of building height, keep the height lower (midrise or less) on the east side, with an exception west of Dane where there may be an opportunity for one or two taller buildings. Design  Leave open space between buildings to support both walkability and access throughout the study area. Other  The east and west sides of Dufferin do not have to match, nor should the heights of buildings be mirrored on each side of the street, it’s better to have them offset with a taller buildings on one side and a shorter ones on the other side.  Regarding building height on the west side, keep buildings on Dufferin at midrise heights and have taller buildings at the furthest points west within the study area, at the rear of the lots. 17 Dufferin Street Design Charrette (December 11, 2013)



Add density north of Jane Osler Boulevard (while being aware of the height constraints from the airport). Beyond that, consider a green space and connection between a potential development in that area and Jane Osler Boulevard.

Neighbourhood Structure, Parks and Open Spaces Location  Incorporate options for open space into the design of Yorkdale Mall. Consider medium sized parks, linear parks and parks with water features.  Create a public space/park or open space on Orfus Road. There is already considerable activity there due to the commercial nature of the street; leverage this and make it a place for people to go and sit down.  Create mid-block spaces between buildings, particularly between Celt Avenue and Sparrow Avenue. Use and Design  Consider parks with water features, linear parks and potentially outdoor cultural use such as theatre space. This will complement the parks coming in on the south end of the study area which will likely have children’s play features to support the new residential developments. Improvements  Create and improve the connectivity to Yorkdale Mall, particularly to the south of Yorkdale Road heading east to the subway, including any possible improvements to lighting. Other  Mixed use is right for Dufferin, it’s great to have a place where people can live and work in the same neighbourhood. Make sure that existing commercial is supported with the addition of new residential development; protect the businesses that are already there.  Ranee Park and Conland Park are not well-used because they are not accessible, be sure to consider accessibility for any new open and green space and make theses spaces visible to the public.  In discussing mixed use, desired commercial additions to the neighbourhood included coffee shops, restaurants and dry cleaners.  Create a place for a larger amenity, perhaps an academic institution, in the study area.


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Attachment G. Glossary of Terms Floor-plate: The total area within a building measured from the exterior of the main walls of each floor. HOV: High Occupancy Vehicle. Low-rise: A building up to four storeys in height. Mid-rise: A building generally taller than four storeys but no taller than the width of the adjacent right of way. Mixed use: A mix of land uses, e.g.: commercial, residential, industrial, institutional. Public realm: Streets and lanes, sidewalks, parks and other open spaces. Right of Way: The publicly owned portion of the street. Ring road: A circular road, also known as a loop. Setback: The distance between the property line and the building. Street Wall: A condition where sides of buildings touch each other and the buildings visually join together into one long wall defining a street space. Study Area:


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Attachment H. Participant Workbook


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PARTICIPANT WORKBOOK | DUFFERIN STREET AVENUE STUDY

Design Charrette, December 11th 2013

What is a Design Charrette?

A design charrette is a focused workshop and planning session where participants come together to collaborate on a vision for City Building. Charrettes are organized to encourage the participation of all. Ultimately, the purpose of the charrette is to give all the participants enough information to make good decisions during the planning process. In today’s design charrette, focus will be on three sections of the Dufferin Street Avenue Study Area and on bringing ideas together to create a synthesis of ideas for Dufferin Street that the project team can use as they move forward with their work. The areas for focus are: Neighborhood Structure, Parks and Open Spaces, Built Form and Streets: Dufferin and New Streets. Dufferin Street Avenue Study Public Meeting 1

What’s Been Happening So Far?

During the first phase of the study, the project team held the first meeting of the Local Advisory Committee (LAC) and the first public meeting to learn about what people like about Dufferin Street and want to protect and where Dufferin Street could be improved, as well as how to do so. In the second phase, the second LAC meeting was held, to seek guidance from the Local Advisory Committee on the content and the approach for today’s charette. Further information can be found on the project website at:

http://toronto.ca/planning/dufferin/index.htm

Process Overview

Dufferin Street Avenue Study Design Charrette Participant Workbook Page 1

Neighborhood Structure, Parks and Open Spaces Key points for Synthesis Presentation:

Discussion Questions Where should parks be located? How would you like to use the parks?

Where are the best locations for and characteristics of retail, offices, residential, community and public uses, parks and open spaces, special development areas (corners, important nodes, etc.)?

Do you have examples of other neighbourhoods or streets that you enjoy?

Are there any places that could be well connected by a path or a walkway?

Are there any amenities that you feel are currently missing in the study area (daycare, library,etc.)?

What would you like to see in the new parks (water features, children's play, active / passive facilities, etc.)?


Built Form Key points for Synthesis Presentation:

Discussion Questions Using the model base and foam blocks provided, begin by testing the basic guideline of 9-storey buildings along the Dufferin Street properties: What works? What needs to be changed?

Using the model base foam blocks provided (the model makers can also make custom pieces) test alternative arrangements of building locations and heights, and consider the following: Where would additional height be appropriate? Why?

Where would additional height NOT be appropriate? Why?


Streets: Dufferin and New Streets Key points for Synthesis Presentation:

Discussion Questions Do you see any opportunities to add new streets and create new blocks?

What types of interventions/improvements do you think are suitable for the existing street?

What would your ideal street look like and why? What new streets, connections, or other improvements would better allow you to walk, cycle, or drive to your neighbourhood destinations? (consider destinations such as schools, shops, restaurants, community centres, and the like).

How could transit be improved to better connect particular destinations or corridors?

Given the Right of Way constraints we face in this corridor, what types of improvements would you prioritize and why? (consider tradeoffs including adding left turn restrictions, adding parking, transit improvements)


Dufferin Street Avenue Study – Local Advisory Committee Meeting #3 (Rescheduled from February 5th) Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, February 12th, 2014 7:00 – 9:00 pm

MEETING SUMMARY On Wednesday February 12th, 2014, 7 members of Local Advisory Committee (LAC) representing a range of interests participated in the third LAC meeting as part of the Dufferin Street Avenue Study. The purpose of the meeting was to present and seek input on built form, open space, and streetscape options and to get feedback on a presentation for the upcoming public meeting. This summary report was written by Yulia Pak and Alex Heath of Swerhun Facilitation & Decision Support. It reflects the key feedback shared by participants at the meeting and was circulated to participants in draft before being finalized. Please note Appendix A. Participant List and Appendix B. Meeting Agenda

Key Messages from Feedback Received The following 5 key messages emerged during the discussion. Detailed feedback follows. 1. Many meeting participants preferred open spaces off of Dufferin Street located mid-block or back-of-block rather than fronting Dufferin Street to create a sense of community, to address potential safety concerns and to reduce exposure to the automobile. 2. Some participants felt that if there were to be open spaces fronting Dufferin Street, they should have an ‘urban treatment’ and should be buffered from Dufferin Street by tree plantings. 3. There was a range of views regarding the green frontage options. Some preferred a shallower setback to the streetline, while others felt that a deeper setback would work if it was implemented over a longer distance (e.g. Queen Street West from Soho to Spadina) rather than in front of a few properties. 4. There were varying opinions about the ‘Big Box’ density option. Some felt that if the intent of the Study is to urbanize the corridor, big box formats should not be allowed as they are 'antiurban'. Others felt that big box would be fine as long as there were minimal setbacks from Dufferin, buildings were at least two storeys, had entrances fronting Dufferin and parking was provided underground. 5. Formulate a stronger narrative about transportation issues and how they relate to constraints on density by including more data and clarifying when more information on transportation will be available.

