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Retrofitting the Suburbs

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Ryerson City Building Institute

Retrofitting the Suburbs 2

Retrofitting the Suburbs 3 Retrofitting the

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3.0. North York Site - Wilson Station 3.1. Introduction 3.1.1. The History and Current state of the Wilson Station Neighbourhood 3.1.2. Site Boundaries 3.2. Site Analysis 3.2.1. Current Community Structure 3.2.2. Planning Framework 3.2.3. Demographics 3.2.4. Area Analysis 3.2.5. Market Trends 3.2.5.1. Housing Prices 3.2.5.2. Rental Prices 3.2.5.3. Office Rents 3.2.5.4. Vacancy Rates 3.2.5.5. Trends in the Area 3.2.6. SWOT Analysis 3.3. Vision and Objectives 3.3.1. Vision 3.3.2. Objectives 3.4. Guidelines and Recommendations 3.4.1. Public Realm 3.4.2. Built Form and Site Design 3.4.3. Sustainable Development 3.4.4. Parks and Open Space 3.4.5. Intensification 3.4.6. Economic Development and Intensification 3.4.6.1. Office 3.4.6.2. Retail 3.4.6.3. Residential 3.4.7. Transportation 3.5. Barriers and Next Steps 3.6. Growth Incentives 3.7. Development Cost Estimates 3.8. Timeline and Phasing

4.0. Mississauga Site - Dixie and Dundas 4.1. Introduction 4.1.1. Dixie and Dundas: History and Current State 4.1.2. Site Boundaries

Table of Contents1.0. Introduction 1.1. Project Purpose 1.2. Vision and Guiding Principles 1.3. Interpretation

2.0. Scarborough Site - The Golden Mile 2.1. Introduction 2.1.1. The Establishment and Decline of the Golden Mile 2.1.2. Site Boundaries Site Boundaries 2.2. Site Analysis 2.2.1. Current Community Structure 2.2.2. Planning Framework 2.2.3. Demographics 2.2.4. Area Analysis 2.2.5. Market Trends 2.2.5.1. Housing Prices 2.2.5.2. Rental Prices 2.2.5.3. Office Rents 2.2.5.4. Vacancy Rates 2.2.5.5. Trends in the Area 2.2.6. SWOT Analysis 2.3. Vision and Objectives 2.3.1. Vision 2.3.2. Objectives 2.4. Guidelines and Recommendations 2.4.1. Public Realm 2.4.2. Streetscape Design 2.4.3. Built Form and Site Design 2.4.4. Sustainable Development 2.4.5. Parks and Open Space 2.4.6. Economic Development and Intensification 2.4.6.1. Employment 2.4.6.2. Residential 2.4.6.3. Institutional 2.4.6.4. Eglinton Avenue East 2.4.7. Transportation 2.5. Barriers and Next Steps 2.6. Growth Incentives 2.7. Development Cost Estimates 2.8. Timeline and Phasing

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4.2. Site Analysis 4.2.1. Current Community Structure 4.2.2. Planning Framework 4.2.3. Demographics 4.2.4. Area Analysis 4.2.5. Current Transportation and Road Network 4.2.6. Market Trends 4.2.6.1. Housing Prices 4.2.6.2. Rental Prices 4.2.6.3. Office Rents 4.2.6.4. Vacancy Rates 4.2.6.5. Trends in the Area 4.2.7. SWOT Analysis 4.3. Vision and Objectives 4.3.1. Vision 4.3.2. Objectives 4.4. Guidelines and Recommendations 4.4.1. Public Realm 4.4.2. Built Form and Site Design 4.4.3. Parks and Open Space 4.4.4. Intensification 4.4.5. Economic Development 4.4.6.1. Retail 4.4.6.2. Residential 4.4.6. Transportation 4.5. Barriers and Next Steps 4.6. Growth Incentives 4.7. Development Cost Estimates 4.8. Timeline

5.0. Conclusion

6.0. Acknowledgements 6.1. Scarborough Site 6.2. North York Site 6.3. Mississauga Site

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Creating complete communities has become an essential part of developing a thriving city. Complete communities provide a sense of identity, support a more walkable and pedestrian-scaled living, as well as provide employment and residential density required to support municipal services and infrastructure. Specifically, creating complete communities around transit systems allow for less dependency on automobiles and, as such, an intricate and intimate lifestyle. By developing complete communities around existing, new or proposed transit stations in the Greater Toronto Area (GTA), it will become possible to retrofit sites to establish a benchmark for the variables used in creating a more transit orientated and walkable complete community.

Retrofitting is an important planning tool that, if used effectively, can help create a thriving community. Retrofitting aims to direct new growth into existing areas, while balancing and integrating economic, social and ecological priorities (Dunham-Jones & Williamson, 2011). The process of retrofitting requires revamping or completely replacing the existing uses, to create innovative spaces, booming residential markets and employment hubs (Dunham-Jones & Williamson, 2011). Redeveloping a community and establishing a strategic long-term vision for a site is needed to adequately retrofit and plan for the future.

1.1 Project Purpose

Background research suggests that all three sites require similar retrofitting initiatives. On a preliminary level, all three sites must work around big box retail and power centres in and around their neighbourhood. An overarching vision for the three sites was established in order to direct the team’s understanding of retrofitting a suburb into a complete community.

Vision: A complete community is to be used during all times of the day, providing residents with adequate services to meet their specific needs. Moreover, it will provide a sense of identity for the community. It is envisioned that a complete community will enhance the quality of life of its residents and users, provide an economic basis for the city and region and support multi-modal transportation.

In order to successfully implement this vision, the following guiding principles will be incorporated into the site-specific recommendations for the three study areas:

1. Create a place with community focal points,2. Enhance and develop public and private open spaces,3. Maintain current land uses for appropriate population targets, 4. Protect Employment areas while promoting both local and regional economic vitality, 5. Create a green, safe and attractive streetscape, 6. Improve community services and facilities 7. Intensify development around transit stations, 8. Sustain and encourage a variety of businesses and professional services, 9. Increase density through a range of residential unit types, 10. Create the appropriate transitions between new development and adjacent neighbourhoods to support improved connectivity, 11. Focus on a long-term vision of sustainable community development through sound planning processes and principles, 12. Encourage multi-modal transportation networks and 13. Permit feasible phasing of development.

1.0 INTRODUCTION 1.2 Vision & Guiding Principles

As requested by the Ryerson City Building Institute (CBI), the Retrofitting Suburbs Report presents the findings and recommendations of three sites near existing or proposed transit systems. It will serve as the final analysis for three suburban sites in the GTA: The Golden Mile in Scarborough, Wilson Station in North York as well as the Dundas St. and Dixie Rd. intersection in Mississauga. This report evaluates current conditions in the three study areas and identifies three separate strategies to develop complete communities around transit. The Report articulates a long-term vision of transformation and site-specific initiatives to reach that goal.


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1.3 Interpretation

The lands affected by the recommendations of this report are shown in Context maps titled Schedules 2.1, 3.1 and 4.1. All images and renderings were created by the Ryerson 620 Studio Group, unless otherwise stated. These images will depict the long-term vision of the three study areas.


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2.1 Introduction

Historically an industrial hub of the former municipality of Scarborough, the Golden Mile is believed to have strong potential to grow into a thriving complete community. Currently, big box retail and large parking lots characterize the area, with a large presence of light industrial, commercial and retail space. With the development of the proposed Eglinton Crosstown Light Rail Transit System (LRT) along Eglinton Avenue East, it is expected that the Golden Mile will catalytically grow into an economic hub for the city of Toronto. As such, it is important to direct this growth to meet mandatory population and employment targets as well as create an inviting and resourceful community for its current and future residents.

Prior to the 1940’s, the Golden Mile was largely farm land used by European setters, as illustrated in images below. During World War II (WWII), the Government of Canada obtained 240 acres of farmland and later converted it into the munition plant, General Engineering Company of Ontario (Wainwright, 2015). After WWII, the demand for arms and ammunition declined, forcing the factory to shut down. A decade later, with the rise of industrialization, the “Golden Mile of Industry” was established, home to major companies such as Frigidaire, the John Inglis Company, Thermos, and Warner Lambert. The low property tax, inexpensive land and existing labour force made the Golden Mile the ideal place to establish an industrial cluster. Nonetheless, by the 1980s, industries slowly relocated and big box retail became the predominant use. Today, there is little to remember the rich history of the Golden Mile, though some light industrial uses remain. As a result of its suburban feel, the Golden Mile is very much car-orientated, with a lack of walkability and pedestrian safety. The large lots lend themselves to car users, making the site an uninviting place for transit users (Brown, 2004).

2.0 Scarborough Site: The Golden Mile

2.1.2. Site Boundaries

For the purposes of this report, the boundaries are defined as follows: Ashtonbee Road to the north, Pharmacy Avenue to the west and Birchmount Road to the east. The south boundary borders three streets, Comstock Road, Sherry Road and Eglinton Avenue East.

2.1.1. The Establishment and Decline of the Golden Mile

Golde Mile circa 1949 (Brown, 2009). Golde Mile circa 1969 (Brown, 2009). Plaza Parking Lot (Abikian, 2016).


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Under Toronto’s Official Plan (OP), the Golden Mile Study Area is currently designated as both mixed use and employment lands. The surrounding context includes neighbourhood and apartment neighbourhood designations. The area is not densely populated, mainly comprised of single storey houses. The buildings that exist are mid-rise in scale, not exceeding a ten storey maximum.

The Golden Mile serves as a commercial and employment hub for the surrounding context (Centre for the Study of Commercial Activity (CSCA), 2012). Currently, the Golden Mile consists of strip malls, office space, and big box retail, including Wal-Mart Supercentre, Best Buy and Canadian Tire. However, due to the large factories and plants during the Industrialization Era, the parcels of land are oversized, limiting pedestrian walkability and connectivity between plazas.

Vast amounts of parking lots are present in conjunction with big box retail stores, supporting a car-dominated area. Soft edges along Eglinton Avenue East, such as shrubs, small trees and patches of green space separate the parking lots and the streetscape. Nonetheless, with the exception of the smaller arterial roads, the larger avenues are not tree lined. The streets include transit shelters and pedestrian-oriented street lighting at major intersections. It is noted that the wide setbacks of most buildings allow for street frontage, a key recommendation proposed in a later section of this report. In addition, there is a lack of access to the surrounding open space, including the Gatineau Hydro Corridor Trail, Ashtonbee Reservoir and Wexford Parks.

2.2.1. Current Community Structure

The Golden Mile area is currently served by the policies contained within Toronto’s Official Plan. In addition, applicable Provincial policy and legislation and other studies provide further insight on the current vision for the area.

Provincial policy and legislation such as the Planning Act (1990), the Provincial Policy Statement (PPS, 2014) and the Growth Plan for the Greater Golden Horseshoe (Growth Plan, 2006) have all highlighted the importance of developing healthy communities while protecting the financial and economic well being of the Province. Having appropriate location of growth and the promotion of development are designated to be sustainable to support public transit. Moreover, Provincial legislation states it is vital to create spaces that promote a mix array of residential, long-term employment and recreational uses as well as facilitate transportation and community connectivity.

2.2. Site Analysis

City of Toronto (2006). Map 21 Land Use Map.

2.2.2. Planning Framework


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Mandated under the Growth Plan (2006), the City of Toronto must meet mandatory population targets in addition to supporting the growth at transit-supportive densities. Site specific to the Golden Mile Study Area, the City of Toronto land use designations, which contain both mixed use and employment area designations, support a broad range of commercial, residential (in mixed use designation only) and institutional uses as well as Open Spaces and Parks. Specifically, mixed use areas highlight the importance of transition in the intensity of uses, which will be incorporated into the recommendations for the Golden Mile site. The mixed use area aims to provide recreational space inside and outside of building for residents and users. The employment designation supports businesses, including retail outlets, restaurant, small scale stores and services while encouraging the establishment of clusters of economic activity. Moreover, Eglinton Avenue East is defined as an “Avenue”, making it a corridor for growth, as well as making the Avenue and Mid-Rise Guidelines applicable, which outlines setback and building height Guidelines.

Currently, the zoning of the Golden Mile is not up to date with the current city-wide Zoning By Law and, as such, the former Scarborough “Employment District” zoning by law remains in effect. The area is primarily zoned industrial district commercial (MDC), allowing a range of employment uses but does not permit residential uses. Currently, the uses in the Golden Mile are mainly large and low scale retail services, with some industrial employment such as bus garages and car dealerships.

Since the former zoning still applies, the Golden Mile may have difficulties in transforming into a complete community as it may require various OPAs to move forward with any redevelopment of the area. This may slow down the development process and deter developers. Nonetheless, with the implementation of the Eglinton Crosstown LRT, the growth that will occur near the transit system can provide incentives for developers. The Golden Mile area was chosen as a focus area of the Eglinton Connects Study and Report. It concluded that the Golden Mile requires a finer grain of streets and blocks in order to integrate surrounding neighbourhoods in addition to considering strategies to strengthen the employment base. Creating a linear Park along with the LRT would provide more intricacy and pedestrian scale along Eglinton Avenue East.

While there is no concrete vision for the Golden Mile thus far, the Study Area’s potential has been highlighted by its designation as an Avenue as well as it being a Focus Area in the Eglinton Connect Study and Report (Eglinton Connects Executive Summary, 2014) The protection of the employment area, the greening and establishment of a linear park on Eglinton Avenue East and the mixed-use buildings along Eglinton Avenue East, has established a benchmark for the Golden Mile’s potential retrofitting.

2.2.3. Demographics

According to the Statistics Canada 2011 Census, the population for the Scarborough study area which lies within the Scarborough Southwest district had an increase of approximately 6 percent between the 2006 to 2011 years. The Golden Mile study area falls within the Clairlea-Birchmount (CB) and Wexford/Maryvale (WM) neighborhood profiles which had a joined population increase of 26 percent with density of 3,334 people per square kilometre or 1287 people per square mile to the north of Eglinton Avenue compared to City of Toronto that has density of 10,747 people per square mile. There is a strong immigrant population in the neighbourhoods with a South Asian visible minority group, with a respectful 43 percent speaking non-official mother tongue languages with the predominant language in WM neighbourhood being Tagalog at 6 percent and in CB speaking Bengali (City of Toronto Neighbourhood Profile, 2011).


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Between both neighbourhoods, represented in the charts the predominant age cohort is the working class with 54 and 57 percent which compares with City of Toronto with 57 percent. The Clairlea-Birchmount neighborhood percentage is a bit higher due to the most of the employment lands and uses located to the south of Eglinton Avenue. It is important to note the senior population in the Wexford/Maryvale neighborhood profile is consecutively the second largest age cohort, constituting 17percent of the population with many living with family or alone in the residential designated neighbourhoods north of Eglinton Avenue. A key component to the population is also the youth (15-24) percentage with 13 percent in both neighborhood profiles (City of Toronto Neighbourhood Profile, 2011)

Wexford/Maryvale Population Data, 2011Clairlea/Birchmount Population Data, 2011

The bar graphs below show, the after-tax household income in both neighborhoods that the Scarborough retrofit site falls within is fairly the same with majority earning in the cohorts of $20,000 to $49,000 and $50,000 to $79,000. This directly relates to the immigrant populous of the context area. It is equivalently important to mention that 32 percent in CB spends 30 percent or more of the total household income on shelter costs and WM stands with 29 percent compared to the City’s 35 percent. Respectfully, the median household income in both neighbourhood profiles is approximately is $53,000 with 30 percent going towards shelter costs, after-tax income is equal to or higher than the City’s standards with population in low-income at 19 percent in CB and 15 percent WM stating the general economic welfare of the study area (City of Toronto Neighbourhood Profile, 2011).