Dufferin Street LAC Meeting #3 – Summary Report (February 12, 2014)

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QUESTIONS OF CLARIFICATION Following the overview presentation, participants asked a number of questions of clarification. The project team’s responses are in italics. 

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Why are you not showing any built form at the south-east corner of Lawrence Ave. West and Dufferin Street, specifically between Lawrence Ave. West and Cork Avenue? This area is outside of the scope of this project. However, if we were to demonstrate built form there, it would be a mid-rise building. The City of Toronto Official Plan policies anticipate mid-rise built form in the Avenues. Are there any specific height and density requirements due to the proximity of the Downsview Airport to the study area? We are not reviewing by-laws pertaining to the Downsview Airport as part of this project. We assume that existing regulations apply.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Advice regarding Streetscape, Open Space & Green Frontage Options Streetscape  Ensure that this study provides the residents and the tourists in this area with an attractive public realm and streetscape 12 months of the year.  Ensure that there are no parking lots fronting Dufferin; otherwise, the appearance of the street will not change.  Burying all hydro infrastructures should be a priority given the effects on electricity of the recent ice storm. Open Space  Open spaces and parks should be located mid-block or back-of-block, rather than fronting the street. Such locations would increase safety for the public, have less traffic and create a strengthened sense of community.  A corner park at Orfus Road can serve as a gateway to the area. A corner park, separated from traffic on Dufferin Street by landscaping and street trees, can create a pleasant visual gateway and enhances the character of the street by providing publically accessible 'green space'.  Ensure that parks along Dufferin Street are buffered to create a safe environment for park users.  Open spaces fronting Dufferin Street should have a more ‘urban’ treatment – e.g. squares, courtyards, and not just green space. It is important to remember that green spaces can stay green only half of the year.  Creating an appealing open space in front of Yorkdale Mall on the Dufferin Street frontage might also help other retailers along Dufferin. Green Frontage  If there were deeper setbacks along Dufferin Street, ensure that these setbacks have continuity along the street to allow the flow of people from one end of the street to another. One participant cited Queen Street West as a successful example of deeper setbacks, noting that this area is conducive to retail because it allows for a smooth flow of people over a long distance with a multitude of unique shops.  Consider shallower green frontages with shallower setbacks along Dufferin Street. Dufferin Street LAC Meeting #3 – Summary Report (February 12, 2014)

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Consider greater setbacks on side streets to encourage retail activities. These streets provide a link to existing residential communities and have less car traffic.

Advice regarding Built Form Options  Do not limit the average FSI to 2.5. Consider calculating the appropriate FSI for the study area as a function of transit capacity instead. One LAC member expressed his concern regarding the proposed FSI limit of 2.5 as limited FSI will mean limited financing for public spaces and streetscape improvements. The LAC member added that high density buildings closer to Highway-401 or Lawrence Ave. West will impact traffic differently than a higher density built form not located adjacent to expressways or major roads. Moreover, this participant intoned that greater densities can support higher order public transit, which is needed in the area. In response to these comments, a team member explained that presently the study area has an average density of 0.8x FSI, and the recommended average density of 2.5x FSI is a significant increase in density. Currently, there are no regional, municipal or provincial policies that anticipate the level of density along an Avenue served by bus transit like Dufferin Street similar to that of Treviso (Treviso being 3.22x FSI gross and 5.5x FSI net). Density should not be evaluated solely as a function of transit capacity. The City's goal is to create a balanced transportation network to accommodate all modes of travel. Additionally, a higher average density would put an even greater strain on the existing constrained and congested transportation infrastructure. Currently there are no policies in place that designate Dufferin Street as a higher order transit corridor. This area is not recognized by the Official Plan as a Centre. The average density of 2.5x FSI is recommended by the Places to Grow Regional Growth Plan which directs growth to already built-up areas and encourages denser development supported by transit. Note added by the project team following the meeting: Centre refers to the urban structure in the Official Plan. Like Avenues, Centres (e.g. Yonge-Eglinton, North York Centre, Scarborough Centre) are one of the types of areas where the City anticipates the lion’s share of growth occurring. However, the policies associated with Centres anticipate a much greater density and taller built form than similar policies associated with Avenues. 

There were varying opinions about the ‘Big Box’ density option. LAC members shared the following comments: o A stand-alone ’Big Box’ density option will not help change Dufferin’s appearance. ‘Big Box” at the base of a residential building could be a more urban built form. o ‘Big box’ formats, particularly grocery stores, need a certain level of residential population to make them feasible. o It is important to maintain the Big Box density option because we received this feedback during the design charrette. ‘Big Box’ with a green frontage and underground parking lot or parking at the rear would look nice on Dufferin.

Advice regarding Dufferin Streetscape Options  Introduce reduced speed limits on Dufferin Street and restrictions for truck turning movements on certain local roads. Reducing the speed limit would make Dufferin Street more walkable. Making Dufferin Street more walkable will attract pedestrians which will help reduce traffic congestion on the street. Dufferin Street LAC Meeting #3 – Summary Report (February 12, 2014)

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 

It is important to consider future transportation improvements and maintain a balance between all transportation modes, including transit operations at key locations. The outcome of this study should not preclude any future possibilities of improved transit services and facilities on Dufferin Street.

Advice on the Presentation: 1. Formulate a stronger narrative about transportation issues in the study area and how they relate to constraints on density. A project team member explained that a significant amount of traffic in the study area is generated regionally and limits cannot be addressed within the scope of this study. Several participants provided feedback on the transportation section of the presentation. The comments included:  Clarify that a majority of transit issues are caused by traffic congestion. Congestion affects everything, but it affects public transit the most.  Do not dismiss regional transportation related issues as outside the scope of this project.  Use data in understandable and quantifiable terms. For example, demonstrate how density affects congestion on Dufferin Street by showing the relationship between the increase in units and the increase of cars on the streets.  If there is no data available, clarify when such data would be available. 2. Make the presentation shorter by providing more concise information on FSI/density and taking out repetitious messages. 3. Clarify at the public meeting that the Options are conceptual. 4. In the presentation, consider using “Tall Buildings Option” and “Mid-rise Buildings Option” instead of the existing density option names, as it could mislead the members of the public to believe that the “Treviso Option” assumes only Treviso condominiums and the “McAdam Option” assumes only McAdam condos.

NEXT STEPS

Alex Heath told LAC members that the summary notes would be distributed in draft for their review and encouraged everyone to attend and help get the word out about the second public meeting on February 26 at the Yorkdale Adult Learning Center (38 Orfus Road) from 6:30 pm to 9 pm.


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Appendix A. List of Participants LAC members are in bold Andrew Au, City of Toronto, Transportation Planning John Barrington, BA Group Rene Biberstein, DTAH Angelina Conte, City of Toronto Ryan DaSilva, Oxford Properties Group David DeLuca, Yorkdale West Community Rate Payers' Association Rob Gillard, TTC Dawn Hamilton, City of Toronto, Urban Design Alex Heath, Swerhun Facilitation Gary Hsueh, ARUP Pal Di Iulio, Columbus Centre/Villa Charities Gregory Jones, Lanterra Developments Dewan Karim, City of Toronto, Transportation Planning Lora Mazzoca, City of Toronto, Parks Melanie Melnyk, RE Millward Associates Anna Mirabelli, Liberty Walk Condo Association Brent Raymond, DTAH Andria Sallese, City of Toronto, Planning Sasha Terry, City of Toronto, Urban Design Paul Rycroft, Yorkdale Ford Lincoln Yulia Pak, Swerhun Facilitation Cliodhna Scanlon, City of Toronto, Planning Regrets Marco Covi, TTC Riders (on behalf of Luca DeFranco) Jeffery Dorfman, Katz's Deli Rebecca Goodwin, Walk Toronto V.J. Pamensky, Employment Lands Business Owner (on behalf of David Wassyng) Venkat Srinivas, Resident


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Appendix B. Meeting Agenda & Workbook

Dufferin Street Avenue Study – Local Advisory Committee Meeting #3

Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 February 12th, 2014 7:00 – 9:00 pm AGENDA 7:00 pm

Welcome

7:05

Introductions & Agenda Review Alex Heath, Facilitator, SWERHUN Facilitation & Decision Support

7:10

Presentation/Participant Briefing Brent Raymond, DTAH  Review of Process, Schedule and Work to Date  Test and Confirm Ideas Questions of clarification

7:55

Discussion Discussion Questions: 1. What do you like about the built form options? Do you have concerns about any of these options? Is there an option that you prefer? 2. What do you like about the Dufferin streetscape options? Do you have concerns about any of these options? Is there an option that you prefer? 3. What do you like about the open space scenarios (and the green frontage options in particular)? Do you have concerns about any of these scenarios? Is there an option that you prefer? 4. Do you have any other advice for the project team, particularly any suggestions on the presentation for the next public meeting?

8:50


9:00

Adjournment


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Discussion Questions: 1. What do you like about the built form options? Do you have concerns about any of these options? Is there an option that you prefer?

2. What do you like about the Dufferin streetscape options? Do you have concerns about any of these options? Is there an option that you prefer?

3. What do you like about the green frontage options? Do you have concerns about any of these options? Is there an option that you prefer?

4. Do you have any other advice for the project team, particularly any suggestions on the presentation for the next public meeting?


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Dufferin Street Avenue Study – Public Meeting #2 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, February 26th, 2014 6:30 – 9:00 pm

MEETING SUMMARY On Wednesday February 26, 2014, approximately 90 people participated in the second public meeting for the Dufferin Street Avenue Study. The first fifteen minutes of the meeting was an open house with display panels and an opportunity for participants to talk with City Staff and the project team about the panels. At 6:45 pm, the project team gave a presentation. Following the presentation there was a short question and answer session, followed by small table discussions and a full-room plenary session. The purpose of the meeting was to discuss and explore different options for green frontage, built form and streetscape on Dufferin Street. The following summary is not a verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was circulated to participants in draft prior to being finalized. Please note Appendix A. Meeting Agenda Please note Appendix A. Meeting Agenda and Appendix B. Options Presented for Discussion.

Key Messages from Feedback Received The following five key messages emerged during the discussion. Detailed feedback follows. 1. Stagger the green space along Dufferin and use it to support places for community gathering and business (patios and cafés). Participants noted that the benefits of greening the study area would be maximized by spreading greening opportunities along Dufferin Street. Participants suggested deeper setbacks for more private park spaces and shallower setbacks for business and community social spaces. A customized design response will be required to make the options work dependent on where they will be located along Dufferin Street and where they will be located within each block. 2. Strike a balance with safety for green spaces by placing them adequately far away from vehicular traffic but also close enough to busy public space to create “eyes” on the park. In addition to achieving safety goals for residents and parks users, it is critical to ensure the design of the green spaces supports all of the existing commercial use on Dufferin and creates a more vibrant business community and place for economic development opportunities. 3. Midrise built form is the preferred approach for the majority of the study area. Participants discussed how the layout of the built form could be used to support a healthy mix of commercial and residential land use.

Dufferin Street Public Meeting #2 (February 26, 2014)

4. Impact on traffic flow and streetscape improvements are key criteria to use when considering cycle tracks. Though medians may be visually appealing and provide safety improvements, their impact on traffic flow (i.e.; removing a left-turn lane) needs to be understood in order for them to be the right decision. There was mixed opinion on the bike lanes, the team was advised to consider regional network integration and whether cyclists are currently adequately served by existing alternate routes. Several participants said that vehicular capacity should be a higher priority than cycling infrastructure. 5. Basement flooding continues to be a priority issue for the neighbourhood.

QUESTIONS OF CLARIFICATION After the project overview, participants asked several questions of clarification. The project team’s responses are in italics. 

Will Casa Del Zotto be taken down? No.



In the options presented for discussion tonight there are streets but not walkways. Are there pedestrian walkways being considered in addition to the streets? We can explore opportunities and include walkway considerations as part of this study but it is not a master plan, we are setting a container into which any new developments should fit.



Given the existing issues with basement flooding, how is basement flooding going to be addressed with new development? There are ongoing studies that deal specifically with basement flooding. We are here to ensure that whatever is proposed is not overwhelming the existing system or we will improve the infrastructure.