Represented in the bar graphs on the previous page, it is apparent that single detached housing types built in the 1960s due to the Industrial Revolution is the dominant dwelling type in both neighborhoods and surpasses the percentages provided by City of Toronto. The second largest is rental apartments with 5 storeys and above which are predominantly on Victoria Park Avenue. On-site observation shows, there is a lack of apartment buildings within the study and context area and are lower than the City of Toronto percentages. According to a study by City of Toronto, the projected growth for dwelling types in Apartments with 5 storeys and higher and single detached homes is due to increase drastically by 2031 as the city becomes more populous with immigrants and refugees and its an important data that needs to be addressed through the retrofit (Flashforward: projecting population and employment to 2031 in a mature urban area,

17% 13%

57%

13%

Population by Age Group

0-14 15-24 25-64 65+

16% 13%

54%

17%

Population by Age Group

0-14 15-24 25-64 65+


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According to the 2011 National Household Survey, the majority of residents fall under the top three industries which are retail trade, health care , social assistance and accommodation and food services. Within the working class, the top three occupations are sales and services at 31percent, second largest sector being business, finance and administrations with 19percent and trades, transport and equipment operations with 12percent. Analyzing both pieces of data, it is apparent that a small percentage may be working within the area for the retail stores present, the rest of the citizens travel outside of the study area for employment. The unemployment rate for both Clairlea/Birchmount and Wexford/Maryvale is 10 percent compared to the City’s 9 percent (Neighbourhood Census / NHS Profile, 2011).

The industrial history of the area, large lots and big-box retail stores have created a dependency on the automobile. The commute to work by people in the area is done by cars at 37 percent, by public transit at 10 percent and walking at 4 percent. Only one percent of people cycle to work in the study area. Comparatively, City of Toronto commuting by car, truck, van is a total of 70 percent, 23 percent by public transit, walking at 4 percent and only 1 percent by cycling (Table 1.a, 2011). In the figures on the right, commuting by car usually takes between 16 to 30 minutes which suggests that the residents travel outside of the area to commute to work or to nearby subway station to take public transit. 7 percent spend 30 to 45 minutes in public transit for an average commute which is approximately the time it takes to reach Eglinton Subway Station on Line 1 (Neighborhood Profile - Golden Mile, 2016).

Average Commuting Time by Car

Average Commuting Time by Transit

2.2.4. Area Analysis

Core municipal services within the study area are all situated within 2km or a 20-25 minute walk of the major intersection and include Fire Station 222 (755 Warden Avenue) located south of Comstock Avenue; Police Station 41st Division (2222 Eglinton Avenue) which is found at the corner of Birchmount and Eglinton Avenue; Golden Mile Walk-in Clinic (1880 Eglinton Ave East) situated at the north east corner of Eglinton and Pharmacy Avenue and the closest major hospital, The Scarborough Hospital Foundation (3030 Lawrence Ave. East) located at a distance of 7km from the intersection.

The Golden Mile includes a variety of nearby social services and facilities catering to the dominant immigrant population of the surrounding neighborhoods , such as the Golden Mile Employment and Social Services (1880 Eglinton Ave. East); Working Women Community Centre (1527 Victoria Park Ave) parallel to Woodgreen Community Services (1533 Victoria Park Ave). These facilities provide services and programs for a variety of age groups including seniors; Youthlink Social Services (747 Warden Ave) and Ontario Disability Support Program (770 Birchmount Rd). All of these services are situated within 2km radius or up to a total of 25 minute walk. The surrounding area is equipped with a few places of worship and multiple institutions including public and private schools, Wexford Public School (1050 Pharmacy Ave), St. Catherine Separate School (30 Roanoke Rd); collegiate institutes and Centennial College Ashtonbee Campus which can be found on the northwest corner of Ashtonbee Road and Warden Avenue.

From this context, it becomes evident that the Golden Mile currently lacks walkable and accessible services and facilities. As such, it will be important to address this in the recommendations for the site. Moreover, the presence of institutional space, Centennial College, can be an area of potential density growth for the site.


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2.2.5. Market Trends

2.2.5.1. Housing Prices

In the Golden Mile Study Area, there is a strong presence of detached and semi-detached dwellings, located below the industrial parks south of Comstock Rd in the Clairlea Birchmount neighbourhood. Most of the detached and semi-detached dwellings were built post WWII (1945). Since then, there has been little growth in new housing stock within the area. While some infill development has occurred within the pockets of residential neighbourhoods, there has been no major new construction.

According to the Census and the National Household Survey (NHS) 2011, the neighbourhoods around the Golden Mile area have experienced an accelerated price growth. The Kennedy Park-Birchmount-Dorset Park submarket includes the Golden Mile study area. In 2005, there were a total of 988 household sales, averaging $271,076 (Toronto Real Estate Board, 2013). By 2012, there was a total of 1,132 household sales, averaging $348,160 (Toronto Real Estate Board, 2013). The submarket experienced a 28.44 percentage change between that period. The existing housing market is believed to continue to increase, especially with the implementation of the Eglinton Crosstown LRT.

2.2.5.2. Rental Prices

According to the Canadian Mortgage and Housing Corporation (CMHC, 2014), the Scarborough submarket has experienced a relatively slow rental price growth, making it an affordable alternative to the rising rental prices in Toronto’s Downtown core. Moreover, during Q4-2015, the Scarborough South submarket saw that 68percent of listings in condominium buildings were leased out (Urbanation, 2015). Considering this, the development of condominiums and new homes is not viable for the area in the immediate future. Affordable rental units can potentially be considered in the recommendations.

According to the Centre for the Study of Commercial Activity, the Golden Mile consists of a variety of power centres that service the Greater Toronto Area, apparent in figure below. The retail and office spaces are relatively new, being built over the last fifteen years. The newest addition to the office space—The One Centre—has been the most recent addition to the Golden Mile’s commercial retail spaces built in 2014. Currently, the new development is leasing one unit--95 Lebovic Ave-- for $20 psf for a space of 752.83 sf, relatively moderate compared to other suburban markets in the eastern, northern and western portions of the GTA (CBRE, 2014). All the other newer units as well as older retail and office spaces are currently leased, indicating a successful local economy. Overall, the net rent averages at $12.19 price per square foot (PSF) (CBRE, 2014).

2.2.5.3. Office Rents


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2.2.5.4. Vacancy Rates

According to the Commercial Real Estate Services (CBRE, 2014), the Scarborough East suburban submarket, there is a total of 3,609,408 sq. ft of office inventory, with an 11.9 percent vacancy rate. Compared to the Downtown’s market statistics, which indicates a 5.0 percent vacancy rate, Scarborough East is facing higher vacancy rates, indicating a slower tenant demand than Toronto’s Downtown core (CBRE, 2014). Nonetheless, compared to other suburban markets which average a 13.7 percent vacancy rate, Scarborough East is slightly in better commercial and office market conditions than other suburbs (CBRE, 2014). This may indicate that an increase in office and retail space may be a feasible option for the vision of the Golden Mile. As of Q3-2014, there were no new office spaces under construction (CBRE, 2014).

In regards to residential vacancy, Scarborough has seen no significant change in their overall vacancy rate (CMHC, 2015). The vacancy rates for private apartments in Scarborough East, has experienced a small decrease (0.1percent), with rents increasing slightly from $1,028 to $1,087. As such, it can be concluded that the apartment universe in the Golden Mile is meeting current demands of the area.

2.2.5.5. Trends in the Area

Currently, there are no active marketing housing projects in the immediate area of the Golden Mile Study Area. The active condominium projects in the surrounding context, as outlined in the table below, indicate a steady sale pattern. These projects are either under construction or are in the pre-construction stages of the development. It is expected that within the next five years, the Scarborough South submarket will potentially see 1,625 condominium units enter the condo market, relatively low compared to the rest of the city of Toronto suburbs (Urbanation, 2015).

In a larger context, Toronto has experienced an accelerated growth in median house price. However, median household income is increasing at a much lower rate. Consequently, it is getting much more difficult to own in the city of Toronto as housing prices are becoming unaffordable. With increasing housing prices and with the city of Toronto experiencing an overproduction in condominiums in addition to a slow absorption rate in Scarborough South submarket (Urbanation, 2015), it does not seem viable to recommend immediate new construction in the Golden Mile study Area. Since the demographics indicate that a large part of the population rents compared to owns, it does not seem viable to recommend new residential development around the site. While the linear park along Eglinton and the implementation of the LRT will be considered a catalyst in development, this report will suggest alternative methods to increase density in and around the community.

2.2.6. SWOT Analysis

A SWOT analysis was conducted, which takes into consideration the previous sections and their implications. It has become apparent that the Golden Mile is an established area, with a steady residential population and plans for future intensification with a mixed use development proposal located at Pharmacy Avenue and Eglinton Avenue East. The implementation of the Eglinton Crosstown LRT will serve as a catalyst for future development, which can only serve to intensify both the residential population and employment base that the Study Area currently has. The Golden Mile has the opportunity to utilize its greyfield sites for future mixed use or office and commercial development. Moreover, the intensification of institutional use, creating community spaces and services and creating an employment hub are key opportunities of the site. Unfortunately, the Golden Mile has significant weaknesses and threats that may hinder its growth. The large parcels, abundance of parking lots, lack of green space and lack of public realm has resulted in a space with a lack of identify. Moreover, the current market conditions do not show that the Golden Mile can be a successful market for new housing under its current conditions.


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Strengths Weaknesses

ThreatsOpportunity

There is a surrounding residential area to sustain the current and future development in the Golden Mile

The proposed Crosstown LRT will feature three stops along Eglinton Avenue within the boundaries of this study site

Since Eglinton Avenue is in fact classified as an avenue, midrise mixed use development is encouraged with retail at grade level which supports the proposed principles in this plan It is an established commercial hub for the area

This established neighborhood is predominately car oriented

The land is largely utilized by big box stores and large parking lots

Poor maintenance has decreased the quality of the older buildings and degraded the visual aesthetic features

There is lack of green space or communal spaces that locals and visitors can enjoy

The large distances between stores make it difficult to encourage pedestrian traffic

Underutilized parking lots can be converted into pedestrian spaces that build community cohesion and improve the aesthetic qualities

Promotion of street frontages on Lebovic Street through urban design principles will increase economic potential and improve practicality

The wide streets enable bike lane implementation as an alternative sustainable transportation option

Increase public education of the area’s rich history through urban design principles and pubic art

A major threat to the timeline phasing is duration of leases of the lots and buildings

Since this is an older, established neighborhood, any changes will face difficulty achieving public acceptance

Similarly, it could be difficult obtaining acceptance and partnerships with private corporations of the area

The parcels of land are large in size and can be difficult to utilize efficiently and to the maximum of their potential

2.3. Vision and Objectives2.3.1. Vision

The Golden Mile is to become a walkable, pedestrian-scaled complete community, focusing on its industrial heritage and its potential as one of the City’s employment hubs. The area is to promote the historical vibrancy and current diversity of the community. It will be re-established through quality of place and as a place for living and working. It is envisioned that the Golden Mile will be multifaceted, serving the community as a place for work, leisure and day-today functions.Our overall guiding principles will aid our recommendations as a framework to assure consistency.

2.3.2. Objectives

i. Create a cohesive transition between the surrounding low density neighbourhood and the employment area, ii. Green Eglinton to encourage the use of the New Eglinton Crosstown LRT,iii. Create pedestrian only safe zones and communal space for residents, visitors and employees,iv. Encourage the redevelopment of existing parking lots, while still maintaining a considerable amount of parking space for employment needs,v. Create a pedestrian and bike path from Eglinton Ave. East to Centennial College and its surrounding Open Space designation,vi. Encourage public-private partnership with existing big- box retail to facilitate capital and operating costs andvii. Create privately-owned public spaces (POPs), encouraging a sense of community between the public and property owners.


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2.4. Guidelines and Recommendations2.4.1. Public Realm

In order to establish a vibrant and inviting public realm, it is important to create a quality space where the flow of people can become apparent. Providing clear public realm guidelines will serve to shape how the current and future users of the Golden Mile relate to their community. The following recommendations will aim to improve connections within the Study Area and its surrounding context. Moreover, it will aim to establish a streetscape identity. Through these recommendations, pedestrian environment and accessibility will be improved on Eglinton Avenue East and connecting arterial roads.

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (2) enhancing and developing public and private open spaces as well as (5) creating a green, safe and attractive streets.

The recommendations are as follows:

i. Greening Eglinton Avenue East and arterial roads through street tree planning and other green features, contributing towards shading, air quality and softening transition zones between sidewalk and streets,ii. Establish a network of pedestrian-serving streets to open spaces and Eglinton Crosstown LRT transit stops, iii. Adding bike parking facilities along Eglinton Avenue East, through public and private partnerships with corporation such as Canadian Tire, iv. Installing a pedestrian Crossing on Hakimi Ave. to increase walkability and connectivity between commercial plazas and v. Installing a mid-block pedestrian crossing on Ashtonbee Road to the east of Wal-Mart Supercentre to connect pedestrians to Ashtonbee Reservoir Park.

Mid-Block Pedestrian Crossings in Michigan, 2014

https://michigancompletestreets.wordpress.com/2014/01/21/mid-block-pedestrian-rossings-explained/


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2.4.2. Streetscape Design

The streetscape is a key element in the design process, and must address both the design and functionality for its users. Specifically, the Golden Mile must accommodate for an aging population as well as for the implementation of the Eglinton Crosstown LRT. Moreover, the revamping of the streetscape will allow for a sense of identity. The creation of finer grain streets into the large parcels may allow for more walkability while dividing large parcels.

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (2) enhance and develop public and private open spaces, (5) create a green, safe and attractive streetscape as well as (8) sustain and encourage a variety of businesses and professional services.


i. Promoting the transformation of street frontages into arcaded boulevards along Eglinton Avenue East, ii. Install Street signage such as the restoration of the 50-foot-tall Golden Mile Chevrolet sign, iii. Install additional light fixtures along Eglinton Avenue East, Lebovic Avenue, Hakimi Avenue and pedestrian-only areas, to heighten safety and add aesthetic qualities to the community, iv. Provide street furniture to create eyes on the street and accessibility to senior population, v. Creating pedestrian only streets to divide large parcels and vi. Creating and redesigning wider sidewalks and permanent desired lines to promote walkability and accessibility.

This report supports the implementation of the city of Toronto’s Urban Design Policies and Guidelines and the recommendations from EglintonConnects to create streetscape improvements in the area for safe and cohesive streets for all users.

Mid-block elevated pedestrian crossing will give the right of way to pedestrians (Makarova, 2016).

Aerial view of the mid-block elevated pedestrian crossing to the east of Walmart (Makarova, 2016).


Suburbs32

2.4.3. Built Form and Site Design

Future development design within the study area will help provide a sense of community while enriching the area’s heritage. Guiding new development and built form will help residents and users to establish the area’s identity and sense of place. The promotion of Eglinton Avenue as a focal point is a significant element to the overall vision. As such, the site design will frame Eglinton Avenue East, to support transit use. New development should work with the existing uses, while supporting the creation of public spaces. The protection of the streetscape and built form will be necessary to ensure the sense of identity is established and maintained.

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (5) create a green, safe and attractive streetscape, (7) intensify development around transit stations as well as (12) encourage multi-modal transportation networks.


i. Requiring front yard setbacks to be applied to proposed and new buildings in order to maintain an adequate right of way for streetscape, specifically along Eglinton Avenue East and Lebovic Avenue, ii. Support the development of new commercial and residential midrise structures north of Eglinton Avenue East and commercial and office midrise structures south of Eglinton Avenue East, with street frontages onto the Avenue, iii. Requiring future development to provide parkland or open space dedication, as per Section 37 of the Planning Act; iv. Requiring future development to create smaller, intricate pedestrian walkways, and v. Requiring future development to have entrances along Eglinton Avenue East, to act as connectors to the public realm, the transit stops and for ease of pedestrian access.

The revitalized Queens Quay that is safe to use for walking, cycling, using the transit and driving. Improvements were made on the pedestrian boulevard, tree canopy, street furniture and bike lanes

http://www.newblueedge.ca/nbe/portal/wt/home/blog-home/posts/your-feedback-new-queens-quay

Widening of sidewalks, implementing bike lanes and greening Eglinton Avenue (Makarova, 2016).

Proposed greening along Eglinton Avenue (Makarova, 2016).


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2.4.5. Parks and Open Space

Parks and open space do not only provide healthy and active lifestyles, they serve as community focal points. These communal spaces facilitate social interaction while fostering a sense of community. With a lack of access to parks and open space in the Golden Mile, it is necessary to create spaces where both residents and employees can interact, thus, allowing for greater usability of the space. Within the existing context, there is minimal stock in green and open spaces, consequently, the area is unded-serviced. Planning for more open spaces will play a pivotal role in a successful retrofitting of the area. The objective of these parks and open space recommendations is to increase the existing stock and quality of parks and open spaces with the overall goal of enhancing the public realm within the Golden Mile. By doing so, more people will have a reason to visit the Golden Mile and utilize the Eglinton LRT.

Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal points, (2) enhance and develop public and private open spaces, (5) create green, safe and attractive streetscape as well as (11) focus on a long the vision of sustainable community development through sound planning processes. The recommendations are as follows:

i. To increase the stock of parks and open space, creating a pedestrian only plaza, located north of Eglinton Avenue, west of Hakimi Avenue, to serve as a communal space for shoppers and residents,

ii. To create a park and open space designation near the Warden stop along the Eglinton Crosstown LRT, to increase visible green space; and

iii. Linking new and existing civic spaces to the Eglinton Crosstown LRT and major uses such as Centennial College (institutional space), retail and residential areas.

New development in the Golden Mile will be aligned with existing Performance Standards for Mid-Rise Buildings adopted by City Council and recommendations from the EglintonConnects study. Along with the Performance Standards, it is expected the recommendations of this report will provide a suggested guidance on the size, shape and quality of mid-rise buildings to maintain a balance between intensification along the Avenue and the surrounding neighbourhoods.

2.4.4. Sustainable Development Focusing on a long-term vision of community development for the Golden Mile, it will be important to achieve a sustainable environment and future development through good planning processes and principles. The guidelines will be in compliance with the City’s Green Roof Bylaw and the Toronto Green Standards. The design of a sustainable complete community will embody green roofs, linkages for an open space system, a tree canopy on major Avenues and roads and pedestrian and cycling circulation networks that link to transit.

Following the Guiding Principles of this report, the recommendations will (7) intensify development around transit stations, (11) focus on a long term vision of sustainable community development through sound planning processes and principles as well as (12) encourage multi-modal transportation networks.


i. Installation of green roofs on any new commercial, industrial or residential development following minimum standards set out in city of Toronto Guidelines,

ii. Encourage transit use by connecting the site through multi-modal transit forms such as shuttle buses for employees and residential or employment discount on transit costs through developer or employee.

www.concertproperties.com/rentals/one32

One32 Berkeley is a mid-rise multi-unit sus-tainable rental residential building developed by Choice Properties located on the eastside of downtown Toronto and has achieved Tier 2 Toronto Green Standard Certification.

Retrofitting the Suburbs 35

Converted parking lot into pedestrian plaza (Makarova, 2016).

Pedestrian Plaza access from Eglinton Avenue (Makarova, 2016).

Proposed open space between commercial lots (Makarova, 2016).


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2.4.6. Economic Development and Intensification

As Toronto’s Official Plan and the applicable provincial plans state, the protection and intensification of employment areas is essential for the economic vitality of the Golden Mile Study Area and the overall city context. Similarly, the proposed vision for the Golden Mile is to establish a regional hub for the Greater Toronto Area (GTA). It is envisioned that the employment area is to serve both the immediate community and pull in employment across the GTA. Currently, the employment area, which is part of the larger South West Scarborough Employment District, is providing the City with 20,000 jobs (Toronto Employment Survey, 2015). Moreover, the majority of the residents who work in the area are employed under sales and services (31%), then businesses (19%). With a growing employment base and a limited employment type, it is necessary to identify ways in which the employment lands can both grow organically while meeting mandatory targets.

The protection of employment areas is supported by both municipal and provincial policies. The PPS (2014) promote the long term protection of employment areas for current and projected needs. The Growth Plan has designated City of Toronto as growth area and has set mandatory population and employment targets in addition to supporting the growth at transit supportive densities. Moreover, Eglinton Connects Study Report suggests there should be a consideration of strategies to strengthen the employment base needed in addition to physical redevelopment, specific to the Golden Mile. As such, it is essential to create a long-lasting industrial, commercial and retail employment hub.

Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal points, (2) enhance and develop public and private open spaces, (3) maintain current land uses for appropriate population targets (4) protect employment areas while promoting both local and regional economic vitality, (6) improve community services and facilities as well as (8) sustain and encourage a variety of businesses and professional services.

2.4.6.1. Employment


i. Provide a pathway for small to medium sized businesses to grow in the local area; located at the parking lot southwest of Eglinton Avenue East and Warden Avenue.

As noted in the revitalisation of Central Dandenong, Victoria in Australia (Department of the Environment, 2014), this recommendation will require smaller lot sizes and the consolidation of parking space. In this case study, large lots were subdivided to accommodate the intensification of new employment, specifically the construction of a new Government Services Building to support diversification. This recommendation will allow for the intensification of employment to occur. It is expected that the intensification will be gradual, with employment growth to increase more rapidly after the implementation of the Eglinton LRT. As such, the first complex is recommended with similar buildings being built over time as leases of big box retail are terminated.

Employment intensification through pedestrian plazas (Makarova, 2016).

Employees and users using new public space

(Makarova, 2016).


Suburbs39

ii. Create a sense of place for employers and employees as well as residents through (a) proximity to support services and (b) having walkable and leisure spaces.

It is important to make sure that there are communal spaces available in the Golden Mile that will serve the needs of both the residents and employees. As such, it is recommended that the employment area integrate day-care facilities for families raising children as well as medical services to support aging population and the proposed senior’s home, which will be discussed later in this report. Moreover, providing store frontages onto Lebovic Ave will connect the plazas together strengthen the employment clusters and allowing pedestrian flow between the areas.

iii. Develop an employment clusters while still allowing organic employment growth and market the Golden Mile Business Park. It is recommended that a marketable identity for the Golden Mile Area is established, similar to how Macquaire Park, New South Wales (Department of Environment, 2014), integrated institutional space and the growing technology employment into a profitable employment hub and in 401 Richmond, Toronto, ON, the incorporation of common spaces and the cluster for a creative class. This report recommends the establishment of common spaces within the employment hub. Moreover, using the Golden Mile’s industrial heritage, the employment area will be reintroduced as the Golden Mile Business Park, which will incorporate prestige office and light industrial uses, similar to the Commerce Valley Business Park in the city of Markham (City of Waterloo, 2009). For the short term, big box retail can dominate the space, however, for a 20-year horizon, it is expected that land owners will develop mixed use and office spaces in this area; Once leases are terminated, the spaces of big-box retail can be used for extensions of institutional use or the intensification of market-needed employment. It is also recommended that existing manufacturing facilities both make and sell their products on site, increasing usability of the space, zoning permitted.

2.4.6.2. Residential

In order to meet Provincial mandatory population targets, it is necessary to implement a variety of residential unit types. Moreover, transit-orientated density is required to make the Golden Mile a thriving complete community. As such, it is necessary to build along Eglinton Avenue East and the transit stops to ensure population growth. Nonetheless, the recommendations will consider current market conditions, city needs as well as the effects of the implementation of the Eglinton Crosstown LRT. Moreover, as a result of the low-income demographic and the higher ratio of renters than owners, affordable housing options are necessary. The residential growth is encouraged to be done in phasing to avoid overwhelming existing residents and to be done once transit demands are met.

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (7) intensify development around transit stations, (9) increase density through a range of residential unit types, (10) create the appropriate transitions between new development and adjacent neighbourhoods to support improved connectivity and (13) permit a feasible phasing of development.


i. To offer a range of affordable housing options in the Golden Mile, including but not limited to student housing;

A successful midrise mixed use development is The Rise, built in Vancouver. The land was originally

a car dealership but it was later bought out and

converted into a midrise development. The first three floors consist of retail space and the rest was residential

space. It offered 100 dwellings, onsite parking

and 4percent tree canopy. Retail opportunities exist

on the first two levels. Some of the occupants of

the retail spaces are Home Depot, Homesense/Winners

and Save-On-Foods. Truck deliveries for the stores are

completely internalized and do not pose challenges

for the street traffic. This particularly applies to the Golden Mile Site because

it features several older car dealerships that have

potential to be revitalized.http://cooltownstudios.com/2009/11/16/

The Rise, Vancouver (CooltownStudios, 2009).


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Successful communities are comprised of people from a range of economic backgrounds and age groups. Ensuring that people can live comfortably together in the same community requires facilitating the needs of everyone. Mixing housing options allows for long term neighborhood stability and provides for a stronger housing market. As there are few residential housing options in the Golden Mile, this recommendation will work towards providing more affordable housing options for its residents. Currently, 34 percent of the households in the area earn between $20,000-$49,000 and fewer than 7 percent earn over $100,000 (City of Toronto Neighbourhood Profile, 2011). Existing and future residential development in the area will also increase the amount of students commuting and wanting to live in the area. While market conditions do not support new development in the current housing market, it is expected market conditions will change as a result of the Eglinton LRT and that developers will invest along Eglinton Avenue East. A range of affordable housing options include purpose-built rental apartments, social housing, and condominium with affordable housing units.

ii. Offer senior housing facilities and amenities as well as services for the growing multicultural community;

Approximately, 15 percent of the population is above 60 years of age and that percentage is projected to increase within the next few years. Moreover, a large portion of these seniors are living at home with family. As such, it is evident many of the current seniors in the area would like to age in place. To facilitate this process, offering a senior’s housing facility, either as a long-term care facility or a retirement home would ensure that this population is served adequately. Encouraging more senior housing development will improve the facilities available for the senior population and promote community belonging for everyone. New residential development features should be universal in design and accessibility features.

iii. Encourage Mixed Use Mid-Rise development along Eglinton Avenue East and, through phasing, in the area north of Eglinton Avenue East.

A sustainable neighborhood is one that utilizes all available resources in such a way that maximizes social benefit while meeting the needs of its residents. Midrise developments support a comfortable pedestrian atmosphere and maximize the height opportunities. This proposal is utilizing the City of Toronto’s definition of midrise development; (since Eglinton Avenue is wider than 20 metres, the maximum height allowed for buildings is 11 storeys). Encouraging the development of mixed use buildings will facilitate in the creation of complete communities. Moreover, it will enhance public realm and sense of identity, currently lacking in the Golden Mile. It is encouraged to develop medium density residential mixed use development in order to conserve land and resources by maximizing the use of the existing infrastructure and contribute to the creation of a thriving, walkable community. It is also suggested that existing low rise development support growth by constructing vertically above their existing buildings to support intensification. However, any vertical residential development above commercial buildings will not take away from the economic potential of the commercial site.

Mixed-use residential intensification on Eglinton Avenue (Makarova, 2016).

La Salle Park retirement community is located in

Burlington, Ontario,2012 The units are exclusive

for residents 65 years of age and above. It includes

other amenities such as a pool and library. The building features retail

spaces at grade level and residential above. The classic European-style

architecture compliments the existing character

of the community and creates a warm and

friendly atmosphere for the community members. Its. Even though it is located

along Plains Road, a busy road 4 lane road that sees traffic all hours of the day,

the improved infrastructure and road design make it

safe and easy for older folks to cross despite the

distance.

The Renaissance located in Calgary, Alberta is a

successful example of grey field redevelopment. It

offers 176 units ranging in price and size. Also includes

generously sized office space, and amenities such as a library, meeting room

and games room. The success of this project was due to support from both

the local alderman and the City Planning Commission with good communication

throughout the development process with neighbourhood

members. A community member testimony states

that they like the community because everything is so close

and they rarely use their car..


Suburbs43

2.4.6.3. InstitutionalThe existing institutional space in the Golden Mile serves as a major opportunity for intensification of both employment and residential use. Both populations would increase the use of the new Eglinton Crosstown LRT as well as provide a significant usability of the area. Based on Toronto Transit Commission’s data, the ridership for Eglinton Station on Line 1 Yonge-University for 2014 was 77,530 people. Through a study done by Metrolinx and TTC, it was identified that 68,500 riders were using Eglinton 34 East and 32 West every weekday, half of which caters to the East side of Scarborough leading to Kennedy Station. Located at 75 Ashtonbee Road within the context area, the Centennial College campus is home to the largest training school for transportation technology in Canada. One third of the total college population attends classes at this campus which recently underwent expansions to include a new library and student centre. Currently most programs are at maximum capacity with brand new programs being added in the future. The addition of another student centre affiliated with Centennial College will add diversity to the existing working class and aging population. Additionally, the Eglinton Crosstown will be utilized to reach the institutional facilities by students, faculty and staff members. The proposed institutional centre will be able to accommodate more students and utilize the well-linked accessible transit provided by the proposed Eglinton LRT.

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (7) intensify development around transit stations, (9) increase density through a range of residential unit types and (10) create the appropriate transitions between new development and adjacent neighbourhoods to support improved connectivity.


i. Create an extension for Centennial College Ashtonbee Campus through a new faculty or campus building, suggested over existing buildings such as Best Buy or low-density strip malls on Warden Avenue.

Many of the existing structure are low-rise one storey buildings contributing to the overall low density of the neighborhood but have the height opportunity for auxiliary uses. Adding density by building up on existing infrastructure can alleviate the increasingly dispersed and single storey structures of the study area. Options for the proposed institutional use include consolidation of existing buildings and adding development units on top; exploring adaptive reuse of underutilized buildings and parking lots; and promoting mixed use institutional development to form a focal point. Location options for the new building are to be determined after onsite observation and various studies evaluating the conditions of the built form, underutilized space and demand.

ii. Promote the new mixed used faculty building to include retail at-grade, student learning space and a faculty department.

http://placesjournal.org/assets/legacy/pdfs/suburban-retrofits-demographics-and-sustainability.pdf

http://placesjournal.org/assets/legacy/pdfs/suburban-retrofits-demographics-and-sustainability.pdf

There are a few case studies that showcase several dead mall retrofits that have been converted into multistory housing, offices and university facilities. The inclusion of studying space with office space within mixed-use retrofits is important for balancing polycentric growth.

A Canadian example in Surrey, British Columbia is a suburban

city located outside of Vancouver. Completed in 2003, Bing Thom

architects took on an infill project that transformed a

struggling mall in to a successful mixed use transit oriented

development. The public and private development included

the provincial government, Simon Fraser University and an

insurance company adding a new stop to the existing regional

light-rail “Skytrain” system. The redevelopment of the mall

rooftop into a five-story galleria of university classrooms was

integrated with an office tower for the insurance company next

door. By combining the functions of the mall and the university, the

parties involved saved substantial capital, construction and

operational costs. The lower floor remained as commercial uses but

a former department store and the added top floors now serve a

new campus of the University with the intent to promote business opportunities supported in the

adjoining office tower.


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Building on the recommendations and the case study, a satellite campus of a different institution can attract students from different parts of the city to use and stay in the area. To create a mixed use focal point, the learning centre can provide at-grade retail and commercial businesses, formal classrooms for students which also can be used for conferences and meetings by other institutions and a faculty department on the top floors. A learning centre in the Golden Mile will create a focal point, enhance and bring together the neighborhood and its peripheries, create a learning hub close to the city while adding density and vibrancy to the area.