When is something going to be done about basement flooding? What is the timeline for the studies to be complete? The two basement flooding studies have identified a number of projects that will be carried out in the next several years. There is more information on the City’s webpage, which we will provide to you. This is definitely a factor in this study; this study will not provide recommendations that will make the issue worse.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Street Network and Open Space Scenarios Participants were asked to explore the strengths of two street network and open space scenarios (and the green frontage options in particular), if they had a preferred option, challenges with the options (if any) and how to address them. General advice for the project team to consider when developing the preferred design for the street network, open space and green frontage components of the vision included: 

Centralize any type of park space within the larger blocks to keep “eyes” on the park. A customized design response will be required to make the options work dependent on where they will be located along Dufferin Street and where they will be located within each block.


      

Place private spaces to the rear of larger blocks. Make social space for people and create visibility for retail. An Avenue with a small amount of green frontage is a good compromise and an exercise in balance. Create walkways between the blocks. Customize the design approach based on land use. If the land use is residential use a green approach, if the land use is commercial use hard-scaping. Use setbacks to encourage more animation and to create locations for bike parking. Use the deepest setback for quieter parks and the more shallow setbacks to encourage street activity. The key is to find a good balance. Ensure the new roads connect to existing residential streets and not to main arterial roads. All options presented would be an improvement to Dufferin Street.

Option 1 – Setback – West Queen West Model (See Appendix B, pg. 8) Strengths  Promotes retail, which would speed up revitalization.  Requires less maintenance, would therefore be cleaner which would also encourage pedestrian traffic. Challenges  The green setback is too close to Dufferin Street, it creates a safety issue. It would be preferable to put the park near the rear of the lots. Option 2 – Park – Front Street (West Don Lands) Model (See Appendix B, pg. 8) Strengths  Large and inviting, promotes social gathering.  Green space provides visibility to what people are doing.  Prioritizes walking and lifestyle use and creates opportunities for fountains and chairs where people can relax and socialize.  Liked the idea of having open space along Dufferin.  Can be used to beautify Dufferin throughout the study area.  Building setbacks make it safer for pedestrians.  Creates a community feel with trees and nice restaurants, makes it feel like a place one would want to take a walk and spend time on Dufferin.  Could include water features to animate the space. Challenges  Shops are not close enough to the street, could be a challenge in terms of attracting retail to Dufferin.  The park would need to be monitored.  Difficult to integrate commercial and residential use when adjacent to employment lands.  A linear park is a challenge to place along Dufferin; the preferred option will need to support retail.


Built Form Options Participants were asked to review six built form options and provide feedback on whether there was an option that they preferred, if so why and if there were challenges to address with the options, what they were and how could they be addressed. Option A – Typical Avenue with Linear Park (See Appendix B, pg. 9) Strengths  Like the park placement and the rationale to create a green linear space that people could move through while keeping it an appropriate distance from Dufferin.  Creates an opportunity for more side streets and walkways and smaller parks that might have particular uses (one for dogs, one for sitting with a coffee etc.).  Well-suited to the townhouse built form.  Fosters a sense of community because both the green space and the buildings are nicely spread along Dufferin.  People are more likely to use a linear park along a local road off of Dufferin Street than along Dufferin Street due to the high traffic and noise. Challenges  This layout may not be as effective if the green space is put into one large block. Option B – Avenue with Frontage Park (See Appendix B, pg.9) Strengths  Like a hybrid option of B and E to create one block with a park, and another section with mixed shallow and deep frontage.  Provides a mix of different kinds of building forms.  Creates an opportunity for more side streets and walkways and smaller parks that might have particular uses (one for dogs, one of sitting with a coffee etc.). Challenges  Big box is not something to pursue. Option C – Avenue with Green Setback (See Appendix B, pg. 10) Strengths  Really like the green setback, and reiterated the benefits of a more centrally located park to promote “eyes on the street”.  Well-suited to midrise and townhouse mix for built form.  Creates a strong community feel, with ways for people to use the space socially, recreationally and as a gathering space.  Larger green setbacks with cafes and patios would work well on the west side of Dufferin Street. Suggested Refinements  Rather than a green setback, include publicly accessible space with access to a larger central park. This creates “eyes on the street”, moves the space further back and creates a space with a lot of sunlight that is not directly adjacent to the employment lands.  Also liked the McAdam model, consider exploring a reduced version of the model to decrease the scale of the buildings around Dufferin and Lawrence.


Option D – Avenue with Park Block 1 (See Appendix B, pg. 10) Challenges  Parks feel hidden. Suggested Refinements  Prefer midrise buildings over townhouses and want to prioritize open space but in a different location. Rather than having the open space adjacent to the employment lands, consider moving it to a more internal place with a setback from Dufferin Street.  Take advantage of the Yorkdale Shopping Centre resources and have a “Shops at Don Mills” model rather than one dedicated space for retail, as this would create more opportunity for movement within the blocks, finer grain for retail and more opportunities to support an expansion in commercial and office space. Option E – Avenue with Park Block 2 (See Appendix B, pg. 11) Strengths  Provides a good balance of uses and would fit into Dufferin with a combination of Option 1 and Option 2 of green frontages. Suggested Refinements  Prefer midrise buildings over townhouses and want to prioritize open space. The same suggestions was made about the preference for a “Shops at Don Mills model” rather than one dedicated space for retail, as this would create more opportunity for movement within the blocks, finer grain for retail and more opportunities to support an expansion in commercial and office space. Option F – Park Blocks (See Appendix B, pg. 11) Strengths  Main strength is this option supports a focus on parks, preferably with mostly mid-rise. Where the built form is high-rise have setbacks past the park. Challenges  The inclusion of tall buildings; a midrise approach is preferred.  Creating big park blocks on Dufferin Street could be a wasteful use of land. Suggested Refinements  All high-rise should be set in at least a block. Streetscape Options Participants were asked to review two streetscape options and provide feedback on whether there was an option that they preferred, if so why, and if there were challenges that had to be addressed with the two options and how these challenges could be addressed. General advice for the project team to consider when developing the preferred design for the streetscape option included:  Consider regional network integration when considering the bike tracks.  Streetscape is very important; the landscaping opportunities in both options are great.  Develop an option without bicycle tracks or provide a strong rationale for their inclusion. Given that less than 4% of the existing traffic in the area is from cyclists, transit improvements should likely be higher priority. Transit should have its own designated lane; consider the creation of priority bus lanes during peak hours north and south bound.  There was mixed opinion on the value of visual markers (posts/pillars to signify the area), some felt there was value in their addition, others did not and said they should be removed. Dufferin Street Public Meeting #2 (February 26, 2014)