2.4.6.4. Eglinton Avenue East

The Eglinton Connects Planning Study envisions that “Eglinton will become Toronto’s central east-west Avenue – a green beautiful linear space that supports residential living, employment, retail and public uses in a setting of community vibrancy. Its design will balance all forms of mobility and connect neighborhoods and natural valley systems to the larger city and the region” (City of Toronto, 2014). Specifically, the portion along Eglinton Avenue which falls into the Study Area, includes both mixed-use and commercial and industrial uses. Currently, this area can be seen as dull, homogenous, and truly lacking in regards to efficiency, accessibility, and connectivity. This intern has produced an environment along Eglinton where the deficiencies in built form, streetscape, and transportation, have created a public realm that provides little to no capacity to meet the needs of the population through a pedestrian friendly, accessible, and safe public realm. There are already proposed changes and developments set to occur to accommodate what is to be implemented through the Crosstown LRT, thus retrofitting the Eglinton corridor will work hand in hand with the LRT and enhance its utility to the population and ridership. As such, Eglinton Avenue is to continue to serve as a major transportation corridor for the Golden Mile as well as Toronto and the GTA but there are multiple recommendations that can be accomplished through a successful retrofit.

Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal points, (3) maintain


i. Widening street to 36 meters, as recommended by the EglintonConnects Study and Report,

ii. Including elevated bike lanes to promote active transportation,

iii. Creating transition mid-rise development to ensure minimal impact onto neighbourhoods, iv. Create underground parking, supporting the intensification of greyfield sites along Eglinton Avenue East.

Widening Eglinton Avenue and including bike lanes (Makarova, 2016).

current land uses for appropriate population targets, (4), protect Employment areas while promoting both local and regional economic vitality, (5) create a green, safe and attractive streetscape, (7) intensify development around transit systems and (12) encourage multi-modal transportation networks.


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2.4.7. Transportation

As advocated in the Toronto OP and more site specifically the EglintonConnects Planning Study-Final Directions Report, is the need to create complete streets. A major component of complete streets is the inclusion of active transit alternatives. This will provide the area with an enhanced public realm and numerous benefits, to the economic, social, and environmental well being of the commuters. Golden Mile is encouraged to incorporate active transportations models such as cycling networks, pedestrian only streets, and an overall greater approach to non-auto oriented methods of traveling throughout the site.

Following the Guiding Principles of this report, the recommendations will (12) encourage multi-modal transportation networks. The recommendations are as follows:

i. Creating a cycling network, connecting the Hydro Corridor, Centennial College and along Eglinton Avenue East, which will connect the site to Kennedy Station (future transit hub) and further west to the Don River Trail and

ii. Creating pedestrian only streets to enhance walkability, which will support transit use

2.5. Barriers and Next Steps

Moving forward with this vision, it is recommended that the following studies and plans be conducted to ensure the recommendations made through this report are viable and implementable:

1. Parking Lot-Use Study 2. Pedestrian Impact Study 3. Traffic Impact Study 4. Engineering Study for Mid-block Crossing5. Community Impact Assessment

6. Secondary Plan for the Golden Mile Study Area7. Applicable Zoning By-Law Amendments (ZBAs)

However, there may be barriers that must be evaluated before the development process may be completed. In order to implement the above recommendations, the market conditions must be viable for developers to want to invest into the area. Moreover, the established neighbourhood may be more resistant to change than in other parts of the city. It is necessary to work in the city of Toronto and private developers in order to create a feasible and public-orientated plan for the site.

Furthermore, these recommendations are supporting the existing power centres, with some changes. As such, this plan is dependent on some of these big-box retail to renew their leases or planners must work together with these corporations to ensure the vision is established and maintained.

2.6. Growth Incentives To attract developers to the Golden Mile, it will be necessary to market the implementation of the Eglinton Crosstown LRT as a key catalyst in economic growth. Moreover, it will be necessary to protect employment lands, which would ensure the ability for developers to establish businesses, offices and retail space in one of GTA’s busiest commercial area. While market conditions cannot be controlled, the growth in commercial and office space indicates that the Golden Mile is a promising location to establish businesses.

2.7. Development Cost Estimates In order to inform the recommendations made, a conceptual cost estimate was determined using the Altus Group’s (2014) Construction Cost Guiding.

To build a mid-rise office building, it will range from $175 to $235 psf. This will differ according to the size of the building and the density it will provide. As per the recommendations, it is expected that the intensification of any institutional use in the Golden Mile study area will range between $340 to $450 psf, depending on the intensity of use and size.


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In our recommendations, we suggest the development of a long term care facility to support aging in place for the high percentage of seniors in the area. Creating long-term care facilities range from $205 to $260 psf.

At this time, it is believed that there is an excess amount of parking spaces. After a parking use study is conducted, it will be determined if a parking structure will be needed to accommodate the greyfield development that will occur in the area. An underground parking ranges from $90 to $150 psf, while a free stand alone parking structure costs between $65 to $95 psf.

2.8. Timeline

Conceptually, this report will follow a timeline and proposed phasing to ensure the implementations of the recommendations in previous sections. This timeline and phasing will serve as a guideline for the future to ensure recommendations are implemented and proficient moves are made to toward creating complete communities around transit.

To support Guiding Principle (13), permit a feasible phasing of development, it is important to to note that the retrofit of the Golden Mile will not occur in a short period of time. A 20 year horizon was given to be able to establish a complete community.

The chart on the next page indicates a brief phasing outline, which begins with streetscape and urban design elements within the first five years. As density and connectivity improve, the Golden Mile will have the proper market conditions to introduce new employment and residential units.

Phase 1 (Next 5 Years)

* All recommenda-tions will be in con-

junction with the implementation of the

Eglinton LRT

a. Greening Eglinton Avenue East, widening sidewalks and adding street furniture. b. Pedestrian crossing on Hakimi Avenue and Mid-Block pedestrian crossing c. Reintroduce Signage d. Cycling Network e. Linking open spaces f. Pedestrian only plazas and open spacesg. Bike facilities on Eglinton Avenue East

Phase 2 (6-10 Years)

a. Supporting midrise development, including student housing, senior home or purpose-built rental (establish condominiums if market conditions allow) b. Establishing new services for growing community c. Establishing Golden Mile Business Park d. Build underground parking;


a. Establishing new institutional spaceb. Continue to intensify employment use

Phase 4 (20+ Years)

a. Establish Golden Mile as a complete community

The chart below indicates that many of the changes are dependent on the completion of the Eglinton LRT. While streetscape and public realm changes are relatively lower in cost, creating the proper conditions for employment and residential growth to occur, the Eglinton LRT must be completed by 2021.


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3.1 Introduction

Located in North York, Wilson station has been established as a transit hub with frequent bus services and a connection to the Yonge-University Subway line. However, due to the presence and access to Highway 401, the site remains car-oriented. Moreover, the big-box retail located off Wilson Avenue supports car use. As a result, the character of the area is dominated by an abundance of parking lots to accommodate traffic and has made Wilson Station inaccessible to pedestrians. The site has potential to create an increase in accessible transit with current routes and proposed surrounding development. With the York University line in progress, and the existing Keele and Highway 401 GO Transit station nearby, the area will benefit from an increase in density and development geared towards improving transit accessibility.

The Wilson site was historically a farm field north of Toronto, eventually transforming into a low-density suburb. Soon enough, Wilson Station was the terminal subway station of the Yonge-University Subway line, until 1996, when Downsview Station opened. During this period, the Wilson area experienced an abundance of traffic and vehicular activity. This caused the development of three separate parking lots within the area. Wilson Station was built as an extension to the University/Spadina subway line in 1978 and began to serve over 17 bus routes. Today, the station serves much less routes (Transit Toronto, 2015). The area’s history depicts a strong reliance on vehicles, and the site continues to allow development to support such use. While there has been an increase in transit within the area, the vehicle dependency continued and remains presently.

3.0 North York: Wilson Station

3.1.1. The History and Current state of the Wilson Station Neighbourhood


For the purposes of this report, the boundaries are defined as follows: Clanton Park Road to the North and Highway 401 to the South with Dufferin Street and Champlain Boulevard bordering the site from West and East.

3.2 Site Analysis3.2.1 Current Community Structure The majority of the study area is covered under the former general by-law 7625. According to Toronto Official Plan, Map 16, the land uses for the site include general employment areas, with big box retail such as Costco, Home Depot, and Michael’s. The main TTC parking lot along Wilson Heights, the lot of land on the south-east corner of Dufferin and Wilson, the small lot at Dufferin and Billy Bishop Way, and the large area along Tippet Road are all designated as regeneration areas. Finally, the areas to the north and south of Wilson East of the Allen Road are designated as Neighbourhoods. The area currently has no community identity or centre to attract those from other areas to use the site. The majority of the site is currently occupied by the Downsview Airport, large parking lots, and the big box stores mentioned above. Specifically, the Downsview Airport plays an important role in the future of the Wilson site as there are flight regulations and building height restrictions along the site. Moreover, with the exception of a mid-rise commercial office building, the abundance of parking lots and undeveloped greyfield sites support a low-density suburban feel.


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The nearby access of Highway 401 also attracts users of the site to use cars to access the area. The surrounding buildings within the site consist of minimal office space, a car dealership and lot as well as residential homes. There are many vacant lots and greyfield sites that are currently under proposed development. Two condos under fourteen-stories each have been developed, with plans to add two more in the future. In addition, there is a lack of parks and open space in the study area, while some features in the broader context include Ancaster Park; a 2.8-hectare park that features a baseball diamond, multipurpose field, numerous tennis courts, among other facilities (City of Toronto, n.d.).

The area is heavily car oriented due to the existing Highway 401 entrance and exit located on site. Major intersections within the area such as Dufferin Street/Wilson Avenue and Keele Street/Wilson Avenue are currently at capacity during peak hours. Wilson Subway Station is located in the median of Allen Road and Wilson Avenue and is connected to many bus routes with an end destination of York Mills Station. Bus routes are located on main roads within the area as well as expressed buses. There are future subway stops that are being constructed such as the York extension line that will connect to Wilson Station. GO Transit is currently located nearby at Keele Street and Highway 401 with a bus station strictly servicing bus routes only to Milton, Oakville, Brampton, and Newmarket.

The public realm lacks an attractive space to create walkability, and major intersections lack adequate crossings to allow pedestrians to cross safely, in particular Highway 401 entrance and exit lacks yielding signs for pedestrians to move safely around the site. Currently, there are no bike lanes within the area and minimal bike users. However, this may be due to the lack of provided space for users, and the heavy car usage that may be considered dangerous for those attempting to bike.

3.2.2 Planning Framework The Wilson Station Site is served by the policies contained within Toronto’s OP and Guiding by the Downsview Area Secondary Plan. In addition, applicable Provincial policy and legislation provide a solid framework. Other documents, including the Dufferin/Wilson Regeneration Area Study and the Tippet Road Regeneration

Study will provide greater context for the vision of the site.

Mandated under the Growth Plan, the City of Toronto must meet mandatory population targets in addition to supporting the growth at transit-supportive densities. Site specific to the Wilson Station site, the City of Toronto land use designations, which contain both mixed use and employment area designations, support a broad range of commercial, residential and (in mixed use designation only) office use. The employment designation supports businesses, including retail outlets, restaurant, small scale stores and services while encouraging the establishment of clusters of economic activity. Moreover, Wilson Avenue is defined as an “Avenue”, making it a corridor for growth, as well as making the Avenue and Mid-Rise Guidelines applicable, which outlines setback and building height Guidelines. The Downsview Secondary Plan, specifically Chapter 4, serves as specific Guidelines and recommendations for the Wilson site on structure, built form and physical amenity. Specifically, the Plan aims to (4.1) (e) suggest land use and densities compatible with adjacent communities, (4.2) aims to achieve a comfortable and safe public realm and (4.3) (d) to promote appropriate massing and built form. By following these Guidelines and respecting the community and its goals an appropriate and respectable plan will be placed into effect incorporating the base of the secondary plan as framework.

The Dufferin/Wilson Regeneration Study provides important information for furthering the goals of this report. The study provides historical context of the Wilson site and its transition to its current condition. The Study calls for a change in zoning from employment areas to a regeneration area which includes a broad range of uses such as institutional, light industrial and residential. Similarly, to the Dufferin/Wilson study, Tippet Road Regeneration Study was a study commissioned by The City of Toronto which showcases the opportunities of vacant land and what implications it holds for the surrounding communities. Opportunities include revitalizing underutilized areas and adding additional services to the area, pedestrian connections and its proximity to existing bus routes and existing subway. Constraints include many different landowners and height restrictions due to the airport.


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3.2.3 Demographics According to the 2011 Canadian Census Analyzer, the 2011 population of the Wilson Station site area, was 12,970; an increase of approximately 9 percent since the 2006 Census. The largest age cohort within the area is the 40-64 cohort, which makes up approximately 35percent of the area’s population. The smallest age cohort within the area is the 65+ cohort, comprising only 14 percent of the areas total population for 2011. With that being said, while no population projections are currently available for the Wilson Station site area, using the 2012 population counts and the 2036 projections for the City of Toronto, one can project the population for the study area to be more evenly distributed between the cohorts (Statistics Canada Estimates and Ontario Ministry of Finance, 2012). This result is largely due to the aging baby boom generation.

Additionally, the majority of the household sizes within the area consist of one or two person homes. This can be a significant factor as most individuals within the site area earn an after tax income of below $50,000. With that being said however, the greatest number of households earn an average after tax income of over $100,000. A large number of households are also earning between $20,000 and $60,000 of after tax income. Because of this statistic, those living within this area may find it extremely difficult to start or raise a larger family. Therefore, the current demographic make-up suggests the Wilson site is serving an ethno community in the working class cohort, where many are car-orientated. As such, it is important to address this key demographic data in the recommendations section of this report.

3.2.4 Area Analysis

The area is serviced by two fire stations, on located north of Sheppard Avenue (1009 Sheppard Avenue West), and another located west of Allen Road (20 Beffort Road). There are three main ambulance services located within the area, the closest at 170 Plewes Road, another north of Sheppard Avenue at 2330 Dufferin Street and another just south of Highway 401 at 185 Bridgeland Avenue. There is however a lack of recreational/community centres with one located on Bathurst St/Sheppard Avenue and another north of Roding Park in comparison to the population. The area is fully equipped with places of worships of a variety of faiths (including Jehovah Witnesses, Catholic Orthodox, and Presbyterian churches), elementary, and Catholic elementary schools such as St Norbert Elementary (60 Maniza Road), Ancaster Public School (44 Ancaster Road), and Dublin Heights Elementary and Middle School (100 Bainbridge Avenue).

The surrounding area currently is serviced by Yorkdale Shopping Centre as a nearby community hub, however is not part of the site’s boundaries. Yorkdale provides luxurious shopping, however the area does not currently have necessary shopping amenities other than the current big box retail stores along Wilson Avenue. Many of the services and amenities provided on this site require car use. As such, the recommendations for this site will require attracting services at a pedestrian-scale.

Also important to note that though the majority of the Wilson Station site area is comprised of non-visible minorities approximately 62 percent. This should be taken into account when planning a retrofit for the area.

Over a quarter of the working class population within the Wilson Station site area works within the sales and services occupational sector. The next greatest occupation sector in the area is the education, law, and social, community and government services sectors, followed very closely by business and finance. When looking at these statistics, combined with the top five industries within the area, a large number of people are forced to work outside the area.

This data is reinforced by viewing the methods of transportation within the area. Approximately 56percent of the area travels to and from work using private vehicle; whether they be the driver or the passenger. An additional 40percent take public transit, while only a combined 3percent of the population walks or bikes. These statistics, combined with over 60percent of the population leaving for work during peak hours (7:00 a.m. to 9:00 a.m.) makes for a median commute duration of over thirty minutes.

The dwelling types in this area consists primarily of single detached homes as well as apartment complexes that are fewer than five storeys tall.


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3.2.5 Market Trends

3.2.5.1 Housing Prices

The Wilson Station site and study area contains a large supply of low density residential homes. This could be due to the popularity of the Downsview suburb in the 1960s. Through this time period cars were a popular means of transportation, this lead to a suburban development pattern. Some of these older homes are subject to rise in the redevelopment market, where the house sizes are increasing.