Option 1 – Cycle Track at Curb (See Appendix B, pg.12) Strengths  Safety for pedestrians when crossing the street.  Centre medians break things up visually, they have a positive aesthetic impact but it’s not worth the trade-off of the left-turn lane.  Good to have clearly marked space for bikes, increases safety to have the track removed from Dufferin.  The tree buffer creates support for sidewalk café opportunities.  Like the opportunity to have two rows of tree plantings along Dufferin Street.  Supports ground floor retail in commercial areas.  Promotes walking in the neighbourhood, need to have bike tracks too to support this multimodal use.  Cycle tracks support retail.  Having distinctive street lighting or other ideas would help improve the look, and create an opportunity to build up the area in terms of more streetscape designs and defining the area as a destination. Challenges  There is not a sound rationale for the dedicated cycle track at grade. It would be preferable to use the space for wider sidewalks and more planting. Option 2 – Planting at Curb (See Appendix B, pg.12) Strengths  Good to have clearly marked travel lanes for bikes, increases safety to have the track removed from Dufferin.  Planting would offer a buffer for traffic, which is good for safety.  Wide sidewalks support animation of the space, though anything would be an improvement. Challenges  Regarding the centre median, not worth the potential benefits if the trade-off is to lose left turn lanes along Dufferin.  Do not feel the gateway features (visual markers) are necessary.  Strong opinion that bikes don’t belong here, could use other routes in the area. OTHER ADVICE  Keep the gas station and include opportunities for restaurants such as the Mandarin.  Collaborate with the regional planning network stakeholders to resolve traffic issues.  Bury the hydro wires underground.  Deliver sewer and stormwater improvements.  Consider introducing by-laws that mandate retail on Dufferin Street. Next Steps Bianca Wylie thanked everyone for attending and told participants that the summary notes would be distributed in draft for their review.


Appendix A. Meeting Agenda

Dufferin Street Avenue Study – Public Meeting #2 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 February 26th, 2014 6:30 – 9:00 pm


Welcome

6:35


6:45

Presentation/Participant Briefing Brent Raymond, DTAH  Review of Process, Schedule and Work to Date  Test and Confirm Ideas Questions of clarification

8:00

Discussion Discussion Questions: 1. What are the strengths of the street network and open space scenarios (and the green frontage options in particular)? Is there an option that you prefer? What are the challenges with each of the scenarios? What do you suggest to address them? 2. What are the strengths of the built form options? Is there an option that you prefer? What are the challenges with the options? What do you suggest to address them? 3. What are the strengths of the Dufferin streetscape options? Is there an option that you prefer? What are the challenges with the options? What do you suggest to address them? 4. Do you have any other advice or comments?

8:55


9:00

Adjournment


Appendix B. Options Presented for Discussion






Dufferin Street Avenue Study – Local Advisory Committee Meeting #4 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, March 26th, 2014 7:00 – 9:00 pm

MEETING SUMMARY On Wednesday, March 26, 2014, 9 local advisory committee members participated in the fourth LAC meeting as part of the Dufferin Street Avenue Study. The purpose of the meeting was to present and seek advice on the draft recommendations, seek advice on the presentation and process for the upcoming public meeting, and to open the floor to any project related items that meeting participants would like to discuss. This summary report was written by Bianca Wylie of Swerhun Facilitation & Decision Support. It reflects the key feedback shared by participants at the meeting and was circulated to participants in draft before being finalized. Please note that the list of participants is attached as Appendix A, the meeting agenda is attached as Appendix B, and additional comments provided as Appendix C. Key Messages from Feedback Received The following 3 key messages emerged during the discussion. Detailed feedback follows. 1. There was broad support for the adventurous approach within the transportation options. This is the opportunity to do something to improve congestion, it’s better to go for a major improvement over a minor improvement; this could be the “opportunity of a lifetime”. The outcome of this study should not preclude any future possibilities of Higher Order Transit on Dufferin Street. 2. Ensure the modelling is realistic when doing the final public presentation, especially with towers and setbacks. 3. Leverage the potential energy and connections in the area to support successful retail. This includes addressing on-street parking considerations and the development of a vibrant urban realm.

QUESTIONS OF CLARIFICATION

Following the overview presentation, participants asked a number of questions of clarification. The project team’s responses are in italics.



What mechanism would be used to limit retail? Zoning by-laws.



Is there any consideration to prioritize the creation of a gateway into Yorkdale Shopping Centre? For example, a northbound loop into the mall? We would not suggest the prioritization of implementation through our study; but we can take that as advice. How did you calculate the recommended FSI? We looked at the other avenues and what was supported; we looked at the Wilson Avenue Study and Sheppard Avenue East Avenue Study and at transit traffic, and this density is consistent with average densities in other Avenue Studies. We conducted traffic studies to determine appropriate FSI on the Treviso lands. Appropriate FSI determined through transportation impact assessments will vary depending on the location of a

 

Dufferin Street LAC Meeting #4 (March 26, 2014)

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subject property. This ties into the point made later in your notes whereas I oppose designating an arbitrary FSI of 2.5 indicating that appropriate FSI should be a function of professional investigation of capacity. We are quite confident in our demonstration model illustrating the stated gross density of 2.5x FSI. We will confirm and if any changes are required then they will be made. 

There is a difference between effective FSI and Gross FSI. With larger parcel developments, the requirement to convey new public streets and parkland occurs. In the case of Treviso, approximately 40% of our land is being conveyed to the City of Toronto. This intensifies the Gross FSI onto 60% of the land, thus creating a taller built form of a tower. The model should therefore reflect this fact where public streets and parkland conveyance occurs.



Where is the requirement for the cycling tracks coming from? The Lawrence Allen Secondary Plan identifies a major on-street cycling track on Dufferin. Expanding the cycling network is part of the City's Official Plan transportation agenda.



Are the cycling tracks based on the in force policy or network planning? Both. We are borrowing the idea from Eglinton, where they face similar issues. Our recommendation at this point is to have cycling tracks, although we are working with the preferred solution, the planning solution may end up with a different outcome.



I heard you say during the presentation that you would encourage retail and at some parts you’d require retail. I haven’t heard you mention anything about restricting retail, will you do that? It’s about defining the retail, not restricting it.



Is there any mechanism for requiring the retail frontages have a maximum size? That way you provide more stores and satisfy more interests. For example, at Bathurst and Fleet, retail stores are long edged, which is boring. If there is a desire or direction that it should happen here, then you could write a by-law that requires a certain size frontage. Or you could use general guidelines with broad language that would require frontages with multiple access points. We need to understand what would be the most appropriate here.



What is the timeline for the transportation study in relation to the avenue study? In a month’s time, the transportation study results will be known.



Is there an opportunity to have input into the transportation study as we learn more? Yes, you will learn more of the results/preferred option of the Transportation Master Plan during the final public meeting.



Has the study considered a possibility of a community centre or a police station? Yes, part of the strategy is to take inputs from other departments. As for a police station, locations are defined based on service levels provided from existing stations. Unless a particular location is identified as needing a new station it’s not likely that a new station would be added - it’s a separate budgeting process.



From Ranee to the 401 it’s stand-alone retail, and on another plan along Dufferin up to Wilson, there is big-box stand-alone retail. What’s the rationale behind the stand-alone big box there? The Official Plan designated the land use as mixed-use around the mall. We are only showing the Yorkdale frontage, there will be retail stores and stand-alone. We are demonstrating a way for the stores to expand onto the Dufferin. Yorkdale is a huge property, and we are looking only at one side of it. Yorkdale has not indicated that they are interested in putting residential buildings there and there are limits due the airport. The OP encourages mixed use – it’s true, but it also allows single uses corridor wide. In addition, the Lawrence-Allen Secondary Plan deems this a commercial site, and it prevails over the Official Plan where this is a conflict.


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DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS Advice regarding Massing  One participant was strongly opposed to the FSI presented. FSI should be related to the capacity of the infrastructure of the area, not just transportation but everything else. It should be defined as a function of rational investigation and studies and if the developer wants to pay to support a higher FSI this study shouldn’t preclude it from happening. Advice regarding Transportation Options  Go for the adventurous approach. This could be the “opportunity of a lifetime”. Consider future light rail and urban transit within the City.  Recognize that the transportation solution will include elements that fall outside of the study area. Studies are limited by study areas but so much of what will make a transformation is dealing with these issues within the broader context. Think about this in a broader context on an ongoing basis. Leave it flexible.  Consider making fewer lanes for motorized vehicles.  Allow curb-side parking like in Roncesvalles.  Integrate long-term transportation planning for Yorkdale Mall and transit facilities (TTC Station, GO Station) with that of the Study process. The net effect of the chosen boundary is one of limiting or missing a rare opportunity to do integrated long-term transportation planning.  Adhere closely to the Study principle of improving mobility and balancing movement priorities. See the planning team presentation of April 23, 2014 for public meeting 3, Draft Recommendations, Guiding Principles, Page 12. 

Advice regarding Land Use  The near-term will require parking options to support vibrant retail. Though we are we looking to increase pedestrian traffic, there may not be enough pedestrian traffic to support the retail, therefore some parking has to be created and protected.  Leverage the potential energy and connections in the area to support successful retail. There is an area of intense pedestrian activity on Lawrence, Orfus and Yorkdale. Having mandatory retail at the base of all new buildings, rather than just at select locations,/intersections, would be essential in giving people a 'purpose' to walk up from Orfus to Yorkdale, and vice versa. The same thing applies at Lawrence and Dufferin. Channel this energy up and down Dufferin, the distances are not that far.  Yorkdale should be a year-round amenity and should have improved access. One participant was supportive of the removal of the interchange on Dufferin.  Several participants were supportive of opening up the passageway to Yorkdale from Highland Hill where there is currently a wall. Support for Draft Recommendations  Walk Toronto is supportive of many of the draft recommendations, particularly that will improve the pedestrian experience on Dufferin Street and within neighbourhoods comprising the Study Area. See Appendix C for additional details. Next Steps Bianca Wylie told LAC members that the summary notes would be distributed in draft for their review and encouraged everyone to attend and help get the word out about the second public meeting on April 23 at the Yorkdale Adult Learning Center (38 Orfus Road) from 6:30 to 9 pm.


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Appendix A. List of Participants LAC members are in bold Bob Allsopp, DTAH Andrew Au, City of Toronto, Transportation Planning Rene Biberstein, DTAH John Burke, RE Millward Associates Roger Brook, Walk Toronto Erin Tito, Urban Strategies rep. Oxford Properties Group David DeLuca, Yorkdale West Community Rate Payers' Association Mario Giambattista, City of Toronto, City Planning Rob Gillard, TTC Rebecca Goodwin, Walk Toronto Dawn Hamilton, City of Toronto, Urban Design Gary Hsueh, ARUP Gregory Jones, Lanterra Developments Amaraine Laven, Councillor Colle’s Office (on behalf of Angelina Conte) Dewan Karim, City of Toronto, Transportation Planning Melanie Melnyk, RE Millward Associates Bob Millward, RE Millward Associates Anna Mirabelli, Liberty Walk Condo Association Brent Raymond, DTAH Cliodhna Scanlon, City of Toronto, Planning Andria Sallese, City of Toronto, Planning Sasha Terry, City of Toronto, Urban Design Paul Rycroft, Yorkdale Ford Lincoln Yulia Pak, Swerhun Facilitation David Wassyng, V.J. Pamensky Brian Worsley, City of Toronto, Toronto Water Bianca Wylie, Swerhun Facilitation Regrets Marco Covi, TTC Riders (on behalf of Luca DeFranco) Pal Di Iulio Columbus Centre/Villa Charities

Jeffery Dorfman, Katz's Deli Venkat Srinivas, Resident


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Dufferin Street Avenue Study – Local Advisory Committee Meeting #4 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 March 26th, 2014 6:30 – 8:30 pm


Welcome

6:35

Introductions & Agenda Review Yulia Pak, Facilitator, SWERHUN Facilitation & Decision Support

6:40

Presentation/Participant Briefing Brent Raymond, DTAH  Review of Process, Schedule and Work to Date  Present Draft Recommendations Questions of clarification

7:40

Discussion Discussion Questions: 1. Do you have any feedback on the draft recommendations? 2. Do you have any advice for the presentation or process for public meeting #3?  Present rationale  Seek refinements  Clarify next steps 3. Any other advice for the project team?

8:25


8:30

Adjournment


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Appendix C. Additional Comments Received


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Date: To:

Authors: Subject:

May 11, 2014 Dufferin Street Avenue Study Project Team Josh Colle, Councillor Ward 15 Andrea Sallese, Planner, Community Planning, City of Toronto Rebecca Goodwin, Michael Black, Dylan Reid Dufferin Street Avenue Study

_________________________________________________________________________

Introduction Walk Toronto advocates for and inspires walking – for health benefits, cleaner air and vibrant neighbourhoods. We are dedicated to making Toronto a better city for pedestrians by promoting walking as a serious transportation option and striving to create safe, accessible, interesting and amenityrich pedestrian environments across the city. This document supplements Walk Toronto’s participation on the Local Advisory Committee for the Dufferin Street Avenue Study from November 2013 to April 2014 by: ● highlighting recommendations contained in the Study Team’s presentation of April 23, 2014 that support and reinforce Walk Toronto’s areas of interest, and ● outlining Walk Toronto’s suggestions for actions to be taken by the City of Toronto as it begins to apply Study recommendations. 1