When looking at larger densities of housing types in the Wilson site area, there are medium density rental apartments that are located on Wilson Ave. East of the subway station. These denser living styles such as triplexes, and small apartments are easily accessible to transit and have parking stock as well. Parking is a strong necessity in today’s market because of the building patterns of the past. (Valenzuela, 2015) In recent years the area around Wilson Station has seen an increase in the number of mid to high rise condos and apartments. The close proximity to the subway, highway, and places to shop can support stronger densities.

3.2.5.2 Rental Prices

According to a condominium rental market study conducted in the Downsview and North York area there has been a steady increase in total number of units from 2012 to 2014. (Valenzuela 2015) This increase began with a total of 2,466 units in 2012 to 3,467 units in 2014. The units available to the rental market have also increased from 155 units to 290 units. (Valenzuela 2015) Furthermore, the number of listings for rent has also seen a steady increase as well. The area surrounding the Wilson site area has seen an increase in units. The rise in supply has created a larger market for rentals in the area. To contribute to the market supply of the area is a rise in the average rent in the neighbourhood. (Valenzuela 2015) From 2012 to 2014 the average rent per unit rose close to a $100.00 a month. This increase in rental cost could be attributed to the transit accessibility of the area, while maintaining affordability in comparison to surrounding areas.

According to the Canadian Mortgage and Housing Corporation (CMHC, 2014), North York has the highest average rental cost for a two-bedroom apartment among the inner suburbs of Toronto, at $1,192 per month. While most of North York has seen a mild average rent increase, the Wilson Station site area has seen a more drastic price increase. This has led to an increased vacancy rate within the area (CMHC, 2014). Additional rental units to the site would increase the competition between the developers and could potentially lower average rent prices in the process.


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3.2.5.3 Office Rents According to the Commercial Real Estate Services (CBRE, 2014) the average net rental price psf within the North York West region is $10.91. When comparing this number with the Downtown Core, those who wish to open their offices within the North York West region are paying on average $15.45 less than those who open their offices Downtown. With that being said, the Wilson Station site area is currently lacking in office space, with just a single five-storey office building in the area. This situation should be improved upon as the City of Toronto has proposed the construction of an eleven-storey office building in the area, within their Dufferin/Wilson Regeneration Area Study (City of Toronto, 2014).

3.2.5.4 Vacancy Rates

According to the Commercial Real Estate Services (CBRE, 2014), in the North York West suburban market, there is a total of 2,170,968 square feet of office inventory, with a 5.2 percent vacancy rate. While this number is slightly higher than the 5 percent average vacancy rate of the Downtown Core, this number is significantly better than all other vacancy rates within suburban areas. As of Q3 2014 there were no new office spaces under construction (CBRE, 2014).

According to the Canadian Mortgage and Housing Corporation (CMHC, 2014), residential vacancy rates within North York have remained at a stable 1.6 percent. However, while that may be the case for the region, the vacancy rate within the study area has climbed from 1.3 percent to 2.5 percent from 2014 to 2015. This can be attributed to the average rent increases over the last two years; going from $982 in 2013, to $1,167 in 2015 for a two-bedroom apartment. These inflated prices have caused the vacancy rates to rise within the area (CMHC, 2014).

3.2.5 Trends in the Area The Shiplake Market study has provided a study on projects in the area around Wilson station. There have been a total of nine condo projects that have been built from 2012 to 2014 in the Downsview area. (Valenzuela 2015) These condo projects have contributed to 1,912 units in buildings that range from smaller 4 storey buildings to high-rise 16 story buildings.

The data provided by the market study indicates that condo developments are very successful in selling and renting in the Downsview neighbourhood. Another, interesting statistic is how 85percent of transactions included parking (Valenzuela 2015). This speaks to the current car orientated neighbourhood that surrounds these condos.

The market study of the Downsview area show that there is a strong market for new condos and apartments in the area surrounding Wilson station. The development potential of the area met with the success of condos that have already emerged can create a strong push to develop the area. The proximity to the subway and other Transit can sustain a larger population. The push to add amenities to the area can also support a population without straining the public centre or services. Condos are becoming a rising trend in the Wilson Site area. Two condo developments have been completed within the past 5 years. The site area has a Transit Score of 95, this is extremely high due to the close proximity to the subway and bus access. It is popular for people to enter the housing market to purchase North of the city as long as there is transit connectivity to the downtown core. Students are also considered to choose this area for residence because the subway can provide access to York University, University of Toronto, Ryerson University, and many others. A study by Southside condos shows how the area has seen employment growth between 7-15 percent, all by top companies. This area is currently on the rise because of the affordability and accessibility to its surroundings. Shops, employment, and amenities can facilitate the employment growth as more condo developers are looking to enter the area.

3.2.6 SWOT Analysis A SWOT analysis was conducted, which takes into consideration the previous sections and their implications. It has become apparent that the Wilson site is an established area with a strong car-orientated lifestyle.


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Currently, there are a lot of transportation connections to the site. When traveling by car, one can access the site with direct access to the Highway 401 and the Allen Road Expressway. Wilson is at a main highway interchange that can provide automobile access to the site for people traveling from the Northern suburbs, or commuters coming straight from the inner city. This has resulted in an increase of opportunities for this site. The site can potentially redevelop big box retail, greyfield sites and industrial sites. Redesigning the masses of parking spaces frees up areas to create areas for the public. The current design attracts an automobile dependant population. With the retrofitting to create space for a more active public realm and provide multimodal transportation the site area can develop into a successful community hub in the Downsview Area.

Weaknesses are important to identify in site areas because they provide areas that can be improved through retrofitting. A clear issue with the Wilson Station site area is the lack of walkability. Although there are sidewalks that stem from the Station to adjacent lands, the sidewalks provided are small and unsafe. In addition, the poor sidewalk space decreases the pedestrians desire to walk in the area. The design of the sidewalks lack sufficient green space and street furniture that would attract people to consider walking. Stores that are along Wilson Avenue do not have street frontages, supporting minimal streetscape and pedestrian realm.

A large barrier in the Wilson Site area is the Downsview Airport. Airports place constraints on surrounding lands due to the flight path where planes land and take off. The city places building height restraints on the area where the retail plaza, the TTC west lot, and office lands are currently situated. Buildings in these areas must conform to the specified height guidelines. The secondary plan in the area has language discussing the eventual removal of the Airport. To work around the barrier of the Airport phasing of development would be used to ensure that desired buildings can be built pending removal of the Airport


ThreatsOpportunity

Transportation networks through Wilson Station, Allen Rd and Highway 401Close proximity to shopping centres and city centres such as North York City CentreCommuter hub

Lack of walkability with narrow sidewalks

No pedestrian realm with limited green and communal space

Underutilized greyfield spaces

Redevelopment of big box retail centres, parking lots and industrial sites Designated employment area provides protection for office and employment uses

Downsview Airport

3.3 Vision and Objectives

3.3.1 Vision

It is envisoned the Wilson Station site will create a vibrant central hub that promotes community interaction, and a sense of place, while integrating existing and future public transit, promoting safe walkable spaces and cycling using green space and public art to invite an increase in multimodal transit. By understanding the existing need of private vehicles within the area, our vision is to promote and create increased access of multimodal transportation and formulate alternative ways of integrating vehicular transit. Retrofitting and ensuring policy reinforcement can transform the Power Centre into a hub for commercial and community activity. By developing current vacant lands, and employment lands, the Wilson study site has the capacity of becoming a destination for those outside the area. Our overall guiding principles will aid our recommendations as a framework to assure consistency.


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3.3.2 Objectives

i. Create a central hub and community connection for the area, ii. Establish pedestrian walkways that are easily accessible and serve as connectors to main intersections and pedestrian access to Wilston Station, iii. Design an improved road connectivity to reduce road congestion during peak hours, iv. Improve mobility and balance movement priorities through establishing bike paths, promoting multimodal transportation through enhanced streetscape designs,v. Promote vibrant streetscapes with lined trees along walkways, and enhance existing green spaces vi. Celebrate the area’s history of aviation by promoting promoting appropriate public art, vii. Increase density by developing vacant land, while improving the area’s need of employment and viii. Consolidating existing public parking spaces to create an increase in space for future development.

3.4 Guidelines and Recommendations 3.4.1 Public Realm

In order to attract improved walkability within the Wilson Subway Station site, the public realm must be enhanced. Public safety is important to ensure pedestrians can cross safely and use the space in comfort. However, this becomes a challenge to achieve with the Highway 401 exit and entrance located within the site. To ensure increased safety, major intersections such as Wilson Avenue/Dufferin Street and Wilson Heights/Wilson Avenue will be focused on through improving pedestrian crosswalks, and creating pedestrian right-of-ways to ensure vehicular traffic to slow down to allow users to walk within the space freely.

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (2) enhancing and developing public and private open spaces as well as (5) creating a green, safe and attractive streetscape.


i. Install public art features in passageways, in the developed power centre and Wilson Subway Station, primarily focusing on the aviation history of the site, ii. Widen sidewalks to heighten safety and provide greater streetscape identity, iii. Tree-line Wilson Ave with bushes, planters and green features to serve as soft and hard edges for a clear separation between public realm and traffic-heavy roads, iv. Provide street furniture and increase lighting along new sidewalk spaces, specifically in the Dufferin Street/Highway 401 and Wilson Avene/Allen Road passageway to increase safety measures,v. Install pedestrian crossings and pedestrian right of ways to ensure pedestrian safe zones and vi. Install yielding signage for pedestrian safety.

https://www.austintexas.gov/sites/default/files/files/Planning/ImagineAustin/Cesar_Chavez_Esplanade.JPG

Tree-lined pedestrian friendly sidewalk in Austin, Texas (Chavez, n.d.)


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3.4.2 Built Form and Site Design

With the evident current and future growth of this area, planning the built form and site design to cater to the projected needs of this neighbourhood is integral to the success of this retrofit. As our retrofit will be conducted in phases, the recommendations for the built form and site design will be broken into four phases, which will be discussed later.

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (2) enhancing and developing public and private open spaces, (3) maintain current land uses for appropriate population targets, (9) increase density through a range of residential unit types, (12) encourage multimodal transportation networks as well as (13) permit a feasible phasing of development.


i. Support the development of 30 Tippet Rd, a new development under review for a Plan of subdivision and 9 Tippet Rd.2. Focus on Parks

This development, a new condominium building-project of 13 and 12-storeys will be located on the eastern portion of the site. This development will contribute to 290 dwellings including 22 live-work units. Moreover, the 9 Tippet Rd. mixed use development currently under construction and slated for 2019, will provide the area with 500 new residential units and 25 onsite affordable housing units. This development will allow for a mixology of residents on the site to support a diverse community. Moreover, it also encouraged mixed-use midrise on Wilson Avenue are developed.

Background – Recent Developments The area around Wilson Avenue and

Allen Road has seen significant

developments in the last few years. The

most recent being Gramercy Park and

The Station Condominiums which are

both mixed-used developments with

commercial retail at-grade and

residential units above. These projects

aim to improve the streetscape along

Wilson Avenue with shops, amenities,

and landscaping.

Gramercy Park – View of interior courtyard

The Station Condominiums – View from Wilson Avenue

ii. Create a communal open space within the Power Centre, branded as the Flight Path.

Dufferin & Wilson Regeneration Study, 2015


Proposed communal plaza surrounded by existing and new retail (Makarova, 2016).


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We have envisioned and designed a community focal point to attract local residents as well as people from outside the area. The Costco and Home Depot act as major anchor’s, however our objective is to make people stay within the site area for an extended period of time. This would be achieved through the use of a public square in the centre potentially branded as the “Flight Path”. We believe the smart centre plaza can create a hub for smaller local retail, restaurants with outdoor patios facing inside as well as temporary parking for easy access. Similar to a shops at Don Mills type experience.

Creating additional low rise stores along Wilson avenue to comfortably fit with the scale of the neighbourhood. This is to be created with street store frontage which would create another dimension in the public realm as well as increase in foot traffic.

iii. Creating new pedestrian walkways along Wilson Avenue.

Using the Dufferin and Wilson Regeneration study as a template, this recommendation will support to improve the overall effectiveness of the area. Specifically, the corner of Wilson and Dufferin currently designated as a regeneration area leaves room for creative freedom. By improving existing connections to Billy Bishop Way, Wilson Avenue and Dufferin Street, Toronto’s Urban Design Guidelines will be implemented.

The recommendation includes new pedestrian walkways along Wilson Avenue to ensure the safety of pedestrians while providing the opportunity for green soft and hard edges. We

A

A

B

B

A

Streetscape – ‘Greenway’


Inviting public realm and streetscape (Makarova, 2016).

Aerial view of the communal space within the Power Centre (Makarova, 2016).


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iv. To develop on greyfield sites to increase density, parking accommodations and future needs of the Wilson site.

also propose bike lanes along Wilson Avenue and Wilson heights to promote alternative transportation options. Possible design layouts include a new street connection through the Phase two site from Wilson Avenue towards Billy Bishop Way and a new east-west connection connecting Dufferin street to the smart centre plaza. The intention is to create a new subdivision of land. This includes mixed use buildings within the area and along Dufferin and Wilson street. Minimum 5.0 m setback will be created along Dufferin street and Wilson avenue to provide space for large sidewalks in conjunction with our proposed cycling lanes.

Minimum 3.0m setbacks along new connections, to avoid negative shadowing within the public realm caused by new building proposals. Similar to the Dufferin and Wilson Regeneration Plan, the new buildings will be located to frame the edges of the streets and the open spaces. Similarly pedestrian connections between and through the new developments will contribute to the public realm by creating access through the news planned subdivision. We will also abide by the mandatory 14.0m MTO setback required for the 401 on ramp.

While this recommendation is crucial for the retrofit of the site, it is important to note it’s dependency on the Downsview Airport to terminate it use, allowing for an increased in heights and density of the area. Specifically, three lots have been envisioned to undergo redevelopment. The Wilson Station West Lot 194418.5034 is a 195,000 sf TTC parking lot and is located close to both Wilson Station and Highway 401. With the height limited due to the airport, it would be best to wait until the development can maximize its benefits for both the developer and its contribution to a complete community. This site could potentially include two to four mixed use buildings. For such a development to occur, it is estimated around 610 parking spaces will be lost. In order to accommodate the loss of parking, an underground parking structure for Wilson Stn is recommended. The street level retail will aid the overall streetscape and reduce the car-centric feel.

The second lot is the Wilson Station Main lot, a 882-space parking lot. Since this parking lot has direct access to the subway and not utilized to capacity, while the space is used during peak hours. Similar to previous site, parking will be relocated underground to accommodate for one to two midrise mixed use buildings. The direct access to the subway will be a great incentive for developers. Finally, the south lot, will eventually experience similar development as the other sites mentioned above. Currently, development applications are underway for this lot.

3621 Dufferin St

Current Application

Dufferin & Wilson Regeneration Study, 2015 Future midrise mixed use development (Makarova, 2016).

3621 Dufferin St

Current Application


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i. Support the greening corridors with proposed office space south of Wilson/ Duffern Street and developed buildings, ii. Additional streets will be created to create a finer grain of street network, specifically south of Wilson Avenue, east of the existing Power Centre, in order to increase walkability and diminish the disconnect between the Power Centre and the surrounding office lots, iii. Create open space as the pedestrian zone within the Power Centre, known as the “Flight Path”, similar to Shops at Don Mills and Shops on Yonge.

3.4.3 Sustainable Development Looking forward into the retrofitting of the Wilson site, it is important to take into consideration the environmental impact of future implementations. To do so, it is important to support sustainable development to conform to sound planning principles. Site design should include improved road and transit network and environmentally-friendly technology.