Improving Mobility and Balancing Movement Priorities

Overall, Walk Toronto is encouraged to see the Dufferin Street Avenue Study establishing a planning framework that is intended to pay greater attention to the needs of all types of street users, including pedestrians. Much wider public and private benefits will be realized when Dufferin Street functions in a more balanced way rather than primarily as a feeder for Highway 401 and Yorkdale Mall. Walk Toronto has a particular interest in the City of Toronto establishing policy and making investments to create pedestrianfriendly environments. Walk Toronto strongly believes that actions to enhance public transit infrastructure and promote active transportation will positively impact the pedestrian experience. Most transit users walk to stops. Enhanced pedestrian opportunities and environments make both getting to and waiting at stops more appealing. Walk Toronto believes that in acting upon recommendations arising out of the Dufferin Street Avenue Study, efficiencies and benefits for both public and private interests will arise if the City of Toronto is able to: ● demonstrate consistency with the Complete Streets Guidelines that are being developed by the City of Toronto ● actively engage all types of street users as specific strategies are developed and implemented (e.g. greening strategies, planning for new streets, Dufferin Street modifications) ● require traffic studies for specific developments to address all forms of transportation ● adhere closely to the Study principle of improving mobility and balancing movement priorities (see Planning Team Presentation of April 23, 2014 for Public Meeting 03, Draft Recommendations – Guiding Principles – Page 12). Walk Toronto shares the view expressed by the Local Advisory Committee at the fourth meeting held March 26, 2014 of taking an adventurous approach within the transportation options. This would include a framework that allows flexibility for future transportation infrastructure on Dufferin Street, including the possibility of higher order public transit (e.g. light rail).

2

Improving the Pedestrian Experience

Walk Toronto is supportive of many of the draft recommendations that will improve the pedestrian experience on Dufferin Street and within neighbourhoods comprising the Study Area. These recommendations include: ● reducing large blocks and establishing new local roadways and connections ● creating focal points for public open space and public space improvements at important nodes (along the Yorkdale frontage, McAdam Loop, at Orfus Road and Lawrence Avenue West) ● installing new signalized intersections to reduce distances between crossings on Dufferin Street and improve connections for pedestrians, cyclists and vehicles ● improving streetscape conditions on Dufferin Street and on major local roads ● applying various greening strategies (Dufferin gateway, new public parks and parkettes, greening of all streets, urban plazas, private and publicly accessible courtyards)

Integrating Planning for Yorkdale Mall with Adjacent and Nearby Neighbourhoods

The Study Team’s presentation highlighted Local Advisory Committee views of Yorkdale Mall as an appealing asset for existing and future residents within the Study Area. Only a portion of the land base of Yorkdale Mall (i.e. the outdoor parking area immediately adjacent to Dufferin Street ) has been included within the Study Area. Walk Toronto recognizes that despite the the influence of certain major features within the general vicinity of the Study Area and even further beyond, boundaries must be set and exclusions must be accommodated. Nonetheless, the net effect of the chosen boundary is one of limiting or missing a rare opportunity to integrate long term transportation planning for Yorkdale Mall and transit facilities (TTC station, GO Station) with that of the Study process.

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To counteract this limitation, Walk Toronto strongly encourages the City of Toronto to seek and promote opportunities for collaboration with Yorkdale Mall owner, Oxford Properties, transportation agencies and local residents, particularly those south of Yorkdale Mall. Failing to consider how future plans for intensification and routing (for all transportation modes including pedestrian) within Yorkdale Mall could either positively or negatively impact traffic flow, retail opportunities and neighbourhood identity and function within the Study Area which may in turn undermine or weaken numerous improvements recommended by the Study Team. This is a concern raised during Local Advisory Committee meeting discussions. Walk Toronto would welcome the opportunity to provide input to the City of Toronto, Oxford Properties and transportation agencies.

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Dufferin Street Avenue Study – Public Meeting #3 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON Wednesday, April 23rd, 2014 6:30 – 9:00 pm

MEETING SUMMARY On Wednesday April 23rd, 2014, approximately 65 people participated in the final public meeting for the Dufferin Street Avenue Study. The first half an hour of the meeting was an open house with display panels and an opportunity for participants to talk with City Staff and the project team about the panels. At 7:00 pm, Councillor Josh Colle opened the meeting by welcoming the attendees. At 7:05 pm, the project team gave a presentation. Following the presentation there was a short question and answer session, followed by small table discussions and a report-back period. The purpose of the meeting was to present and seek feedback on the draft Avenue Study recommendations for Dufferin Street. The following draft summary reflects the key feedback shared by participants at the meeting, and is subject to participant review before being finalized. The following summary is not a verbatim transcript; it is a summary of the key feedback shared by participants at the meeting. This summary report was written by Yulia Pak and Bianca Wylie of Swerhun Facilitation and was subject to participant review prior to being finalized. Please note Appendix A. Meeting Agenda. Key Messages from Feedback Received The following four key messages emerged during the discussion. Detailed feedback follows.    

There was a considerable level of support for the Draft Dufferin Street Avenue Study Recommendations, especially for the Greening Strategy, creating a Dufferin Gateway, new streetscape features and the potential for a new GO Train station. It is essential to address traffic issues on Dufferin moving forward. Balance any increase in density with the original character of the area: a vibrant and established residential neighbourhood. Promote and support retail on Dufferin Street with a public realm, streetscape and parking strategy.

QUESTIONS OF CLARIFICATION After the project overview, participants asked several questions of clarification. The project team’s responses are in italics. 

How does the widening of the road affect the retail on the east side of Dufferin Street and the office building on the west side? An additional road widening beyond the required right-of-way width of Dufferin Street is not required. The proposed streetscape plans and setback s as part of development would not have an impact on existing retail and the existing office building (at 3200 Dufferin Street). The proposed new streetscape and setbacks would happen with new development and within the existing 30m Right Of Way (ROW). There are several properties on both sides of

Dufferin Street Public Meeting #3 (April 23, 2014)

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 

Dufferin Street that still need to convey properties to meet the ROW requirements in the Official Plan. Have you considered the impacts of the growing areas around Dufferin Street, including a big development on the west side of Allen Road [part of the Lawrence Allen Neighbourhood]? Yes, the proposed development west of Allen Road, and regional growth, was part of our traffic modelling. Whose responsibility is it to maintain new parks, trees, and green spaces? Parks, Forestry & Recreation division at the City of Toronto would be responsible for maintaining trees on public property, as well as in public parks.