Following the Guiding Principles of this report, the recommendations will (7) intensify development around transit stations, (11) focus on a long term vision of sustainable community development through sound planning processes and principles as well as (12) encourage multi-modal transportation networks.


i. Implementing green roofs on new commercial and residential development while complying to the city of Toronto Guideline Standards,ii. Promote transit use through increased connection of multimodal transit including pedestrian pathways and increase in transit connectionsiii. Implement bike paths on main streets connecting to neighbourhood parks and

3.4.4 Parks and Open Space

In order to enhance open spaces, it is important to create green, safe, and an attract streetscape. To achieve this, improving existing green space and creating additional park space is essential to succeed in the guiding principles and improve social interaction. New open space may also be used for leisure for those employed within the area, and for nearby residence. In addition, creating inviting spaces will create a sense of identity, which is what the Wilson Site is currently lacking. It is proposed that pedestrian friendly open spaces surrounding retail can creates a safe environment for those to freely use the space without the need to avoid cars when moving from store to store creating an “urban village”.

New public and private open spaces should be a connected and coherent system which enhance and provide amenity and identity for the Study Area.

Create Quality Public Parks and Private Open Spaces

3.

Redevelopment of the Study Area should be part of a coherent strategy that responds appropriately to the existing conditions and constraints of the area.

Redevelop with Appropriate Land Uses and Land Use Buffers

4.

Guiding Principles

Dufferin & Wilson Regeneration Study , 2015

Following the Guiding Principles of this report, the recommendations will (1) support the creation of community focal points, (2) enhancing and developing public and private open spaces as well as (5) creating a green, safe and attractive streetscape as well as (11) focus on a long-term vision of sustainable community development through sound planning processes and principles.

Future open space within Power Centre (Makarova, 2016).


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3.4.5 Intensification

The Wilson Site has a significant amount of underutilized land. Availability of land adjacent to the transit station can facilitate prime residential opportunities. Market research in the Wilson Station area shows examples of recently completed condos in high demand. The blend of land availability, transit, access to shops, easy access to the downtown core are in high demand for condo purchasers. As such, the intensification of density through residential growth is vital to the area.

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (7) intensify development around transit stations, (9) increase density through a range of residential unit types, create the appropriate transitions between new development and adjacent neighbourhoods to support improved connectivity as well as (13) permit a feasible phasing of development.


i. Creating a Wilson Neighbourhood Centre, providing ample public space and shopping, to service the existing and future residents ii. Creating residential buildings east of the Wilson Subway Station, as per Downsview Airport regulations and height restrictions, iii. Greyfield development of mid-rise residential condominiums in existing TTC transit parking lots, iv. Developing mid-rise commercial office buildings along Dufferin St and Wilson Avenue, with street frontages that work toward access to Wilson Subway Station and v. Developing mixed use buildings on Wilson Avenue to establish street promenade.

It is important to note that if the Downsview Airport closes down in the future, the intensification of the Wilson Site can spur an influx of condominium development.

3.4.6 Economic Development


i. Creating an office hub that draws in employees to interact with existing retail and commercial spaces, ii. Development of a series of office buildings along Dufferin Street, behind the existing big box retail store, Costco, iii. Introduce office building or mixed use building along Tipper Rd south of the existing Condo developments,

3.4.6.1 Office

Preserving and enhancing office space is an important element in retrofitting as it allows for a diverse use of a site. Office workers are likely to shop eat, and live near their area of employment, allowing different land uses to develop (Dunham-Jones & Williamson (2011). Applying similar retrofitting tools used in Atlanta with the concentration of office buildings, the Wilson Site will create a local and regional office hub. This report supports the notion that increased office space creates an inviting environment for firms to locate, or as Dunham-Jones and Williamson (2011) suggest, relocate. The promotion of office within the Wilson area along with retail will create an office node capable of increasing the pedestrian presence, allowing for transit-supportive densities. Moreover, greater pedestrian traffic and cyclists will decrease the number of automobiles in the area.

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (4) protect Employment areas while promoting both local and regional economic vitality as well as (7) intensify development around transit stations as well as (8) sustain and encourage a variety of businesses and professional services.


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iv. Create an open space/public retail square to draw in use iv. Developing mid-rise commercial office buildings along Dufferin St and Wilson Avenue, with street frontages that work towards access to Wilson Subway Station and v. Developing mixed use buildings on Wilson Avenue to establish street promenade.

The recommendation is as follows:

i. Reallocation of surface parking spaces into a mid-rise structure, allowing for more land supply for a retail centre to surround the proposed urban plaza.

3.4.6.2 Retail

The Wilson site area has an established retail component adjacent to the TTC station. A suburban Power Centre provides an assortment of big box retailers such as Costco, Home Depot, and Best Buy. Despite the Power Centre’s proximity to the subway station, the primary mode of accessing the stores is via automobile. The mass amount of parking space facilitates cars as the mode of getting from store to store. There is not a strong pedestrian component making the site dangerous to shoppers.

Following the Guiding Principles of this report, the recommendation will (1) create a place with community focal points, (2) enhance and develop public and private open spaces, (3) maintain current land uses for appropriate population targets as well as (8) sustain and encourage a variety of businesses and professional services.

Mid-rise commercial office buildings on Dufferin Street (Makarova, 2016).

A parking garage Miami Beach, Florida that integrates unique green elements into its design.

The design has proven to hide the unsightly cars and the sound of the

cars reduced by the surrounding vegetation screens.

(Arquitectonica, n.d.)http://arquitectonica.com/geo/portfolio/ballet-valet-parking-garage/


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By decreasing the number of parking spaces, the Power Centre will have more space to expand, specifically through the development of a proposed urban plaza. Surrounding the plaza will be restaurant and uses that operate into the space. A network of pedestrian friendly routes will connect the present retail into the space. In addition to the connections to buildings within the site, the pedestrian realm should blend into adjacent office area, subway station, and residential areas. The pedestrian network will feature access to transit, bike lanes, and parking. The retail centre will play a role as an area for public events that draw people to the site. Using the Shops at Yonge and Shops on Don Mills as case studies for this recommendation, car-dependency can diminish, retail space can increase and a public realm can be established. The use of retail space combined with the public space to create pedestrian-scaled iving for more active and healthier lifestyles can be accomplished by promoting pedestrian movement throughout the area. However, totally removing parking lots is discouraged as big box retail stores require a large number of parking spaces and the surrounding residential area is not completely accessible to the Power Centre by walking.

The recommendation is as follows:

i. Developing proposed and new condominiums in around the Wilson Site, creating a more dense residential population.

3.4.6.3 ResidentialCurrently the majority of the Wilson site consists of single detached and mixed use homes surrounding the Downsview Airport, and big box retail stores. Due to the majority of homes providing living accommodations for single families, current residential density is minimal. As such, it is important to increase density through proposed residential developments.

Following the Guiding Principles of this report, the recommendation will (1) create a place with community focal points, (2) enhance and develop public and private open spaces, (3) maintain current land uses for appropriate population targets as well as (8) sustain and encourage a variety of businesses and professional services.

While high rise development may be constructed once the Downsview Airport is phased out, mid rise condominiums may begin to develop, adhering to the Airport’s height restrictions. This includes development on the north east, and southeast lots along Wilson Avenue. By increasing the site’s residential density, this will create more walking traffic and therefore will positively contribute to creating a complete, thriving community. While this will remove parking lot space within the site, these lost spaces will be consolidated to a separate lot in order to maintain the necessary parking spaces, and provide parking for newly constructed mid-rise residential buildings.

3.4.7 TransportationThe recommendations are as follows:

i. Multiple bicycle paths to support active transportation, connecting at four major intersections.

This recommendation will serve as a introduction of a new transportation method not currently utilized in the area. The bike network will connect to Keele Street and Sheppard Avenue West; Keele Street and Wilson Avenue; Bathurst Street and Sheppard Avenue West; and Bathurst Street and Wilson Avenue. In addition to these connections, the network will also connect to Wilson Heights Boulevard, and provide another north-south connection on a less congested roadway. Additional bike paths may be incorporated at a later time which may provide connections to the residential neighbourhoods within the site.

Cross sectional for Wilson Avenue highlighting bike lanes


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3.5 Barriers and Next Steps

In order to ensure the above recommendations are feasible and can be implemented successfully, the following studies and amendments must be completed:

• Parking lot use study • Pedestrian Impact Study • Traffic Impact Study • Official Plan Amendments • Flight Path Regeneration Plan

However, there may be barriers that must be evaluated before the development process may be completed. In order to implement the above recommendations, the maximum height restriction due to the Downsview Airport flight path may create barriers and therefore later phases of the development can be restricted if the airport remains functioning.

Furthermore, in order for the Power Centre to reach full potential, retailers must continue to renew their leases to remain in business. For these businesses to continue thriving, the surrounding areas must flourish and work together to ensure a thriving space.

3.6 Growth Incentives To attract retailers to the Flight Path centre, the area must be seen as an up and coming successful space for those to build their company. With a steady increase in condominiums and apartments being developed and continuing to be proposed throughout the site, there will be a large increase of population within the area to access the power centre. Vacancy rates being low indicate that many people believe this to be an area that is on the rise and has great potential in future years.

A successful case study of Parkhurst Town Centre in Australia can be used to describe the effects of suburban residential homes bringing an increase in retail into the area. The area surrounding the new shopping centre has seen an increase in residential development in which has become an incentive for retailers to use this development to their economic advantage (AHC, 2016).

3.7 Development Cost Estimates Costs have a significant impact of how an area is developed. Decisions on what can be implemented in a site area by a developer are affected on whether an option is more feasible than another. A large cost on the site area is parking. With plans to remove parking and re-allocate spaces into a structure or underground and stacked parking decks. According to the Atlas Construction Cost Guiding, the cost to build a freestanding parking structure is $80 per sq/ft. The construction Guiding prices an underground parking structure at $120 per sq/ft. The difference is $40 per sq/ft this adds up when building a structure that holds hundreds of parking spots. When creating ideas for the vision of the Wilson Site area it is important to consider how particular design ideas can rack up high costs for those looking to implement ideas. Although hiding the parking underground would be the ideal use of the land, above ground parking is the most feasible option.

3.8 Timeline and Phasing

Conceptually, this report will follow the following timeline and proposed phasing to ensure the implementations of the recommendations in previous sections. This timeline and phasing will serve as a guideline for the future to ensure recommendations are implemented and proficient moves are made towards creating complete communities around transit.

To support Guiding Principle (13), permit a feasible phasing of development, it is important to note that the retrofit of the Wilson Station site will not occur in a short period of time. A 10 year horizon was given to be able to establish a complete community. The chart below indicates a brief phasing outline, which begins with urban design changes and more feasible changes. It is apparent many of these changes will require the city of Toronto or non-profit organizations to invest into the area. Soon after, as market conditions strengthen, private development will eventually take over the cost of retrofitting the area. It is important to note that Phase 4 of these recommendations are dependent on the removal of the Downsview Airport.


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Phase 2(3-5 Years)

Phase 3(5-7 Years)

a. Powercenter parking redesign and constructionb. Completion of the Retail Center and public spacec. Implementation of the Wilson Ave. sidewalk redesignd. Construction of Wilson Ave. Bike Lanes

a. Office lands development commences b. Dufferin Street park project begins constructionc. Completion of proposed Tippett Rd residential condos

a. Residential re-development of Wilson Station South parking lotb. Residential Redevelopment of Wilson Station Main Lot

Phase 4 (8+ Years)

a. When Downsview Airport leaves as outlined in City Plans additional development can occur

TTC West Lot can commence redevelopment Big Box retailers can be redeveloped for higher use

The chart below indicates the general timeline that the Wilson Site retrofit may look like. It is important to note that market factors and unknown variables may impact this timeline. Most of these projects require private investment. As such, public and private partnerships are necessary in achieving this retrofit.


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4.0 Mississauga Site: Dixie and Dundas

4.1 Introduction4.1.1. Dixie and Dundas: History and Current State

Located in eastern Mississauga, the intersection of Dundas Street East and Dixie Road is located in close proximity to various key areas. The Study Site is located southeast of the Mississauga City Centre and west of Etobicoke, part of the City of Toronto. Numerous main arterial roads and surface transit routes run through or near the retrofit planning site area. These include MiWay transit bus routes along Dundas Street and Dixie Road. The Dixie GO Transit rail station, part of the Milton Line, is located just south of the intersection.

Historically, Mississauga was a rural settlement. After WWII, the Baby Boomer’s transformed the rural settlement of Mississauga into a suburban hotspot. Urban sprawl and a period of rapid population growth created a rising demand for the automobile as the primary form of transportation. The predicted consequences forced the Provincial government to begin research and policy formation that would set the foundation for the present day planning context in the city (Heritage Toronto 2009).

The need for quality high order transit connections between Mississauga and Toronto has been a consistent issue throughout Mississauga’s history. The growing population demanded an increase in built form, a process which continued to reinforce a car dominated culture. With a system in mind, Mississauga commissioned over 18 transit studies between 1970 and 1992. These proposals were never put into action, and a number of issues ranging from an inconsistent political vision to a lack of funding saw the development of a transit system delayed for almost 40 years, until 2010. In 2010, the city finally received the resources necessary to begin construction. Metrolinx contributed $113 million, the Federal government $59 million, and the city pledged $259 million to the project. The project was completed in 2014, with a system that was not much different than the proposal done in 1992 (Transit Toronto 2015).

Currently, strip centre retail plazas with extensive accompanying surface parking lots characterize the retrofit planning site area. These parking lots serve to accommodate the automobile usage that dominates the transportation fabric of the area, and most of Mississauga. The area benefits from the existing GO Transit rail station on the Milton Line and also the provision for future high order transit along Dundas Street East. This will likely be a Bus Rapid Transit route with dedicated lanes, connecting to the future Hurontario/Main Street Light Rail Transit corridor to the west and the western extent of the TTC Line 2/Bloor Danforth to the east in neighboring Etobicoke.


For the purposes of this report, the boundaries are defined as follows: At the north, hugging the Little Etobicoke Creek and also to the east where the creek turns to generally run from north to south. There are two parts of the western boundary including a portion just behind the large strip plaza on the northwest corner of Dundas Street East and Dixie Road. Southwest of the intersection, the western boundary runs behind Blundell Road. The retrofit planning site area’s southern boundary runs the entire duration of the railway line, also part of GO Transit’s Milton Line corridor. The eastern boundary is largely defined by the Little Etobicoke Creek to the east of Creekside Crossing Shopping Centre. North of the plaza and Dundas Street East, the boundary becomes irregular, hugging portions of Jarrow Avenue and Neilco Court before rejoining the Little Etobicoke Creek to the north.


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4.2. Site Analysis 4.2.1. Current Community Structure

To have a better understanding of the Dixie and Dundas site, the Study Area will include the overall context, while the Development site will refer to the smaller portion of the Study Area where the recommendations will be implemented. The Development site area itself is much more concentrated and is made up of fewer land uses than the Study Area. Property blocks and parcels in large areas characterize majority of the site. In the Study Area, the developments and land use types are far less diverse. The majority of lands around the intersection of Dixie Road and Dundas Street East are made up mainly of retail and commercial. To the north and south the adjacent lands are classified and are used as business employment lands. At the northwest corner of the intersection there is another large retail commercial strip plaza. A small zone within that area functions as motor vehicle commercial.

Residential suburban dwellings are traditional along with the lot layouts which characterize the built form in the wider context study area and also the development site area. Most of the residential subdivisions in the surrounding area include a mix of both detached and semidetached dwellings. The newer development includes townhomes west of Dundas and Dixie. Majority of the area was developed during the 1960’s and 1970’s, an era of mass suburban expansion (Heritage Toronto 2009). Parts of the site do have high-rise residential towers, which are mainly located near Bloor Street. There are central retail strip plazas, on each side of the Dundas and Dixie intersection, including the Development site. These strip centres are made up of large adjacent parking lots. These greyfields however are underutilized and offer a great deal of room for redevelopment.

Extensive at grade parking lots currently dominate the site area (Kitka, 2016)

A typical strip centre plaza parking lot (Kitka, 2016)


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The study area also contains Greenbelt designated lands, mainly made up by the Little Etobicoke Creek. The community parks in the area are public open spaces while at the eastern end and border of the site there is also an instance of a hydro utility corridor. There is Public open spaces existing and community parks and ravine greenbelt lands are also currently within the site. Unlike in the northern portion, this corridor runs generally east to west, cutting through the residential area.

The Etobicoke Creekhttps://hikingthegta.wordpress.com/category/etobicoke-creek

4.2.2. Planning Framework

The Mississauga Site is served by the policies found within the City of Mississauga Official Plan and also guided by The Dixie District Policies of the Official Plan. These documents in harmony provide a complete list of policies guiding the future development of the site.

The Mississauga Plan (Official Plan) reflects broader provincial objectives to promote and mandate development that is sustainable. Future development and retrofitting exercises should be supportive of public transit and aim to create pedestrian based communities. Mississauga specifically is recognizing and planning for its next stage of evolution and development. This is primarily characterized by a significant shift toward intensification and becoming increasingly urbanized. A key objective is to create a city where it is possible to conveniently move around without an automobile. Mississauga Plan is geared toward creating complete neighborhoods through strategic goals such as developing walkable, connected neighborhoods, building vibrant communities, creating great public spaces, providing mobility choices, building and maintaining infrastructure and nurturing villages, working in conjunction with the Growth Plan.

Lands within the Dixie District are currently designated industrial, commercial, residential and greenbelt. The portions of the lands within the Dixie District are part of the watersheds of the Etobicoke Creek, the Little Etobicoke Creek and the Applewood Creek. These are principal natural features within the Dixie District and are guided by special policy areas related to floodplain planning exercises and initiatives. In addition, there is an existing residential enclave within the boundaries of the Dixie District, south of Dundas Street East, east of Dixie Road. This enclave is recognized by the district plan, but Mississauga Plan and the policies of the Dixie District do not allow or accommodate further residential development in the area within the district’s formal boundaries. All of the retrofit planning site area is located within the Dixie District boundaries and is directly affected by these policies. These policies pose a major barrier in future plans for the area.

http://www.mississauga.ca/portal/residents/mississaugaofficialplan

4.2.3. Demographics

According to Mississauga Data, 71.5percent of people in the Dixie and Dundas study area use a personal car to get to work. Only 18 percent of people take public transit to work each day. The same study found that the average commute time was around 26 minutes per trip (City of Mississauga, 2014).

The majority of the population works in sales and services, and business and finance sectors. Comparing the preferred mode of transportation, average travel time, and type of employment can lead to further analysis about the study area. This data suggests that the majority of people in the Dixie and Dundas study area are leaving by car every day in order to work in office jobs related to Sales, Services, Business and Finance (City of Mississauga 2014). There is also a smaller group of people who are using transit to access their jobs. At an average commute of 26 minutes, these workers would be travelling inside the study area, and working at the various big box stores, restaurants and outlets in the area (City of Mississauga 2014).


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The largest age cohort in Dixie and Dundas is 40-64 years old. They make up 36 percent of the total population. The 65+ age range represents only 11percent of the current population, and this age range is expected to drastically increase in the next 30 years (Hemson Consulting 2011). Although the predictions suggest a large increase in the 65+ age category, the changes do not result in an overwhelming proportion of seniors. Instead, the predicted changes in age reflect a more balanced population profile.

Apartment style housing is the most popular dwelling type within the study area, at 47.6 %, though detached housing is still very common, with 32.1% of the population. The Mississauga Data suggests that people living in apartment style housing are more inclined to take public transit. Based on these findings, a common person within Dixie and Dundas will be between the ages of 40-64, living in a detached home and driving their own car 26 minutes to a major office building job. The proposed age profile transition creates a unique opportunity for the retrofitting process to plan for a more balanced age profile, and promote a change in status quo from the current car dominated suburban area (City of Mississauga 2014).

4.2.4. Area Analysis

The site area is located 18.5 kilometers west of Downtown Toronto. Toronto Pearson International Airport is also located in Eastern Mississauga, located 8.28 kilometers north of the site area. The Mississauga City Centre along with Square One Shopping Centre, located in Central Mississauga is found 5.05 kilometers generally west of the site area. Kipling Subway Station (TTC) in Etobicoke is situated 6.4 kilometers east of the site area on Dundas Street. There are two highway connections close by. An interchange with the Queen Elizabeth Way is 1.44 kilometers south of the site area on Dixie Road while Highway 427 is 4.98 kilometers east on Dundas Street.

The municipal services within the study area are all located within 3km or a 25-35 minute walking distance from the intersection of Dixie Road. and Dundas Street East. Mississauga Fire Station 106 is located at 1355 Winding Trail, just south of the Dixie Road and Burnhamthorpe Road East intersection. The Peel Regional Police 12th Division is located 4600 Dixie Road just south of the intersection of Dixie Rd. and Eglinton Avenue East. There are two major hospitals closely located within 3km, the Queensway Health Centre is located 1.7km away in Etobicoke at 190 Sherway Drive located on the west side of Sherway Gardens Mall and west of highway 427 and The Queensway. The Mississauga Hospital is located 2.9km away on the south west corner of The Queensway and Hurontario Street at 100 Queensway West.

The Dixie Road and Dundas Street Intersection is located around three Malls. The two closest malls are Sherway Gardens which is approximately located 2.2km away heading east. The Dixie Outlet Mall it is located south east on the intersection approximately 2.2km away. The final mall is Square One located to the west roughly 5km away.


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There is also the Burnhamthorpe Community Center, Burnhamthorpe Branch Library and Dixie Bloor Neighbourhood Centre located less than a kilometer and a half away. The surrounding area is also equipped with a couple places of worship and multiple institutions. The schools in the surrounding area are;, Applewood Heights Secondary School located 1.7km away, Burnhamthorpe Public School located 1.4km away, Tomken Road Middle School also 1.4km away and finally Dixie Public School less than a kilometre away.

4.2.5. Current Transportation and Road Network

The Study Area extends past the intersection of Dixie Road and Dundas Street with Etobicoke Creek as the northern boundary and the southern boundary is the railway corridor. The major arterial routes include Dixie Road, providing connections north and south through Mississauga’s eastern end. As well as, Dundas Street running east and west providing connections from Toronto to Mississauga. Currently both these major roadways are extremely busy and are both six lanes wide. Minor arterial roads connecting to these major roadways include Blundell Road, Queen Frederica Drive, Jarrow Avenue and Neilco Court. With possible future development on the north side of Dundas Street, both Jarrow Avenue and Neilco Court will become intensively busier. Not enough intensification will occur to designate either road as a minor arterial roadway.

Currently numerous Mississauga bus routes are servicing these two major road networks, as well as GO Transit train and bus service, via Dixie GO Station. Within the Official Plan Mississauga designates Dundas Street as a Higher Order Transit Corridor; currently a Bus Rapid Transit (BRT) option, and a Light Rail Transit (LRT) option is being looked into for the area, or a combination of both connecting from Kipling TTC Station then along Dundas Street East to Highway 407.

Pearson International Airport is located North of the site area, with a 10 minute driving distance. Heading southeast on Dundas St East toward Dixie Road, onto the 427 North. A bus route from the site to the airport; starting by taking the Eastbound bus #1 from Dundas St East of Dixie Rd to Dundas St at Billingham Rd, then switching to the 192 North express bus from Dundas St West at East Mall towards Pearson International airport .

http://www7.mississauga.ca/documents/miway/servicechange/20160216-Transit-wayUpdate/WeekdayMap.pdf

The wider context area is served mainly by MiWay surface bus routes. Commut-er GO service is also present via Dixie Station (Part of the Milton Line).

4.2.6. Market Trends

4.2.6.1. Housing Prices In the Dixie and Dundas Study area, there is a mixture of detached and semi-detached dwellings located on the north side of the Little Etobicoke Creek and to the south just beyond the industrial area. Most of the area was built during the 1960’s and 1970’s, during the era of great suburban expansion. Since then newer townhomes have been built west of Dundas Street East and Dixie Road. There are also high-rise residential towers located mainly near Bloor Street, and on the western boundary of the site. Recently, there has been no residential construction and in turn the retail stock has not grown.


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According to the 2011 Census Results Ward Profile’s one and three for the city of Mississauga, the average price of a household in the Dixie Road and Dundas Street East area is $489,652. This is almost 2 percent higher than the average household price in Mississauga, which is $455,942. From this data, it can be inferred that new development in this area may not necessarily be the most viable density option.

4.2.6.2. Rental Prices

The Mississauga rental market has slowly grown over time specifically in the surrounding area of Dixie Road and Dundas Street East. These rental properties have been providing renters with feasible options in comparison to parts of Toronto and the surrounding area around Square One Shopping Centre. The area of Dixie and Dundas has many nearby amenities and direct access to the GO Train as well as a ten minute drive to Kipling Station. In the future this would be an ideal area for growth which would include a variety of housing types.

4.2.6.5. Trends in the Area

According to CBRE (2014), the Study Area, which falls under the Mississauga South submarket, has a net rent for office space at $16.61 psf, relatively higher than both the two Toronto Study areas. This may imply that Mississauga may be a prime suburban office space.

4.2.6.4. Vacancy Rates

According to CBRE (2014), the Study Area, which falls under the Mississauga South submarket, has experienced a 16.2 percent vacancy rate during Q3-2014. Moreover, there has been no new office construction in the corridor. Compared to the western suburbs, Mississauga is experiencing a slightly lower vacancy rate, compared to 16.9 percent. Compared to the other sites in Toronto, it is apparent the demand for office space in Mississauga is not as apparent as in Toronto.

In regards to residential vacancy, Mississauga - Zone 20 (Northeast) has seen some change in vacancy rates in two bedroom units from 1.3 percent in October 2014 to 2.2 percent in October 2015 (CMHC, 2015).

The vacancy rates for private apartments in Mississauga - Zone 20 (Northeast) between 2014 and 2015 has increased by 0.4percent (CMHC, 2015). The area has experienced a slight increase of 1percent from 2014 to 2015, with rents increasing slightly from $1,198 to $1,208 (CMHC, 2015). The number of private apartment units in the universe of Mississauga - Zone 20 has increased in the last year by approximately 50 units although the availability rate has decreased by 0.1percent from 3.5percent to 3.4percent in 2015 (CMHC, 2015). The decrease is also shown in the availability of townhouse units from 2014 to 2015 it has decreased by a total of 2.3percent (CMHC, 2015). It can be said that the rental universe within the Dixie Road and Dundas Street East area is meeting the current demands based on the very slight increase or decreasing percentages.

Place of Work Employment Projections based on Population are estimated to grow. Hemson Consulting suggests that there will be an increase in the workforce, and an increase in Major Offices, with this trend is consistent in the Dixie Dundas area. The study predicts that 60percent of Mississauga’s long term employment growth will be in major office development. The city’s strategic location within the GTA will allow Mississauga’s major office development to grow. When comparing this with the current Dixie and Dundas transportation data, many members of the community are driving away from the area to work in major office building jobs (Hemson Consulting 2011). The buildings that contain these jobs are not specific to their location. With the Dixie and Dundas area adding more public transportation options and routes, while building more major office buildings, there could be an incentive for those who are driving away from the area to stay and take local transportation.

4.2.6.3. Office Rents

4.2.7. SWOT AnalysisA SWOT analysis was conducted, which takes into consideration the previous sections and their implications. It has become apparent that the Dixie and Dundas site is a car-orientated community with a lack of walkability and no pedestrian realm. As such, it is necessary to establish the appropriate changes to gear this site toward a complete community around transit.


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Currently, the proximity to the city of Toronto and Pearson Airport as well as the access to new transit infrastructure and future transit (BRT), suggest the site can become a strong transit hub connector for the area.

Unfortunately, the site’s clear dependency on automobiles has lent itself to poor accessibility for pedestrians. Big box retail has prevented local businesses to appear and a lack of green space creates an uninviting environment. Moving forward, it will be necessary to address and accommodate for the floodplains affected by new development and the limitations of the Dixie District policies of the Mississauga Plan.


Access to new Transit infrastructure

Bordering the City of Toronto, directly west

Wide thoroughfare/right of ways (For future transit corridors)

Dominated by automobile, poor accessibility to pedestrians

No local retailers, only big box retail

Lack of parks and open space

Opportunities

Implement planning strategies for an aging population

Potential to add bicycle lanes to creek and hydro corridor

Vacant lots, parking lots provide room for development and expansion Newly built transit infrastructure provides opportunity to intensify built form and limit automobile dependency

Vacant lands may be build on floodplains

Barriers within OPA policies

Community backlash, Nimbyism Current retailers may not wish to move locations or sacrifice

Threats

4.3. Vision and Objectives4.3.1. Vision

It is envisioned that Dixie and Dundas will transform into a complete community that benefits from proximity to current and future high order transit. An increase in quality transit options will provide an alternative to the car oriented suburban lifestyle. Moreover, it is foreseen that Dixie and Dundas will provide a more walkable and morely populated hub to support transit-supported densities.

Our overall guiding principles will aid our recommendations as a framework to assure consistency.

4.3.2. Objectivesi. To reduce the overall square footage of at grade parking lots, ii. The creation of a walkable, mixed use downtown district to attract and promote multiple purpose trips and visits to the area,iii. Taking advantage of nearby existing and future high order transit infrastructure, iv. Establishing tighter street grids, smaller block sizes and increased multi modal connections, v. Create streets for vehicles, pedestrian pathways and sidewalks and the new public open space plaza, vi. Incorporate green space throughout the area, including landscaping and vii. Increase density through compact built forms and mixed land uses.

http://bettercities.net/news-opinion/links/15718/fixing-levittowns-flaws

Built form and land use intensification will take

place around existing retail amenities

(Langdon, 2011)


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4.4. Guidelines and Recommendations

PARKING

PARKING

LCBO

RETAIL

RBC

TD

BEER STORE

RETAIL

PARKING

WALMART

COSTCO

PARKING

PARKING

RETAIL

RETAIL

RETAIL

RETAIL

RETAILPLAZA

RESTAURANT

RESTAURANT

RETAIL

RESIDENTIAL/RETAIL

RESIDENTIAL/RETAIL

RETAIL

OFFICE

PARKINGGARAGE

MIXED USEOFFICE/RETAIL

MIXED USEOFFICE/RETAIL

NEILCO CT

DUNDAS STR

EET E

DIXIE ROAD

LEGEND

SCHEDULE 4.2

PROPOSEDCONTEXT MAP

Site Boundary

Existing Retial/Employment

Parking

Retail

Major Node

Minor Node

GO Station

O�ce

Street/ Road

Parking Garage

New Vehicle Connection

Pedestrian Paths

GO Bus Route

Mixed Use O�ce/Retail

Residential/Retail

Open/Green Space

Trees

4.4.1. Public Realm

Creating public realm in the Dixie and Dundas is important as it establishes accessible open space, pedestrian friendly streets and pedestrian right-of-ways. Currently, the site lacks the movement of pedestrians.

Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal (2) enhance and develop public and private open spaces, (5) create green, safe and attractive streetscape as well as (12) encourage multimodal transportation networks.


i. Aim to create publically owned pace ii. Develop wider sidewalks on both major streets, Dundas and Dixie, to provide a pedestraisn streetscape toward new transit systems, iii. Develop a pedestrian only designated pathway around retail and open spaces in the Development Site and iv. Include street furniture, planned landscape design and streetscape design into major roads;

4.4.2. Built Form and Site DesignCurrently, the large lot parcels in the Dixie and Dundas limit pedestrian access, which is an essential part of increasing transit use. As such, it is necessary to create a tighter frig pattern into smaller blocks. Using two case studies, CityCenter’s Englewood’ and Santana Row (Dunham-Jones & Williamson, 2011), the recommendations in this section will aim to work around the big box retail through innovation and consistency with the overall community acceptance.

Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal


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i. Develop an urbanized main street running east to west, established as the Creekside Crossing.

Similar to Santana Row (Dunham-Jones & Williamson, 2011), the Creekside Crossing site involves an urbanized main street that runs east to west. It will be a realignment of a current roadway that largely serves the car traffic accessing the current shopping plaza and GO station parking lot from Dixie Road. This roadway provides direct access to Walmart and Costco. Like Stevens Creek Boulevard near Santana Row, Dixie Road and Dundas Street East are the heavily traveled thoroughfares that occupy part of the perimeter of the retrofit plan site area. Similar to Santana Row, the Creekside Crossing retrofit plan will implement a gradual transition to the central public open space plaza at its core (Dunham-Jones, Williamson, 2009). However, the main street in Creekside Crossing will not be closed to motor vehicle traffic closer to the site’s interior. The closer one gets to the interior of the site, an increasingly pedestrian friendly network of pathways and sidewalks centered on the public open space plaza will emerge and become increasingly prominent. This recommendation also supports the addition of new streets and a network of pedestrian only sidewalks and pathways.

i. Move away from “in the round” building designs into intensified built form patterns, including more high-rise buildings.

ii. Supporting the addition of neighbourhood retail and restaurants to serve as buffers from current big box retail,

iii. Support the continued presence of Costco and Walmart too.

Existing at grade parking will be reduced or relocat-ed. New infill development will be located against the street, without surface park-ing as a buffer. Urban built form and character will be enhanced (Bruce, 2009).http://getenergysmartnow.com/2009/09/27/sunday-train-rapid-streetcars-and-suburban-retrofit

4.4.3. Parks and Open Space

Publically accessible open spaces are necessary in a retrofit plan as they provide a sense of community while supporting pedestrian movement along streets. This then will support transit use in the Dixie and Dundas site. Following the Guiding Principles of this report, the recommendations will (1) create a place with community focal points (2) enhance and develop public and private open spaces, (5) create green, safe and attractive streetscape as well as (12) encourage multimodal transportation networks.


i. Create a public square/plaza, providing a communal focal point for social interaction.

This recommendation could include sitting down for a meal on a patio that overlooks the public square or partaking in seasonal festivities in the plaza. The open space that the public square provides allows for a venue to host community events and festivals all throughout the year. In the colder months, there is an option for the space to turn into a skating rink and in the summer months the public square will act as a civic space for everyone to enjoy the weather and meet new people.

point (2) enhance and develop public and private open spaces, (5) create green, safe and attractive streetscape as well as (12) encourage multimodal transportation networks.


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A quality community open green space, creating a quality, interactive and fun community setting (Makarova, 2016).

This recommendation will provide connectivity to the existing bike network in the western part of Toronto and in the eastern part of Mississauga. With the expansion of the green space this will encourage community members to walk more and enjoy the natural environment. By creating an entry and exit point this will also increase walking and bike traffic through the site, creating an urban feel in the area. In addition, multimodal transportation network will deter automobile dependency.

ii. Planting native trees, shrubs and other green features along the Little Etobicoke Creek, creating an entryway to a future walking or bike path

A quality community open green space, with adjustment capabil-ity to accommodate all seasonal uses (ColoradoHiking (n.d.)).

http://coloradohiking.org/2015/12/stopped-by-the-ice-skating-rink-in-belmar/

4.4.4. Intensification

The majority of people living in Dixie and Dundas work in major offices industries (Mississauga Data 2014). They are choosing to leave the area and drive to work administrative sales and business jobs. These office jobs are not specific to their living area. As such, creating a more diverse employment base in the area can consider the Study Area a stronger employment hub.

Following the Guiding Principles of this report, the recommendations will (3) mantain current land uses for appropriate population targets, (7) intensify development around transit stations, (8) sustain and encourage a variety of businesses and professional services, as well as (12) encourage multimodal transportation networks.


i. Increase density through new major office space along Dixie and Dundas.

An increase in balance of land uses and amenities, including the introduction of quality office space(Makarova, 2016).


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ii. Build new office space vertically, creating a high-rise community, in order to increase density.

Developing new office space provides residents with a choice to stay within the study area to work, instead of driving away from the city. Demand for these major offices is also generated by the new transit infrastructure within the site. The soon to be finished “transit hub” will allow Dixie and Dundas to be an accessible location and provide potential employers and employees with incentives to locate and work in the area.

Building new office space provides residents with a choice to stay within the study area to work, instead of driving away from the city. Demand for these major offices is also generated by the new transit infrastructure within the site. The soon to be finished “transit hub” will allow Dixie and Dundas to be an accessible location and provide potential employers and employees with incentives to locate and work in the area.

4.4.5. Economic Development

4.4.5.1. Retail

Attracting more retail use to Dixie and Dundas will provide a diverse employment base for the site.

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (7) intensify development around transit stations, (8) sustain and encourage a variety of businesses and professional services, as well as (12) encourage multimodal transportation networks.


i. Maintaining the discount store orientation of the site, while integrating local retail and national chain stores as well as restaurants.

Retail in an urban, compact setting. Compact built form creating an intimate and interactive community setting. This is a positive departure from the extensive at grade parking that currently dominates the site

and surrounding area (Makarova, 2016).

Retail in an urban, walkable setting (Makarova, 2016).


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These new additions will be centered on the new downtown Main Street and public open space plaza. Retail along Dundas Street East will also be intensified. Their structures will be located against the street and not with parking lots buffering them in between. This is partly consistent with current conditions, and also what has been done in Santana Row against its main thoroughfare, Stevens Creek Boulevard (Dunham-Jones, Williamson, 2009).

This modified big box scheme is based on the benchmark success of the CityCenter in Englewood, Colorado case study example. Their market and community research determined that discount retail was highly desired. To combat the anti urban effects of Walmart, the municipality was able to negotiate to create tree-lined streets that run through at grade parking lots. The provision for custom facades that is more consistent with other improvements to the area was also negotiated. The Creekside Crossing retrofit plan is based on the same success and prevailing themes, therefore similar negotiations should take place (Dunham-Jones, Williamson, 2009). This will counteract the current plaza’s appearance and its similarity to most other North American power centers. Accomplishing these concessions will also help Walmart and Costco become better neighbors in an improved community setting.

Retrofitted CityCenter in Engle-wood, Colorado (Englewood (n.d.)).

http://www.englewoodgov.org/our-community/englewood-history

4.4.5.2. Residential

In order to increase density in the Dixie and Dundas site, creating additional high-rise residential is essential. While market conditions may not lend

Following the Guiding Principles of this report, the recommendations will (3) maintain current land uses for appropriate population targets, (7) intensify development around transit stations, (8) sustain and encourage a variety of businesses and professional services, as well as (12) encourage multimodal transportation networks.


i. Encouraging and building Transit Oriented Development around present and future high order transit.

Encouraging and building Transit Oriented Development around present and future high order transit at the Mississauga Site will have a positive effect on new and existing property values in the area. The positive correlation of quality mass transit stations and transit oriented development patterns will result in increased property values in the surrounding area. Case studies have confirmed that there is a positive correlation between residential property value and proximity to high order transit stations and accompanying Transit Oriented Development. This includes collections of new retail, office and residential uses. The retrofit plan for Creekside Crossing will integrate these new uses through intensified built forms around current and future high order transit stations. These include the current Dixie GO Transit Station and the provision for a future Bus Rapid Transit station and corridor along Dundas Street East. The results of retrofit efforts at the Mississauga Site will provide incentive for developers to continue to invest in the surrounding area, based mainly on the notion of proximity to quality mass transit options and its benefits to residential property values.

All of these new additions and upgrades center on the location’s proximity to high order transit infrastructure and stations. There is a correlation between increased property values and proximity to mass transit stations (Lambert, 2009). A 2006 study of light rail in Metropolitan Buffalo, New York revealed that every foot closer to a mass transit station yielded an increase of $2.31 to residential property values. Research findings also determined that residential properties also have an added locational benefit when walking distance to the mass transit station is considered. In a study of mass transit and residential property values in Portland, Oregon, a decreasing property value was observed the further away from a transit station the location of the property was located. In Miami, Florida during examination of rail station facilities and property values, the findings revealed that adverse connection between residential property and distance to a high order mass transit rail station. In Washington, D.C., residential properties near Metro Subway Stations enjoyed a 19% property value increase over those that are not (Lambert, 2009).


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4.4.6. Transportation

The major road network of Dundas Street is also identified as a Higher Order Transit Corridor. A study is still to be conducted for Dundas Street East however a bus rapid transit (BRT) would generate and be the most efficient for the area’s transit riders and ridership for funding agencies, a BRT will also be the preferably option to support environmental, social and economic aims. This study will provide any evidence based suggestions for The Master Plan in regards to higher-order transit along Dundas St. Updates can also be made to the Provincial Special Policy Areas for Dundas St East, while setting boundaries for the community node of Dundas and Dixie.

Adding residential density to existing retail (Makarova, 2016).


i. Supporting the proposed BRT/LRT transportation system along Dundas St, by using existing railways corridors running parallel the Development site.

This railway path is already used as go transit’s Milton line. With the numerous forms of transportation networks running through the Dundas and Dixie area, it is essential to create a transit hub for the development in the area to prosper. A minor transit hub is to be made that includes connectivity of proposed BRT/LRT system, MiWay bus transportation, and GO train transit. This will allow for transit users a more accessible form of collective transit experience. Nonetheless, a study identifying the need for BRT will need to be conducted.

ii. Creating two major road paths intersecting through the site and one of each road path will lead out onto Dundas St and Dixie Rd.

Through the site, there will be minor roadways leading into the office/parking garage space, to the small and big retail parking spaces. The Go transit designated parking lot will keep the existing parking spaces which will be relocated on the Southwest side of the lot. This side will also have laneways that will be designated for Go buses only going around the parking lot to the Go transit hub/ drop off zone allowing for an easy flow of bus movement within the site.

4.5. Barriers and Next StepsIn order to ensure the above recommendations are feasible and can be implemented successfully, the following studies and amendments must be completed:

1. Parking lot use study 2. Pedestrian Impact Study 3. Traffic Impact Study 4. BRT Implementation Study 5. Official Plan Amendments (OPAs)

However, there may be barriers that must be evaluated before the development process may be completed. In order to implement the above recommendations, OPAs must be accepted. Specifically, it will be important to implement the following OPAs:

Proposed transit hub (Makarova, 2016).


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Amendment to be made to section 17.1.4.1 and 17.1.4.2 allowing for a mixed use of residential/retail.

Amend to following to include residential/retail along major arterial roads and development site:

17.1.4.1 Notwithstanding the Mixed Use policies of this Plan, the following additional uses will be permitted only in the Dixie, Gateway, MavisErindale, Northeast, Southdown and Western Business Park Character Areas: a. Business Employment Uses; b. Motor Vehicle Commercial Uses; and c. motor vehicle sales.

17.1.4.2 Notwithstanding the Mixed Use policies of this Plan, the following uses will not be permitted: a. Residential.

4.6. Growth IncentivesThe Dundas and Dixie development site is located in close proximity to Toronto Pearson International Airport. Current and Future businesses/companies that travel internationally would benefit from investing in office spaces within this site or future office developments around this site.

The numerous existing and future transit options in the area not only benefit current residents in the area surrounding the site, it will also pose as an incentive for buyers to further invest. Investments in new retail/commercial proposed for the site and residential. These proposal will bring in a large range of mixed uses which the community is currently lacking. With the change in land uses, developers will be more likely to invest in properties around the site in further creating mixed use developments.

Employers of retail, commercial and office will find the location to be ideal as options of transit running right down the Dundas corridor with further connectivity, with the Go Milton line running south and in walking distance of the development site. Having access to this transit hub benefits both employees and retail consumers.

4.7. Development Cost Estimates It s expected that the majority of the costs will be absorbed by the city of Mississauga, through urban design elements. Publically owned spaces will be maintained by the appropriate city department. However, private development and their additional costs will be absorbed by the appropriate developer. It will be necessary to conduct a feasibility analysis for costs of these recommendations.

4.8. Timeline and PhasingTo prepare for a diligent and timely retrofit, it is necessary to phase out the recommendations stated in previous sections. The chart below indicated a brief phasing of the recommendations, beginning with urban design changes and later into intensifying the site.




Phase 4 (20+ Years)

a. Creating an open recreational outdoor plazab. Surrounding the plaza with small retail/residentialc. Creating a minor strip of commercial/retail with a pedestrian pathway through from the Dundas St bus station stop into to the site and to the GO transit Milton line d. Office space on the Southeast Corner of Dundas and Dixie with a Parking Garage on its Southern end

a. Relocating Go transit parking lotb. Creating a bus only route around the parking lot for Go Busesc. Adding an additional retail space at the north end of the lot

a. Creating retail/office spaceb. Redesigning parking space with urban design elements and landscape architecture

a. Existing big box retail; Wal-Mart and Costco (may keep these retailers or get rid of after leases are up based on demand {most likely after a 20 year period})b. Accommodate for appropriate streetscape for proposed BRT/LRT (still in its preliminary stages)c. Possibly add on to existing retail on the North – East corner of the development site next to the creek corridor


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To serve as a template, the timeline below indicates that projects are dependent on the implementation of the BRT in order to create a complete community around the stations.

5.0 ConclusionIn order to reshape complete, connected communities around suburban transit stations, it has become apparent there is a need to foster the conditions which can make both the private and public sectors recognize the potential of suburban areas. This Final Report contained background research, case study analysis as well as informed visions and recommendations of three suburban sites in the Greater Toronto Area. By developing this Final Report, it became evident that in order to effectively retrofit and create complete communities, five basic requirements must be fulfilled: 1. Market the Suburb: It is important to identify the key strengths that may foster employment, economic and residential growth;

2. Reducing Car Dependency: To move away from the car, it is vital to create alternatives modes of transportation in close, walkable distances. Creating an inviting streetscape, destination points and a public realm will work toward the reduction of car dependency;

3. Mixed-Use Development surrounding transit stations: Creating close-knit mixed-uses near transit stations allows for the most valuable and marketable spaces to be occupied and capitalized on. Different uses support a mix range of residents and employees. Moreover, creating places near transit supports transit use;

4. Infill Development using Greyfield sites: Using greyfield sites as a blank slate for redevelopments supports the best use of space. Most of these sites are next to transit stations, as such, developing on these sites will foster stronger connectivity; and

5. Foster a sense of Community and Identity: While suburbs do have a community and neighbourhood identity, it will be important to create a marketable identity that will attract both the private and public sector to invest in.

Planning for suburbia is often difficult, as habits, places and people, have already been formed. While some may see it as a negative consequence of urban sprawl, the suburbs have grown to construct their own identity. People move to suburbs to enjoy the suburban lifestyle. As such, it is now important to plan for suburbs, instead of against them. Using retrofitting as a key instrument to plan with existing uses, will not only create complete communities, but will respect the existing uses that are closely related to these areas. Using tools such as urban design improvements, policy and legislation amendments as well as attracting new uses will support growth in these areas, while respecting its suburban feel. Supporting five basic requirements listed above, retrofitting suburbs is a new way of thinking in the planning realm. While retrofitting may encompass revitalization and redevelopment processes, its’ underlying mandate is quite different. Retrofitting aims to work with existing uses, identify areas of potential growth and then capitalizing on them. Retrofitting suburbs is not meant to change the suburban lifestyle; retrofitting suburbs will facilitate life in the suburbs by creating more complete, connected communities.


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6.0 Acknowledgements6.1 Scarborough SiteAltus Group (2014). Construction Cost Guide 2014. Retrieved March 30th 2016 from http://www.altusgroup.com/media/1160/costguide_2014_web.pdf.

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6.2 North York Site

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6.3 Mississauga Site

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