DETAILED FEEDBACK AND ADVICE FROM PARTICIPANTS General Feedback on the Draft Recommendations  There was a considerable level of support for the Draft Dufferin Street Avenue Study Recommendations. In particular, participants said that they liked the: o Concept of creating a Dufferin Street Gateway; o Greening strategy – trees, green spaces, and parkettes; o Potential new synchronization of traffic lights; o GO train station; o New streetscape with urban plazas, the mix of building forms, public art and landscaping; o New paving and improved walkability; and o Elevated bike lanes. Identity  It is important to balance the increasing density and the original character of the area – the original character is what made the area appealing to many long-term residents - a vibrant and established residential neighbourhood. Retail and Parking  Encourage more retail on Dufferin Street. There was a general desire to see more street retail all the way along the corridor. There was also a suggestion to have mandatory retail instituted within the study area.  Provide more of visible and easily accessible parking to support retail. While there was some discussion regarding whether there should be more underground parking available, there was a considerable level of support for more on-street parking on side streets and Green P parking.  Work with Toronto Parking Authority and residents to determine the area that can be used for public parking, including street parking.  Conduct a parking study to determine how parking can best support retail on Dufferin Street. Public Transit  Provide GO Train service, but not GO Bus service.  Ensure that the proposed transit priority segment for buses from Bridgeland Avenue to Cartwright Avenue is feasible, given the high level of congestion on Dufferin Street.  Consider an LRT for Dufferin Street, given that it is one of the busiest bus routes in the city.  Improve access to the subway.


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Traffic  Complete a traffic light synchronization upgrade as soon as possible.  Address traffic efficiency as well as visual improvements. Participants re-emphasized the need to address traffic problems moving forward.  There is a general concern that intensification on and around Dufferin Street would make traffic issues worse. Particularly, participants discussed the effects of road blockages to accommodate new construction and increased number of residents in combination with the existing traffic generated by Highway 401 and Yorkdale Shopping Centre. In addition, the project team was urged to take into consideration the impact on traffic of additional new units west of the study area (part of the Lawrence Allen Secondary Plan development), especially as new residents will only have access to Highway 401 via Ranee Avenue.  Make it easier to drive in and out of Yorkdale Shopping Centre at peak hours.  Improve the Dufferin loop to get to Highway 401 as it does not serve traffic well. It is easier to take Keele Street to go to 401 than use the existing Dufferin loop.  Assess the impact of removing McAdam loop on traffic flow and provide proper signage. Putting in another set of lights in lieu of the loop will have a negative impact on traffic due a short distance between traffic lights in that area. Should the McAdam loop be removed, there should be proper signage installed advising drivers exiting the 401 eastbound of its closure.  Promote Caledonia Road as an alternative to get to Highway 401. This would help alleviate congestion and work around the challenges around construction on Dufferin Street.  Consider building bridges from Billy Bishop Way to Yorkdale Road and from Bridgeland Avenue west across the CN Rail line to Floral Parkway. Vehicular movement on Dufferin Street is restricted by Highway 401 to the north and by the CN rail tracks to the west. The two new bridges would provide better vehicular access and connectivity to the north and to the west of the study area and help alleviate some congestion on Dufferin Street. Built Form and Streetscape  Consider mandatory new streetscape on the Yorkdale property to create an urban frontage along Dufferin Street.  Do not consider any north-south streets that would truncate the mall.  All corners of Lawrence Avenue West and Dufferin Street, site size permitting, should be up to 26 storeys high.  Add fewer towers and more low-rises. There was a general preference for the mid and low-rise buildings among participants. There was also a comment shared that if there are new residential towers in the area, the preference is to have them as condominiums rather than rental properties. Other Advice  Consider the impacts of Highway 401 when reviewing all options. It is unfortunate that the study boundary didn’t include Highway 401.  Bury all hydro lines in the study area.  The project team should consider living in the area for some time to understand traffic impacts.


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ADDITIONAL WRITTEN FEEDBACK AND ADVICE FROM PARTICIPANTS Identity  Rebrand the Dufferin Street corridor from Lawrence Avenue West to Highway 401 and develop a stronger identity for the corridor. Consider the following names to identify different nodes within the corridor: o Gateway TODO (Toronto Downtown); o Yorkdale Dufferin Gateway; o Yorkdale Gateway; o Dufflaw Gateway; o Dufferin SOFO (South Four-o-one); o Dufferin NOLA (North of Lawrence); Traffic  Consider making Caledonia Street a one-way street going south and Dufferin Street one-way going north to alleviate congestion.  Although the ‘greening’ is extremely valuable, we would suggest that along Dufferin, all attempts should be made to add an additional lane (possibly two) to address the traffic situation. Next Steps Andria Sallese and Brent Raymond thanked everyone on behalf of the project team for participating in Dufferin Street Avenue Study. Bianca Wylie told participants that the summary notes would be distributed in draft for their review.


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Appendix A. Meeting Agenda Dufferin Street Avenue Study – Public Meeting #3 Yorkdale Adult Learning Centre 38 Orfus Road, Toronto ON M6A 1L6 April 23rd, 2014 6:30 – 9:00 pm

MEETING AGENDA 6:30 pm

Open House

7:00

Welcome Councillor Josh Colle, Ward 15 Introductions & Agenda Review Bianca Wylie, Facilitator, SWERHUN Facilitation & Decision Support

7:05

Presentation/Participant Briefing Brent Raymond, DTAH  Review of Process, Schedule and Work to Date  Present Draft Recommendations Questions of clarification

8:00

Discussion Discussion Questions: 1. Do you have any feedback on the draft recommendations? What do you like? What challenges do you see, and how would you address them? 2. Any other advice for the project team?

8:55


9:00

Adjournment


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PROJECT CREDITS CITY OF TORONTO Project Managers Andria Sallese, Colin Ramdial Planning Al Rezoski, Andria Sallese, Colin Ramdial Transportation Victoria Witowski, Andrew Au, Dewan Karim Urban Design Leo Desorcey, Dawn Hamilton, Sasha Terry Strategic Initiatives & Planning Policy Mario Giambattista Parks, Forestry and Recreation Lora Mazzocca Toronto Water Brian Worsley

CONSULTANTS DTAH Brent Raymond, Robert Allsopp, René Biberstein R.E. Millward + Associates Ltd Melanie Melnyk, Robert Millward, John Burke Arup Canada Hilary Holden, Gary Hseuh, Aarshabh Misra, Marc-Paul Gauthier Fabian Papa + Partners Fabian Papa, Jason Jenkins N. Barry Lyon Consulting Mark Conway Swerhun Facilitation and Decision Support Bianca Wylie, Nicole Swerhun, Yulia Pak, Alex Heath


50 Park Road Toronto, Ontario M4W 2N5 T 416 968 9479 F 416 968 0687 www.dtah.com